Abstract:
The E-Grid Sub-Network Load Manager operates to regulate the demands presented by vehicles to the associated Sub-Network thereby to spread the load presented to the service disconnect over time to enable controllable charging of a large number of vehicles. Load management can be implemented by a number of methodologies, including: queuing requests and serving each request in sequence until satisfaction; queuing requests and cycling through the requests, partially serving each one, then proceeding to the next until the cyclic partial charging service has satisfied all of the requests; ordering requests pursuant to a percentage of recharge required measurement; ordering requests on an estimated connection time metric; ordering requests on a predetermined level of service basis; and the like. It is evident that a number of these methods can be concurrently employed thereby to serve all of the vehicles in the most efficient manner that can be determined.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application is a Continuation-In-Part of U.S. application Ser. No. 12/329,349 titled “Self-Identifying Power Source For Use In Recharging Vehicles Equipped With Electrically Powered Propulsion Systems” filed 5 Dec. 2008, and U.S. application Ser. No. 12/329,368 titled “System For On-Board Metering Of Recharging Energy Consumption In Vehicles Equipped With Electrically Powered Propulsion Systems” filed 5 Dec. 2008, and U.S. application Ser. No. 12/329,389 titled “Network For Authentication, Authorization, And Accounting Of Recharging Processes For Vehicles Equipped With Electrically Powered Propulsion Systems” filed 5 Dec. 2008. In addition, this Application is related to a US Application titled “Sub-Network Load Management For Use In Recharging Vehicles Equipped With Electrically Powered Propulsion Systems”, a US Application titled “Dynamic Load Management For Use In Recharging Vehicles Equipped With Electrically Powered Propulsion Systems”, and a US Application titled “Centralized Load Management For Use In Recharging Vehicles Equipped With Electrically Powered Propulsion Systems”, all filed on the same date as the present application and incorporating the disclosures of each herein. 
     
    
     FIELD OF THE INVENTION 
       [0002]    This invention relates to a system for delivering power via a plurality of sub-networks for use in recharging vehicles equipped with electrically powered propulsion systems, where the Electric Grid interconnect used in each sub-network provides a unique power source identification to the vehicle for energy consumption billing purposes. 
       BACKGROUND OF THE INVENTION 
       [0003]    It is a problem in the field of recharging systems for vehicles equipped with electrically powered propulsion systems to bill the vehicle operator for the energy consumption where the Electric Grid is used as the source of power to charge the vehicular battery banks. Presently, each outlet that is served by a local utility company is connected to the Electric Grid by an electric meter which measures the energy consumption of the loads that are connected to the outlet. The utility company bills the owner of the premises at which the outlet is installed for the total energy consumption for a predetermined time interval, typically monthly. Recharging a vehicle which is equipped with an electrically powered propulsion system results in the premises owner errantly being billed for the recharging and the vehicle owner not being billed at all. An exception to this scenario is where the premises owner is paid a flat fee by the vehicle owner for the use of the outlet to recharge the vehicular battery banks. 
         [0004]    Electric transportation modes typically take the form of either a pure battery solution, where the battery powers an electric propulsion system, or a hybrid solution, where a fossil fuel powered engine supplements the vehicle&#39;s battery bank to either charge the electric propulsion system or directly drive the vehicle. Presently, there is no electricity re-fueling paradigm, where a vehicle can plug in to the “Electric Grid” while parked at a given destination and then recharge with sufficient energy stored in the vehicular battery banks to make the trip home or to the next destination. More to the point, the present “grid paradigm” is always “grid-centric”; that is, the measurement and billing for the sourced electricity is always done on the grid&#39;s supply side by the utility itself. One example of a system that represents this philosophy is the municipal parking meter apparatus, where an electric meter and credit card reader is installed at every parking meter along a city&#39;s streets to directly bill vehicle owners for recharging their vehicular battery banks. Not only is this system very expensive to implement, but it remains highly centralized and is certainly not ubiquitous. This example solution and other analogous grid-centric solutions are not possible without an incredible capital expenditure for new infrastructure and an extensive build time to provide widespread recharging capability. 
         [0005]    Thus, the problems with centralized vehicular charging are:
       infrastructure cost,   lack of ubiquity in the infrastructure&#39;s extent,   extensive time to deploy a nationwide system,   can&#39;t manage/control access to electricity without a per outlet meter,   no ubiquity of billing for downloaded electricity,   no method to assure a given utility is properly paid,   no method to provide revenue sharing business models,   no methods to manage and prevent fraud,   incapable of instantaneous load management during peak loads,   incapable of load management on a block by block, sector by sector load, or city-wide basis, and   incapable of billing the energy “downloaded” to a given vehicle, where a given vehicle is random in its extent, and where the vehicle is plugged into the grid is also random in its extent.       
 
         [0017]    What is needed is a solution that can be deployed today, that doesn&#39;t require a whole new infrastructure to be constructed, is ubiquitous in its extent, and that uses modern communications solutions to manage and oversee the next generation electric vehicle charging grid. 
         [0018]    The above-noted patent applications (U.S. application Ser. No. 12/329,349 titled “Self-Identifying Power Source For Use In Recharging Vehicles Equipped With Electrically Powered Propulsion Systems” filed 5 Dec. 2008, and U.S. application Ser. No. 12/329,368 titled “System For On-Board Metering Of Recharging Energy Consumption In Vehicles Equipped With Electrically Powered Propulsion Systems” filed 5 Dec. 2008, and U.S. application Ser. No. 12/329,389 titled “Network For Authentication, Authorization, And Accounting Of Recharging Processes For Vehicles Equipped With Electrically Powered Propulsion Systems” filed 5 Dec. 2008) collectively describe an E-Grid concept for use in providing power to vehicles which include a propulsion system powered, at least in part, by electric power, at least some of which is stored onboard the vehicle in an electric power storage apparatus. 
         [0019]    A key element of the conceptual “Charging-Grid” solution presented therein is not unlike the problem faced by early cellular telephone operators and subscribers. When a cellular subscriber “roamed” out of their home “network”, they couldn&#39;t make phone calls, or making phone calls was either extremely cumbersome or expensive or both. The present E-Grid Sub-Network Load Manager is a part of an “E-Grid” billing structure, which includes full AAA functionality—Authentication, Authorization, and Accounting. For the early historical cellular paradigm, the cellular architecture used a centralized billing organization that managed the “roaming” cellular customer. In a like fashion, the E-Grid proposed herein has a centralized billing structure that manages the “roaming” vehicle as it “self-charges” at virtually any power source/electric outlet in a seamless yet ubiquitous manner anywhere a given utility is connected to the “E-Grid architecture”. 
         [0020]    A second component of the E-Grid is to place the “electric meter” in the vehicle itself to eliminate the need to modify the Electric Grid. The Self-Identifying Power Source provides the vehicle&#39;s electric meter with a unique identification of the power source to enable the vehicle to report both the vehicle&#39;s energy consumption and the point at which the energy consumption occurred to the utility company via the ubiquitous communications network. 
         [0021]    An advantage of this architecture is that the vehicle is in communication with the utility company, which can implement highly dynamic load management, where any number of vehicles can be “disconnected” and “reconnected” to the Electric Grid to easily manage peak load problems for geographic areas as small as a city block or as large as an entire city or even a regional area. 
         [0022]    The innovative “E-Grid” architecture enables a vehicle to plug in anywhere, “self-charge”, and be billed in a seamless fashion, regardless of the utility, regardless of the vehicle, regardless of the location, regardless of the time. The utility for that given downloaded charge receives credit for the electricity “downloaded” across their network, whether that customer is a “home” customer or a “roaming” customer. The “owner” of the electrical outlet receives credit for the power consumed from their “electrical outlet”. In addition, if a given customer has not paid their E-Grid bill, the system can directly manage access to the grid to include rejecting the ability to charge or only allowing a certain charge level to enable someone to get home. The E-Grid architecture can have account managed billing, pre-paid, and post-paid billing paradigms. The billing is across any number of electric utility grids, and the E-Grid architecture is completely agnostic to how many utility suppliers there are or where they are located. So too, the E-grid architecture is agnostic to the charging location, where said charging location does not require a meter and does not require telecommunications capability. 
         [0023]    The compelling societal benefit of the novel E-Grid architecture is that it is possible to deploy it today, without a major change in current infrastructure or requiring adding new infrastructure. Virtually every electrical outlet, no matter where located, can be used to charge a vehicle, with the bill for that charge going directly to the given consumer, with the owner of the electrical outlet getting a corresponding credit, with the payment for electricity going directly to the utility that provided the energy—all in a seamless fashion. 
         [0024]    One problem faced by the E-Grid is that typically a number of vehicles arrive at a destination in close temporal proximity, connect to the power sources served by a service disconnect, and concurrently request service. Once their batteries are charged, there is no load placed on the service disconnect until these vehicles depart and other vehicles arrive to be recharged. Given this high demand scenario, a single service disconnect can serve only a limited number of vehicles at a time if they concurrently demand the delivery of power. This is a peak load issue, where the existing service disconnect is unable to manage a plurality of concurrently received requests for service and, therefore, is limited in the number of vehicles that can be served. 
       BRIEF SUMMARY OF THE INVENTION 
       [0025]    The above-described problems are solved and a technical advance achieved by the present Intra-Vehicle Charging System For Use In Recharging Vehicles Equipped With Electrically Powered Propulsion Systems (termed “Intra-Vehicle Charging System” herein) which manages a plurality of power sources to which the vehicles are connected to manage delivery of the power consumed by the recharging of the vehicular battery banks, including transferring power among the vehicles connected to the power sources. 
         [0026]    The E-Grid typically is implemented via the use of a plurality of utility interfaces, each of which includes an electric meter which is installed at a utility customer&#39;s facilities and an associated service disconnect. The term “service disconnect” as used herein can be a main service disconnect which serves a plurality of Self-Identifying Power Sources as described herein, or a main service disconnect which serves a plurality of circuit breakers, each of which serves a plurality of the Self-Identifying Power Sources. The present E-Grid Sub-Network Load Manager is applicable to both architectures and is used to regulate the demand for power as concurrently presented by a plurality of vehicles which are connected to a Sub-Network of the E-Grid, where the sub-network can be either the plurality of Self-Identifying Power Sources served by the single service disconnect noted above or each sub-set comprising the plurality of Self-Identifying Power Sources served by each of the circuit breakers connected to a single service disconnect. In the multiple circuit breaker architecture, the E-Grid Sub-Network Load Manager can operate on a hierarchical basis, regulating not only the loads presented to each circuit breaker, but also to the service disconnect, since it is standard practice in electrical installations to have the sum of the current handling capacities of the circuit breakers exceed the current handling capacity of the associated service disconnect. 
         [0027]    The E-Grid Sub-Network Load Manager operates to regulate the demands presented by the vehicles to the associated Sub-Network thereby to spread the load presented to the service disconnect over time to enable the controllable charging of a large number of vehicles. The Intra-Vehicle Charging System provides another dimension to the load management process, where the vehicular battery banks act as a power source to enable the delivery of power to vehicles whose battery banks are depleted from vehicles whose vehicular battery banks are substantially charged. Thus, the vehicular battery banks of some of the vehicles can be used to replace or supplement the traditional power sources to enable rapid recharging of the vehicles which are served by the E-Grid Sub-Network Load Manager. When the depleted vehicular battery banks reach a predetermined capacity and/or the load on the E-Grid is reduced, the Intra-Vehicle Charging System can be deactivated or scaled back to enable the E-Grid Sub-Network Load Manager to resume control of the charging process to recharge all of the vehicles served by the E-Grid Sub-Network Load Manager. Thus, the Intra-Vehicle Charging System is an interim load mitigation process to ensure that no vehicle fails to receive some minimum amount of recharging while connected to the E-Grid. 
         [0028]    The implementation of the E-Grid Sub-Network Load Manager can include intelligent Self-Identifying Power Sources which can be controlled to deliver power on a basis determined by the E-Grid Sub-Network Load Manager and/or the use of intelligent Self-Metering Vehicles which can be controlled to request power on a basis determined by the E-Grid Sub-Network Load Manager or combinations of both. In addition, the availability of information from the Self-Metering Vehicles relating to power required to recharge, recharge current handling capacity, estimated time of connection, and class of service for which the vehicle owner has contracted all enhance the operation of the E-Grid Sub-Network Load Manager, which operates in conjunction with the Intra-Vehicle Charging System. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0029]      FIG. 1  illustrates, in block diagram form, the E-Grid network architecture, including interconnected communication networks with a unified authentication, authorization, and accounting structure; 
           [0030]      FIG. 2  illustrates, in block diagram form, a more detailed embodiment of the E-Grid network architecture shown in  FIG. 1  which discloses multiple utility companies; 
           [0031]      FIG. 3  illustrates, in flow diagram form, the operation of the billing system for the E-Grid system; 
           [0032]      FIG. 4  illustrates, in block diagram form, the Charging, Control, and Communicator (CCC) module installed in a vehicle; 
           [0033]      FIG. 5  illustrates, in block diagram form, a detailed block diagram of the CCC module; 
           [0034]      FIG. 6  illustrates an embodiment of the Self-Identifying Power Source for use in the E-Grid system; 
           [0035]      FIG. 7  illustrates, in block diagram form, the communications interconnections in use in the E-Grid network; 
           [0036]      FIG. 8  illustrates, in block diagram form, the architecture of a typical E-Grid application of the E-Grid Sub-Network Load Manager, where an electric utility meter and its associated main service disconnect serve a plurality of circuit breakers, each of which serves a plurality of the Self-Identifying Power Sources; 
           [0037]      FIGS. 9A and 9B  illustrate, in flow diagram form, the operation of the present E-Grid Sub-Network Load Manager; and 
           [0038]      FIG. 10  illustrates, in flow diagram form, operation of a typical intra-vehicle power exchange management process. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0039]      FIG. 1  illustrates, in block diagram form, the E-Grid network architecture, including interconnected communications networks with a unified authentication, authorization, and accounting structure; while  FIG. 2  illustrates, in block diagram form, a more detailed embodiment of the E-Grid network architecture shown in  FIG. 1 . In the following description, the term “Vehicle” is used, and this term represents any mechanism which includes a propulsion system powered, at least in part, by electric power, at least some of which is stored onboard the vehicle in an electric power storage apparatus, as well as any electric power consuming loads incorporated into, transported by, or associated with any type of vehicle, whether or not these types of vehicles are electrically powered. 
       Traditional Electric Grid 
       [0040]    Electric Grid  160  shown in  FIG. 1  represents the source of electric power, as provided by multiple utility companies which serve a wide geographic area. For the purpose of illustration, the present description focuses on a single utility company  155  which serves a particular geographic area (service area) and provides electric power to a multitude of customers, via a utility interface  114  which typically comprises an electric meter which is installed at the customer&#39;s facilities  116  and an associated service disconnect. Nothing herein limits the physical elements contained within utility interface  114  to include that an electric meter may not be a part of utility interface  114  in certain applications. 
         [0041]    The electric meter in utility interface  114  serves to measure the energy consumption by the various outlet connected loads, such as Vehicles  101 ,  102  and fixed loads (not shown) which are connected to the customer&#39;s electric meter via a customer&#39;s service disconnect (circuit breaker panel), which is part of the utility interface  114  for the purpose of this description. These elements represent the existing electric power delivery infrastructure. The arrow shown at the bottom of  FIG. 1  highlights the fact that the connection to Electric Grid  160  is bidirectional in that electric power traditionally flows from the Electric Grid  160  to the utility interface  114  and thence to the customer&#39;s loads—Vehicles  101 ,  102 —but also can flow in the reverse direction, from the vehicular battery banks of Vehicles  101 ,  102 , through the utility interface  114  to the Electric Grid  160 ; and these conductors can also carry Power Line Carrier (PLC) communications, such as data which identifies electrical outlet  111 , via plug  171  to Vehicle  101 . The PLC communication network could also be used as an alternate communication pathway to the Utility Service Center  100  for Authentication, Authorization, and Accounting functionality. 
       Utility Service Center 
       [0042]    Communication Network  150  is the preferred communication medium which enables the Vehicles  101 ,  102  to communicate with Utility Service Center  100  to implement the Vehicle registration and billing processes of Control Processor  140  via Grid Home Location Register (GHLR)  120  and Grid Visitor Location Register (GVLR)  130 . The Communication Network  150  comprises any technology: cellular, WiFi, wired Public Switched Telephone Network (PSTN), Internet, etc. The Grid Home Location Register  120  and Grid Visitor Location Register  130  are further connected to the Authentication, Authorization, and Accounting System  110  (AAA System  110 ). The communication mode for the Vehicles  101 ,  102  can be wireless, wired (such as via Communication Network  150 ), or via the Electric Grid  160  using Power Line Carrier as previously mentioned. For the purpose of illustration, a wireless link to the Communication Network  150  is used in this embodiment, although the other modes can be used. 
         [0043]    The Vehicles  101 ,  102  first communicate with Communication Network  150  in well-known fashion to link to Utility Service Center  100  where the Control Processor  140  accesses the Location Registers  120  and  130 . These devices contain the user profile for the account holder, including the identification of the home utility company, billing account, and maximum authorized credit, where the user is authorized to charge, identification of any value added services that the user subscribes to, and the like. When registering with the Utility Service Center  100 , the Vehicles  101 ,  102  first seek to register with the Grid Home Location Register  120  if in their home territory (i.e., within the territory served by their residence&#39;s electric utility provider). If Vehicle  101  is traveling outside of its home territory, it would first register with the serving utility&#39;s Grid Visitor Location Register  130  which would then communicate with the user&#39;s Grid Home Location Register  120  to confirm that the user is a “real” customer, and all of the data stored in the Grid Home Location Register  120  about a particular customer is copied to the Grid Visitor Location Register  130  while the Vehicle  101  is in the “roaming” territory. Communications via network  150  (typically via wireless means) would let the Vehicles  101 ,  102  know whether they are in the home territory or whether they are roaming (not unlike how cellular phone networks operate today). After successful registration, the AAA System  110  begins to manage the charging transaction. 
         [0044]    At AAA System  110 , a number of essential functions occur. All Vehicles seeking to receive electrical power from Electric Grid  160  to charge the vehicular battery banks (also termed “electric energy storage apparatus”) are first authenticated, then authorized, and billed for the energy consumed via the charging process. The term “authentication” means that a device is valid and permitted to access the Electric Grid  160  (the authorization phase of AAA). AAA System  110  also manages the accounting process, ensuring that all bills go to the correct vehicle owner, the electric utility gets paid for the electricity that it supplied, and the owner of utility interface  114  is credited with the electricity that flowed through utility interface  114  to recharge the vehicular battery banks. There could also be revenue share models where a facility owner could get a portion of the overall revenue for providing physical access (i.e., an electrical plug-in location). AAA System  110  is seen as a more central device, to be shared among a number of electric utilities, although there is nothing from preventing each utility having its own AAA System. 
       Multi-Utility Embodiment 
       [0045]      FIG. 1  is in reality a multidimensional network in which N electric utilities are served by M Electric Grids with corresponding communication networks, as shown in  FIG. 2 . 
         [0046]    Electric Grids  240 ,  250  shown in  FIG. 2  represent the source of electric power, as provided by multiple utility companies which serve a wide geographic area and provide electric power to a multitude of customers via utility interfaces  281 - 285 . The utility interfaces  281 - 285  serve to measure the energy consumption by the various outlet connected loads, such as Vehicles  291 - 295 . These elements represent the existing, present day electric power delivery infrastructure as described above. Electric power traditionally flows from the Electric Grid  240 ,  250  to the utility interfaces  281 - 285  and thence to the customer&#39;s loads—Vehicles  291 - 295  via plug  271 - 275 -outlet  261 - 265  combinations, but power also can flow in the reverse direction, from the vehicular battery banks of Vehicles  291 - 295  through the utility interfaces  281 - 285  to the Electric Grids  240 ,  250 . 
         [0047]    Communication Networks  220 ,  230  are the communication mediums which enable the Vehicles  291 - 295  to communicate with Utility Service Center  200  which, as noted above, implements the vehicle registration process via Grid Home Location Register (GHLR)  260  and Grid Visitor Location Register (GVLR)  270 . The Grid Home Location Register  260  and Grid Visitor Location Register  270  are further connected to the Authentication, Authorization, and Accounting System  280  (AAA System  280 ). The communication mode for the Vehicles  291 - 295  can be wireless, wired, or via the Electric Grid, as previously discussed. For the purpose of illustration, a wireless link to the Communication Networks  220 ,  230  is used in this embodiment, although the other communication modes can be used. 
       Self-Identifying Power Source 
       [0048]      FIG. 6  illustrates an embodiment of the present Self-Identifying Power Source  116  for use in the E-Grid system. The Self-Identifying Power Source  116  can be implemented in a variety of ways, and  FIG. 6  illustrates the components that can be used to produce and transmit a unique identification of the power source to a vehicle for energy consumption credit and billing purposes. As noted above, it is a problem in the field of recharging systems for vehicles equipped with electrically powered propulsion systems to bill the vehicle operator or the financially responsible party for the energy consumption where the Electric Grid is used as the source of power to charge the vehicular battery banks. Presently, each outlet (or jack or inductive power source) that is served by a local utility company is connected to the Electric Grid by a utility meter which measures the energy consumption of the loads that are connected to the outlet. The utility company bills the owner of the premises at which the outlet is installed for the total energy consumption for a predetermined time interval, typically monthly. 
         [0049]    The solution to this problem is to have the vehicle self-meter its energy consumption in recharging the vehicular battery banks and report the energy consumption to the utility company that serves the power source to which the vehicle is connected. The utility company then can bill the vehicle owner and simultaneously credit the power source for this consumption. In implementing this paradigm, the power source identification can be implemented at various layers of the power distribution network. The outlet  111  to which the Vehicle  101  connects can identify itself, the utility interface  114  (such as a utility meter) can identify itself, or the premises at which the outlet  111  and the utility interface  114  (in this example a meter  614 ) are installed and physically located can be identified. All of these scenarios are effective to enable the utility company to credit the owner of the power source with the power consumed by Vehicle  101 . 
       Power Source Identification—Outlet Level 
       [0050]    A first implementation of the power source identification is at the outlet level, where the self-identifying element comprises an electrical outlet  111  having a housing into which are molded a plurality of conductors that function to conduct the electricity from the electric meter  614  (and associated circuit protection devices) to a plug  171  from the Vehicle  101  which is inserted into the outlet  111  of the Self-Identifying Power Source  116 . There are numerous outlet conductor configurations which are specified by regulatory agencies, such as the National Electric Manufacturers Association (NEMA), for various voltages and current capacities; and a typical implementation could be a 2-pole 3-wire grounding outlet to reduce the possibility that the plug which is connected to the vehicle would be inadvertently disconnected from the Self-Identifying Power Source  116 . 
         [0051]    The Self-Identifying Outlet  610  of the Self-Identifying Power Source  116  includes an outlet identification device  612  which transmits outlet identification data to the Vehicle  101 . This outlet identification data represents a unique code which identifies this particular Self-Identifying Outlet  610  of the Self-Identifying Power Source  116  in order for the owner of the associated electric meter  614  to receive credit for the energy consumption associated with the present vehicle battery recharging process. This outlet identification data can be transmitted over the power conductors or can be wirelessly transmitted to the vehicle by the outlet identification device  612 , or may constitute an RFID solution where the vehicle reads the RFID code embedded in RFID device  613  located in the Self-Identifying Outlet  610  of the Self-Identifying Power Source  116 . In addition to the unique identification of the Self-Identifying Outlet  610  of the Self-Identifying Power Source  116 , the data can indicate the mode of data transmission appropriate for this locale. Thus, the vehicle may be instructed via this locale data to wirelessly transmit the accumulated energy consumption data to a local premises server for accumulation and forwarding to the utility company, or wirelessly via a public Communication Network  150  directly to the utility company, or via the power conductors  163  to a communications module associated with the electric meter  614 , or to the utility company  155  via the Electric Grid  160 . 
         [0052]    In operation, every time a mating plug is inserted into the outlet  111  of the Self-Identifying Power Source  116  or the Vehicle  101  “pings” the Self-Identifying Outlet  610 , the outlet identification device  612  outputs the unique outlet identification data or RFID Device  613  provides a passive identification read capability to enable the Vehicle  101  to uniquely identify the Self-Identifying Outlet  610  of the Self-Identifying Power Source  116 . 
         [0053]    In addition, a power switch  611  can optionally be provided to enable the utility company  155  to disable the provision of power to Vehicle  101  pursuant to the authorization process described below. Switch  611  can be activated via a power line communications session with the utility company  155  via the Electric Grid  160 . Alternatively, this switch could be “virtual” and located in the vehicle itself where the vehicle does not permit charging to occur even though the outlet  111  may be “hot” or have power to it. 
       Power Source Identification—Electric Grid Interconnect Level 
       [0054]    A second implementation of the power source identification is at the Electric Grid interconnect  620  level, where the self-identifying element comprises one or more identification devices associated with the electric meter  614 . Since each premises is equipped with an electric meter  614  required by the utility company and one or more disconnect devices  622  to serve one or more outlets  610 , the identification of a utility meter as the Electric Grid interconnect is sufficient data to enable the utility company to credit the premises owner with the power consumed by Vehicle  101 . Since the Vehicle  101  self-meters, for billing purposes it is irrelevant which outlet  111  serves to provide power to the Vehicle  101 . The energy consumption session, as described in more detail below, is not dependent on the exact physical connection of Vehicle  101  to an outlet  111 , but can be managed at the power grid interconnection  620  level. 
         [0055]    Thus, meter identification device  621  transmits meter identification data to the Vehicle  101 . This meter identification data represents a unique code which identifies this particular electric meter  614  of the Self-Identifying Power Source  116  in order for the owner of the associated electric meter  614  to receive credit for the energy consumption associated with the present vehicle battery recharging process. This meter identification data can be transmitted over the power conductors or can be wirelessly transmitted to the vehicle by the meter identification device  621 , or may constitute an RFID solution where the vehicle reads the RFID code embedded in RFID device  623  located in the power grid interconnect  620  of the Self-Identifying Power Source  116 . In addition to the unique identification of the power grid interconnect  620  of the Self-Identifying Power Source  116 , the data can indicate the mode of data transmission appropriate for this locale. Thus, the vehicle may be instructed via this locale data to wirelessly transmit the accumulated energy consumption data to a local premises server for accumulation and forwarding to the utility company, or wirelessly via a public Communication Network  150  directly to the utility company, or via the power conductors  163  to a communications module associated with the electric meter  614 , or to the utility company  155  via the Electric Grid  160 . 
       Power Source Identification—Premises Level 
       [0056]    The recharging process to include billing and crediting is not necessarily dependent on meter  614  shown in  FIG. 6 . For example, a third embodiment involves an intelligent identification communication architecture communicated via Power Line Carrier (PLC) communication from Utility Company  155  to Electric Grid  160  which ultimately arrives at each and every outlet in the universe of the Electric Grid  160 . This intelligent Outlet ID is communicated directly to outlet  111  (not shown directly on  FIG. 6 ) wherein each outlet has a unique ID as identified and managed by the Utility  155 . This Power Line Carrier ID communication goes directly from Utility Company  155  to Electric Grid  160  via Utility Interface  114  to Vehicle  101  to PLC Communication Module  560  (shown in  FIG. 5 ). 
         [0057]    A fourth implementation of the power source identification is at the premises level, where the self-identifying element comprises one or more identification devices (such as RFID device  633 ) associated with the physical premises served by one or more power grid interconnects  620 . Since a plurality of electric meters  614  can be used to serve a plurality of outlets  111  located at a physical premises, the granularity of identifying the owner of the premises is sufficient to implement the energy consumption credit process as described herein. Thus, Vehicle  101  can sense an RFID device  633  upon entry into the premises at which the outlet  111  is located and use the RFID data, as described above, as the utility company customer identification, since Vehicle  101  self-meters its energy consumption. 
       Vehicle Infrastructure 
       [0058]      FIG. 4  illustrates, in block diagram form, the Charging, Control, and Communicator (CCC) module  410  installed in a vehicle; and  FIG. 5  illustrates, in block diagram form, a detailed block diagram of the CCC module  410 . The Vehicle  101  is equipped with an electrically powered propulsion system and vehicular battery banks  420  (or any such device that can store electrical energy). Presently, each outlet that is served by a local utility company is connected to the Electric Grid  160  by a utility meter  614  housed in Utility Interface  114  which measures the energy consumption of the loads that are connected to the outlet. The utility company bills the owner of the premises at which the outlet is installed for the total energy consumption for a predetermined time interval, typically monthly. Recharging a vehicle which is equipped with an electrically powered propulsion system results in the premises owner being billed for the recharging and the vehicle owner not being billed. 
         [0059]    The present paradigm is to place the “electric meter” in the vehicle itself to eliminate the need to modify the Electric Grid. As shown in  FIG. 6 , the present Self-Identifying Power Source  116  provides the vehicle&#39;s electric meter with a unique identification of the outlet  111  to enable the vehicle to report both the vehicle&#39;s energy consumption and the point at which the energy consumption occurred to the utility company via the ubiquitous communications network. The consumption can be reported for each instance of connection to the Electric Grid or the Vehicle can “accumulate” the measure of each energy consumption session, then periodically transmit energy consumption information along with the associated unique outlet identification data to the power company or a third party billing agency via the communication network. Alternatively, transmission of these signals to the power company via power lines is a possibility (Power Line Carrier). Another mode of billing is for the vehicle to be equipped with a usage credit accumulator which is debited as power is consumed to charge the vehicle&#39;s battery. The credit accumulator is replenished as needed at predetermined sites or via WiFi/Cellular or via Power Line Carrier. 
         [0060]    The Charging, Control, and Communicator (CCC) module  410  is shown in additional detail in  FIG. 5 . The Vehicle  101  is equipped with either an inductive coupler (not shown) or a plug  171  to enable receipt of electric power from the Self-Identifying Power Source  116 . Plug  171  is constructed to have the proper number and configuration of conductors to mate with Self-Identifying Power Source  116  in well-known fashion. These conductors are connected to meter  570  which measures the energy consumption of the circuitry contained in Charging, Control, and Communicator module  410 . The principal load is converter module  550  which converts the electric voltage which appears on the conductors of plug  171  into current which is applied to battery assembly  420  thereby to charge battery assembly  420  in well-known fashion. The Processor  580  could call for a quick charge at a higher amperage, provided the Utility permits it; or the Processor  580  could call for a “trickle charge” over a number of hours. Processor  580  regulates the operation of charging module to controllably enable the charging of the battery assembly  420  (or such device that can store electrical energy) and to provide communications with the Utility Service Center  100 . In particular, the processor  580  receives the unique identification data from Self-Identifying Power Source  116  once the plug  171  is engaged in Self-Identifying Power Source  116 , or via wireless means such as using RFID without an actual physical connection as previously discussed, and then initiates a communication session with Utility Service Center  100  to execute the AAA process as described herein. The communications with the Utility Service Center  100  can be in the wireless mode via antenna  430 , or a wired connection  520 , or via the conductors of the plug  171 . An RFID reader  575  is provided to scan RFID devices associated with the outlet/electric meter/premises to which Vehicle  101  is sited to recharge battery assembly  420  as described herein. Finally, the ID communication can also be via PLC across the grid from the Utility wherein the Utility has, through its vast PLC network overlaid on its Electric Grid, created a unique ID for each Outlet, where a given ID is communicated from plug  171  to PLC Communication Module  560 . Given the grid is also a communication network with intelligence means any given outlet can have its ID dynamically modified per operational requirements of the Utility. 
         [0061]    In addition, processor  580  is responsive to data transmitted from the Utility Service Center  100  to either activate or disable the converter module  550  as a function of the results of the AAA process. Once the charging process is completed, the processor  580  reads the data created by meter  570  and initiates a communication session via communications module  540  with the Utility Service Center  100  to report the identity of Vehicle  101 , the energy consumption in the present recharging session, and the associated unique identification of Self-Identifying Power Source  116  thereby to enable the utility company to credit the owner of Self-Identifying Power Source  116  and also bill the vehicle owner. 
       Load Management Process 
       [0062]    The Utility can effect load management by permitting the current flowing through plug  171  as controlled by processor  580  which is in communication with Utility Service Center  100  to be at a specified level, or it can be terminated for given periods of time when peak load conditions are occurring on the grid, say due to a heat wave where air conditioners are all on maximum. 
       Energy Consumption Billing Process 
       [0063]      FIG. 3  illustrates, in flow diagram form, the operation of the billing system for the E-Grid system; and  FIG. 7  illustrates, in block diagram form, the communications interconnections in use in the E-Grid network. For example, Vehicle  101  at step  300  plugs into outlet  111  of Self-Identifying Power Source  116  and at step  310  receives the Self-Identifying Power Source  116  identification information as described above, such as via an RFID link. At step  320 , processor  580  accesses Communication Network  150  (or Power Line Carrier and Electric Grid  160 ) to communicate with Utility Service Center  100  and register on Grid Home Location Register  120  (or Grid Visitor Location Register  130 ). Vehicle  101  either is denied service at step  331  by Utility Service Center  100  due to a lack of credit, or lack of verification of identity, or gets authorization at step  330  from AAA System  110  to recharge the vehicle batteries  420 . As a part of the communication process, processor  580  communicates all of the “Utility Centric” data it derived when it plugged into the Self-Identifying Power Source  116  as described above (utility name, location of charging outlet, and so on). As one means for managing possible charging fraud, the location of the charging jack could be cross-correlated with a GPS location (where a GPS module could be inserted into CCC Module  410  (not shown for clarity)). 
         [0064]    An electrical power meter  570  inside Vehicle  101  measures the amount of energy being consumed at step  350 . When plug  171  is pulled at step  360 , and charging is complete, the meter in Vehicle  101  initiates a communication session via communication module  540  with Utility Service Center  100  to report the identity of Vehicle  101 , the energy consumption in the present recharging session, and the associated unique identification of Self-Identifying Power Source  116  thereby to enable the utility company to credit the owner of Self-Identifying Power Source  116  and also bill the vehicle owner. In addition, the vehicle owner can be charged for the energy consumption via their home account at step  370 , or via a roamer agreement at step  380 , or via a credit card at step  390 . At this point, if there were a property owner revenue share, this would also be recorded as a credit to that given property owner, and all billing is posted to the proper accounts at step  395 . In addition, at step  360 , the Utility Service Center  100  compiles the collected load data and transmits it to the local utility ( 155  on  FIGS. 1 and 233 ,  234  on  FIG. 2 ) to enable the local utility at step  340  to implement load control as described below. 
       A Simplified Communications Block Diagram—FIG. 7 
       [0065]    In order to remove some of the architecture complexity, and to clearly describe the core invention in a slightly different manner, a minimalist figure ( FIG. 7 ) was created to show the key building blocks of the E-grid system communication architecture. There are two key architectural elements that enable the preferred embodiment described herein: (1) the placement of the meter measuring the power consumption during the charging sequence into the vehicle itself; and (2) the addition of the Utility Service Center  100  to manage Authentication, Authorization, and Accounting, where Utility Service Center  100  enables any electrical outlet to be available for charging and enables any utility to be a “member” of the “E-grid” system. Shown in  FIG. 7 , a bidirectional communication network is created between the CCC (Charging, Control, and Communicator) Module  410  via Communications Network  150  and/or via Power Line Carrier via Electric Grid  160  to Utility Service Center  100 . Within CCC Module  410  is a meter  570  that measures the power consumed during a charging cycle, and it communicates the amount of energy consumed via CCC Module  410  to antenna  430  via Communications Network  150  or Plug  171  via Electric Grid  160  ultimately to Utility Service Center  100 . CCC Module  410  also receives the Self-Identifying Power Source  116  identification of the outlet  111  via RFID  613  and RFID Reader  575 . The pairing of the unique Outlet ID with the energy consumed and measured by the vehicle are transmitted to Utility Service Center  100 , which enables billing of the owner of the vehicle (or account holder for the vehicle), crediting of the owner of the physical plug (jack) where the power was taken from, and correct payment to the utility that supplied the energy. 
       Sub-Network Load Manager for Use in Recharging 
       [0066]      FIG. 8  illustrates, in block diagram form, the architecture of a typical E-Grid application of the E-Grid Sub-Network Load Manager  803 , where an electric utility meter  801  and its associated main service disconnect  802  serve a plurality of circuit breakers  811 - 81   n , each of which serves a plurality of the Self-Identifying Power Sources (such as Self-Identifying Outlets  821 - 82   k ); and  FIGS. 9A and 9B  illustrate, in flow diagram form, the operation of the E-Grid Sub-Network Load Manager  803 . 
         [0067]    As shown in  FIG. 8 , a single electric utility meter  801  and its associated service disconnect  802  serve a plurality of circuit breakers  811 - 81   n , where each disconnect or circuit breaker (such as  811 ) serves a plurality of Outlets ( 821 - 82   k ). The E-Grid Sub-Network Load Manager  803  typically is associated with electric utility meter  801  and its associated service disconnect  802  and serves to regulate the load presented by the vehicles connected to the plurality of Outlets served by electric meter  801  and its associated service disconnect  802 . 
         [0068]    As noted above, the Self-Identifying Outlet  821  at step  901  transmits its unique identification data to vehicle  831  in order to enable vehicle  831  to associate the power consumption as metered by vehicle  831  with the Self-Identifying Outlet  821 , as described above. The E-Grid Sub-Network Load Manager  803  at step  902  in  FIG. 9  is responsive to the connection of a vehicle  831  to outlet  821  of circuit breaker  811  to establish a communication session between vehicle  831  and E-Grid Sub-Network Load Manager  803 , typically via Power Line Communications. The communication session typically is brief and represents the exchange of basic information, such as transmitting the identification of Self-Identifying Outlet  821  by vehicle  831  to E-Grid Sub-Network Load Manager  803  at step  903 , as well as vehicle  831  transmitting its load characteristics at step  904  to E-Grid Sub-Network Load Manager  803 . The load characteristics consist of the amount of energy required by vehicle  831  to achieve a complete charge, as well as optionally the charging characteristics of vehicle  831  (current capacity, type of charger, etc.), the estimated time that the vehicle will be connected to Self-Identifying Outlet  821 , the class of recharge service subscribed to by vehicle  831 , and the like. 
         [0069]    At step  905 , the E-Grid Sub-Network Load Manager  803  computes the load presented by all of the Self-Identifying Outlets  821 - 82   k  served by circuit breaker  811  as well as the load presented by all of the circuit breakers  811 - 81   n  to service disconnect  802  at step  906 . If the load is determined at step  907  to be within the service capacity of circuit breaker  811  and service disconnect  802 , at step  908  vehicle  831  is supplied with the power corresponding to the load presented by vehicle  831 . If the load presented by vehicle  831 , when combined with the loads presented by other vehicles served by service disconnect  802 , is determined at step  907  to exceed the current carrying capacity of circuit breaker  811  or the current carrying capacity of service disconnect  802 , E-Grid Sub-Network Load Manager  803  reviews the accumulated data relating to the loads presented by the various vehicles served by service disconnect  802 . 
         [0070]    This vehicle load data, as noted above, can be used at step  909  to identify criteria which can be used to modulate the load presented to circuit breakers  811 - 81   n  and service disconnect  802 . In particular, the load management algorithms used by E-Grid Sub-Network Load Manager  803  can be hierarchical in nature, such that a sequence of load management processes (stored in E-Grid Sub-Network Load Manager  803 ) can be successively activated to identify vehicles which can receive less than the full component of power to recharge their batteries, or an algorithm can be selected to cycle through the vehicles served by service disconnect  802  to maintain a power delivery level commensurate with the power handling capacity of the circuit breakers  811 - 81   n  and service disconnect  802 . 
         [0071]    For example, at step  910 , E-Grid Sub-Network Load Manager  803 , in response to the received load data, selects at least one algorithm to manage the load. The selection can be based upon historical data which indicates a typical or historical pattern of loads presented at this locale over time for this day of the week or day of the year. The present load can be compared to this typical or historical data to anticipate what loads can be expected in the immediate future, which comparison information can assist in the present decisions relating to load control.  FIG. 9B  illustrates a typical plurality of algorithms which can be used by E-Grid Sub-Network Load Manager  803 . At step  911 , a first E-Grid Sub-Network Load Manager  803  load management process queues the requests from the vehicles and serves each request in sequence until satisfaction. At step  912 , a second E-Grid Sub-Network Load Manager  803  load management process queues the requests and cycles through the requests, partially serving each one, then proceeding to the next until the cyclic partial charging service has satisfied all of the requests. At step  913 , a third E-Grid Sub-Network Load Manager  803  load management process orders the requests pursuant to a percentage of recharge required measurement, then proceeds to one of the above-noted service routines: serving each request in order to completion or cycling through the requests using a partial completion paradigm. At step  914 , a fourth E-Grid Sub-Network Load Manager  803  load management process orders the requests on an estimated connection time metric, then proceeds to one of the above-noted service routines: serving each request in order to completion, or cycling through the requests using a partial completion paradigm. At step  915 , a fifth E-Grid Sub-Network Load Manager  803  load management process orders the requests on a predetermined level of service basis, then proceeds to one of the above-noted service routines: serving each request in order to completion, or cycling through the requests using a partial completion paradigm. Finally, an intra-vehicle load management process (as described below) can be used to distribute power among a plurality of vehicles. Additional load management processes can be used, and these listed processes are simply presented for the purpose of illustration. 
         [0072]    These load management processes can be implemented on a per circuit breaker, sub-network basis, or can be implemented for the entirety of the Self-Identifying Outlets served by the service disconnect  802 . In addition, E-Grid Sub-Network Load Manager  803  can select different processes for each circuit breaker sub-network and also can alter the load management process activated as new vehicles are either connected to Self-Identifying Outlets or depart from Self-Identifying Outlets or the various vehicles connected to Self-Identifying Outlets are recharged. Thus, the load management process implemented by E-Grid Sub-Network Load Manager  803  is dynamic and varies in response to the load presented by the vehicles which are served. 
         [0073]    The E-Grid Sub-Network Load Manager  803  typically implements control of the recharging of the vehicles by transmitting, at step  921 , control data to vehicle  831  and/or other vehicles served by service disconnect  802 , which control data is used by processor  580  in vehicle  831  to either activate the vehicle&#39;s converter module  550  or disable the vehicle&#39;s converter module  550 . As the batteries in vehicle  831  are recharged, processor  580  determines the present state of recharge and can transmit data at step  922  to E-Grid Sub-Network Load Manager  803  to signal the completion of the recharge of the vehicle&#39;s batteries or to provide a periodic recharge status report. At this juncture, E-Grid Sub-Network Load Manager  803  uses this data at the above-described step  910  to compute the action required to continue to manage the delivery of power to the plurality of vehicles served by service disconnect  802 . 
       Intra-Vehicle Power Exchange Management 
       [0074]    Another load management process is the intra-vehicle power exchange management process  916 , noted above, where power is drawn from the already charged (or partially charged) batteries of a vehicle and used to recharge the batteries of another vehicle served by service disconnect  802 . As an example, the load presented by all of the vehicles connected to the Self-Identifying Outlets served by service disconnect  802  or served by one or more circuit breakers (such as circuit breaker  811 ) can exceed the present capacity of the system to recharge these vehicles. If one or more of these vehicles is fully recharged or substantially recharged, power can flow from the batteries of these vehicles to the batteries of vehicles whose batteries have a remaining charge below some predetermined minimum threshold. This intra-vehicle power exchange process continues until the overall load on the E-Grid system drops to a level which enables the E-Grid system to serve the requests or when these vehicles are recharged to a predetermined level, where they can be queued up for regular service in due course. Thus, the intra-vehicle power exchange process can be an interim solution to ensure that all of the vehicles served by service disconnect  802  are quickly recharged to some acceptable minimum level, then the standard recharging process is activated. 
         [0075]    The intra-vehicle power exchange is illustrated, in flow diagram form, in  FIG. 10 , where, at step  1001 , E-Grid Sub-Network Load Manager  803  selects the load management process  916  for application to a plurality of Self-Identifying Outlets  821 - 82   k , such as those served by circuit breaker  811 . At step  1002 , E-Grid Sub-Network Load Manager  803  transmits control data to selected ones of vehicles  831 ,  832  to activate their processors  580  at step  1003  to switch the converter modules  550  from the battery charging mode to the DC-to-AC converter mode, where the power stored in the associated vehicle batteries is used to generate line voltage, which is applied by the converter modules  550  to the conductors which emanate from circuit breaker  811  to each Self-Identifying Outlet  821 - 82   k  served by circuit breaker  811 . Alternatively, a DC delivery mode can be implemented at step  1004  where the Self-Identifying Outlets include DC conductors and the vehicle&#39;s converter module need not generate line voltage, but the DC voltage of the vehicle&#39;s batteries can be directly applied to the DC conductors of the associated Self-Identifying Outlet for use by vehicle  83   k  requiring an immediate recharge. 
         [0076]    At step  1005 , vehicle  83   k  which requires the immediate recharge receives the line voltage generated by the other vehicles  831 ,  832  and recharges its batteries via the operation of its converter module  550 . As this vehicle  83   k  recharges its batteries and the other vehicles  831 ,  832  have their batteries drained, data is transmitted from each vehicle at step  1006  to E-Grid Sub-Network Load Manager  803  to enable E-Grid Sub-Network Load Manager  803  to re-compute the need for the power exchange process at step  1007  to ensure that vehicles  831 ,  832  which are supplying the power do not drain their batteries below an acceptable level. As this process progresses, E-Grid Sub-Network Load Manager  803 , at step  1008 , can transmit control data to a vehicle, such as vehicle  832 , to cause that vehicle to cease its participation of the power exchange process. Furthermore, at step  1009 , E-Grid Sub-Network Load Manager  803  can terminate power exchange process  916  and return vehicles  831 ,  832 ,  83   k  to the routine recharge process as implemented by one or more of the load management processes  911 - 915 . 
       Centralized Load Management 
       [0077]    The Utility Service Center  100  is the origination point for a Network-Wide Load Management situation, in which Vehicles  101  and  102  of  FIG. 1  (or Vehicles  291 - 295  of  FIG. 2 ) can be controlled to temporarily stop charging, where they are either not served by an E-Grid Sub-Network Load Manager  803 , or the Utility Service Center elects to override the operation of E-Grid Sub-Network Load Manager  803 . There is a mapping algorithm that maps the geographic position of the charging device (via GPS) or via the Grid Identifier passed along by the Vehicle. The Utility knows that Vehicles  101  and  102 , for example, are in a region that is experiencing very heavy electrical demand. So, to help manage the demand, the Utility Company  155 , via Communication Network  150  (or via PLC across Electric Grid  160  to Utility Interface  114 ) sends a command to Vehicles  101 ,  102  to temporarily stop charging (or until demand is lighter to re-initiate the charging sequence). In addition, the vehicles could be instructed to continue their charging sequence but charge at a lower level, or a given vehicle could ask for permission to charge at a very high rate to reduce the charge time. 
       Using the Stored Energy in the Vehicle Batteries as a Peaking Source of Power for the Utility 
       [0078]    As shown in  FIG. 1 , Vehicles  101 ,  102  are able to charge from the Electric Grid  160  via conductors  163 , and are also able to “push” energy back to Electric Grid  160  via conductors  163 . Similarly, in  FIG. 2 , Vehicles  291 - 295  are able to charge from Electric Grids  240 ,  250  via conductors  271 - 275 , and are able to “push” energy back to Electric Grids  240 ,  250  via conductors  271 - 275 . This “pushing” of energy from the vehicles&#39; energy storage systems, whether they are batteries or some other form of energy storage device, permits the utilities to manage peak loads on the network by using the collective energy of all of the vehicles then connected to the E-Grid as “peakers” and it would diminish the need for utilities to build “Peaking Power Plants”, which are very expensive to build and very expensive to operate, to handle the infrequent times when they need more energy to be supplied to the grid to prevent brownouts and blackouts. 
       SUMMARY 
       [0079]    The present Self-Identifying Power Source For Use In Recharging Vehicles Equipped With Electrically Powered Propulsion Systems provides a unique identification of an outlet to a vehicle which is connected to the outlet to enable the vehicle to report the vehicle&#39;s power consumption to the utility company to enable the utility company to bill the vehicle owner and credit the outlet owner for the power consumed by the recharging of the vehicular battery banks.