Abstract:
A power control system positioned within a car is provided. In one example, the power control system includes an electrical system, a battery and a power interface coupled to the electrical system, a communication interface, a controller coupled to the electrical system and the communication interface, and a memory coupled to the controller. The memory contains instructions executable by the controller. The instructions include receiving at least one power consumption parameter from a power controller external to the car via the communication interface, actuating the electrical system to access an external power source via the power interface, and directing power from the power source to the battery via the electrical system in order to charge the battery. One or both of actuating the electrical system to access the external power source and an amount of power directed to the battery are based on the power consumption parameter.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application claims the benefit of U.S. provisional application for patent Ser. No. 61/101,550, filed Sep. 30, 2008, and entitled DISTRIBUTED CAR CHARGING MANAGEMENT SYSTEM AND METHOD (VMDS-29,060). 
     
    
     TECHNICAL FIELD 
       [0002]    The following disclosure relates to power distribution systems and, more particularly, to the intelligent distribution of power to vehicles over an electrical grid. 
       BACKGROUND 
       [0003]    It is well known that power distribution over an electrical grid, such as a grid supplying power to residences and businesses, is a complicated process. Component failures, unanticipated demand for electricity due to weather changes, the increasing load due to modern electronics, and other technical issues make grid management an increasingly complex balance of supply and demand. However, although modern grids may use a certain level of power scheduling, such scheduling tends to be relatively static and so inefficiencies exist in grid management. Therefore, a need exists for a system that is able to manage the provision of power to distributed destinations across a power grid. 
       SUMMARY 
       [0004]    In one embodiment, a power control system positioned within a car is provided. The power control system comprises an electrical system, a battery coupled to the electrical system, a power interface coupled to the electrical system, a communication interface, a controller coupled to the electrical system and the communication interface, and a memory coupled to the controller and containing a plurality of instructions executable by the controller. The instructions include instructions for receiving at least one power consumption parameter from a power controller external to the car via the communication interface, actuating the electrical system to access an external power source via the power interface, and directing power from the power source to the battery via the electrical system in order to charge the battery. At least one of actuating the electrical system to access the external power source and an amount of power directed to the battery is based on the at least one power consumption parameter. 
         [0005]    In another embodiment, the instructions further comprise instructions for determining a charge level of the battery while power is being directed from the external power source to the battery. 
         [0006]    In another embodiment, the power control system further comprises a power profile stored in the memory, wherein the power profile includes information about power usage by the car. 
         [0007]    In another embodiment, the at least one power consumption parameter is stored by the controller as part of the power profile. 
         [0008]    In another embodiment, the power control system further comprises a power profile stored in the memory, wherein the power profile includes information about at least one power need of the car that is based on an amount of power needed by the battery. 
         [0009]    In another embodiment, the power profile further includes information defining a time window during which the car is available to access the external power source. 
         [0010]    In another embodiment, the power control system further comprises instructions for sending the information about the at least one power need and the time window to the power controller via the communication interface. 
         [0011]    In another embodiment, the sending occurs after the car is coupled to the external power source. 
         [0012]    In another embodiment, the sending occurs before the car is coupled to the external power source. 
         [0013]    In another embodiment, the at least one power consumption parameter defines a start time representing an earliest time at which the car is to access the external power source. 
         [0014]    In another embodiment, the at least one power consumption parameter further defines an end time representing a latest time at which the car is to access the external power source. 
         [0015]    In another embodiment, the at least one power consumption parameter further defines a power bandwidth representing a peak power draw to be used by the car when accessing the external power source. 
         [0016]    In another embodiment, the power control system further comprises instructions for sending a compliance notification via the communication interface, wherein the compliance notification confirms that the battery was charged based on the at least one power consumption parameter. 
         [0017]    In another embodiment, the power control system further comprises instructions for sending a notification to the power controller that the car has finished charging. 
         [0018]    In another embodiment, the power control system further comprises instructions for overriding the at least one power consumption parameter. 
         [0019]    In another embodiment, the power control system further comprises instructions for sending identification information to the power controller, wherein the identification information represents at least one of a unique identity and a location of the car. 
         [0020]    In a further embodiment, a power controller for managing power consumption by a car coupled to a power grid is provided. The power controller comprises a communication interface, a processor coupled to the communication interface, and a memory coupled to the processor and containing a plurality of instructions executable by the processor. The instructions include instructions for receiving power need information from the car, wherein the power need information identifies an amount of power needed in charging a battery of the car, and identifying a power consumption need for each of a plurality of power consumers. The instructions also include determining a power consumption plan defining at least one of a start time and a power bandwidth for the car in response to receiving the power need information, wherein at least one of the start time and the power bandwidth is calculated based on the power need information of the car and the power consumption needs of the plurality of power consumers. The instructions further include sending the power consumption plan to the car to manage the car&#39;s power consumption from the grid. 
         [0021]    In another embodiment, receiving the power need information from the car includes receiving at least a portion of a profile defining power usage requirements of the car. 
         [0022]    In another embodiment, receiving the power need information from the car includes receiving at least a portion of a profile defining a power usage history of the car. 
         [0023]    In another embodiment, receiving the power need information from the car includes receiving a start time and an end time, wherein the start time and end time define an earliest time and a latest time, respectively, that the car is available for power consumption from the grid. 
         [0024]    In another embodiment, the power controller further comprises instructions for determining that the car has complied with the power consumption plan. 
         [0025]    In another embodiment, the power controller further comprises applying a discounted rate to electricity supplied to the car via the grid after determining that the car has complied with the power consumption plan. 
         [0026]    In still another embodiment, a method for use in a car is provided. The method comprises determining power need information of a battery of the car, sending the power need information to a power controller external to the car, receiving a power consumption plan from the power controller, wherein the power consumption plan defines at least one of a start time parameter and a power bandwidth parameter for use in charging the battery, determining whether an override is active; and accessing a power source to charge the battery based on the power consumption plan unless the override is active, wherein the override negates at least a portion of the power consumption plan. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0027]    For a more complete understanding, reference is now made to the following description taken in conjunction with the accompanying Drawings in which: 
           [0028]      FIG. 1  illustrates one embodiment of a distributed car charging environment; 
           [0029]      FIG. 2  illustrates one embodiment of a power control system that may be used in the environment of  FIG. 1 ; 
           [0030]      FIG. 3  illustrates one embodiment of a power profile that may be used with the power control system of  FIG. 2 ; 
           [0031]      FIG. 4  illustrates another embodiment of a power control system that may be used in the environment of  FIG. 1 ; 
           [0032]      FIG. 5  is a sequence diagram illustrating one embodiment of a sequence of actions that may occur to schedule battery charging for multiple distributed power consumers; 
           [0033]      FIG. 6  is a sequence diagram illustrating one embodiment of a sequence of actions that may occur to provide feedback during or after battery charging in an environment with multiple distributed power consumers; 
           [0034]      FIG. 7  illustrates one embodiment of an environment in which information relative to power consumption by a power access point and/or a power consumer may be used; 
           [0035]      FIG. 8  is a flow chart illustrating one embodiment of a method by which a power consumer may obtain one or more power consumption parameters; and 
           [0036]      FIG. 9  is a flow chart illustrating one embodiment of a method by which a power controller may manage power consumption by a power consumer. 
       
    
    
     DETAILED DESCRIPTION 
       [0037]    Referring now to the drawings, wherein like reference numbers are used herein to designate like elements throughout, the various views and embodiments of systems and methods for managing distributed power are illustrated and described, and other possible embodiments are described. The figures are not necessarily drawn to scale, and in some instances the drawings have been exaggerated and/or simplified for illustrative purposes only. One of ordinary skill in the art will appreciate the many possible applications and variations based on the following examples of possible embodiments. 
         [0038]    Referring to  FIG. 1 , in one embodiment, an environment  100  illustrates a power distribution center  102  coupled to a power grid  104 . The power distribution center  102  may be a large power source, such as a power station or a substation configured to provide a large amount of electrical power over a relatively large area. Accordingly, the power grid  104  may provide power from the power distribution center  102  to various residential and commercial structures. For purposes of illustration, the power grid  104  couples power access points  106   a ,  106   b , and  106   c  to the power distribution center  102 . In the present example, the power access points  106   a  and  106   b  are houses with internal power distribution channels  108   a  and  108   b  (e.g., wiring), respectively, while the power access point  106   c  is a generic power access point that may be privately or publicly accessible. One example of the generic power access point  106   c  is an electrical outlet at a fueling station or a garage. Some or all of the power access points  106   a - 106   c  may also be power consumers, such as the houses  106   a  and  106   b.    
         [0039]    A plurality of power consumers  110   a - 110   d  may require energy and their energy needs may vary. For purposes of illustration, the power consumers  110   a - 110   d  are vehicles (e.g., cars) that frequently (e.g., once a day or once every several days) need electrical power to recharge their batteries. For example, the cars  110   a - 110   d  may be electric cars or hybrid gasoline-electric cars that are powered at least partially by one or more batteries, and the batteries may need to be recharged on a fairly regular schedule. It is understood that the amount of recharging (referred to herein as a recharge cycle) needed by a particular one of the cars  110   a - 110   d  may depend on many factors, including battery type, battery size, distance driven since last recharge, speed, and ambient temperature. As such, not only may the electrical power needs of each car  110   a - 110   d  vary relative to the other cars, but the power needs of each car for a particular recharge cycle may vary relative to other recharge cycles for the same car. 
         [0040]    For purposes of illustration, many of the various aspects and embodiments are described in connection with “cars;” however, it will be understood that the invention may be equally applicable in connection with other types of vehicles and equipment equipped with electrical storage batteries. Accordingly, the term “car” as used throughout this disclosure is not limited to cars and automobiles, but may also include other vehicles, including, but not limited to, trucks, tractors, lift trucks, motorcycles, boats, locomotives, and aircraft. 
         [0041]    To access the power grid  104 , the cars  110   a  and  110   b  are coupled to the internal power distribution channel  108   a  of the house  106   a , the car  110   c  is coupled to the internal power distribution channel  108   b  of the house  106   b , and the car  110   d  is coupled to the power access point  106   c . The coupling may occur by, for example, plugging one end of an electrical cable into an access port (not shown) on each of the cars  110   a - 110   d  and plugging the other end of the electrical cable into an outlet (not shown) of the respective power access points  106   a - 106   b . Accordingly, although not shown, cables or other power transfer components may be present in  FIG. 1 . 
         [0042]    Referring to  FIG. 2 , one embodiment of a power control system  200  of a power consumer, such as the car  110   a  of  FIG. 1 , is illustrated. The power control system  200  includes an electrical system  202  coupled to a battery  204 , which may be part of or separate from the electrical system. The battery  204  may be used to provide power to the electrical system  202 , which in turn may provide power for various functions of the car  110   a , including propulsion. The power control system  200  may include a power interface  206  and a communication interface  208 , which may be combined into a single interface in some embodiments. The power interface  206  may be used to couple the power control system  200  to a power source (e.g., the internal power distribution channel  108   a  of  FIG. 1 ). The communication interface  208  may be used to couple the power system  200  to a power distribution controller, as will be discussed in greater detail below. The communication interface  208  may be configured to send and receive data using one or more technologies, including data transfer over power line technologies (e.g., the internal power distribution channel  108   a  and grid  104 ), and wired or wireless (e.g., cell phone or Bluetooth) data transfer over communication networks such as cell networks, packet data networks such as the Internet, and/or satellite links. 
         [0043]    A controller  210  may be coupled to the electrical system  202  and to a memory  212 . In some embodiments, the controller  210  may include the memory  212 . One example of the controller is a VController, such as that described in detail in U.S. patent application Ser. No. 12/134,424, filed on Jun. 6, 2008, and entitled SYSTEM FOR INTEGRATING A PLURALITY OF MODULES USING A POWER/DATA BACKBONE NETWORK, which is incorporated by reference herein in its entirety. The memory  212  may contain one or more power profiles  214  that may be used to manage recharge of the battery  204  and to store information about the electrical system  202  and battery  204 . Different power profiles  214  may be stored based on, for example, different users, driving styles (e.g., city or highway), and seasons (e.g., winter or summer). 
         [0044]    Referring to  FIG. 3 , one embodiment of the power profile  214  of  FIG. 2  is illustrated in greater detail. The power profile  214  may contain information useful in managing the recharge of the battery  204 , as well as other information such as technical specifications and performance data of the electrical system  202  and battery  204 . The power profile  214  may be maintained by the controller  210  and/or one or more external controllers, such as a controller located in the power distribution center  102  or house  108   a . The power profile  214  may be stored in a database format, a plain text format, or any other suitable format used for such data. At least some portions of the power profile  214  may be accessible via a browser in a browser accessible format such as HyperText Markup Language (HTML) or eXtensible Markup Language (XML). 
         [0045]    In the present example, the power profile  214  may include a current power level  300 , a maximum power level  302 , an available time window for a recharge cycle  304 , a minimum power level requirement  306 , a recharge history  308 , an average power requirement  310 , a power usage history  312 , parameters  314  of the electrical system  202 , and identification (ID) information  316 . In other embodiments of the power profile  214 , various entries may be combined, divided into multiple entries, or omitted entirely. For example, the maximum power level  302  may be one of the electrical system parameters  314 , while the recharge history  308  may be subdivided into calendar days or weeks. Furthermore, additional entries not shown in  FIG. 3  may be present. 
         [0046]    The current power level  300  may indicate a power level of the battery  204  at the time the power profile  214  was stored and may be updated periodically. The maximum power level  302  may indicate a maximum charge for the battery  204  and may be used with the current power level  300  to determine recharge cycle parameters, such as estimated power consumption and time. The available time window for recharge cycle  304  indicates a period of time during which the power control system  200  needs to be recharged. For example, if a user of the car  110   a  arrives at the house  106   a  at 7:00 PM and needs to leave the house the next morning at 7:00 AM, the available time window for the recharge cycle would be twelve hours. It is understood that a buffer may be built into the time window (e.g., a thirty minute time period immediately prior to 7:00 AM) to ensure that the recharge cycle is able to complete if interrupted. 
         [0047]    The minimum power level requirement  306  may represent a minimum power level needed by the battery  204  to operate from the current recharge cycle until the next recharge cycle. For example, the electrical system  202  may consume an amount of power during a given day that typically falls within a given power range. Accordingly, this may be used to calculate the minimum amount of power that will likely be needed for the following day. A buffer may be included in the calculations to ensure that there will be sufficient power for a certain amount of extra activity. 
         [0048]    The recharge history  308  may include information about previous recharges. For example, the information may include recharge times, power consumption, and faults or interruptions. The average power requirement  310  may represent an average amount of power used by the electrical system  202 , and may be used with the minimum power level requirement  306 . The power usage history  312  may include detailed information on power consumption by the power system  200 , such as peak power consumption, driving characteristics (e.g., rapid or slow acceleration), weather variables, and similar information. The electrical system parameters  314  may detail various technical aspects of the electrical system  202 , including maximum possible power loads, minimum power requirements, amount of power required by various components and/or subsystems, normal times of operation for various components and/or subsystems (e.g., headlights at night), and similar parameters. 
         [0049]    The ID information  316  may represent information identifying the car  110   a . Such information may include a unique code assigned by the power distribution center  102  to the car  110   a  and/or the house  106   a , a vehicle identification number (VIN) or license plate number of the car  110   a , and/or other information designed to uniquely identify a power consumer. The ID information  316  may also include location information such as an address of the house  106   a  and/or a location of the car  110   a  denoted by global positioning system (GPS) coordinates or other location data. Accordingly, the ID information  316  may be used to uniquely identify the car  110   a  as a particular power consumer and, in some embodiments, may also identify a location of the car  110   a  in order for the power distribution center  102  to more efficiently allocate power. 
         [0050]    Referring to  FIG. 4 , one embodiment of a power controller  400  is illustrated. The power controller  400  may be located in, for example, one or more of the power access points  106   a - 106   c , the power distribution station  102 , and/or a neighborhood power distribution node. The power controller  400  may interact with other controllers  400  and/or the controller  210  of the power control system  200  of  FIG. 2 . The power controller  400  may include components such as a central processing unit (“CPU”)  402 , a memory unit  404 , an input/output (“I/O”) device  406 , and a network interface  408 . The network interface  408  may be, for example, one or more network interface cards (NICs) that are each associated with a media access control (MAC) address. The components  402 ,  404 ,  406 , and  408  are interconnected by one or more communications links  410  (e.g., a bus). 
         [0051]    It is understood that the power controller  400  may be differently configured and that each of the listed components may actually represent several different components that may be distributed. For example, the CPU  402  may actually represent a multi-processor or a distributed processing system; the memory unit  404  may include different levels of cache memory, main memory, hard disks, and remote storage locations; and the I/O device  406  may include monitors, keyboards, and the like. The network interface  408  enables the power controller  400  to connect to a network. 
         [0052]    Referring to  FIG. 5 , in another embodiment, a sequence diagram  500  illustrates one sequence of actions that may occur to schedule battery charging for multiple distributed power consumers. In the present example, the power controller  400  of  FIG. 4  is located in the power distribution center  102  of  FIG. 1  and is in communication with multiple controllers  212  of  FIG. 2  (designated  212   a ,  212   b  in  FIG. 5 ), which are located in the cars  110   a  and  110   c , respectively. 
         [0053]    In step  502 , the controller  210   a  determines the power needs of the battery  204  of the car  110   a  and, in step  504 , sends a notification message to inform the power controller  400  of the determined power needs. In step  506 , the controller  210   b  determines the power needs of the battery  204  of the car  110   c  and, in step  508 , sends a notification message to inform the power controller  400  of the determined power needs. The sending may occur over the grid  104  (e.g., using data transfer over power line technology), over a wired or wireless connection via a packet data network such as the Internet, and/or over a satellite or other communication system, such as an emergency communication system installed in a car. 
         [0054]    The notification messages sent in steps  504  and  508  may or may not include power profiles  214 . In step  510 , the power controller  400  determines power consumption parameters for each of the cars  110   a  and  110   c . This determination may use the power profile  214  and/or other information received from the controllers  210   a  and  210   b  to schedule power consumption times and/or power bandwidth (e.g., a maximum power draw) for each of the cars  110   a  and  110   c.    
         [0055]    In some embodiments, the power controller  400  may balance general power consumption information for the grid  204  with the needs of each of the cars  110   a ,  110   c , and/or other power consumers to create a customized power consumption schedule for each car. It is understood that the determination of step  510  may occur frequently (e.g., each time the controllers  210   a  and  210   b  are coupled to the grid  104 ) or may occur on a periodic basis (e.g., at daily or weekly intervals). For example, the power controller  400  may make the determination for a particular power consumer once a week and the power consumer may then follow that power consumption schedule for that week. Alternatively, the power consumer may follow a power consumption schedule until another one is received, regardless of the amount of time that passes from the receipt of the current schedule. An extended power schedule that lasts a week or more may use cumulative power consumption information to determine average power consumption needs for each day. For example, the car  110   a  may typically use eighty percent of the battery power on weekdays, but only forty-five percent on weekends. This information may be used to create the power consumption schedule. 
         [0056]    In other embodiments, the power controller  400  may assign each of the cars  110   a  and  110   c  to a predefined power consumption class that in turn defines the power consumption parameters for the power consumers in that class. For example, a class may define a starting power consumption time of 2:00 AM and an ending power consumption time of 6:00 AM. The class may also define a maximum power bandwidth. Accordingly, power consumers assigned to that class may begin power consumption at 2:00 AM and continue until 6:00 AM, and they may draw a maximum amount of power as defined by the power bandwidth. The use of power consumption classes enables the power controller  400  to perform power load balancing without the need to define customized power consumption parameters for each power consumer. Power profiles  214  sent by the cars  110   a  and  110   c  may be used to identify the class into which each car should be placed. For example, the power controller  400  may assign the car  110   a  to a first class that allows power consumption from 10:00 PM until 2:00 AM and may assign the car  110   c  to a second class that allows power consumption from 2:00 AM until 6:00 AM. This may be particularly useful for houses that have multiple cars, such as the house  106   a  with cars  110   a  and  110   b , as the power controller  400  can stagger the charging times to minimize the peak power consumption of the house. 
         [0057]    In various embodiments, users of the cars  110   a  and  110   c  may be able to override the assigned power consumption schedule. For example, the car  110   a  may typically use only forty-five percent of the battery power on Saturday and so the power consumption schedule may be based on this use. However, one weekend, the user of the car  110   a  plans to leave town for the weekend and therefore will use much more of the battery&#39;s available power. Accordingly, the user may override the power consumption schedule to ensure that the battery is fully charged for Saturday. 
         [0058]    In steps  512  and  514 , the power controller  400  sends the determined power consumption parameters to the controllers  210   a  and  210   b , respectively. This may be in the form of an updated power profile  214  for each of the controllers  210   a  and  210   b , or may be information that the controllers use to update their corresponding power profiles. In steps  516  and  518 , respectively, the controllers  210   a  and  210   b  use the received parameters to regulate the charging of their respective batteries  204 . 
         [0059]    Referring to  FIG. 6 , in yet another embodiment, a sequence diagram  600  illustrates one sequence of actions that may occur to provide feedback during or after battery charging in an environment with multiple distributed power consumers. In the present example, power controller  400  is the power controller  400  of  FIG. 4  and is located in the power distribution center  102  of  FIG. 1 . The power controller  400  is in communication with multiple controllers  212  of  FIG. 2  (designated  212   a ,  212   b  in  FIG. 5 ), which may be located in the cars  110   a  and  110   c , respectively. 
         [0060]    Although the sequence diagram  600  begins with controllers  210   a  and  210   b  managing a charging process for their respective cars  110   a  and  110   c  in steps  602  and  604 , it is understood that other steps may precede steps  602  and  604 . For example, steps  502 - 514  of  FIG. 5  may have already occurred. Furthermore, it is understood that the charging processes represented by steps  602  and  604  may overlap. 
         [0061]    In step  606 , the charging process managed by controller  210   a  has ended and the controller  210   a  sends feedback information to the power controller  400  about the charging process. For example, the feedback information may indicate that the charging process is complete and may notify the power controller  400  of various charging information, such as start time, stop time, average power draw, and peak power draw. The power controller  400  may use this information to determine power consumption parameters or refine existing power consumption parameters in step  608 . The power controller  400  may then send modified power consumption parameters to the controller  210   b  in step  610 . For example, the power controller  400  may determine in step  608  that additional power is available for controller  210   b  and may notify the controller  210   b  in step  610  that it can increase its power bandwidth. The controller  210   b  may then dynamically adjust its power bandwidth during the recharge cycle to compensate for the modified power consumption parameters. This adjustment may occur dynamically during the charging process. 
         [0062]    In step  612 , when the charging process managed by controller  210   b  has ended, the controller  210   b  may send feedback information to the power controller  400  about the charging process as described with respect to step  606 . Accordingly, using feedback information received from power consumers, the power controller  400  may dynamically allocate power more efficiently. Although not shown, the power controller  400  may update the power consumption parameters for cars that have not yet started their recharge cycles (e.g., the cars  110   b  and  110   d ) to dynamically adjust to increases and decreases in power demands on the grid  104 . 
         [0063]    Referring to  FIG. 7 , in another embodiment, an environment  700  is illustrated in which information relative to power consumption by a power access point/power consumer (e.g., the house  106   a ) may be sent to the power controller  400 . For example, a controller  702  (which may be similar or identical to the power controller  400  of  FIG. 4 ) located in the house  106   a  may communicate with the cars  110   a  and  110   b  to obtain information regarding the power needs of each of the cars. The controller  702  may also obtain information regarding the power needs of various components and/or subsystems of the house  106   a  itself, such as heating and air conditioning units, electronic equipment, and lighting. As the power needs of the house  106   a  may vary depending on the time of day and the external temperature, the controller  702  may create or maintain a profile of the house&#39;s power consumption. This profile may contain information such as that previously described with respect to the profile  214  of  FIG. 3 , although containing information suitable for a house or other structure rather than a car. 
         [0064]    The controller  702  may send the information obtained from the cars  110   a  and  110   b  to the power controller  400  either with the information of the house  106   a  or separately. If sent together, the controller  702  may include the power needs of the cars  110   a  and  110   b  in the profile of the house  106   a , and may list the cars as components or subsystems of the house. In other embodiments, the cars  110   a  and  110   b  may send their information to the power controller  400  without notifying the controller  702 , and the power controller  400  may aggregate the information to determine the energy needs of the house  106   a  and the corresponding cars  110   a  and  110   b.    
         [0065]    In another embodiment, power consumption schedules provided by the power distribution center  102  of  FIG. 1  may provide cost benefits if followed by power consumers. In such embodiments, power consumption schedules may not be imposed by the power distribution center  102 , but may be optional. For example, the controller  702  ( FIG. 7 ) of the house  106   a  may receive a power consumption schedule from the power controller  400  of the power distribution center  102 . If the controller  702  follows the power consumption schedule by regulating the power consumption of the cars  110   a  and  110   b , as well as other components/subsystems of the house  106   a , the power distribution center  102  may calculate or apply a predetermined discount to some or all of the electricity consumed by the house. The power distribution center  102  may monitor a usage level of the house  106   a  or may verify the usage level during the scheduled timeframe to ensure that the discount should be applied. In other embodiments, the cars  110   a  and  110   b  may send information to the power controller  400  and/or  702  to report their energy consumption in order to receive discounted power rates. 
         [0066]    Tiered service may also be implemented, with additional power bandwidth and/or longer or specific times being available for an additional price. In such tiered service embodiments, electricity consumed while following the power consumption plan may be billed at a normal or discounted rate, while deviations from the power consumption plan (e.g., beginning prior to the start time) may be billed at a higher rate. This would enable power consumers with special or urgent power requirements to obtain the needed power at a higher cost while not affecting other power consumers, although the other power consumers&#39; may receive modified power consumption plans as the power controller  400  balances the load on the grid  104 . 
         [0067]    In still other embodiments, a car such as the car  110   a  of  FIG. 1  may report its energy needs to the power controller  400  and/or controller  702  before being coupled to the grid  104 . For example, the controller  210  of  FIG. 2  may determine or estimate its energy needs at a specific time or when its battery falls below a defined charge level. The controller  210  may then report its energy needs via the communication interface  208  using a wireless communication channel. This information may be used by the power controller  400  to plan for later energy consumption by the car  110   a . In some embodiments, the power controller  400  may reward such early reporting by applying a discounted rate to the power consumed by the car  110   a  if, for example, the estimated power needs communicated by the controller  210  are relatively close to the power actually consumed. 
         [0068]    Referring to  FIG. 8 , one embodiment of a method  800  is illustrated. The method  800  may be used by a power consumer to obtain one or more power consumption parameters. In step  802 , the power consumer determines power need information. The power need information may include an amount of power required and a time window during which the power is needed. For example, the car  110   a  may need a certain amount of power to charge its battery  204  ( FIG. 4 ) between 11:00 PM and 6:00 AM. In step  804 , the power need information is sent to a power controller in a power distribution center, such as the power controller  400  ( FIG. 4 ) of power distribution center  102 . In other embodiments, the power need information may be sent to an intermediate controller (e.g., controller  702  of  FIG. 7  in house  106   a ) and the intermediate controller may then send the power need information to the power controller. 
         [0069]    In step  806 , a power consumption plan is received from the power distribution center  102 . The power consumption plan may include parameters such as a time window during which power is to be drawn from the power grid  104  by the car  110   a  and a power bandwidth that defines a peak amount of power that may be obtained. In step  808 , a determination may be made as to whether one or more of the parameters in the power distribution plan have been met. For example, if a time window is defined by the parameters in the power distribution plan, the determination may compare a current time with the start time of the time window. The power consumption plan may define any number of parameters that make initiation of a charging process conditional. If the conditional parameters are met, the method  800  moves to step  812 , where the car  110   a  accesses a power source coupled to the power grid  104  to begin the charging process. If no such conditional parameters are in the power consumption plan, the method  800  continues to step  812 . 
         [0070]    If conditional parameters are present in the power consumption plan and not met as determined in step  808 , the method  800  moves to step  810 . In step  810 , a determination is made as to whether there is an override in place for the car  110   a . The override may indicate that the power consumption plan is to be ignored or that only certain aspects of the power consumption plan are to be followed. For example, the override may ignore all parameters, may comply with the time window while ignoring the power bandwidth parameter, or may comply with the power bandwidth parameter while ignoring the time window. Accordingly, in some embodiments, the override may be customizable as desired. 
         [0071]    If it is determined in step  810  that there is no override, the method  800  returns to step  808 . Steps  808  and  810  may be repeated until the conditional parameters are met or there is an override. It is understood that the method  800  may have additional steps, such as a timeout or an alert to prevent steps  808  and  810  from looping indefinitely. If it is determined in step  810  that there is an override, the method  800  may continue to step  812  to begin the charging process. 
         [0072]    Although shown only in step  810 , the override may be applicable to step  812  as well. For example, if the override corresponds to a conditional parameter such as the start time, the override may be used to bypass step  808  (assuming that any other conditional parameters are met or have overrides). However, if the override corresponds only to a non-conditional parameter such as the power bandwidth, the override will not bypass step  808 . Accordingly, the conditional parameter must still be met, and the override will then apply to the power bandwidth only after the conditional parameter of the start time has been satisfied. 
         [0073]    Referring to  FIG. 9 , one embodiment of a method  900  is illustrated. The method  900  may be used by a power controller (e.g., the power controller  400  of  FIG. 4 ) to manage power consumption by a power consumer, such as the car  110   a  of  FIG. 1 . In step  902 , the power controller  400  receives power need information from the car  110   a . The power need information may include an amount of power required and a time window during which the power is needed. For example, the car  110   a  may need a certain amount of power to charge its battery  204  ( FIG. 4 ) between 11:00 PM and 6:00 AM. The power need information may also include technical information, such as an ideal power draw for the battery  204 . 
         [0074]    In step  904 , the power controller  400  determines a power consumption plan for the car  110   a . The power consumption plan may include parameters such as a time window during which power is to be drawn from the power grid  104  by the car  110   a  and a power bandwidth that defines a peak amount of power that may be obtained. The power consumption plan may be calculated in light of many other consumers&#39; power needs to ensure that the grid is capable of providing the requested power. In step  906 , the power consumption plan may be sent to the car  110   a , either directly or via another controller, such as the controller  702  of  FIG. 7 . 
         [0075]    The present disclosure describes managing the distribution of power to cars and other automotive vehicles across an electrical grid. However, it is understood that the present disclosure may be applied to both vehicles and structures. Accordingly, the term “vehicle” may include any artificial mechanical or electromechanical system capable of movement (e.g., motorcycles, cars, trucks, boats, and aircraft), while the term “structure” may include any artificial system that is not capable of movement. Although both a vehicle and a structure are used in the present disclosure for purposes of example, it is understood that the teachings of the disclosure may be applied to many different environments and variations within a particular environment. Accordingly, the present disclosure may be applied to vehicles and structures in land environments, including manned and remotely controlled land vehicles, as well as above ground and underground structures. The present disclosure may also be applied to vehicles and structures in marine environments, including ships and other manned and remotely controlled vehicles and stationary structures (e.g., oil platforms and submersed research facilities) designed for use on or under water. The present disclosure may also be applied to vehicles and structures in aerospace environments, including manned and remotely controlled aircraft, spacecraft, and satellites. 
         [0076]    It should be understood that the drawings and detailed description herein are to be regarded in an illustrative rather than a restrictive manner, and are not intended to be limiting to the particular forms and examples disclosed. On the contrary, included are any further modifications, changes, rearrangements, substitutions, alternatives, design choices, and embodiments apparent to those of ordinary skill in the art, without departing from the spirit and scope hereof, as defined by the following claims. Thus, it is intended that the following claims be interpreted to embrace all such further modifications, changes, rearrangements, substitutions, alternatives, design choices, and embodiments.