Abstract:
An energy exchange network provides a coupling service to users of the network. Access to a user through an access controller is controlled initially by allowing only the coupling service to communicate with the user. Several wireless communications zones are established so that the vehicle can be identified and guided to effect coupling. The coupling service effects control of the physical connection of a user vehicle to the energy exchange network. Typically, other services are subsequently provided and a service is not given more access than needed at any point in the sequence, hence a user can only respond to the service currently connected and cannot access other services. The coupling service automates connection to the energy exchange network while protecting the network against unauthorized access. A security service is associated with the coupling service to provide various levels of security for users of the coupling service.

Description:
FIELD OF THE INVENTION  
         [0001]    The present invention relates to vehicle coupling and is particularly concerned with method and apparatus for automated vehicle coupling for energy exchange.  
         BACKGROUND OF THE INVENTION  
         [0002]    Alternative fuel vehicles have been discussed for a long time. One energy carrier that holds the promise of reducing emissions in urban areas is hydrogen. However using hydrogen as a fuel presents a number of difficult challenges both in vehicle propulsion systems and in the fueling infrastructure.  
           [0003]    One concern with the use of hydrogen as fuel is safety in delivering fuel to vehicles operated by the general public because of a wide range in expertise. The ubiquitous self-serve gasoline stations have accustomed consumers to fueling their own vehicles and have proven economically attractive to station owners. Hence it is unlikely that a return to full service stations would gain wide acceptance.  
         SUMMARY OF THE INVENTION  
         [0004]    An object of the present invention is to provide an improved method and apparatus for vehicle coupling.  
           [0005]    According to an aspect of the present invention there is provided an apparatus for coupling a vehicle to an energy exchange network comprising: a transceiver for communicating with a vehicle; and a service node controller for controlling communication between the service node controller and a vehicle.  
           [0006]    According to an aspect of the present invention there is provided a method of coupling a vehicle to an energy exchange network the method comprising the steps of: initiating communication with a vehicle; identifying the vehicle from the communication; causing the vehicle to be positioned appropriately for coupling; and effecting physical coupling to the vehicle.  
           [0007]    An advantage of the present invention is providing a vehicle coupling system that enables automated, quasi-automated or manual coupling to a vehicle and authenticates the vehicle, a user of the vehicle or both prior to providing services. 
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0008]    The present invention will be further understood from the following detailed description with reference to the drawings in which:  
         [0009]    [0009]FIG. 1 illustrates in a system block diagram, a service terminal and a terminal-compatible vehicle, wherein liquid and gaseous fuels, water, electricity and data are exchangeable between the terminal and the vehicle;  
         [0010]    [0010]FIG. 2 illustrates in a perspective view, a wheel stop service port of the service terminal in FIG. 1;  
         [0011]    [0011]FIG. 3 illustrates in a perspective view, a connectivity device mountable to a vehicle;  
         [0012]    [0012]FIG. 4 illustrates in an energy exchange network including a coupling system.  
         [0013]    [0013]FIG. 5 illustrates a portion of the energy exchange network including a coupling system in accordance with an embodiment of the present invention;  
         [0014]    [0014]FIG. 6 illustrates in a flow chart a coupling method in accordance with an embodiment of the present invention for the coupling system of FIG. 5;  
         [0015]    [0015]FIG. 7 illustrates in a flow chart a coupling method in accordance with an embodiment of the present invention for the coupling system of FIG. 5;  
         [0016]    [0016]FIG. 8 illustrates in a block diagram a coupling system in accordance with an embodiment of the present invention, implemented in a multi-port station;  
         [0017]    [0017]FIG. 9 illustrates in a block diagram a coupling system in accordance with another embodiment of the present invention, implemented in a two-port service terminal for a residential use. 
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT  
       [0018]    An energy exchange system as described includes a service terminal for coupling vehicles to exchange energy services, the terminal including vehicle coupling hardware and connection to energy service provider systems, and an energy exchange network governing the control and management of energy exchange between the connected systems.  
         [0019]    [0019]FIG. 1 illustrates an embodiment of a system  10  for transferring one or more of energy, material or data (collectivity referred to as “services”) between system-compatible vehicles  12  and a stationary service terminal  14 . The service terminal  14  may be integrated into a building or pre-existing structure, or be part of a dedicated vehicle service terminal facility or be part of a mobile vehicle service port. In each embodiment, the service terminal  14  has a wheel stop service port  16  and the vehicle  12  has a connectivity device  18  that can couple to the wheel stop service port  16 . Other major components of the service terminal  14  include a service port controller  34  for controlling the transfer of services by the wheel stop service port  16 , and a port service conduit  36  for coupling the service terminal to one or more service destinations (not shown). The destination may be a service source when the service is to be transferred from the source to the vehicle  12 ; for example, the service source may be a fuel tank that supplies fuel to the vehicle when coupled to the service terminal  14 . Or, the destination may be a service consumer when the service is to be transferred from the vehicle  12  to the consumer; for example, the service terminal  14  may be connected to a power grid, and the consumer may be an electricity user connected to the grid that receives electricity generated by a fuel cell onboard the vehicle and transferred to the grid when the vehicle is connected to the service terminal.  
         [0020]    The system  10  is particularly suitable for providing services to fuel cell and regenerative fuel cell vehicles, but can also serve vehicles powered by other means, such as natural gas, liquid fuels, electricity, etc. The vehicle  12  has a number of components that make it compatible with the service terminal  14 ; the type of components depend on what services are being transferred.  
         [0021]    [0021]FIG. 1 illustrates an embodiment of a system  10  that is capable of transferring one or more of gaseous and liquid fuel, water, electrical energy and data between a service terminal  14  and a vehicle  12 . The vehicle  12  may include some or all of the components as described in the systems illustrated in FIG. 1. The connectivity device  18  may include one or a combination of the service connections as described below. The wheel stop service port  16  has interfaces for at least gaseous fuel, liquid, electricity and data. The wheel stop service port  16  is suitable to work with the connectivity device  18  of any vehicle, regardless of the maximum number of service connections on the connectivity device  18 . An additional function of the system  10  is that the type of connectivity device  18  and the type of service required is determined by communication between the vehicle controller  30  and the service port controller  34 . The service port controller  34  provides control signals through the control signal wire  38  to the wheel stop service port  16  directly, or via control signal wire  39  and port service conduit  36  to control the transfer of only those services suitable for the identified connectivity device  18 .  
         [0022]    The connectivity device  18  is electrically communicative with a vehicle controller  30  via control signal wire  32 , which controls operation of the connectivity device  18 ; for example, the vehicle controller  30  provides automatic connection and gas transfer control signals to control the transfer of gaseous fuel through the connectivity device  18 . The vehicle controller  30  has a transceiver (not shown) to exchange data wirelessly with a transceiver (not shown) in a service port controller  34  of the service terminal  14  (wireless link shown as  35 ). The construction of the controllers  30 ,  34  are known in the art. Optionally, a wired data link  37  may be substituted for the transceivers; in such case, data line connection points (not shown) are provided on each of the wheel stop service port  16  and the connectivity device  18  that connect when the wheel stop service port  16  and the connectivity device  18  are coupled or alternatively data can be sent over the electrical power connections. The data communicated to and from the vehicle controller  30  relates to providing data-related services that include vehicle identification, and fueling processes.  
         [0023]    The connectivity device  18  has a gas transfer port (not shown) that is sealably connectable to a gas transfer port (not shown) of the wheel stop service port  16  to enable the transfer of gas between the vehicle  12  and the service terminal  14 . The connectivity device  18  is connected to a gas storage cylinder  22  by way of gas line  24 . Gas line  24  is bi-directional to enable fuel to be transmitted from the service terminal  14  to the vehicle  12 , or vice versa. The gas storage cylinder  22  is fluidly connected to the engine  20  by way of gas transfer line  21 . In one embodiment, gaseous fuel is transferred and reformed so that constituents such as hydrogen gas can be stored on-board the vehicle. A gas reformer  26  is provided that is connected to the connectivity device  18  via gas line  28 , and connected to the gas storage cylinder  22  via gas line  29 , so that gaseous fuel transmitted from the wheel stop service port  16  can be first reformed before being stored in the gas storage cylinder  22  and used by the engine  20 .  
         [0024]    An embodiment of the service terminal is to provide the function of electricity transfer to or from the vehicle, for the purposes of powering onboard electrolysis or storage charging, and for transferring generated electricity from the vehicle back through the service terminal. In this case, the connectivity device  18  is configured to transmit electric power between the service terminal  14  and the vehicle  12 , and the vehicle controller  30  is configured to control the transmission of electrical energy by the connectivity device  18 . Electrical cables  44  electrically couple the connectivity device  18 , power converter  40 , battery  42 , and the engine  20 . Similarly, the wheel stop service port  16  is configured to transmit electric power between the service terminal  14  and the vehicle  12 , and the service port controller  34  is configured to control the transmission of energy by the wheel stop service port  16 .  
         [0025]    A potential use of the service terminal is to transfer liquid fuel such as gasoline. The connectivity device  18  is configured to transfer liquid fuel between the service terminal  14  and the vehicle  12 , and the vehicle controller  30  is configured to control the transmission of liquid by the connectivity device  18 . Similarly, the wheel stop service port  16  is configured to transmit liquid fuel between the service terminal  14  and the vehicle  12 , and the service port controller  34  is configured to control the transmission of liquid fuel by the wheel stop service port  16 . A liquid fuel storage tank  23  and liquid fuel lines  25  are designed to store and transmit liquid fuel as known in the art.  
         [0026]    The service terminal, in an embodiment, may transfer water or other liquids to the vehicle for onboard electrolysis for hydrogen generation. A fluid storage tank  27  is provided to store water transferred from the service terminal  14 , an electrolyzer  46  is provided to electrolyze the water to produce hydrogen gas, and a gas storage cylinder  22  is provided to store the hydrogen gas for use by the engine  20 . Hydrogen fuel lines  21  fluidly connect the gas storage cylinder  22  to the electrolyzer  46  and engine  20  respectively, and fluid supply and return lines  50 ,  51  fluidly connect the fluid storage tank  27  to the connectivity device  18  and the electrolyzer  46  respectively. Water is supplied to the vehicle  12  as hydrogen feedstock for the electrolyzer  46  via liquid supply line  50 , and unused water from the electrolyzer  46  is returned through liquid return line  51 . Water line  53  connects the fluid storage tank  27  to the engine  20  to return product water from the engine  20  and to supply water to humidify the gas stream. Both the connectivity device  18  and the wheel stop service port  16  are configured to transfer liquid and electricity between the service terminal  14  and the vehicle  12 . Electrical cables  44  electrically connect the connectivity device  18  to the electrolyzer  46 . The vehicle controller  30  is configured to control the operation of the connectivity device  18  to transfer water and electricity for the operation of the electrolyzer  46 . The electrolyzer  46  is fluidly connected to the gas storage cylinder  22  through gas line  31 .  
         [0027]    Referring to FIG. 2, the wheel stop service port  16  serves as a ground-mounted stationary docking location for vehicles  12  equipped with compatible connectivity devices  18 . Such vehicles  12  couple to the wheel stop service port  16  and bi-directionally transfer services between the service terminal  14  and the vehicle  12 . As mentioned, these services include electrical power, gaseous or liquid fuels, water or data. The wheel stop service port  16  is also designed to prevent the wheels of the vehicle  12  from traveling beyond a specific point in a parking stall and to locate the vehicle  12  in a position that places the vehicle&#39;s connectivity device  18  in a position for coupling to the service port  16 . Other forms of service ports  16  may be used in the overall energy exchange network, including manual connections from service ports.  
         [0028]    The wheel stop service port  16  has a generally elongate rectangular wheel stop housing  58  with fastening holes  56 . The fastening holes receive a fastener (not shown) for fastening the service port  16  to a parking surface. Near the center of the front surface of the housing  58  is a recess opening  62  that opens into a receptacle recess  52 . A connection bay  64  and a receptacle  60  are mounted inside the receptacle recess  52 . The connection bay  64  has a front opening in the shape of a rectangular slot, and has tapered walls  66  that taper inwards both vertically and horizontally into the receptacle  60 . The front opening of the connection bay  64  is flush with the recess opening  62 . The receptacle  60  is mounted inside the receptacle recess  52  behind the connection bay  64  and also has tapered walls (not shown) that taper into the back wall of the receptacle. As discussed in detail below, the tapered walls  66  serve to guide a service plug  70  from the vehicle&#39;s connectivity device  18  into a coupling position inside the receptacle  60 , i.e., into a position where the plug contacts the back wall of the receptacle.  
         [0029]    In this description, the receptacle  60  and plug  70  are collectively referred to as a “service coupling”. Furthermore, the connection bay  64  and receptacle  60  are collectively referred to as the “connection bay assembly”.  
         [0030]    The tapered walls  66  act to guide, or “self-locate” the plug  70  into a coupling position, thereby removing the need to provide costly electronic coupling guidance systems. It is understood that other self-locating designs such as a funnel may be substituted for the tapered walls  66  as will occur to one skilled in the art.  
         [0031]    The service port  16  is externally controlled by the service port controller  34  via a signal conduit housed inside the service conduit  36 . An externally controlled receptacle  60  allows system intelligence such as the service port controller  34  to be located elsewhere, enabling the service port  16  to be economically and easily replaced. Optionally, the service port  16  also has a port status indicator  52  located on the top surface of the housing  58 .  
         [0032]    The recess opening  62  is located on the front wall of the service port  16  but it may be located anywhere on the wheel stop housing  58 . For example, the recess opening  62  may open from the top surface of the housing  58  such that the receptacle  60  and connection bay  64  receive a vertically deployed connectivity device  18 .  
         [0033]    The receptacle  60  is provided with service exchange interfaces that mate with corresponding service exchange interfaces on the plug  70  to effect a transfer of services therebetween. The service conduit  36  is coupled to the receptacle  60  at the back of the service port  16  and to service sources and/or destinations, thereby enabling the services to be transferred to and from the service port  14  and the service source/destination.  
         [0034]    In an alternative embodiment, the service terminal  14  does not include the wheel stop service port  16  and in such case, a service port comprising the connection bay  64  and receptacle  60  are located elsewhere on the service terminal, and the corresponding location of the connectivity device  18  on the vehicle  12  of the alternative embodiment is at a position for coupling to the service port  16 .  
         [0035]    Referring to FIG. 3, the connectivity device  18  is for connecting the vehicle  12  to the service terminal  14  such that services can be exchanged therebetween. In this first embodiment, the connectivity device  18  is mountable to the front underside of the vehicle  12 , includes a device to deploy the connectivity device from the vehicle, and has plug structures to couple to the receptacle  60  on the wheel stop service port  16  when the vehicle is in close proximity to the wheel stop service port. The major components of the connectivity device  18  are a plug  70  for coupling to the receptacle  60  of the service terminal  14 , a compliant member  71  attached at one end to the plug, a deployment apparatus  78  attached to the compliant member for deploying the plug from a stored position into a deployed position and retracting same back into the stored position, and a vehicle mounting assembly  77  attached to the deployment apparatus  78  and mountable to the underside of the vehicle  12 .  
         [0036]    The compliant member  71  comprises a pair of flexible water lines  72  and flexible electrical cables  73  having a plurality of flexible electrical power conductors (not shown) housed within a protective jacket. The water lines  72  and the power conductors are coupled to components of the vehicle  12  that use or supply water and/or electricity. For example, the water lines  72  and electrical cables  73  may be connected to the on-board electrolyzer  46  to supply feedstock water and power the electrolyzer  46 , respectively. Another option is that a hydrogen supply line is provided (not shown) for the purpose of direct fueling of the vehicle from a stored source of hydrogen.  
         [0037]    In operation, the service coupling is engaged whenever the vehicle parks at a service port  16 . The vehicle is typically parked at a service port  16  for fueling although it may also be parked to enable the transfer of information from or to the service port controller  34  and a network controller (not shown in the figures). The plug  70  of connectivity device  18  is inserted into the receptacle  60  and is physically clamped in place by the clamp actuator (not shown) in the wheel stop service port  16 . Typically the wheel stop service port  16  is fixed to the ground or parking structure and receives power from a fixed line. Thus the wheel stop service port  16  is able to physically fix the vehicle  12  in place independent of the vehicle power supply or vehicle engine systems. The docking process allows only an authorized user to unlock the docking mechanism. User authorization may be determined using a variety of techniques, such as: user ID and password; card and personal identification number (PIN); or biometric scan.  
         [0038]    An alternative embodiment of the invention mounts the connectivity device  18  to a different part of the vehicle  12 , or mounts the receptacle  60  to a different part of the service terminal  14 . A further alternative embodiment locates the connectivity device  18  on the wheel stop service port  16 , and locates the receptacle  60  on the vehicle  12 ; in such case, the connectivity device extends from the wheel stop service port to couple to the vehicle when the vehicle is in close proximity to the wheel stop service port.  
         [0039]    In one form of the invention the wheel stop service port  16  is installed at the vehicle owner&#39;s residence such that the vehicle can be fueled overnight or can generate power while parked at a private residence.  
         [0040]    Referring to FIG. 4, there is illustrated an energy exchange network  80  including a coupling system in accordance with an embodiment of the present invention. The coupling systems are located at network nodes corresponding to service terminals  14  that include service port subsystems for communicating and coupling to vehicles  12  accessible to the network. An energy exchange station node controller  92  is located at energy exchange stations (not shown). An energy exchange station controls and manages multiple service ports  16  and coordinates network communications with individual service node controllers  82 ,  83 ,  84  at the service port. The station node controller  92  controls access to energy services and are connected to a plurality of service terminals  14  and enable management of local energy and services by the service terminals at that energy exchange station. An energy exchange network  80  includes a plurality of energy exchange network servers  91 , a plurality of service node controllers  82 ,  83 ,  84 , each coupled to an energy exchange network server via the wide area network  81 . The wide area network  81  may include combinations of a private or public network, and technologies such as wireless, dialup, wired, satellite, broadband or internet systems. Service node controllers  82 ,  83  and  84  are coupled to access controllers  85 ,  86 ,  87 , which in turn are coupled via node transceivers  88 ,  89 ,  90  to vehicles  12  provided with a corresponding communications transponder  96  or transponders  96 . The access controllers  85 ,  86 ,  87  restrict services of their respective service node controllers  82 ,  83 ,  84  according to authorizations associated with potential users, such as a user corresponding to node transponder  96 .  
         [0041]    Each node transceiver  88 ,  89 ,  90  establishes a wireless local area network (LAN). Each node may be serviced by a single wireless LAN as illustrated in FIG. 4, or may have multiple wireless transceivers establishing multiple wireless LANs.  
         [0042]    The energy exchange station node controller  92  is communicable with the service node controllers  84  associated with service terminals  14  located at the energy exchange station (not shown) and may control services provided through the associated service terminals, as well as local energy storage and distribution. In this example, the station node controller  92  communicates directly with the wide area network  81 , and the service node controllers  82 ,  83 ,  84  communicate requests to the network through the station node controller. The station node controller  92  or individual service node controllers  82 ,  83 ,  84  may have a local cache  93  for storing authorization data and profiles, to enable services even when there is no connection to the network  81 . The local cache  93  may include a database.  
         [0043]    In either case, access to service node controllers  82 ,  83 ,  84  or via the wireless LAN is restricted by access controllers  85 ,  86 ,  87 . Once the user corresponding to transponder  96  has docked the vehicle  12 , a physical connection can optionally be established to support a data link between the access controller  85 ,  86 ,  87  and the transponder, consequently at least some of the ports can be accessed through a wired port in the vehicle coupling.  
         [0044]    The energy exchange network server  91  provides energy services and management of distributed energy exchange transactions, manages transactions with energy service providers  94  and  95  (ESP) including buy and sell orders, and manages the energy exchange network  80  and service node controllers  82 ,  83 ,  84 . Typically, a plurality of energy exchange network servers  91  is connected to the wide area network  81  to maintain a large scale of users and transactions. Data related to energy service providers  94  and  95  may be accessed via the energy exchange network  80  and the wide area network  81  and used to control buying and selling energy between the networked subsystems of the energy exchange network. An energy exchange network server  91  may include access to databases (not shown) for vehicle and user authentication and transaction data.  
         [0045]    Users of the energy exchange network  80  may access the network through any of the energy exchange nodes or energy exchange network connections and may include ESP&#39;s, service providers, owners of service ports, vehicle owners and network managers.  
         [0046]    In another embodiment, a mobile service node controller  55 , similar in function to the above described stationary energy exchange service nodes, may be located in a mobile service port  97  to provide networked energy services. The function of the mobile service port  97  is to provide energy exchange, roadside support, fleet fueling, defueling, and emergency services to vehicles or other devices that require such services distant from a stationary energy exchange service system. In this embodiment, the wide area network  81  includes a second wireless network for mobile communications  98 , which communicates wirelessly with the mobile service port  97  by way of a wireless connection with a mobile service node controller  55 . The wireless connection between the network for mobile communications  98  and the mobile service node controller  55  is effected by commonly available mobile communications including cellular or satellite networks. The mobile service node controller  55  is in turn coupled to a mobile access controller  57 , which in turn is coupled via mobile node transceiver  59  to vehicles  12  provided with corresponding communications transponder  96  or transponders  96 . The mobile service port  97  includes an automated service port  16  that is automated, and optionally a service port with manual connection.  
         [0047]    Referring to FIG. 5, there is illustrated a coupling control system  121  for the energy exchange network  80  of FIG. 4. The coupling control system  121  includes a service node controller  82 , an access controller  85 , and a node transceiver  88 . The service node controller  82  includes a plurality of services  100 ,  102 ,  104 ,  106  and  108 . The access controller  85  is coupled to the node transceiver  88  for communications with a user vehicle  12 . The coupling control system  121  also includes a state machine  110  coupled to the service node controller  82  and the access controller  85 . The state machine is instantiated by the energy exchange network  80  and may be resident in any appropriate processor, however, for the present example a local instantiation is considered. A proximity detector  120  is also coupled to the access controller  85  via a link  122  for detecting a proximate vehicle  12  via its proximity transponder  124 . Once coupled, the vehicle  12  can establish an additional data link  126  to the access controller  85 .  
         [0048]    In operation, as a user vehicle  12  enters communication range of node receiver  88 , the user vehicle&#39;s communication transponder  96  alerts the node transceiver  88 . The node transceiver  88  communicates with the access controller  85 . The initial information communicated is an identification of the user vehicle  12 . The access controller  85  effects the change in the state machine  110 , allowing the coupling service  100  to initiate communications with the user vehicle  12 . Each of the services controlled by the service node controller may only be initiated by the state machine  110  and are not responsive to direct commands from the user vehicle  12 . Hence, the role of the access controller  85  is to mediate between the service node controller  82  and the user vehicle  12  whether communicating wirelessly as is initially the case or, following coupling, communicating via a direct data link.  
         [0049]    After initial identification of the vehicle  12 , communication is provided to direct the vehicle  12  to a specific stall as shown in FIG. 5, or to inform the vehicle of available stalls as shown in FIG. 8. Each such stall is provided with a service port, for example a wheel stop service port  16 . As the vehicle  12  approaches the wheel stop service port, signals emitted by the proximity detector  120  cause the proximity transponder  124  of the vehicle  12  to emit a reply signal. The proximity detector emits a radio frequency (RF) signal having a predetermined radiation pattern shaped to facilitate proper positioning of the vehicle. The proximity transponder  124  of vehicle  12  is responsive to the signal and replies with a return message that, in its simplest form, merely alerts the proximity detector to the presence of vehicle  12  within the radiation pattern of the proximity detector  120 . Additional information may also be provided by the return message, such as a unique identification number for the vehicle  12 . In the present example, the unique identification number is compared with the identification provided via the wireless transponder  96 , as part of an authorization process performed by the coupling service  100 .  
         [0050]    Referring to FIG. 6 there is illustrated in a flow chart of the coupling service  100  in accordance with an embodiment of the present invention. A user vehicle approaches a station as represented by a process block  202 . As the node transceiver  88  sends out signals at regular intervals, a user vehicle  12  equipped with a transponder  96  sends a reply, or if equipped with a transceiver, detects the node transceiver signal and responds With a message as represented by a process block  204 . In response to the message from the user vehicle  12 , the access controller  85  initiates communication with the user vehicle  12 , as represented by a process block  206 . The access controller  85  uses the identification information of the message from the user vehicle  12  to identify the vehicle; and the coupling service  100  assigns a service port  16  for the vehicle  12  to dock with as represented by a process block  208 . At this point, the coupling service  100  assumes control, with the access controller  85  continuing to monitor communication between the user vehicle  12  and the coupling service  100 . The coupling service  100  relies upon the proximity detector  120  to query the position of the user vehicle  12  as represented by a decision block  210 . When not in position for docking, for example no reply message is received by the proximity detector  120 , feedback is provided to the vehicle  12  to correct the vehicle position, as represented by a process block  212 . The form of the feedback can be either instructions to the driver for manual positioning, or instructions to the user vehicle  12  for automated positioning. Once the user vehicle  12  is correctly positioned and parked, confirmation of the vehicle identification is provided based upon the unique identification number received in the reply message from the vehicle&#39;s proximity transponder  124 , as represented by a process block  214 . When confirmed, the coupling service  100  controls the movement of the connectivity device  18  of the user vehicle  12 , as represented by a process block  216 . Sensors in the wheel stop service port  16  provide feedback to the coupling service  100  allowing it to determine whether physical connection has been effected as represented by a decision block  218 . The physical connection includes proper positioning and physical securing of the port and vehicle such as a controlled clamping system (not shown). If yes, other services can then proceed as represented by a process block  220 . Such services can include fueling service  102 , security service  104 , as well as other services  106 ,  108 . If physical connection has not been effected, corrective action is taken, as represented by a process block  220 .  
         [0051]    An alternative process to the station selection of the user port, is one in which the user vehicle selects an unused service port to approach for service coupling, and the access controller uses the identification information of the message to track the user position and determine when it can be pre-associated with the user selected port. Then, the coupling service  100  assumes control, with the access controller  85  continuing to monitor communication between the user vehicle  12  and the coupling service  100 . Once the proximity detector  120  senses the user vehicle  12  is correctly positioned and parked, and verifies the vehicle identity  214 , the coupling service  100  controls the movement of the connectivity device  18  of the user vehicle  12 , as represented by a process block  216 . Sensors in the wheel stop service port  16  provide feedback to the coupling service  100  allowing it to determine whether physical connection has been effected as represented by a decision block  218 . The physical connection includes both proper positioning and physical securing of the port and vehicle such as a clamping system (not shown) controlled by the coupling service  100 . If yes, other services can then proceed as represented by a process block  220 . Such services can include fueling service  102 , security service  104 , as well as other services  106 ,  108 . If physical connection has not been effected, corrective action is taken, as represented by a process block  220 , and can include port and vehicle status and diagnostic tests.  
         [0052]    If the identity of the vehicle  12  is not confirmed at the decision block  214 , corrective action is taken as represented by the process block  220 . Such corrective action may be dependent upon a user profile for the vehicle corresponding to the unique identification number or it may follow a default procedure. In either case security procedures are invoked that may physically secure the vehicle or disable the vehicle until identity issues are resolved. All of these procedures are provided by the security service  104 .  
         [0053]    The user vehicle  12  may be equipped with other communications devices (not shown) that can be used in concert with the wireless communications at appropriate times during the process described with regard to FIG. 6. For example, the proximity transponder  124  of user vehicle  12  may include a radio frequency identification device (RFID) that uses a separate RF channel from that used by the wireless LAN to communicate with the proximity detector to send identification messages including the unique identification number discussed herein above. The user vehicle  12  may also be equipped with a data communications device (not shown) coupled to the connectivity device  18  for exchanging data while physically coupled via link  126 to the energy exchange service port  16 . These additional communication devices may be used to monitor the vehicle presence near the port, for example the proximity detector  120 , or as a communication path  124  to allow the vehicle controller  30  to provide preferences or instructions to the access controller  85 . These additional communications devices are connected to the access controllers in a similar configuration as the node transceivers.  
         [0054]    The energy exchange service port  16  may include sensors such as proximity devices  120  to sense the presence of a user vehicle  12  in a service stall (not shown) or near the energy exchange service port. The sensor measurement may include a further unique identification code that may be transferred to the access controller  85  as an input to any of the services  100 ,  102 ,  104 ,  106 ,  108 .  
         [0055]    The purpose of the access controller  85  is to allow access to the energy exchange network resources provided by the service node controller  82 . The services within the service node controller  82  act as trusted applications that act as proxies for the users as represented by user vehicle  12 . It is the site services that are allowed access to the users, rather than the users that are allowed access to the site services.  
         [0056]    In operation, the access controller  85  controls all access allowing only the appropriate level of access to proceed uninhibited. At any moment only access to the services required to support a current state of the energy exchange transaction is allowed through. Hence, once physical connection between the connectivity device  18  of the user vehicle  12  and the wheel stop service port  16  has been effected, the access controller  85  passes control to another associated service via the state machine  110 .  
         [0057]    Once all authorized services operated by the access controller are terminated, the access controller concludes the physical service connection as represented by step  224 , including releasing the vehicle and port, such that the vehicle is free to start-up and drive from the port vicinity. The wireless connection/port is maintained with the vehicle until the vehicle is outside of communication range. The vehicle, while within range can re-dock to another port or request additional services through the LAN connection.  
         [0058]    Referring to FIG. 7, there is illustrated a coupling method in accordance with an embodiment of the present invention. The method of FIG. 7 is similar to that of FIG. 6, with the addition of vehicle position determination steps. The vehicle position determination is queried, as represented by a decision block  230 . When so determined, the access controller  85  provides guidance feedback to one of the port or vehicle controllers  34 ,  30  to guide the user vehicle  12  to a selected port as represented by a process block  232 . When the vehicle position has not been determined, an initial location routine is run, as represented by a process block  234 . The vehicle position determination is once again queried, as represented by a decision block  236  and if the user vehicle  12  is found to be correctly positioned, the process returns to the block  232 .  
         [0059]    This is followed by confirming the identification of the vehicle as represented by a block  238  and controlling deployment of the connectivity device  18  to effect coupling as represented by a process block  240 . The process then passes to the process block  220  of FIG. 6. If the vehicle  12  is still not in position after the process block  236 , corrective-action is taken as represented by a process block  242 .  
         [0060]    The access controller  85  provides guidance feedback to one of the port or vehicle controllers  34 ,  30  to guide the user vehicle  12  to a selected port, as represented by a process block  240 . Alternatively, the user vehicle can steer towards any available service port and the coupling service can wait until a proximity detector  120  for the user selected service port senses the presence of a vehicle, the confirm vehicle identification step  238  can then be used to identify the vehicle with the user selected port.  
         [0061]    When the user vehicle  12  is sensed by the proximity detector  120  to be in coupling range position, a signal is provided back to the coupling service  100  via link  126  to the access controller  85  as represented by process block  234  and the vehicle identity is confirmed at a block  238 , the physical coupling is initiated as represented by process block  2240 .  
         [0062]    Referring to FIG. 8, there is illustrated in a block diagram a coupling system in accordance with an embodiment of the present invention implemented with a multi-stall station. The station includes a station node controller  92  and a plurality of service terminals  14   a  through  14   h.  The station also includes a first wireless transceiver  90   a  for establishing a first wireless LAN within a first zone  250  encompassing the entire station and a second wireless transceiver  90   b  for establishing a second wireless LAN within a second zone  260  encompassing a portion of the station, thus requiring further wireless transceivers (not shown) if full coverage is desired. The first and second wireless LANs can be organized hierarchically with hand-offs from one to the other as appropriate, they can both operate to provide different services or they can cooperate to handle different portions of the services provided. The plurality of service terminals each includes a third wireless transceiver housed in the proximity detectors  120   a  through  120   h  for establishing a plurality of third wireless zones  270 .  
         [0063]    The operation of the coupling system, in the context of the multi-stall station of FIG. 8 is described with reference to vehicles  12  in various positions, for the present example, as though there represent a single vehicle approaching the station, for ease of description. However it should be appreciated that the coupling system is also capable of handling a plurality of vehicles in a plurality of positions as shown in FIG. 8.  
         [0064]    In operation, a vehicle  12  approaches the station from a position outside the first zone  250 , as represented by a vehicle  12   a.  As the vehicle continues to approach the station, for example heading toward a vacant service terminal  14   b,  the vehicle enters the zone  250  and a first level of communication is established by the coupling service between the station node controller  92  and the vehicle  12   b  using the communications provided by the first wireless transceiver  90   a.  At this point either the coupling system directs the vehicle to an available service terminal  14  or the user vehicle selects a service terminal. For the present example, the former will be described. The vehicle is directed to service terminal  14   f  and as the vehicle approaches as represented by a vehicle  12   d,  the vehicle enters the second zone  260 , thereby effecting communication with the second wireless transceiver in the second wireless LAN. When the second wireless LAN is used for other services, the coupling service continues to communicate via the first wireless LAN. If first and second LANs are organized hierarchically, such that the first LAN dealt with station-wide communications and the second LAN dealt with communications for a smaller group of service terminals, the coupling service would provide a handoff from the first to the second LAN, then continue communicating via the second LAN. Alternatively the LANs could cooperate, so that different functions within a service were handled by different LANs.  
         [0065]    Whichever LAN is currently responsible for communications then provides the vehicle  12   d  with instructions on how to dock the vehicle, service menus and promotional information. So that the vehicle can be brought into a position within the third zone  270  proximate to the desired service terminal, as represented by a vehicle  12   c  and service terminal  14   f.  Once within the third wireless zone  270 , a short-range transceiver within the proximity detector  120   f  listens for a response from the corresponding vehicle transponder  124   e  of vehicle  12   e.  From signal strength thresholds, angle of arrival and other signal characteristics, the proximity detector makes a determination whether the vehicle is in position for physical coupling. When the vehicle is insufficiently close, feedback is provided either to the driver in the case of manual docking or to the vehicle controller  30  for automated docking, or to both for semi-automated systems.  
         [0066]    The proximity detector may also provide an additional level of vehicle identification by passing the vehicle identification number, provided by the proximity transponder  124   c  of vehicle  12   e  in a reply message.  
         [0067]    Once sufficiently proximate to effect physical coupling as represented by a vehicle  12   c,  the coupling service initiates deployment of the connectivity device  18  as described herein above. When physical contact is confirmed via sensors in the receptacle  60 , the plug  70  of connectivity device  18  is clamped in position. Clamping is necessary to insure fluid communication with the service port  14   c,  as well as electrical power and data communications connections.  
         [0068]    Prior to offering services to the vehicle  12   c,  further authentication steps may be performed by the security service  104  such as user identification through known techniques, for example password, personal identification number (PIN) or biometrics. The security service compares inputs received to user profile data registered for the vehicle and/or user.  
         [0069]    Referring to FIG. 9, there is illustrated in a block diagram a coupling system in accordance with an embodiment of the present invention implemented with a two-stall residential configuration. The residential configuration includes a home node controller  92  and a pair of service terminals  14   j  and  14   k,  each having a wireless transceiver  90   j  and  90   k  and a proximity detector  120   j  and  120   k.  The wireless transceivers  90   j  and  90   k  have a limited range, so that their respective zones  260   j  and  260   k  do not overlap where a vehicle enters their respective stall or parking space.  
         [0070]    Operation is similar to the station of FIG. 8, put requires a less complex configuration due to having only two stalls.  
         [0071]    In operation, a vehicle user first decides in which space to park as represented by a vehicle  12   f  The vehicle then approaches the selected space, as represented by a vehicle  12   g  and in doing so enters zone  260   j  of the wireless transceiver  90   j.  The vehicle is then allowed to communicate as described above. The main difference here is that each service port  14  has its own transceiver, so no handoff or selection of service terminals is required, by the coupling service. The remaining coupling sequence is as described herein above.  
         [0072]    Numerous modifications, variations and adaptations may be made to the particular embodiments of the invention described above without departing from the scope of the invention, which is defined in the claims.