Patent Publication Number: US-2021183175-A1

Title: System of privacy oriented automated electric vehicle miles traveled usage fee assessment and settlement using utility smart grid communication network

Description:
CROSS REFERENCE 
     The present invention claims priority to and the benefit of U.S. Provisional Patent Application No. 62/947,052 filed Dec. 12, 2019, the contents of which are incorporated herein by reference in its entirety and made a part hereof. 
    
    
     BACKGROUND OF THE INVENTION 
     Field of Invention 
     This technology as disclosed herein relates generally to assessment of roadway fees for electric and hybrid-electric vehicles. 
     Background 
     During the past century, excise taxes collected by providers of petroleum-based fuels (e.g., gasoline and diesel) and remitted to government authorities have been utilized to build and maintain the roadways and bridges of the United States&#39; transportation infrastructure. With some exceptions (e.g., farming, off-highway business use, certain buses) those federal and state taxes have been considered to be “user fees” for the use of the infrastructure regardless as to whether the fossil fuels were actually consumed on taxpayer funded roadways, on private roadways or for off-road purposes. 
     With the growing popularity of hybrid-electric and wholly electric vehicles, for which there is no current standard approach to collect roadway usage fees, United States government and state authorities must develop a means of collecting user fees to supplement the taxes collected on petroleum-based fuels. The lack of adequate excise tax collections on electric vehicles combined with the increasing fuel efficiencies of petroleum powered vehicles is placing increasing pressure on the funds available to maintain roadways, bridges, dams and tunnels. 
     Mechanisms to collect fees have been attempted (including tolling and congestion pricing) and programs to collect usage fees for vehicle miles traveled have been trialed. Tolling and congestion pricing are problematic as solutions depending on whether the territory is densely or sparsely populated. One approach for collecting user fees for vehicle miles traveled has been disclosed in the trial conducted in Oregon, wherein a flat periodic user fee was offered along with an option for a flat usage fee per mile traveled. The per mile approach included the use of a tracking device installed in the vehicle to measure mileage traveled. The usage fee would be paid by credit or debit card. The state of Washington also completed a trial wherein the vehicle owner could either prepay or post-pay based on an odometer reading, with a GPS option to exclude out of state travel from taxation. Other states that have conducted trials include Iowa, Minn. and Nevada. 
     The shortcomings of these trials included: a combination of deficiencies in automation, as many of the participants were either required to manually engage in a mileage reporting process or a vehicle owner would be required to utilize a cellular data plan to transmit vehicle mileage to a collection center; the broad based application of usage fees to all mileage driven as opposed to usage fees applied solely to mileage on publicly funded roadways or specifically authorized private thoroughfares; the collection of specific coordinate data for routes traveled (which fosters privacy concerns); a general lack of standardization in the approach to mileage collection across multiple jurisdictions; and an absence of interjurisdictional settlement processes. 
     There are currently no comprehensive systems to solve these problems and known systems do not incorporate mechanisms to correct these shortcomings. Better apparatuses and/or methods are needed for improving the ability to assess roadway fees for electric and hybrid-electric vehicles; such apparatuses and methods are disclosed herein. 
     BRIEF SUMMARY OF THE INVENTION 
     The technology as disclosed herein includes methods and apparatuses for the assessment of electric vehicle usage fees for electric and hybrid-electric vehicles, and, more particularly, to systems and methods that utilize an electric utility&#39;s smart grid communication network to assist in the automated assessment of fees attributable to the usage of roadways and waypoints (e.g., bridges, dams, tunnels, etc.) traveled by electric or hybrid-electric vehicles over publicly or privately funded thoroughfares. One implementation(s) of the system and/or method includes and/or utilizes: an electric vehicle with a user interface that has selectable trust level inputs; systems to calculate and store data in a report that includes position information of the electric vehicle, road classes and waypoints travelled, and vehicle and user information. In this implementation(s) the electric vehicle transmits the report through a local area network based on the selected trust level, to a remotely located receiver node. 
     These systems can further include implementations where the remotely located receiver node comprises an electric utility service provider, or third party, vehicle database and a processor that calculates a usage fee owed to a fee collecting jurisdictional authority. Additionally, the systems can further include implementations wherein an electric utility service provider, or a third party, billing system comprising a further processor that receives usage fee information from a plurality of electric utility service provider, and/or third party, vehicle databases and prepares usage fee remittance advice to one or more fee collecting jurisdictional authority. And, the systems can further comprise implementations wherein at least one fee collecting jurisdictional authority can determine the usage fee to be a tax. 
     These systems can further include one or more of the following such that the report: comprises a sequence of data that is not encrypted, comprises a sequence of data that is encrypted, is not encrypted and comprises compiled data, and is encrypted and comprises compiled data. These systems can further include implementations wherein the datalogger memory is cleared based on the selected trust level or is cleared by an end of life decommissioning of the vehicle. These systems can further include wherein the remotely located receiver node comprises a wireless transceiver, or the remotely located receiver node comprises a modem, or the electric vehicle communicating node comprises a wireless transceiver, or the electric vehicle communicating node comprises a modem, or the local area network comprises a personal area network or home area network. 
     These systems can further comprise electric vehicle charging equipment in communication with the electric vehicle, and wherein an electric utility meter is a communicating node that collects charging session information and the datalogger report and transmits both as a table to an electric utility service provider vehicle database, and further comprising a processor that calculates a usage fee owed to a fee collecting jurisdictional authority. And further, these systems can further comprise wherein the electric vehicle charging equipment comprises an embedded local area network node, or be configured whereby the user causes the electric vehicle to store in long-term erasable memory the trust level selection for specific electric vehicle charging equipment by means of the electric vehicle user interface. 
     Another implementation(s) of the system and/or method includes and/or utilizes methods of: configuring an electric vehicle comprising an electric vehicle user interface having a plurality of selectable trust level inputs; also calculating the geographic position of the electric vehicle and distinguishing road classes and waypoints with a navigation system that is in communication with a datalogger; additionally storing information comprising vehicle information and user information with an electronic control unit that is in communication with the datalogger; further creating a report with the datalogger based on a selected trust level that comprises vehicle information and user information retrieved from the electronic control unit, and information from the navigation system comprising mileage traveled by road classes and waypoints; and finally transmitting the report based on the selected trust level to a local area network comprising a plurality of communicating nodes, wherein the electric vehicle is a communicating node that transmits the report, and wherein a remotely located receiver node is a communicating node that receives the report based on the selected trust level. 
     These methods can further comprise including one or more of the following such that the report: comprises a sequence of data that is not encrypted, comprises a sequence of data that is encrypted, is not encrypted and comprises compiled data, and is encrypted and comprises compiled data. 
     These methods can further comprise calculating a usage fee owed to one or more fee collecting jurisdictional authority, issuing a usage fee billing to a vehicle user, and collecting a usage fee from a vehicle user. Moreover, these methods can further comprise remitting the collected usage fee: directly to a fee collecting jurisdictional authority, to an authorized third party settlement agency, to an electric utility service provider, or to an electric utility service provider that further remits the collected usage fee to a fee collecting jurisdictional authority or other authorized third party. These methods can further comprise wherein at least one fee collecting jurisdictional authority determines the usage fee to be a tax. 
     These methods can further comprise wherein the datalogger memory is cleared based on the selected trust level or is cleared by an end of life decommissioning of the vehicle. 
     These methods can further comprise wherein the remotely located receiver node comprises a wireless transceiver, the remotely located receiver node comprises a modem, the electric vehicle communicating node comprises a wireless transceiver, the electric vehicle communicating node comprises a modem, or the local area network comprises a personal area network or home area network. Alternatively or additionally these methods can further comprise charging the electric vehicle, collecting charging session information and the datalogger report and transmitting both to an electric utility service provider that is a communicating node. Also these methods can further comprise storing the trust level selection for specific electric vehicle charging equipment by means of the electric vehicle user interface. 
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     Apparatuses and methods for assessment of roadway fees for electric and hybrid-electric vehicles. Exemplary embodiments address automated systems of assessing fees charged for roadway and waypoint usage as applied to vehicle mileage traveled over functionally classified thoroughfares, collection of usage charges, settlement of payments to jurisdictional authorities, and/or periodic reconciliation of vehicle mileage traveled. The embodiments include user selected charging session trust level settings for privacy protection and usage data collection processes such that time stamps and specific routes traveled are not to be provided or accessed by any party other than the vehicle owner or lessee absent their express permission. A roadway and waypoint usage report generated one implementation(s) is transmitted to an electric utility by means of the utility&#39;s smart grid network. Fees in one implementation(s) are calculated by the utility and said fees and any prepaid credits in one implementation(s) are included in the utility service billing. 
     The technology as disclosed herein includes methods and apparatuses for the assessment of roadway fees for electric and hybrid-electric vehicles, and, more particularly, to systems and methods that utilize an electric utility&#39;s smart grid communication network to assist in the automated assessment of fees attributable to the usage of roadways and waypoints (e.g., bridges, dams, tunnels, etc.) traveled by electric or hybrid-electric vehicles over publicly or privately funded thoroughfares. One implementation of the system and/or method includes and/or utilizes: a specific apparatus within the vehicle, the availability of advanced external vehicle charging equipment, and two-way communications capabilities between the vehicle and the electric utility service provider. The system operation provides methods to identify the respective jurisdiction where roadways and waypoints have been utilized, enabling usage fees to be calculated based upon the jurisdiction and class of roadway or waypoint traversed, while maintaining vehicle user privacy with respect to public routes utilized or public locations visited. Also provided herein are systems and methods for collecting usage fees from electric or hybrid-electric vehicle owners or lessees through periodic utility billings, and for subsequently calculating settlement amounts and efficiently effecting usage fee distributions across multiple jurisdictions by utility companies or their authorized agents. 
     In one implementation, a computer-implemented method comprises an operator determination that specific electric vehicle charging equipment and related communications apparatus are highly trustworthy leading to confidence in securely transmitting private operator information. In this state an electric vehicle is programmed to automatically prepare an optionally encrypted file containing vehicle, operator and operator&#39;s electric utility company identifying information along with vehicle mileage traveled information categorized by each of (a) roadway class and waypoint type and (b) fee collecting jurisdiction where said mileage was traveled. Further, the computer-implemented method calculates the fees owed by the operator to the fee collecting jurisdictions to be automatically billed to the operator through the operator&#39;s periodic electric utility company billing. Still further, the computer-implemented method comprises determining, with the one or more processors, settlement obligations between electric utility companies and fee collecting jurisdiction authorities and procedures for efficient payment. Still further, the computer-implemented method encompasses the use of one or more third party processing entity to perform processing, data storage and settlement services as agent to one or more electric utility company. 
     In another implementation, a computer-implemented method comprises an operator determination that specific electric vehicle charging equipment and related communications apparatus are moderately trustworthy leading to confidence in securely transmitting limited operator information. In this state an electric vehicle is programmed to automatically prepare an encrypted file containing vehicle, operator and operator&#39;s electric utility company identifying information but excludes vehicle mileage traveled information. The computer-implemented method initiates a transmission of the vehicle, operator and operator&#39;s electric utility company identifying information to the electric utility company that provides service to the specific electric vehicle charging equipment and a deferred billing is initiated for the electricity transferred to the electric vehicle (and any processing fee) to be collected by the operator&#39;s electric utility company in a subsequent billing. Further, the computer-implemented method comprises determining, with the one or more processors, settlement obligations between electric utility companies and fee collecting jurisdiction authorities and procedures for efficient payment. Still further, the computer-implemented method encompasses the use of one or more third party processing entity to perform processing, data storage and settlement services as agent to one or more electric utility company. 
     In still another implementation, a computer-implemented method comprises an operator determination that specific electric vehicle charging equipment and related communications apparatus are not trustworthy leading to a complete lack of confidence in securely transmitting operator information. In this state an electric vehicle is programmed to automatically transmit vehicle identification information and payment method including credit, debit or prepaid mechanisms. No other identifying information is provided and no vehicle mileage traveled information is transmitted. In one implementation(s), the computer-implemented method utilizes the specific electric vehicle charging equipment and related communications apparatus to transmit a receipt to each of the electric vehicle charging equipment host electric utility company and to the electric vehicle itself for temporary storage in an acceptable file format that contains the identification of the electric vehicle charging equipment, the value of the electricity transferred and the amount of respective prepaid tax. Further, the computer-implemented method comprises an automated transmission of the receipt from the vehicle to the operator&#39;s electric utility company upon the occurrence of a subsequent highly trustworthy charging session enabling a credit to be confirmed relative to the prepaid tax. The computer-implemented method optionally further comprises a registry of vehicle identification numbers and the associated vehicle operator&#39;s corresponding primary electric utility company being made available to electric utility companies thereby allowing the forwarding of the receipt provided by the electric vehicle charging equipment to its host electric utility company that includes the vehicle identification number to the electric vehicle operator&#39;s electric utility company to provide a second source of evidence in support of the amount of the prepaid tax. Still further, the computer-implemented method comprises determining, with the one or more processors, settlement obligations between electric utility companies and fee collecting jurisdiction authorities and procedures for efficient allocation or apportionment of prepaid tax. Still further, the computer-implemented method encompasses the use of one or more third party processing entity to perform processing, data storage and settlement services as agent to one or more electric utility company. 
     The computer-implemented method includes a reconciliation process for comparing an odometer reading to the cumulative mileage reported by the automated usage fee system to occur during the electric vehicle periodic safety inspection to be conducted by an authorized state service facility. 
     In a further implementation(s) of the system and/or method includes and/or utilizes systems of settling electric vehicle usage fees between electric utility service providers and jurisdictional authorities. These systems comprise: a means of communication for an authorized party to digitally and securely collect electric vehicle user information from an electric utility service provider; an authorized third party database that collects electric vehicle user information and thoroughfare usage attributable to discrete jurisdictions traveled from a plurality of electric utility service provider databases; an authorized third party processor that determines the amount of usage fees to be billed to an individual electric vehicle user; a further authorized third party processor that determines the collective usage fees attributable to one or more electric vehicle user to be collected by an electric utility service provider that will be remitted to a jurisdictional authority for a defined billing period; a means of communication allowing the authorized third party to transmit the remittance calculations to one or more electric utility service provider for inclusion in the electric vehicle user periodic billing; a further authorized third party processor that calculates remittance amounts owed between jurisdictional authorities and prepares a usage fee remittance advice to a fee collecting jurisdictional authority; an authorized third party collection and remittance processor that facilitates payment received from an electric utility service provider and transmits monetary sums to one or more jurisdictional authority; an authorized third party collection and remittance processor that facilitates payment received from a jurisdictional authority and transmits monetary sums to one or more jurisdictional authority. 
     These systems can further comprise wherein the authorized third party database collects billing determinants and usage information, computes electric vehicle user fees owed to one or more private entity attributable to said users travel over respective private thoroughfare, communicates with utility service providers to enable collection of usage fees from one or more electric vehicle user, provides periodic reports to one or more private entity, facilitates collection of payment from one or more utility service provider and transmits payment to one or more private entity. 
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     The features, functions, and advantages that have been discussed can be achieved independently in various implementations or can be combined in yet other implementations, further details of which can be seen with reference to the following description and drawings. 
     These and other advantageous features of the present technology as disclosed will be in part apparent and in part pointed out herein below. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For a better understanding of the present technology as disclosed, reference can be made to the accompanying drawings in which: 
         FIG. 1  depicts an implementation of an electric vehicle with a vehicle electronic reporting system including a navigation system, at least one navigation system antenna to receive satellite transmissions; a vehicle communication bus, at least one electronic control unit, a datalogger transceiver with memory, a datalogger report writer, a communication gateway and a transmission access point. 
         FIG. 2  depicts the components of the datalogger and adjunct report writer; 
         FIG. 3  depicts an implementation of an electric vehicle connected to electric vehicle charging equipment and the communication path from the electric vehicle to a utility head-end; 
         FIG. 4  depicts an implementation of the interior of an electric vehicle including a touch-screen graphic user interface and an on-board diagnostics port; 
         FIG. 5  depicts an implementation of a graphic user interface screen for initiating charger setup and establishing credentials; 
         FIG. 6  depicts an implementation of a graphic user interface screen for identifying the primary electric utility service provider for the billing address of the electric vehicle owner or lessee and said electric vehicle owner&#39;s or lessee&#39;s primary electric utility service provider designated account number; 
         FIG. 7  depicts an implementation of a graphic user interface screen for selecting a trust level of a charging session with given electric vehicle charging equipment; 
         FIG. 8  depicts an implementation of a graphic user interface screen for selecting settings for one or more charging sessions with given highly trusted electric vehicle charging equipment; 
         FIG. 9  depicts an implementation of an optionally encrypted file generated by a datalogger report writer associated with a highly trusted electric vehicle charging session; 
         FIG. 10  depicts an implementation of a graphic user interface screen for selecting settings for one or more charging sessions with given moderately trusted electric vehicle charging equipment; 
         FIG. 11  depicts an implementation of an encrypted file generated by a datalogger report writer associated with a moderately trusted electric vehicle charging session and an electricity purchase receipt transmitted to the electric vehicle by the electric vehicle charging equipment; 
         FIG. 12  depicts an implementation of a graphic user interface screen for selecting settings for use of a credit card for payment of one or more charging sessions with given electric vehicle charging equipment in a low trust environment; 
         FIG. 13  depicts an implementation of a graphic user interface screen for selecting settings for use of a debit card for payment of one or more charging sessions with given electric vehicle charging equipment in a low trust environment; 
         FIG. 14  depicts an implementation of a graphic user interface screen for selecting settings for use of an alternate payment method for one or more charging sessions with given electric vehicle charging equipment in a low trust environment; 
         FIG. 15  depicts an implementation of payment credentials transmitted by an electric vehicle associated with an untrusted electric vehicle charging session and an electricity purchase receipt transmitted to the electric vehicle by the electric vehicle charging equipment; 
         FIG. 16  depicts an illustrative flow diagram of an implementation for transmittal of a vehicle miles traveled usage report through the vehicle gateway over the vehicle communication bus to an access point for transmittal to a communicating electric utility meter for further transmission to an electric utility service provider head-end; 
         FIG. 17  depicts an illustrative flow diagram of an implementation of a plurality of electric vehicle transmissions through an electric utility meter engaged in a communication session with a given electric vehicle, said electric utility meter transmitting charging session information to an electric utility service provider head-end, said electric utility service provider head-end further transmitting said electric utility meter transmitting charging session information to an authorized third party processor, settlement and storage service provider; 
         FIG. 18  depicts an illustrative flow diagram of an implementation processing and settlement service including production of usage fee calculations included on an electric vehicle owner&#39;s or lessee&#39;s periodic electric utility billing; 
         FIG. 19  depicts an illustrative flow diagram of an implementation of exemplar trust level options (highly trusted, moderately trusted and low trust conditions) associated with a plurality of smart hybrid electric vehicle charging (“SHEVC”) environments, and the associated hybrid-electric vehicle (“HEV”) actions that proceed on the basis of the trust level selected. 
     
    
    
     The diagram in  FIG. 20  depicts an implementation of the summary architecture for the electric vehicle thoroughfare and waypoint usage fee ecosystem(s), inclusive of geolocation satellites and fixed infrastructure transmitters providing coordinates to an electric vehicle(s), available electric vehicle(s) charging equipment positioned in disparate locations, nodes for communications between an electric vehicle(s) and an electric utility service provider(s) represented by smart communicating meters, utility service providers located in disparate jurisdictions in communication with an authorized third party usage fee settlement service provider(s), various pathways for communicating settlement fee calculations and effecting settlement payments and optional information communication pathways between an electric vehicle(s) and the authorized third party service provider(s) and an electric vehicle user(s) and the authorized third party service provider(s). This unique architecture represents a novel approach to the automated collection of usage fees attributable to VMT. 
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     While the technology as disclosed is susceptible to various modifications and alternative forms, specific implementations thereof are shown by way of example in the drawings and will herein be described in detail. It will be understood, however, that the drawings and detailed description presented herein are not intended to limit the disclosure to the particular implementations as disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the scope of the present technology as disclosed and as defined by the appended claims. 
     DETAILED DESCRIPTION OF THE INVENTION 
     Definitions 
     “HEVs” means electric vehicles and plug-in hybrid-electric vehicles, collectively. Additionally, the term “electric vehicle” generally refers to both electric and hybrid-electric vehicles, but can also refer to either individually or collectively. 
     “SHEVC” means Smart HEV Charger. 
     “TSHEVCs” means trusted SHEVCs. 
     “AT2P3S” means authorized third party processing/settlement/storage service. 
     “VOPEUSP” means vehicle owner&#39;s/lessee&#39;s primary electric utility service provider. 
     “VMT” means Vehicle Miles Traveled. 
     “VMT Meter Module” means a device deployed to accept GPS data which will be converted into a secure report that identifies the roadway classes and key waypoints traveled by an HEV. The latitude and longitude coordinates that are generated by the GPS receiver and transferred to temporary memory within the data logger for processing (within the HEV) by the VMT Meter Module can be summarized in a report generated by the VMT Meter Module that includes information sufficient to calculate VMT use fees. There are a variety of mediums which are utilized to accomplish the task of transmitting the report, including wired and wireless options. 
     “V2X” means Vehicle-to-X. “[T]he concept of vehicle-to-X (V2X), which transmits electricity from an on-board battery to infrastructure, is expected to be a key to smart grids. With V2X technology, we can use electricity stored in large-capacity batteries of electric vehicles (EVs) and plug-in hybrid-electric vehicles (PHEVs) when necessary.” (https://global-sei.com/technology/tr/bn79/pdf/79-08.pdf). Further “V2X” is a collective term for vehicle to live (V2L), vehicle to home (V2H) and vehicle to grid (V2G). Id. 
     An “event” as used herein can refer to an end of life decommissioning of the vehicle. 
     “Fee collecting jurisdictional authority” refers to a fee collecting authority (whether public utility, private, or hybrid) for either, or both, travel over a publicly funded thoroughfare(s) and travel over a privately funded thoroughfare; a “fee collecting jurisdictional authority” refers to any and all possible combinations, such combinations being either inclusive or exclusive, of local, state, or federal department(s) of revenue or private subdivision for vehicular travel; it is understood that the term “fee collecting jurisdictional authority” encapsulates both government agencies and private roadway authorities. 
     “Third party vehicle database” or “third party billing system” refer to a vehicle database or billing system of any third party that is not directly a fee collecting jurisdictional authority. 
     “Remotely located receiver node” refers to a node connected through either wired (e.g. modem and powerline) or wireless (e.g. transceiver) connection, or a combination of two or more such connections that is outside of the confines of the HEV. 
     “Electric meter table” refers to transmission tables for electric utility providers that are commonly referred to as “Tucker Tables” or ANSI C19.12 data tables. 
     “Waypoint” means the geolocation of any bridge, dam, tunnel or other specially designated passageway or thoroughfare that may involve a specific surcharge for its usage. 
     “Trackpoint(s)” includes common usage defining a track formed by connecting the points with lines and the “track” would represent the road, trail, path, etc. that you followed (more information may be found at https://gpsmap.net/DefiningPoints.html). 
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     Implementation(s) of the invention are discussed below with reference to the Figures. However, those skilled in the art will readily appreciate that the detailed description given herein with respect to these figures is for explanatory purposes as the invention extends beyond these limited implementations. For example, it will be appreciated that those skilled in the art will, in light of the teachings of the present invention, recognize a multiplicity of alternate and suitable approaches, depending upon the needs of the particular application, to implement the functionality of any given detail described herein, beyond the particular implementation choices described and shown. That is, there are modifications and variations of the invention that are too numerous to be listed but that all fit within the scope of the invention. 
     Singular words should be read as plural and vice versa and masculine as feminine and vice versa, where appropriate, and alternative implementations do not necessarily imply that the two are mutually exclusive. It is to be further understood that the present invention is not limited to the particular methodology, material, use, or application described herein, as these can vary. It is also to be understood that the terminology used herein is used for the purpose of describing particular implementations and embodiments only, and is not intended to limit the scope of the present invention. 
     It must be noted that as used herein and in the appended claims, the singular forms “a,” “an,” and “the” include the plural reference unless the context clearly dictates otherwise. Thus, for example, a reference to “an element” is a reference to one or more elements and includes equivalents thereof known to those skilled in the art. Similarly, for another example, a reference to “a step” or “a means” is a reference to one or more steps or means and can include sub-steps and subservient means. All conjunctions used are to be understood in the most inclusive sense possible. Thus, the word “or” should be understood as having the definition of a logical “or” rather than that of a logical “exclusive or” unless the context clearly necessitates otherwise. Structures described herein are to be understood also to refer to functional equivalents of such structures. Language that can be construed to express approximation should be so understood unless the context clearly dictates otherwise. 
     It will be further understood that use of the word “can” and/or “may” will be understood to refer to the active, and enabling, dictionary meanings of “is able,” “be able”, “to know,” “be able to through acquired knowledge or skill,” “to know how to do something,” and/or “to have the ability to do something”; and not understood to intend a sense of “maybe” or permissiveness. 
     Reference in the specification to “one embodiment” or “an embodiment”; “one implementation” or “an implementation” means that a particular feature, structure, or characteristic described in connection with the embodiment or implementation is included in at least one embodiment or implementation of the invention. The appearances of the phrase “in one embodiment,” or “in an embodiment,” or “in one implementation,” or “in an implementation” in various places in the specification are not necessarily all referring to the same embodiment or the same implementation, nor are separate or alternative embodiments or implementations mutually exclusive of other embodiments or implementations. 
     According to the implementation(s) of the present technology as disclosed, various views are illustrated in  FIG. 1-20  and like reference numerals are being used consistently throughout to refer to like and corresponding parts of the technology for all of the various views and figures of the drawing. Also, please note that the first digit(s) of the reference number for a given item or part of the technology should correspond to the Fig. number in which the item or part is first identified. 
     Apparatuses and methods are provided for a system of automated assessment of VMT usage fees. As described in detail herein, in one implementation associated electronic data is acquired from a plurality of sensors (e.g., antennae), sources (e.g., a vehicle electronic control unit or a navigation system), and user inputs. The electronic data is collected by a datalogger in accordance with a software or firmware program. The electronic data includes, for example, any one of, all of, or any sub-combination of information stored by an electronic control unit (such as the vehicle identification number and the odometer value) and user inputs including the vehicle owner&#39;s (or lessee&#39;s) primary electric utility service provider unique identifier and the vehicle owner&#39;s (or lessee&#39;s) specific account number assigned by the primary electric utility service provider, trust level preference encryption keys associated with certain electric vehicle charging equipment, credentials for electricity purchase prepayment methods, and navigation system roadway class tags and waypoint tags for purposes of roadway class VMT distance accumulators, etc. 
     As further described in detail herein, in one implementation(s) electronic data and/or correlated electronic data is stored in, and/or transmitted from, a vehicle datalogger to a communicating electric utility meter either directly by wireless means or indirectly through the electric vehicle charging equipment. As yet further described in detail herein, an encrypted file containing information in a format designed to protect vehicle owner (or lessee) privacy (i.e., a roadway classes traveled summary and waypoints (e.g., bridge, dam, tunnel) traversed summary for each taxing jurisdiction) is produced that includes the vehicle identification number, unique electric utility identifier and electric vehicle owner&#39;s/lessee&#39;s electric utility account number, along with information concerning taxes paid relative to prepaid electricity purchases. Vehicle owner&#39;s/lessee&#39;s privacy exceptions are described for travel over private thoroughfares. 
     Details are provided herein relating to the calculation of roadway class and waypoint usage fees, inter-utility account settlements, issuance of credits for usage taxes collected on prepaid electricity purchases, collection of usage fees from vehicle owners/lessees (net of any prepaid usage tax), payments of collected usage fees to appropriate government authorities, payments of collected usage fees to private thoroughfare custodians, storage of summary information relating to VMT on the basis of the vehicle identification number, and usage of an authorized third party processor, settlement and storage service provider. 
     Turning to  FIG. 1 , in one implementation(s) an ELECTRIC VEHICLE  100  includes at least one ANTENNA  105  for receiving transmissions (e.g., from a plurality of SATELLITES  103 ) providing data sufficient to calculate said electric vehicle positioning by a NAVIGATION SYSTEM  110  connected to the COMMUNICATIONS GATEWAY  130  by an INTERNAL ELECTRIC VEHICLE COMMUNICATIONS NETWORK  112  (e.g., CANBUS, Ethernet, wireless) for analysis and storage by the DATALOGGER  120 . An ELECTRONIC CONTROL UNIT  115  transmits data requested by the DATALOGGER  120  through the COMMUNICATIONS GATEWAY  130 . The electronic DATALOGGER  120  with adjunct REPORT WRITER  125  generates a vehicle miles and waypoints traveled report, or FILE  150 , including information retrieved from one or more ELECTRONIC CONTROL UNIT  115  (vehicle identification number, the vehicle owner&#39;s/lessee&#39;s primary electric utility provider unique identification number, the vehicle owner/lessee primary electric utility provider assigned account number, the odometer reading, and any receipt for sales tax attributable to prepaid electricity purchases) and information processed by the DATALOGGER  120  from NAVIGATION SYSTEM  110  inputs, such processed information including mileage traveled by road classes (e.g., Federal interstate, U.S. highway, municipal street, etc.) and special waypoints (bridges, tunnels, dams, etc.) within prescribed geographic territories. In one implementation(s), the DATALOGGER  120  FILE  150  is generated by the adjunct REPORT WRITER  125  upon the event of a charging session that is designated by the vehicle owner/lessee as a high trust level charging session, whereupon the DATALOGGER  120  with adjunct REPORT WRITER  125  causes the COMMUNICATIONS GATEWAY  130  to transmit the generated FILE  150  over the INTERNAL ELECTRIC VEHICLE COMMUNICATIONS NETWORK  112  to a vehicle owner&#39;s/lessee&#39;s predetermined authorized ACCESS POINT  135  or to an authorized transmission point, such as the ANTENNA  105 , for external processing. 
     With reference to  FIG. 2 , in one implementation(s) the electronic DATALOGGER  120  of  FIG. 1  is comprised of a (a) MICROPROCESSOR  220  for processing and organizing NAVIGATION SYSTEM INFORMATION  210  received from the COMMUNICATIONS GATEWAY  130  of  FIG. 1  originating from the NAVIGATION SYSTEM  110  of  FIG. 1 , the ELECTRIC VEHICLE INFORMATION (e.g., vehicle identification number and odometer reading)  215  from the COMMUNICATIONS GATEWAY  130  of  FIG. 1  originating from an ELECTRONIC CONTROL UNIT  115  of  FIG. 1 , and OTHER INFORMATION  216  (e.g., the vehicle owner&#39;s/lessee&#39;s primary electric utility provider unique identification number, the vehicle owner/lessee primary electric utility provider assigned account number, and any receipt for sales tax attributable to prepaid electricity purchases) from the COMMUNICATIONS GATEWAY  130  of  FIG. 1  originating from an ELECTRONIC CONTROL UNIT  115  of  FIG. 1 , (b) INTERNAL MEMORY  222 , (c) software or firmware CODE  224 , and (d) a POWER SUPPLY  220  providing electricity to the DATALOGGER  120  of  FIG. 1 . The DATALOGGER  120  adjunct REPORT WRITER  125 , both of  FIG. 1 , generates a FILE  150  of  FIG. 1  including vehicle identification number, the vehicle owner&#39;s/lessee&#39;s primary electric utility provider unique identification number, the vehicle owner/lessee primary electric utility provider assigned account number, the electric vehicle mileage traveled by road classes (e.g., Federal interstate, U.S. highway, municipal street, etc.) and special waypoints (bridges, tunnels, dams, etc.) within prescribed geographic territories, and any receipt for sales tax attributable to prepaid electricity purchases. The FILE  150  of  FIG. 1  is transmitted to and through the COMMUNICATIONS GATEWAY  130  for further distribution to authorized RECIPIENTS  275 . 
     Turning to  FIG. 3 , in one implementation(s) the ELECTRIC VEHICLE  100  of  FIG. 1  with ANTENNA  105  of  FIG. 1  in one implementation(s) transmits the FILE  150  of  FIG. 1  by WIRELESS MEANS  325  (e.g., BLUETOOTH, WI-FI, cellular, etc.) to a COMMUNICATING ELECTRIC UTILITY METER  310  with EMBEDDED COMMUNICATIONS MODULE  315  or by wired means utilizing the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  CHARGING CORD  303  that is conductively connected to the ELECTRIC VEHICLE  100  of  FIG. 1 . The COMMUNICATING ELECTRIC UTILITY METER  310  in one implementation(s) is embedded within the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  or conductively connected by WIRING  320  to the ELECTRIC VEHICLE CHARGING EQUIPMENT  305 . The COMMUNICATIONS MODULE  315  of the COMMUNICATING ELECTRIC UTILITY METER  310  transmits the FILE  150  of  FIG. 1  to the ELECTRIC UTILITY HEAD-END  330  by means of the SMART GRID COMMUNICATIONS NETWORK  333  which is presented as a wireless medium but can be a powerline, fiber optic, cable, etc., medium or a combination of wireless and wired mediums. 
       FIG. 3  depicts an implementation of a high trust level charging session wherein the FILE of  FIG. 1  will be transmitted from the ELECTRIC VEHICLE  100  of  FIG. 1  by wireless, wired, or a combination of wired and wireless mediums to the ELECTRIC UTILITY HEAD-END  330 . 
     With reference to  FIG. 4 , an interior view of an ELECTRIC VEHICLE  100  of  FIG. 1  DASHBOARD  400  with touchscreen GRAPHIC USER INTERFACE  405 . The ELECTRIC VEHICLE  100  of  FIG. 1  ON-BOARD DIAGNOSTICS PORT  410  is also identified. 
     Turning to  FIG. 5 , the touchscreen GRAPHIC USER INTERFACE  405  of  FIG. 4  presents a CHARGER SETUP  505  screen that in one implementation(s) is accessed in accordance with the ELECTRIC VEHICLE  100  of  FIG. 1  manual instructions. The ELECTRIC VEHICLE  100  of  FIG. 1  is to be engaged with the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  if such equipment is designed to conductively transmit electricity to the vehicle. Assuming the conductive ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  is connected to the vehicle, the GRAPHIC USER INTERFACE would, in this implementation, indicate that wired communications are engaged between the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  and the COMMUNICATIONS GATEWAY  130  of  FIG. 1  by back-lighting the POWERLINE COMMUNICATIONS INDICATOR  560  within a prescribed time (e.g., 10 seconds). If the POWERLINE COMMUNICATIONS INDICATOR  560  fails to be backlit at the direction of the COMMUNICATIONS GATEWAY  130  of  FIG. 1  within the prescribed time, then the COMMUNICATIONS GATEWAY  130  of  FIG. 1  in one implementation(s) is programmed to engage in a process of searching for wireless communications signals. It is anticipated that the preferred wireless communications protocol for short range transmissions and receptions between the ELECTRIC VEHICLE  100  of  FIG. 1  and the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  will be BLUETOOTH (although options such as WI-FI or Zigbee are possible). In the event that the POWERLINE COMMUNICATIONS INDICATOR  560  is not backlit within the prescribed time and the COMMUNICATIONS GATEWAY  130  of  FIG. 1  detects a wireless signal emitted by the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  or the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3 , then the WIRELESS COMMUNICATIONS INDICATOR  570  in one implementation(s) becomes backlit, indicating an opportunity to connect with the indicated communication source COMM SOURCE  575 . In the event that the electric vehicle owner/lessee does not recognize the communication source, or the source is known to be something other than the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  or the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3 , then the vehicle owner/lessee in one implementation(s) scrolls through other communicating device options by selecting the feature ADVANCE  580 . 
     In the event that the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  is an inductive (wireless) charger, then the electric vehicle owner/lessee manually engages in a wireless communication session. For example, in one implementation(s), the WIRELESS COMMUNICATIONS INDICATOR  570  is selected by a finger on a touchscreen GRAPHIC USER INTERFACE  405  of  FIG. 4  for a prescribed period of time to initiate a wireless signal scanning process by the COMMUNICATIONS GATEWAY  130  of  FIG. 1 . Once the WIRELESS COMMUNICATIONS INDICATOR  570  is continuously backlit, for example, the electric vehicle owner/lessee could proceed with selecting the appropriate COMM SOURCE  575 . 
     The vehicle owner/lessee will then utilize the QWERTY KEYBOARD  515  to select a USER ID  510  and PASSWORD  520 , at which point the vehicle owner/lessee in one implementation(s) elects to SAVE  545  the selections before proceeding to the NEXT  530  screen or returning to the HOME  525  screen. 
       FIG. 6  presents an implementation of a further CHARGER SETUP  505  screen of  FIG. 5  wherein the electric vehicle owner/lessee had selected the advance to NEXT  530  screen option of  FIG. 5 . The electric vehicle owner/lessee would be prompted to input the vehicle owner&#39;s/lessee&#39;s primary electric utility service provider (VOPEUSP) identification (ID)  610  by accessing the QWERTY KEYBOARD  515  of  FIG. 5  and also to input the VOPEUSP ACCOUNT NUMBER  620  assigned by the VOPEUSP to the electric vehicle owner/lessee. The electric vehicle owner/lessee in one implementation(s) elects to SAVE  545  of  FIG. 5  the inputs by selecting that feature before opting to proceed to the NEXT  530  of  FIG. 5  screen, returning to the PREVIOUS  630  screen or returning to the HOME  525  of  FIG. 5  landing screen. 
       FIG. 7  presents an implementation of a screen providing the electric vehicle owner/lessee an opportunity to determine a level of trust with relation to the specific ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  connected to the ELECTRIC VEHICLE  100  of  FIG. 1  as depicted in the charging session of  FIG. 3 , wherein the electric vehicle owner/lessee had selected the advance to NEXT  530  screen option of  FIG. 6 . The CHARGING SESSION OPTIONS  705  available in the implementation include a HIGH TRUST LEVEL (TL1)  710 , a MEDIUM TRUST LEVEL (TL2)  715 , or a LOW TRUST LEVEL (TL3)  720 . Once selected, the charger setup process in one implementation(s) automatically advances to a subsequent screen for further electric vehicle owner/lessee inputs, or the electric vehicle owner/lessee in one implementation(s) makes a selection to proceed to the NEXT  530  screen of  FIG. 5 , to return to the PREVIOUS  630  screen of  FIG. 6  or to return to the HOME  525  landing screen of  FIG. 5 . 
     With reference to  FIG. 8 , an implementation of a screen that prompts the electric vehicle owner/lessee to make certain high trust level elections is provided. In one implementation(s), the vehicle owner/lessee elects to engage with at least one PRIMARY CHARGER  810  to be utilized not only for vehicle miles and waypoints traveled usage fees but also for any system software updates. In the event that the vehicle owner/lessee determines that the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  is to be classified as TL1 but is not to be the primary charger, a usage fee settlement process will commence but software or system updates will not be triggered. The vehicle owner/lessee in one implementation(s) elects to EXCHANGE CREDENTIALS/KEYS  815  with the TL1 electric vehicle charging equipment in order to avoid a commissioning process for any future engagement of the specific electric vehicle charging equipment. The electric vehicle owner/lessee in one implementation(s) further affirmatively selects to allow the electric vehicle to discharge electricity to the host facility (e.g., home or business) or to the electric utility grid by selecting Y—ALLOW V2X DISCHARGE  820  or opts out of any such discharge by selecting N at this decision point. In this implementation, the decisions with respect to the specific TL1 electric vehicle charging equipment are automatically saved. The electric vehicle charging equipment in one implementation(s) is re-commissioned in order to change any of the previous settings. In one implementation(s), it is at this point that a TL1 electric vehicle charging session commences and vehicle miles and waypoints traveled usage fee reporting process involving the transmittal of the FILE  150  of  FIG. 1  proceeds. 
       FIG. 9  presents an implementation of a FILE  150  of  FIG. 1  that in one implementation(s) is generated by an ELECTRIC VEHICLE  100  of  FIG. 1  DATALOGGER  120  of  FIG. 1  adjunct REPORT WRITER  125  at the inception of a TL1 electric vehicle charging session. The FILE  150  of  FIG. 1  in this implementation contains a HEADER (VEHICLE TRAVEL REPORT  900 ) and then proceeds to incorporate information polled from an ELECTRONIC CONTROL UNIT  115  of  FIG. 1 , including the date and time of the file creation (Date_Time  901 ), the vehicle identification number (VIN  902 ), the vehicle owner&#39;s/lessee&#39;s primary electric utility service provider identification (VOPEUSP_ID  903 ), the account number assigned to the electric vehicle owner/lessee by the primary electric utility service provider (VOPEUSP_ACCT_NO  904 ), the odometer reading at the instance of the most recent TL1 charging session (PRIOR ODOMETER  905 ) and the odometer reading at the time of the present TL1 charging session (CURRENT ODOMETER  906 ). 
     The implementation continues with a string that identifies the structure of the mileage data to be transmitted, STRING  910 , which will include identification of the road class traveled by country, state, county, municipality, private roadways, other (including off-road, parking lots, parking garages, ferries, etc.) and the respective mileage of each, and the waypoints (bridges, dams, tunnels, and other special purpose areas that can be charged a premium for usage) and the respective mileage traversed over or through such waypoints. DATA LINE  911 , in this implementation, indicates the road class of a Federal Interstate (MO1) within the state of Missouri driven for 120.3 miles with associated bridges (B) totaling 1.1 miles have been traveled since the most recent TL1 charging session. DATA LINE  912  indicates the road class of a State Highway (MO2) within the state of Missouri driven for 30.7 miles with associated bridges (B) totaling 0.7 miles have been traveled since the most recent TL1 charging session. DATA LINE  913  indicates the road class of a paved County Highway in St. Louis County, Mo. (STL1) driven for 10.1 miles with associated bridges (B) totaling 0.1 miles have been traveled since the most recent TL1 charging session. DATA LINE  914  indicates the road class of a paved roadway in the city of Ferguson, Mo. (F7) driven for 22.8 miles with associated bridges (B) totaling 0.1 miles have been traveled since the most recent TL1 charging session. DATA LINE  915  indicates the road class of a paved roadway in the city of Clayton, Mo. (C3) driven for 7.2 miles with associated bridges (B) totaling 0.2 miles have been traveled since the most recent TL1 charging session. DATA LINE  916  indicates the road class of a paved roadway in the private subdivision of Ferguson Estates Drive (FE7) driven for 19.3 miles with associated bridges (B) totaling 0.0 miles have been traveled since the most recent TL1 charging session. DATA LINE  917  indicates the road class of “other” (off-road, parking lots, etc.) in St. Louis County, Mo. for 7.2 miles with associated bridges (B) totaling 0.0 miles have been traveled since the most recent TL1 charging session. DATA LINE  918 , in this implementation, indicates the road class of a Federal Interstate (IL1) within the state of Illinois driven for 15.5 miles with associated bridges (B) totaling 0.5 miles have been traveled since the most recent TL1 charging session. DATA LINE  919  indicates the road class of a State Highway (IL2) within the state of Illinois driven for 7.6 miles with associated bridges (B) totaling 0.3 miles have been traveled since the most recent TL1 charging session. DATA LINE  920  indicates the road class of a paved County Highway in St. Clair County, Ill. (STC1) driven for 5.3 miles with associated bridges (B) totaling 0.2 miles have been traveled since the most recent TL1 charging session. DATA LINE  921  indicates the road class of a paved roadway in the city of Cahokia, Ill. (F7) driven for 9.4 miles with associated bridges (B) totaling 0.1 miles have been traveled since the most recent TL1 charging session. DATA LINE  922  indicates the road class of “other” (off-road, parking lots, etc.) in St. Clair County, Ill. for 1.4 miles with associated bridges (B) totaling 0.0 miles have been traveled since the most recent TL1 charging session. 
       FIG. 9  continues an implementation with a SUB-HEADER  930  for a section which contains receipts for electricity purchases and sales tax paid by the electric vehicle owner/lessee for TL3 electric vehicle charging sessions engaged in since the most recent TL1 charging session was completed. In this implementation, there have been no TL3 charging sessions engaged, as each of the DATA LINES  931  (Date-Time),  932  (ELECTRICITY PURCHASE kWh),  933  (SALES TAX PAID) and  934  (ELECTRIC SERVICE PROVIDER) have returned a value of Null (or zero). 
     The aforementioned information describe in  FIG. 9  would be included in the FILE  150  of  FIG. 1  to be transmitted to the UTILITY HEAD-END  330  of  FIG. 3  upon the consummation of a TL1 charging session. 
     With reference to  FIG. 10 , provided is an implementation resulting from a decision made by the electric vehicle owner/lessee that the specific electric vehicle charging equipment is not suitable for inclusion in the subset of TL1 electric vehicle charging equipment. The example screen of  FIG. 10  provides MEDIUM TRUST LEVEL (TL2) OPTIONS  1005  that prompts the electric vehicle owner/lessee to make certain medium trust level elections. The system of this invention includes a nationwide adoption of a common settlement platform across jurisdictions within the United States of America. Settlements of charging session economics with utilities or government authorities outside of the United States of America are also expected. However, international settlements in one implementation(s) utilize different types or levels of fees, and so it is expected to be of assistance to identify the location of a medium level charger at the time of the commissioning process and, therefore, the vehicle owner/lessee will be prompted to determine whether the location of the electric vehicle charging equipment is within the United States of America, (i.e., CHARGER LOCATED IN THE U.S.A.? 1010). The vehicle owner/lessee in one implementation(s), as in the election of  FIG. 8  EXCHANGE CREDENTIALS/KEYS  815 , provides a lasting link with the TL2 electric vehicle charging equipment in order to avoid a commissioning process for any future engagement of the specific electric vehicle charging equipment. Similarly, the electric vehicle owner/lessee in one implementation(s) further affirmatively elects to allow the electric vehicle to discharge electricity to the host facility (e.g., home or business) or to the electric utility grid by selecting Y—ALLOW V2X DISCHARGE  820  consistent with  FIG. 8  or opts out of any such discharge by selecting N at this decision point. In one implementation, the decisions with respect to the specific TL2 electric vehicle charging equipment are automatically saved. The TL2 electric vehicle charging equipment in one implementation(s) is re-commissioned in order to change any of the previous settings. Many of the features of this GRAPHIC USER INTERFACE  405  of  FIG. 4  screen are consistent with other screens, including the option to select to proceed to the NEXT  530  screen of  FIG. 5 , to return to the PREVIOUS  630  screen of  FIG. 6  or to return to the HOME  525  landing screen of  FIG. 5 . 
       FIG. 11  presents an implementation of a FILE  150  of  FIG. 1  that in one implementation(s) is generated by an ELECTRIC VEHICLE  100  of  FIG. 1  DATALOGGER  120  of  FIG. 1  adjunct REPORT WRITER  125  at the inception of a TL2 electric vehicle charging session prior to the transfer of electricity. The FILE  150  of  FIG. 1  in one implementation(s) contains a HEADER (VEHICLE PURCHASE CREDENTIALS  1100 ) and then proceeds to incorporate information polled from an ELECTRONIC CONTROL UNIT  115  of  FIG. 1 , including the date and time of the file creation (Date_Time  1101 ), the vehicle identification number (VIN  1102 ), the vehicle owner&#39;s/lessee&#39;s primary electric utility service provider identification (VOPEUSP_ID  1103 ) and the account number assigned to the electric vehicle owner/lessee by the primary electric utility service provider (VOPEUSP_ACCT_NO  1104 ). With this information the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  associated with the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  in one implementation(s) transmits the vehicle owner&#39;s/lessee&#39;s utility billing information, along with the metered electricity purchased by the electric vehicle owner/lessee, to the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3 . 
     At the conclusion of the TL2 charging session, the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  associated with the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  in one implementation(s) transmits FILE  1150  containing a HEADER (ELECTRICITY PURCHASE REPORT  1110 ) along with the results of the TL2 charging session, including the date and time of the file creation (Date_Time  1111 ), the measure of electricity purchased (ELECTRICITY PURCHASE (kWh)  1112 ), the electric vehicle charging equipment&#39;s primary electric utility service provider identification (ELECTRIC SERVICE PROVIDER  1113 ) and the electric vehicle charging equipment identification number (CHARGING EQUIPMENT ID  1114 ). In one implementation(s), at the conclusion of the charging session, FILE  1150  is transmitted to the electric vehicle for storage in the DATALOGGER  120  of  FIG. 1  pending a TL1 charging session, at which time the information relating to TL2 charging sessions is included in the FILE  150  of  FIG. 9 , immediately following which the DATALOGGER INTERNAL MEMORY  222  of  FIG. 2  is cleared. 
     With reference to  FIG. 12 , provided is an implementation resulting from a decision made by the electric vehicle owner/lessee that the specific electric vehicle charging equipment is not suitable for inclusion in either the subset of TL1 or TL2 electric vehicle charging equipment. The example screen of  FIG. 12  provides LOW TRUST LEVEL (TL3) OPTIONS  1205  that prompts the electric vehicle owner/lessee to make certain low trust level elections. The GRAPHIC USER INTERFACE  405  of  FIG. 4  includes a variety of options for the METHOD OF PAYMENT  1210  (e.g., credit, debit, other). In the example of this screenshot, the electric vehicle owner/lessee has opted to purchase electricity with CREDIT  1207 . Upon selection of CREDIT  1207 , the QWERTY KEYBOARD POPUP  515  of  FIG. 5  appears, allowing the electric vehicle owner/lessee to input a CREDIT CARD NUMBER  1215  and associated EXP. DATE MM/YR (i.e., the credit card expiration date) and SC (security code). The electric vehicle owner/lessee in one implementation(s) elects to SAVE  1245  the CREDIT information for use in future TL3 charging sessions, or alternatively in one implementation(s) declines to store such information within the electric vehicle. Once these inputs and decisions are made, the electric vehicle owner/lessee in one implementation(s) exits the electric vehicle TL3 charging setup screen by engaging the HOME  525  of  FIG. 5  option, in one implementation(s) visits the PREVIOUS  630  screen of  FIG. 6 , or in one implementation(s) advances to the NEXT  530  screen of  FIG. 5 . Note that in one implementation the NEXT screen is not defined but, rather, is indicative of the flexibility afforded to vehicle manufacturers to define an implementation(s) of other useful information. 
       FIG. 13  provides a further implementation of a screen resulting from a decision made by the electric vehicle owner/lessee that the specific electric vehicle charging equipment is not suitable for inclusion in either the subset of TL1 or TL2 electric vehicle charging equipment. The example screen of  FIG. 13  also provides LOW TRUST LEVEL (TL3) OPTIONS  1205  of  FIG. 12  that prompts the electric vehicle owner/lessee to make certain low trust level elections. The GRAPHIC USER INTERFACE  405  of  FIG. 4  continues to provide a variety of options for the METHOD OF PAYMENT  1210  of  FIG. 12  (e.g., credit, debit, other). In the example of this screenshot, the electric vehicle owner/lessee has opted to purchase electricity using a direct DEBIT  1307 . Upon selection of DEBIT  1307 , the QWERTY KEYBOARD POPUP  515  of  FIG. 5  appears, allowing the electric vehicle owner/lessee to input a DEBIT CARD NUMBER  1315  and associated EXP. DATE MM/YR (i.e., the credit card expiration date) and SC (security code). The electric vehicle owner/lessee in one implementation(s) elects to SAVE  1245  of  FIG. 12  the DEBIT information for use in future TL3 charging sessions, or alternatively in one implementation(s) declines to store such information within the electric vehicle. Once these inputs and decisions are made, the electric vehicle owner/lessee in one implementation(s) exits the electric vehicle TL3 charging setup screen by engaging the HOME  525  of  FIG. 5  option, in one implementation(s) visits the PREVIOUS  630  screen of  FIG. 6 , or in one implementation(s) advances to the NEXT  530  screen of  FIG. 5 . Note that in this implementation the NEXT screen is not defined but, rather, is indicative of the flexibility afforded to vehicle manufacturers to define implementation(s) of other useful information. 
       FIG. 14  provides yet another implementation of a screen resulting from a decision made by the electric vehicle owner/lessee that the specific electric vehicle charging equipment is not suitable for inclusion in either the subset of TL1 or TL2 electric vehicle charging equipment. The example screen of  FIG. 14  also provides LOW TRUST LEVEL (TL3) OPTIONS  1205  of  FIG. 12  that prompts the electric vehicle owner/lessee to make certain low trust level elections. The GRAPHIC USER INTERFACE  405  of  FIG. 4  continues to provide a variety of options for the METHOD OF PAYMENT  1210  of  FIG. 12  (e.g., credit, debit, other). In the example of this screenshot, the electric vehicle owner/lessee has opted to purchase electricity using an OTHER  1407  payment method. This example screen notes two alternatives (PAYPAL and PREPAID CARD  1415 ) that appear upon the selection of OTHER  1407  (but other vehicle manufacturer defined alternatives can be included). Upon selection of the payment method (PAYPAL or PREPAID CARD  1415 ), the QWERTY KEYBOARD POPUP  515  of  FIG. 5  appears, allowing the electric vehicle owner/lessee to input a CREDENTIALS (A)  1415  and (B)  1415 . The electric vehicle owner/lessee in one implementation(s) elects to SAVE  1245  of  FIG. 12  the OTHER payment information for use in future TL3 charging sessions, or alternatively in one implementation(s) declines to store such information within the electric vehicle. Once these inputs and decisions are made, the electric vehicle owner/lessee in one implementation(s) exits the electric vehicle TL3 charging setup screen by engaging the HOME  525  of  FIG. 5  option, in one implementation(s) visits the PREVIOUS  630  screen of  FIG. 6 , or in one implementation(s) advances to the NEXT  530  screen of  FIG. 5 . Note that in one implementation the NEXT screen is not defined but, rather, is indicative of the flexibility afforded to vehicle manufacturers to define implementation(s) of other useful information. 
       FIG. 15  presents an implementation of a FILE  150  of  FIG. 1  that in one implementation(s) is generated by an ELECTRIC VEHICLE  100  of  FIG. 1  DATALOGGER  120  of  FIG. 1  adjunct REPORT WRITER  125  at the inception of a TL3 electric vehicle charging session prior to the transfer of electricity. The FILE  150  of  FIG. 1  in one implementation(s) contains a HEADER (VEHICLE PURCHASE CREDENTIALS  1500 ) and then proceeds to incorporate information polled from an ELECTRONIC CONTROL UNIT  115  of  FIG. 1 , including the date and time of the file creation (Date_Time  1501 ), the vehicle identification number (VIN  1502 ), the vehicle owner&#39;s/lessee&#39;s selected method of payment (credit, debit or other) (PAYMENT METHOD  1503 ), the method of payment account number (PAYMENT ACCOUNT  1504 ), the expiration date, if applicable, of the method of payment (EXPIRATION DATE  1505 ) and the security code, if any (SECURITY CODE  1506 ). With this information the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  associated with the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  in one implementation(s) transmits the vehicle owner&#39;s/lessee&#39;s payment information, along with the metered electricity purchased by the electric vehicle owner/lessee, to the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3  so that a monetary charge and sales tax amount in one implementation(s) is computed. 
     At the conclusion of the TL3 charging session, the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  associated with the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  in one implementation(s) transmits FILE  1550  containing a HEADER (ELECTRICITY PURCHASE REPORT  1510 ) along with the results of the TL3 charging session, including the date and time of the file creation (Date_Time  1511 ), the measure of electricity purchased (ELECTRICITY PURCHASE (kWh)  1512 ), the associated sales tax charge (SALES TAX PAID  1513 ), the electric vehicle charging equipment&#39;s primary electric utility service provider identification (ELECTRIC SERVICE PROVIDER  1514 ) and the electric vehicle charging equipment identification number (CHARGING EQUIPMENT ID  1515 ). In this implementation, at the conclusion of the charging session, FILE  1550  is transmitted to the electric vehicle for storage in the DATALOGGER  120  of  FIG. 1  pending a TL1 charging session, at which time the information relating to TL3 charging sessions in one implementation(s) is included in the FILE  150  of  FIG. 9 , immediately following which the DATALOGGER INTERNAL MEMORY  222  of  FIG. 2  is cleared. 
     The communications architecture presented within  FIG. 16  is an implementation of the backbone for transmitting the vehicle miles and waypoints traveled information from the ELECTRIC VEHICLE  100  of  FIG. 1  to the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3  for processing. The communication architecture can take a variety of forms: wireline/powerline from the ELECTRIC VEHICLE  100  of  FIG. 1  to the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  to the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  to ELECTRIC UTILITY SUBSTATION  1630  and beyond (by fiber, plain old telephone system (POTS), broadband over powerline, etc.) to the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3  (shown as CHARGING CORD  303  of  FIG. 3  to WIRING  1610  to POWERLINE  1625  to POWERLINE  1635 ), wireless from the ELECTRIC VEHICLE  100  of  FIG. 1  to the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  (or through a local area network node to the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3 ) to the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3  (shown as WIRELESS MEANS  325  of  FIG. 3 ), or a combination of the two (e.g., CHARGING CORD  303  of  FIG. 3  to WIRING  1610  to POWERLINE  1625  to substation, WIRELESS MEANS  325  of  FIG. 3  from ELECTRIC UTILITY SUBSTATION  1630  to ELECTRIC UTILITY HEAD-END  330  of  FIG. 3 ). 
     The communication path from the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  to the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3  in one implementation(s) is predetermined by the utility as part of its SMART GRID COMMUNICATIONS NETWORK  333  of  FIG. 3  (or any combination of POWERLINE  1625  and POWERLINE  1635  or SMART GRID COMMUNICATIONS NETWORK  333  of  FIG. 3 ). So long as there is sufficient bandwidth to transmit FILES  150  of  FIGS. 1, 150 and 1150  of  FIGS. 11 and 150 and 1550  of  FIG. 15  over the network, the composition of the architecture in one implementation(s) is irrelevant to the functioning of the usage fee system. Assuming the utility&#39;s smart grid network is in place, it will be important to establish a functioning linkage between the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  and the ELECTRIC VEHICLE  100  of  FIG. 1 . 
     As described in  FIG. 5 , a driver of the ELECTRIC VEHICLE  100  of  FIG. 1  to COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  communication path will involve the selection of ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3 , whether it is conductive (wireline) charging equipment or inductive (wireless) charging equipment.  FIG. 16  provides an implementation of a conductive, or wireline, electric vehicle charging session. In this implementation, the process of connecting the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  with the ELECTRIC VEHICLE  100  of  FIG. 1  charging port (or ACCESS POINT  135  of  FIG. 1 ) provides a wired communication path between the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  and the ELECTRIC VEHICLE  100  of  FIG. 1  (i.e., WIRING  1610  from the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  to the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  and CHARGING CORD  303  of  FIG. 3  from the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  to the ELECTRIC VEHICLE  100  of  FIG. 1  ACCESS POINT  135  of  FIG. 1 ). The connectivity sensors of the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3 , in one implementation(s), generate a request of the dedicated COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  to engage in a communications session. Alternatively, if the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  is manufactured to communicate wirelessly (by BLUETOOTH, for example), then the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  in one implementation(s) transmits an invitation for the ELECTRIC VEHICLE  100  of  FIG. 1  to couple for purposes of the charging session. 
     The ELECTRIC VEHICLE  100  of  FIG. 1  COMMUNICATIONS GATEWAY  130  of  FIG. 1  in one implementation(s) anticipates a CANBUS or Ethernet (or MOST or other wired vehicle communication protocol) based communications request from the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  once the ACCESS POINT  135  of  FIG. 1  charging receptacle has been engaged by the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3 . If no such wireline communication request has been processed by the ELECTRIC VEHICLE  100  of  FIG. 1  COMMUNICATIONS GATEWAY  130  of  FIG. 1  within a prescribed period of time after confirmation of a charging receptacle connection, then the COMMUNICATIONS GATEWAY  130  of  FIG. 1  in one implementation(s) is scanning for wireless transmission requests from the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3 . As described in  FIG. 5 , the vehicle owner/lessee in one implementation(s) takes certain actions to initiate communications with inductive charging equipment. 
     Proceeding with  FIG. 16 , in one implementation(s) after connections have been made between the ELECTRIC VEHICLE  100  of  FIG. 1  COMMUNICATIONS GATEWAY  130  of  FIG. 1  and the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3 , the presentation focuses further on the FILE  150  of  FIG. 1  generation and transmission process (described in  FIG. 3  with respect to a TL1 charging session) associated with each of TL1, TL2 and TL3 charging sessions, and the FILE  1150  of  FIG. 11  and FILE  1550  receipts returned to the ELECTRIC VEHICLE  100  of  FIG. 1  DATALOGGER  120  of  FIG. 1  at the consummation of a TL2 or TL3, respectively, charging session. 
     A FILE  150  of  FIG. 1  will be generated at the inception of a charging session. To reiterate, upon a TL1 charging session the ELECTRIC VEHICLE  100  of  FIG. 1  DATALOGGER  120  of  FIG. 1  adjunct REPORT WRITER  125  of  FIG. 1  will generate a FILE  150  as referenced by  FIG. 9 . Upon a TL2 charging session the ELECTRIC VEHICLE  100  of  FIG. 1  DATALOGGER  120  of  FIG. 1  adjunct REPORT WRITER  125  of  FIG. 1  will generate a FILE  150  as referenced by  FIG. 11 . Upon a TL3 charging session the ELECTRIC VEHICLE  100  of  FIG. 1  DATALOGGER  120  of  FIG. 1  adjunct REPORT WRITER  125  of  FIG. 1  will generate a FILE  150  as referenced by  FIG. 15 . In this implementation, the FILE  150  of  FIG. 1  is transmitted over the INTERNAL ELECTRIC VEHICLE COMMUNICATIONS NETWORK  112  of  FIG. 1  to the COMMUNICATIONS GATEWAY  130  of  FIG. 1  and on to an ACCESS POINT  135  of  FIG. 1  or to an authorized transmission point, such as the ANTENNA  105  of  FIG. 1 . 
     A COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  setup to receive FILE  150  of  FIG. 1  by conducted wire would engage with the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  by WIRING  1610  which will utilize the CHARGING CORD  303  of  FIG. 3  engaged with ACCESS POINT  135  of  FIG. 1 . Alternatively, a COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  setup to receive FILE  150  of  FIG. 1  by wireless transceiver would ping the ELECTRIC VEHICLE of  FIG. 1  by WIRELESS MEANS  325  of  FIG. 3  to establish a communications link. The wireless transmission setup would commence after the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  CHARGING CORD  303  of  FIG. 3  is engaged with ACCESS POINT  135  of  FIG. 1  but before any transfer of electricity takes place. In one implementation(s), the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  issues an invitation to couple to the ELECTRIC VEHICLE  100  of  FIG. 1 . 
     Upon receipt of FILE  150  of  FIG. 1  by the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3 , the transmission of the FILE  150  of  FIG. 1  to the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3  would be governed by the architecture of the SMART GRID COMMUNICATIONS NETWORK  333  of  FIG. 3 . Multiple paths are disclosed in this implementation, including (a) direct WIRELESS MEANS  325  of  FIG. 3  from the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  to the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3 , (b) POWERLINE  1625  communications from the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  to an electric utility substation, and from there the implementation depicts either a POWERLINE  1635  communications option or a WIRELESS MEANS  333  of  FIG. 3  approach. 
     Included in  FIG. 16  are an implementation of the indications of the transmission of electronic receipt FILE  1150  of  FIG. 11  for a TL2 charging session and FILE  1550  of  FIG. 15  for a TL3 charging session, each for electricity purchases which in one implementation(s) includes the payment of sales tax, that are transmitted over the communications architecture of  FIG. 16 . FILE  1150  of  FIG. 11  and/or FILE  1550  of  FIG. 15  in one implementation(s) is generated at the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3  and transmitted through the smart grid communications network to the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  to the ELECTRIC VEHICLE  100  of  FIG. 1  COMMUNICATIONS GATEWAY  130  of  FIG. 1  either entirely wireline or partially wirelessly, to be stored in the DATALOGGER  120  of  FIG. 1  pending a TL1 charging session. Alternatively, FILE  1150  of  FIG. 11  and/or FILE  1550  of  FIG. 15  in one implementation(s) is generated at the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  or the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  and transmitted to the ELECTRIC VEHICLE  100  of  FIG. 1  without engaging the SMART GRID COMMUNICATIONS NETWORK  333  of  FIG. 3 . 
     Turning to  FIG. 17 , an implementation depicted is a plurality of ELECTRIC VEHICLES  100  of  FIG. 1  transmitting and or receiving information by any combination or instance of WIRELESS MEANS  325  of  FIG. 3 , CHARGING CORD  303  of  FIG. 3  and/or WIRING  1610  of  FIG. 16  communications to a respective COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3 . One implementation(s) of  FIG. 17  further identifies a variety of smart grid communications architectures that are employed for communications from the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  to the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3 , including WIRELESS MEANS  325  of  FIG. 3 , POWERLINE  1625  of  FIG. 16  and POWERLINE  1635  of  FIG. 16 , or a combination thereof. Cloud computing services provided by AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDERS  1710  are disclosed, wherein the individual FILE  150  of  FIG. 1 , or FILE  150  of  FIG. 11  and associated FILE  1150  of  FIG. 11 , and/or FILE  150  of  FIG. 15  and associated FILE  1550  of  FIG. 15  are transmitted via a secured internet connection by an ELECTRIC UTILITY HEAD-END  330  of  FIG. 3  to an AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDERS  1710  for decryption, parsing, analyses, calculation of fees applicable to roadway class and waypoint usage attributable to predetermined geographic jurisdictions, determination of appropriate credits (if any), preparation of encrypted usage fee and credit billing communication packets to be transmitted to other AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDERS  1710  and to the client ELECTRIC UTILITY HEAD-END  330  of  FIG. 3 , receipt of encrypted usage fee and credit billing communication packets from other AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDERS  1710 , preparation of encrypted settlement statements for transmittal to certified usage fee collection agencies representing predetermined geographic jurisdictions, facilitation of usage fee collection and transference of said usage fees to certified collection agencies as requested by the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3  client and secure storage of data, including analyses and calculations applicable to roadway class and waypoint usage attributable to predetermined geographic jurisdictions on the basis of the vehicle identification number included in a received FILE  150  of  FIG. 1  and any associated FILE  1150  of  FIG. 1  or any associated FILE  1550  of  FIG. 15 . The AUTHORIZED THIRD-PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDERS  1710  in one implementation(s) is also engaged to prepare analyses, perform calculations, create reports or conduct other tasks requested by the client ELECTRIC UTILITY HEAD-END  330  of  FIG. 3 , including preparation of or support in preparing FILES  1150  of  FIG. 11  and/or FILES  1550  of  FIG. 15 . 
     With reference to  FIG. 18 , an implementation of the data transmittal process and bill generation process is depicted without reference to the communication path. In one implementation(s), the ELECTRIC VEHICLE  100  of  FIG. 1  engages in TL2 or TL3 charging sessions during the current billing cycle, upon the conclusion of which a FILE  1150  of  FIG. 11  and/or a FILE  1550  of  FIG. 15  would be produced (by any of the ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3 , the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3 , the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3 , or the AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDER  1710  of  FIG. 17 ) and transmitted to the ELECTRIC VEHICLE  100  of  FIG. 1  (for temporary storage in the memory of the DATALOGGER  120  of  FIG. 1  until a subsequent TL1 charging session) and such files would also be transmitted to the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3  and then on to an AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDER  1710 . 
     Upon the described TL1 charging session, the ELECTRIC VEHICLE of  FIG. 1  generates FILE  150  of  FIG. 1  which is transmitted to the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  which forwards FILE  150  of  FIG. 1  through an ELECTRIC UTILITY HEAD-END  330  of  FIG. 3  to an AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDER  1710  for processing. It is at this point that the ELECTRIC VEHICLE  100  of  FIG. 1  in one implementation(s) transmits the TL1 charging session file to a communicating personal computing device controlled by the VEHICLE OWNER/LESSEE  1800  for their review or for their records. 
     The files transmitted to the AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDER  1710  of  FIG. 17  are processed and analyzed as described in the description of  FIG. 17 , whereupon BILLING PACKET FILES  1850  are shared with AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDER  1710  of  FIG. 17  with respect to usage fees attributable to utility service territories outside of their client base. For example, authorized third party service provider (A) in one implementation(s) identifies usage fees owed by a vehicle owner for roadway usage in a territory served by authorized third party service provider (B). During the billing cycle the reverse can also be true, wherein authorized third-party service provider (B) in one implementation(s) identifies usage fees owed by a vehicle owner for roadway usage in a territory served by authorized third party service provider (A). To add further complexity, during the billing cycle, authorized third party service provider (A) in one implementation(s) identifies usage fees owed by a vehicle owner for roadway usage in a territory served by authorized third party service provider (C), authorized third party service provider (B) in one implementation(s) identifies usage fees owed by a vehicle owner for roadway usage in a territory served by authorized third party service provider (C), authorized third party service provider (C) in one implementation(s) identifies usage fees owed by a vehicle owner for roadway usage in a territory served by authorized third party service provider (A), authorized third party service provider (C) in one implementation(s) identifies usage fees owed by a vehicle owner for roadway usage in a territory served by authorized third party service provider (B), and so on. Rather than require each separate authorized third-party service provider to process payments to each certified usage fee collection agency, a settlement process between the authorized third-party service providers to minimize the monetary transfers to the certified collection agencies (thereby reducing the overhead burden on the collection agencies). 
     After settlement of the interjurisdictional usage fee obligations (including the netting of credits), the AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDER  1710  of  FIG. 17  in one implementation(s) provides a set of BILLING PACKET FILES  1850  by SECURE INTERNET TRANSFER  1860  to the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3  which will include the pertinent billing and credit information in the PERIODIC ELECTRIC UTILITY BILLING  1875  that is provided to the VEHICLE OWNER/LESSEE  1800 . The billing process in one implementation(s) culminates with the VEHICLE OWNER/LESSEE  1800  comparing the details in the FILE  150  of  FIG. 1  provided by the ELECTRIC VEHICLE  100  of  FIG. 1  sent to his or her communicating personal computing device to the detailed information included in his or her UTILITY BILLING  1875 . 
     With reference to  FIG. 19 , in one implementation, an HEV owner selects an applicable TRUST LEVEL OPTION of  FIG. 7  (High, Medium or Low)  1905  relative to the CHARGING ENVIRONMENT  1900  of the applicable SHEVC so that appropriate HEV ACTIONS  1910  can proceed. HEV ACTIONS  1910  will vary based on the TRUST LEVEL  1905  in terms of both data transmitted by the HEV during a charging session and possible discharges of energy from the HEV. 
     With reference to  FIG. 20 , a non-limiting summary architecture for one or more implementation(s) of the systems described herein is provided. As shown in  FIG. 20  ELECTRIC VEHICLE  100  of  FIG. 1  receives geolocation coordinates from a plurality of SATELLITES  103  of  FIG. 1  and/or transmission TOWERS  2010  which coordinates are processed by the NAVIGATION SYSTEM  110  of  FIG. 1  for further processing and transmittal within the FILE  150  of  FIG. 1  via POWERLINE COMMUNICATION  303  of  FIG. 3  to ELECTRIC VEHICLE CHARGING EQUIPMENT  305  of  FIG. 3  or via WIRELESS COMMUNICATION  325  of  FIG. 3  to either ELECTRIC VEHICLE CHARGING EQUIPMENT  305  or the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3 . In one implementation, the ELECTRIC VEHICLE  100  of  FIG. 1  engages with off-grid ELECTRIC VEHICLE CHARGING EQUIPMENT  305  that is energized by a RENEWABLE ENERGY SOURCE  2020  or STORED ENERGY  2030  such that an ALTERNATE COMMUNICATION PATHWAY  2040  will be sufficient to transmit FILE  150  of  FIG. 1  to the AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDER  1710  of  FIG. 17 . On-grid implementations include transmissions of FILE  150  of  FIG. 1  by the COMMUNICATING ELECTRIC UTILITY METER  310  of  FIG. 3  to the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3  by means of POWERLINE  1625  and POWERLINE  1635  of  FIG. 16  communications or WIRELESS MEANS  333  of  FIG. 3 , following which the ELECTRIC UTILITY HEAD-END  330  of  FIG. 3  further transmits FILE  150  to the AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDER  1710  of  FIG. 17  to conduct the USAGE FEE CALCULATIONS AND SETTLEMENT PROCESSES  2050  inclusive of two way communications and data sharing between the parties. In one implementation USAGE FEE CALCULATIONS AND SETTLEMENT PROCESSES  2060  are conducted between the AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDER  1710  of  FIG. 17  and PRIVATE ENTITIES  2070 . Collected usage fee REMITTANCES AND DATA FILES  2080  can be made directly to JURISDICTIONAL AUTHORITIES  2090  by an ELECTRIC UTILITY HEAD-END  330  of  FIG. 3  or to the JURISDICTIONAL AUTHORITIES  2090  by the AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDER  1710  of  FIG. 17  via an AGENCY TRANSMISSION  2100  of data files and monetary consideration. In one embodiment, a vehicle miles traveled audit process is conducted on the ELECTRIC VEHICLE  100  of  FIG. 1  during a VEHICLE INSPECTION  2110  wherein mileage traveled data is requested of the AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDER  1710  of  FIG. 17  and requested mileage traveled data is returned via an AUDIT REQUEST  2120  concluding with the transmission of an audit report by the VEHICLE INSPECTION  2110  agent to the JURISDICTIONAL AUTHORITIES  2090  and the AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDER  1710  of  FIG. 17  either verifying that vehicle mileage traveled has been accounted for by the payment of usage fees or that discrepancies exist. Information inclusive of vehicle inspection and audit reports can be passed from the AUTHORIZED THIRD PARTY PROCESSOR, SETTLEMENT AND STORAGE SERVICE PROVIDER  1710  of  FIG. 17  to a registered electric VEHICLE OWNER/LESSEE  1800  of  FIG. 18  through a secure APPLICATION  2130 . The VEHICLE OWNER/LESSEE  1800  of  FIG. 18  can perform DIAGNOSTICS  2140  on the ELECTRIC VEHICLE  100  of  FIG. 1  to investigate any audit discrepancy. 
     [reserved] 
     [reserved] 
     Numerous modifications to the apparatuses, systems, and methods disclosed herein will be apparent to those skilled in the art in view of the foregoing description. Accordingly, this description is to be construed as illustrative only, and is presented for the purpose of enabling those skilled in the art to make and use the invention and to teach the one implementation(s) of the mode of carrying out same. The exclusive rights to all modifications within the scope of the disclosure and the appended claims are reserved. 
     The following References are provided hereby as sources of background information only; such references are neither acknowledged as nor intended to be either prior art or limiting to patentability of the invention disclosed herein: 
     
       
         
           
               
               
               
             
               
                   
               
             
            
               
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         “U.S. Department of Treasury Internal Revenue Service Publication 510: Excise Taxes (Including Fuel Tax Credits and Refunds)”, Revised March 2018 (https://www.irs.gov/pub/irs-pdf/p510.pdf) 
         “Missouri Department of Revenue Motor Fuel Tax FAQ” (https://dor.mo.gov/faq/business/fuel.php#q9) 
         “Oregon&#39;s Road Usage Charge: The OReGO Program Final Report” Oregon Department of Transportation, Kathryn Jones, Maureen Bock, April 2017 (https://www.oregon.gov/ODOT/Programs/RUF/IP-Road%20Usage%20Evaluation%20Book%20WEB_4-26.pdf) 
         “2010 Status of the Nation&#39;s Highways, Bridges and Transit: Conditions &amp; Performance” U.S. Department of Transportation, Federal Highway Administration (https://www.fhwa.dot.gov/policy/2010cpr/chap2.cfm) 
         “Washington is testing how it could charge drivers for miles they drive to keep up state roads”, Samantha Wohlfeil, Inlander Weekly Newspaper, Mar. 29, 2018 (https://www.inlander.com/spokane/as-cars-get-more-efficient-washington-is-testing-how-it-could-charge-drivers-for-miles-they-drive-in-order-to-keep-up-state-roads/Content?oid=8994398) 
         “Nevada Vehicle Miles Traveled (VMT) Fee Study”, Nevada Department of Transportation, Scott Rawlins, P. E., C. P. M., Deputy Director, December 2010 (https://www.nevadadot.com/home/showdocument?id=2405) 
         “Mileage-Based Road User Charges”, Congressional Research Service, Robert S. Kirk, Marc Levinson, Jun. 22, 2016 (https://fas.org/sgp/crs/misc/R44540.pdf) 
         “National Evaluation of a Mileage-based Road User Charge”, Public Policy Center, The University of Iowa, Jon G. Kuhl, Paul Hanley, 2009 (https://utcm.tti.tamu.edu/mbuf/presentations/pdfs/Kuhl-UIowa-Eval.pdf) 
         “SmartGrid/AEIC AMI Interoperability Standard Guidelines for ANSI C12.19/IEEE 1377/MC12.19 End Device Communications and Supporting Enterprise Devices Networks and Related Accessories”, Version 2.1, Jul. 26, 2012 (https://aeic.org/wp-content/uploads/2013/07/AEIC-Guidelines-v2.1-2012-07-26clean.pdf) 
       
    
     The various implementations and examples shown herein illustrate methods and systems for assessment of roadway fees for electric and hybrid-electric vehicles. A user of the present methods and systems can choose any of the indicated implementations, or equivalents thereof, depending upon the desired application. In this regard, it is recognized that various forms of the subject assessment of roadway fees for electric and hybrid-electric vehicles methods and systems could be utilized without departing from the scope of the present technology and various implementations as disclosed. 
     As is evident from the foregoing description, certain aspects of the present implementation are not limited by the particular details of the examples illustrated herein, and it is therefore understood that other modifications and applications, or equivalents thereof, will be apparent to those skilled in the art. It is accordingly intended that the claims shall cover all such modifications and applications that do not depart from the scope of the present implementation(s). Accordingly, the specification and drawings are to be regarded in an illustrative rather than a restrictive sense. 
     As is evident from the foregoing and subsequent descriptions, certain aspects of the present technology as disclosed are not limited by the particular details of the examples illustrated herein, and it is therefore understood that other modifications and applications, or equivalents thereof, will occur to those skilled in the art. It is accordingly intended that the claims shall cover all such modifications and applications that do not depart from the scope of the present technology as disclosed and claimed. 
     Other aspects, objects and advantages of the present technology as disclosed can be obtained from a study of the drawings, the disclosure and the appended claims. 
     EXAMPLES 
     Example 1 
     Charging Sessions 
     The VMT fee system will in one implementation(s) utilize a trusted SHEVC system in order to (a) collect private travel information from a vehicle&#39;s VMT Meter Module, and (b) facilitate the transference of information to the “head-end” for both use tax/fees due and credits available (from sales taxes paid during “non-trusted” charging sessions AND from credits attributable to any “vehicle-to-grid” discharges). 
     In one implementation(s), the HEV owner selects a level of “trust” relative to the TSHEVC used as his or her primary charger. This would generally be “Trust Level 1” (TL1) for the home charger (for a home owner), but could also be a dedicated trusted charger at an apartment complex, condominium association, townhomes, etc., or at his or her place of employment. A TL1 TSHEVC in one implementation(s) is also selected as the business owner&#39;s charger setting for his or her business vehicle(s), whether a single vehicle or a fleet. A TL1 TSHEVC in one implementation(s) represents a dedicated charger available to taxis or ride-share vehicles (including autonomous vehicles) where privacy is valued at a premium. A TL1 TSHEVC would be authorized to forward the trip report results to the head-end for eventual storage in the cloud. Every HEV, in one implementation(s), has at least one designated TL1 TSHEVC for processing at least annually. 
     A “Trust Level 2” (TL2) TSHEVC would be a charger where the vehicle owner is unwilling to share any private information with the charging station other than a VIN, the identity of the primary VOPEUSP and the VOPEUSP Account Number (for purposes of billing relating to the purchase of electricity and a respective sales tax). In this case, the amount of electricity consumed (to be added to the owner&#39;s next bill) along with the amount of sales tax collected would be shared with the TL2 charger&#39;s “head-end” utility service provider, so that the charges can be pursued with the vehicle owner&#39;s primary electric utility. Note that if the TL2 TSHEVC is located in a service territory other than the VOPEUSP, the utility that provides energy to the TL2 charger would be entitled to collect a sales tax, which would be collected from the vehicle owner&#39;s utility service provider at the end of the billing cycle, regardless as to whether the HEV owner has engaged in a TL1 charging session before the conclusion of the billing cycle. 
     The lowest level of trust, or “Trust Level 3” (TL3), would be a scenario where the vehicle owner would prefer to share no personal information but, rather, would prefer to purchase a charging session on a prepayment basis (both for electricity and sales tax) by use of a credit or debit card, PayPal or the like. In one implementation(s), the vehicle owner submits a receipt showing tax paid relative to the purchase of the electricity to the utility service provider so that a credit in one implementation(s) is processed on a future bill. 
     The following table summarizes the expected options with respect to the selection of the Level of Trust based upon privacy tolerances: 
     
       
         
           
               
               
               
            
               
                   
                   
               
               
                   
                   
                 Trust 
               
            
           
           
               
               
               
               
               
            
               
                   
                 Storage of Personal Travel Data 
                 Level 1 
                 Level 2 
                 Level 3 
               
               
                   
                   
               
               
                   
                 Cloud based (Travel report) 
                 X 
                 X 
                   
               
               
                   
                 Cloud based (VIN, VOPEUSP  
                   
                   
                   
               
               
                   
                 &amp; Acct No.) 
                   
                   
                   
               
               
                   
                 Deferred 
                   
                   
                 X 
               
               
                   
                   
               
            
           
         
       
     
     The vehicle owner who would desire the highest level of privacy protection would choose to entrust a dedicated TL1 TSHEVC that utilizes a powerline communication technology as the medium for transmitting a VMT report to the utility head-end to address the “air gap” issue. This would be the safest way to protect against an unauthorized person gaining access to the VIN and associated Utility Account information. Let&#39;s pause for a moment to discuss the disclosed process for charging the HEV owner for VMT usage fees. There are many use cases that should be considered, but for now we will consider one implementation of a new (or used) electric vehicle being purchased by an individual who will be installing a new SHEVC in his or her home garage: 
     In this scenario [where a new/used HEV and new/used SHEVC are placed into service simultaneously, and the SHEVC is selected as a dedicated TL1 TSHEVC at the residential location] the process is understood as follows: 
     1. At the time of the vehicle purchase (whether new or used) a notice is filed with the electric utility service provider that will be providing primary service to the vehicle owner. This notice may be delivered by the dealer or, in the case of an individual-to-individual sale, by the HEV purchaser to the electric utility. That notice will include the VIN, the (certified) mileage at the time of purchase, the owner&#39;s utility account number and his or her email address. The utility service provider will establish an HEV VIN subaccount for its customer, and will further establish a mirror account at an Authorized Third Party Processing/Settlement/Storage Service, also referred to as the AT2P3S. 
     The third-party will demonstrate (at a minimum) that it is qualified by being able to:
         (a) securely receive a VMT report text file from the utility (which file has been transmitted by the vehicle owner to the utility via an AMI or AMR3 enabled meter that receives said file from the TSHEVC which receives the file from the HEV&#39;s VMT Meter Module).   (b) parse the VMT report text file so that the data can be analyzed. This will require extracting mileage on the basis of:
           (i) the utility territory, taxing authority (i.e., possibly to the level of the relevant municipality), and jurisdiction (e.g., Ameren Mo. v. Ameren Ill.)   (ii) road classes corresponding to (b)(i) and   (iii) specially designated waypoints (such as bridges and tunnels) corresponding to (b)(i)   
           (c) maintain up-to-date VMT fee schedules across relevant taxing jurisdictions   (d) perform VMT use charge calculations   (e) receive and validate credits for
           (i) sales tax attributable to TL2 charge sessions   (ii) sales tax paid by the vehicle owner during TL3 charge sessions and   (iii) sales tax claims filed by the vehicle owner for charges during non-SHEVC sessions   (iv) include any additional credits that may be available by law or incentive programs (e.g., vehicle to grid discharges to support demand response programs, etc.)   
           (f) prepare the initial and the subsequent monthly fee/tax settlement statements to be transmitted to the utility service provider(s) (the monthly settlement amounts should be included in the vehicle owner&#39;s utility bill);   (g) prepare settlement statements for net fee/tax amounts owed between utilities for fees/taxes collected by them but attributable to other jurisdictions (e.g., fees/taxes collected by a Kansas utility for a TL3 charging session paid by a Missouri resident);   (h) store the information for the respective vehicle for a specified retention period;   (i) produce ancillary reports to share with authorized recipients (e.g., a miles driven history relative to a transfer of title); and coordinate with authorities concerning audit processes and procedures.       

     Advanced Metering Infrastructure (AMI) refers to a system that measures, collects, and analyzes energy usage, communicates with metering devices (in this report, electricity meters or “smart meters”) either on request or on a schedule. These systems include hardware, software, communications, consumer energy displays and controllers, customer associated systems, meter data management software, and supplier business systems. 
     Automatic meter reading (AMR) is the technology of automatically collecting consumption, diagnostic, and status data from electric energy metering devices and transferring that data to a central database for billing, troubleshooting, and analyzing. 
     Originally, AMR devices just collected meter readings electronically and matched them with accounts. As technology has advanced, additional data could then be captured, stored, and transmitted to the utility head-end for processing. Generally, the data in an AMR meter is collected by drive-by or walk-by methods, but short-hop approaches are also sometimes employed so that the metering devices can be accessed remotely. Data from the meter can include event alarms such as tamper, leak detection, low battery, or reverse flow. Many AMR devices can also capture interval data, and log meter events. The logged data can be used to collect or control time of use data that can be used for energy usage profiling, time of use billing, demand forecasting, demand response, remote shutoff, etc. AMI represents the networking technology of fixed network meter systems that go beyond AMR into remote utility management. The meters in an AMI system are often referred to as smart meters, since they often can use collected data based on programmed logic. 
     2. The TSHEVC is paired with an electric utility meter. In instances where a utility meter is not dedicated to the TSHEVC, this can be accomplished using a standard powerline protocol (e.g., Homeplug) or wirelessly (e.g., using the Zigbee protocol) to pair with an electric utility meter (ideally the one that serves the home, apartment, townhome, etc. of the vehicle owner, or at least one which is located within the vehicle owner&#39;s primary service territory). Note, however, as discussed herein, that a wired solution would be preferred. 
     For instance, a wireless approach to engaging a TSHEVC as a node on a home area network can include a utility (such as Duke Energy) that has a deployment of Itron&#39;s Silver Spring network that includes smart meters with home area network capabilities which communicate via the Zigbee protocol. 
     3. Contact is initiated between the TSHEVC and the utility service provider by means of the electric utility meter. The communication is facilitated by the resident utility&#39;s advanced metering infrastructure. 
     In this step, the installer initiates a node notification request (via the home area network or by phone, etc.) and a response is provided that the head-end has received the request, along with an SHEVC asset tag, serial number, or some other designated form of charger identification. 
     4. The owner&#39;s vehicle that is to become paired with the TSHEVC must be located at or near the TSHEVC. If a wireless approach to transmitting trip reports is selected, then the vehicle and the TSHEVC are paired using an available common protocol (e.g., Bluetooth, DSRC, Zigbee, etc.). If a wired approach is preferred then the vehicle must be connected as if a charging session were in process. Again, a wired approach would be preferred. 
     5. It is at this stage that the vehicle owner identifies the SHEVC as a TL1 TSHEVC, and security keys are exchanged such that the vehicle and the TSHEVC will remember their pairing (until one of the two affirmatively breaks the relationship). 
     6. The initiation process will ask the vehicle to transmit a current trip report to the TSHEVC which will then be forwarded to the primary utility service provider (and then along to the qualified third-party service provider, as described in Step  1 ). 
     7. The vehicle owner will receive an initial VMT fee report, via email, showing the calculation of the VMT fees that have accrued since the utility&#39;s receipt of the purchase statement. For example, if the purchase statement mileage indicated the accumulated mileage on the used vehicle was 20,100 miles and the TL1 TSHEVC transmitted report indicates an odometer reading of 20,134 miles comprised entirely of Class 1 roadways (charged at $0.03 per mile), then the initial report would indicate a VMT charge (yet to be billed) of (20,134−20,100)=34×$0.03=$1.02. 
     In one implementation(s), the information that is collected and transmitted by the HEV VMT Meter Module would include the following: 
     
       
         
           
               
             
               
                   
               
             
            
               
                 Trust Level 1 Charging Session 
               
               
                   
               
               
                 VIN 
               
               
                 Identity of HEV Owner&#39;s or Lessee&#39;s VOPEUSP 
               
               
                 VMT by roadway classification and (generically) by special waypoint classification 
               
               
                 (e.g. bridges, dams, etc.), in tranches determined on the basis of the taxing 
               
               
                 jurisdictions where the VMT occurred. 
               
               
                 The current Odometer reading 
               
               
                 Electronic receipts for sales tax paid during TL3 charing sessions. 
               
               
                   
               
               
                 Trust Level 2 Charging Session 
               
               
                   
               
               
                 VIN 
               
               
                 Identify of HEV Owner&#39;s or Lessee&#39;s VOPEUSP (for purposes of deferred charge) 
               
               
                 VOPEUSP Account Number 
               
               
                   
               
               
                 Trust Level 3 Charging Session 
               
               
                   
               
               
                 VIN (for purposes of corroborating sees tax credit) 
               
               
                 Payment method (credit card, electronic transaction, prepaid debit, etc.). 
               
               
                   
               
            
           
         
       
     
     Example 2 
     Medium of Data Transmittal 
     In one implementation, in the case of a VMT User Fee System, an architecture includes a “trusted” remote stationary computer (within the SHEVC) that collects the “roadway class/waypoint/odometer data report” which is generated by the vehicle&#39;s VMT Meter Module and transmitted to said SHEVC; which SHEVC further transmits the report (without further processing) to the utility head-end; which utility head-end subsequently transmits the report to an AT2P3S for final VMT fee calculations and settlement processing. 
     The adjective “trusted” can be important. The vehicle owner in one implementation(s) decides to enable one or more SHEVCs to be authorized to have access to his or her travel report and to forward the report to the utility so that the utility in one implementation(s) calculates use fees (e.g., a charger at home, a charger at work, a charger at a family members house, etc.) depending upon the vehicle owner&#39;s confidence that the SHEVC will protect his or her privacy (in terms of the information in the transmitted report); or alternatively, the owner in one implementation(s) is not overly concerned about their summary travel report becoming publicly known and so every SHEVC could be considered as “trusted”. However, the architecture in one implementation(s) is designed to offer maximum protection to those who insist on privacy, and so security measures in one implementation(s) are disclosed. 
     As previously discussed, GPS Tracking devices are capable of transmitting data wirelessly (using cellular plans, private radio networks and local area networks (WiFi and Bluetooth, for example). GPS receiver units in one implementation(s) are also be connected with cables to computer ports to directly download the travel report(s). 
     Ideally, in order to protect the privacy of an electric vehicle owner/lessee, steps will be taken to ensure that the transference of the travel report(s) (which contain VIN #, Utility Service Provider Name and Account Number) will not be accessed by unauthorized persons. In order to accomplish that goal, we in one implementation(s) start with the concept of an “air-gapped” system. 
     Example 3 
     HEV Transmission of the VMT Report 
     As noted, in one implementation(s), a VMT use system will allow the vehicle to provide certain data relative to miles traveled over specific classes of roads (including special waypoints such as bridges and tunnels). Ideally the information will be processed within the vehicle and summarized in a standardized report in the form of a text file by the VMT Meter Module, and then transmitted to an authorized remote processor, to or through an SHEVC, so that (official) VMT fees can be calculated. Of course, since the standardized text file will contain certain identifying information (the VIN, utility and account number), the vehicle owner in one implementation(s) has confidence that the SHEVC will protect the information that is being transferred from a potential invasion of privacy. A starting point for protecting privacy would be in one implementation(s) to specifically designate only select SHEVCs as “trusted” chargers (“TSHEVCs”). 
     For example, a vehicle owner&#39;s home charger in one implementation(s) is designated as a TSHEVC. An SHEVC at the vehicle owner&#39;s place of employment in one implementation(s) is also designated as a TSHEVC (should the owner so desire), whereas a charger in a public parking location in one implementation(s) is not considered to be safe for purposes of sharing the travel report. 
     It is the TSHEVC that would receive the report of information collected by the vehicle since the occurrence of the last trusted charging session, such information report to specifically include the following:
         1. [In the case of a newly ordained “trusted” charger] A password—to allow the vehicle to commence a data transfer. It is anticipated that established TSHEVCs can exchange credentials or keys with the HEV so that they become “known” as trusted devices;   2. The Odometer reading at the end of the last trusted charging session/the beginning of the current travel log;   3. The date/time of the last trusted charging session;   4. A report of the mileage driven by road class, including any waypoints traveled that have been designated for special fees (such as bridges or tunnels), since the last trusted charging session;   5. The Vehicle Identification Number (VIN);   6. The Vehicle Owner&#39;s Primary Electric Utility Service (“VOPEUS”) that provides electric service to the home of the HEV owner;   7. The vehicle owner&#39;s account number with the VOPEUS.       

     The desired/sufficient information is likely to be stored within or generated by various ECUs in the vehicle (i.e., the VIN within the Engine Control Unit; the Odometer within the Instrument Panel Cluster; the navigation trackpoints and waypoints from the Infotainment network). Currently, the VIN and Odometer readings would appear to be best accessed via the CAN bus, whereas the navigation coordinates would likely be accessed via the MOST or Ethernet network; or, could be accessed via the Central Gateway. 
     Example 4 
     Payment Methods 
     In one implementation of the HEV Use Fee Collection System, the HEV owner engages in a trust level 1 (TL1) charging session, following which the HEV owner&#39;s VOPEUSP will bill the HEV owner for usage fees after the reporting of “taxable” VMT. This post-energy use payment in one implementation(s) is accomplished through any of the available options generally available, including a check, an on-line banking transfer (a debit), a credit card charge, etc. An implementation also includes the TL2 charging option, whereby energy purchases from SHEVCs in one implementation(s) are deferred (which can entail a fee) and billed though the monthly VOPEUSP statement. 
     TL3 payments, however, are of the nature that payment for the energy transferred along with a prepaid sales tax occurs at the time of the charging session. The payment in one implementation(s) is accomplished via an HEV owner&#39;s debit or credit card, a Paypal or similar account, or (for maximum obscurity) a prepaid debit card. 
     New payment methods in one implementation(s) are also established, such as VOPEUSP issued credit cards or prepaid tokens similar to the method that TouchTunes utilizes for its online juke-box entertainment app (http://api.mytouchtunes.com/mobile-faq). In this scenario, an HEV owner in one implementation(s) purchases credits that are stored in an HEV ECU memory or a smart phone, which devices are to be synced to an SHEVC and which credits are used to pay for energy transferences from TL3 SHEVCs during charging sessions. 
     With respect to off-grid charges, which will consist of vehicle chargers that do not have functioning communications capabilities, the HEV owner in one implementation(s) transmits its receipt for sales tax paid attributable to such charging sessions to its VOPEUSP (or directly to an AT2P3S) with a request for credit for such sales taxes paid. The method of transmittal can vary, to include traditional postal or other mail (“snail mail”), email or uploading an image of the receipt to a VOPEUSP or AT2P3 S portal, for example. 
     Additional payment methods, such as ApplePay, Bitcoin and similar crypto-currencies or comparable existing electronic payment methods can be employed, and other yet to be developed approaches should be considered as within the scope of this the HEV Use Fee Collection System. 
     Example 5 
     Privacy and Security 
     The expectation of privacy by the individual is currently a hot topic on Capitol Hill. Chief Executive Officers of social media companies have recently come under fire for utilizing personal information, unbeknownst to the patrons of those sites, for commercial gain. And while Facebook&#39;s CEO (Mark Zuckerberg) has of lately postulated that “the future is private” (https://www.washingtonpost.com/lifestyle/style/mark-zuckerberg-claims-that-at-facebook-the-future-is-private-dont-believe-him/2019/05/03/b42f7564-6cf4-11e9-a66d-a82d3f3d96d5_story.html?noredirect=on&amp;utm_term=.5d6936e06355) (most likely under duress), there are other enterprises that are unabashed about their intent to utilize individuals&#39; personal information, whereabouts and buying habits, for commercial purposes. Foursquare Labs, Inc., for example, is exceptionally transparent in its pursuit of utilizing location data of its app users to generate profits. (https://enterprise.foursquare.com/products/places). 
     There are, however, companies that hold the goal of maintaining user privacy as a core principle. For example, HERE Global B.V., headquartered in the Netherlands, has made public statements concerning its privacy conscious ideals (https://www.here.com/blog/privacy-and-data-regained-privacy-conscious-machine-learning). HERE Automotive is a leader in the vehicle services market, offering over-the-air software updates, location services (such as identification of fuel stations with associated pricing, as well as sites of electric vehicle charging stations), and navigation solutions (i.e., mapping software, including software-as-a-service). HERE does not address the usage fee assessment and settlement system which is the subject herein, but HERE in one implementation(s) serves as a strategic partner if it is capable of providing navigation software that facilitates the collection of roadway classifications pursuant to the requirements of the described system. 
     Herein is described an acute awareness of the need to maintain the privacy of individual HEV owners or lessees, and to implement security over information relating to the travel patterns of the HEV operator, both of those concerns addressed as central tenants of a robust system. Rather than accumulate specific location data, the system which is the subject hereof looks to accumulate data in homogenous buckets . . . with some exceptions. Specifically, the VMT data groupings in one implementation(s) are attributed to the HEV owner or lessee such that collection of appropriate usage fee can be facilitated, but in a manner that shelters the identity of the individual. 
     The author has concluded, therefore, that utilizing the VIN—which has been registered with a VOPEUSP as relating to a specific “primary” utility account number—in one implementation(s) is an acceptable approach to shelter the privacy of the individual HEV owner or lessee. Yes, the utility account number may be traced to the individual, but with appropriate firewalls and related security measures, dissemination of the identification information that would allow a bad actor to collect a VIN and trace that information back to the individual HEV owner through the VMT Use Fee Collection System in one implementation(s) is minimized. 
     Notwithstanding the above, current Federal Law has taken steps to limit the collection of information relative to VINs in the interest of ensuring privacy. Public Law 114-94, signed into law on Dec. 4, 2015, Subtitle C—Miscellaneous Provisions, Part I, provides us the “Driver Privacy Act of 2015”. This Act is intended to limit data retrieval from vehicle event data recorders unless (1) a court or other judicial or administrative authority having jurisdiction authorizes the retrieval of the data and, to the extent that there is retrieved data, the data is subject to the standards for admission into evidence required by that court or other administrative authority; (2) an owner or lessee of the vehicle provides consent; (3) the data is retrieved pursuant to an investigation authorized under Section 1131(a) or 30166 of Title 49 (each sections dealing with accidents); (4 the data is retrieved for the purpose of emergency medical response or (5) the data is retrieved for traffic safety research without disclosing personal information, including the VIN, in connection with the retrieved data. 
     Initially, it can be important to determine if a Vehicle Miles Traveled Meter Module, as described herein, is analogous to a “vehicle event data recorder” as described in this Act. If not, then the provisions of the Act should not apply to VMT Meter Modules. Per Sec. 24302(a) of the Act, “Any data retained by an event data recorder (as defined in section 563.5 of title 49, Code of Federal Regulations) . . . is the property of the vehicle owner or lessee . . . ”. Section 563.5 provides the following definition: “Event data recorder (EDR) means a device or function in a vehicle that records the vehicle&#39;s dynamic time-series data during the time period just prior to a crash event (e.g., vehicle speed vs. time) or during a crash event (e.g., delta-V vs. time), intended for retrieval after the crash event. For the purposes of this definition, the event data do not include audio and video data.” 
     Arguably, the phrase “vehicle&#39;s dynamic time-series data during the time period just prior to a crash event” could include the collection of VMT roadway classes and waypoints. Therefore, the law in one implementation(s) is amended to allow for VMT Meter Module assessment as described herein (in order to make usage fee reporting compulsory), or, to ensure compliance with the current law, a vehicle owner&#39;s consent would need to be obtained in order to participate in the self-reporting usage fee collection program. 
     In either event, it is clear that public policy is focused on ensuring the privacy of individuals absent a specific consent to share personal information. Therefore, the goal of this system is to obtain VMT information such that the individual&#39;s privacy is protected to the maximum extent possible AND that such information is transmitted securely so that bad actors (anyone attempting to gain inappropriate access) will not be able to obtain access to the information and, if the security measures be circumvented, then the personal information is limited to the point of being relatively useless to a hacker. 
     The steps taken to accomplish that goal include the following:
         1. Limit the information collected by the HEV VMT Meter Module to roadway classifications and waypoint classifications. By collecting mileage driven by broad categories (e.g., highways, side roads, parking lots, etc.) without specifying the exact location of the highways, etc. traveled, the privacy of the HEV driver should be maximized. The categories should correspond to the usage brackets put in place by the taxing authorities. For example, if the state of Texas implemented a single usage fee rate of $0.03 per mile for every mile driven within the state, whether highway, side road or bridge, then the simple reporting of “Taxable Texas Mileage” would be sufficient for purposes of the VMT usage fee calculation, but in other states a more detailed delineation of mileage may be required . . . so the VMT Meter Module would need to accommodate the more detailed classification requirements. Note, while the VMT Meter Module would in one implementation(s) collect only mileage values, the report to be provided during TL1 charging sessions (as described below) would require the provision of information from other HEV ECUs in order to provide a complete report (namely, the VIN and VOPEUSP account information—stored elsewhere—along with any required TL3 payment information, and any required username, password or other credentials, as may be necessary).
           A variance to the above may arise in situations where an HEV travels through a private subdivision, and said subdivision has petitioned to collect usage fees from vehicles that utilize those private roadways. For example, the homeowners of the Parkview Subdivision in University City, Mo. (http://www.parkviewneighborhood.org/information) have made their neighborhood indentures available for the public to view. With respect to the subdivision streets, the neighborhood website states the following:   “As a private subdivision, Parkview maintains its own streets, sidewalks and gates. At least once each year streets are chained for a 24-hour period. This is to maintain the status of a private street. The schedule for these closings is published in the newsletter and a reminder is sent via email.”   While the streets to the subdivision are clearly inaccessible for a single day during each year, it appears as though the streets are available the other 364 days (+1 for leap year) during the year for non-residents to travel.   It is understood that, as a feature of the VMT Use Fee Collection System, the residents of the Parkview subdivision can file a petition with the state to request a usage fee from vehicles that have traveled over their streets (potentially excluding residents) to aid in the ongoing repair and maintenance of said streets.   Assuming that such petitions are granted, the VMT Meter Module can necessarily be required to collect specific mileage driven over such specific private roadways, and that information would need to be shared with the AT2P3 S for settlement purposes.   So, while the privacy of the individual HEV owner/lessee would be maintained to the greatest extent possible, it may be that legislation or regulation views the property rights of the owners of private roadways in higher regard as compared to the HEV owners&#39; privacy rights in such a case.   
           2. Limit the transmission of VMT data in one implementation(s) from the HEV to only Trust Level 1 Smart (Plug-in) Hybrid-electric Vehicle Charging Systems (TL1 SHEVCSs). TL1 SHEVCSs are designated as such by the HEV Owner, but are to be described as SHEVCs (a) within the control of the HEV Owner (as in the case of a residential homeowner) or (b) within the control of an individual or entity trusted by the HEV Owner to maintain the highest level of security and oversight over the SHEVC. This can include an SHEVC owned by a friend or relative, or an SHEVC maintained by the HEV Owner&#39;s employer, one located at a police station, postal office or a certified HEV maintenance and repair facility, for example.
           The preference for limiting the transmission of HEV VMT reports by means of the TL1 SHEVC is to minimize the potential that the information may be intercepted by a bad actor. That said, the format of the VMT report itself would be intended to reduce exposure to a breach of privacy.   
           3. Limit the information presented by the HEV VMT Meter Module in one implementation(s) to a file containing only the summary information required in order to produce an accurate billing/settlement of usage fee (or sales tax credit). As disclosed herein, in an implementation, the information that can be collected and transmitted by the HEV VMT Meter Module would include the following:
           Trust Level 1 Charging Session
               VIN   Identity of HEV Owner&#39;s or Lessee&#39;s VOPEUSP   VMT by roadway classification and (generically) by special waypoint classification (e.g. bridges, dams, etc.), in tranches determined on the basis of the taxing jurisdictions where the VMT occurred.   The current Odometer reading   Electronic receipts for sales tax paid during TL3 charging sessions.   
               Trust Level 2 Charging Session
               VIN   Identify of HEV Owner&#39;s or Lessee&#39;s VOPEUSP (for purposes of deferred charge)   VOPEUSP Account Number   
               Trust Level 3 Charging Session
               VIN (for purposes of corroborating sales tax credit)   Payment method (credit card, electronic transaction, prepaid debit, etc.).   
               
           4. Ensure that the format of the report is structured so as to best protect the information from being manipulated via an in transit interception. The VMT Meter Module should generate a report that best protects the integrity of the data from alteration, and which serves to promote a secure transference of data in a manner that minimizes the potential for infiltration of malware into the broader VMT usage fee collection system. In short, the design of the report should be “read only”, but the report should also be capable of being parsed in order to analyze the information contained therein.   5. Design the VMT Meter Module such that in one implementation(s) it only collects information from vehicle ECUs, (i.e., the Navigation System and other modules that contain the VIN, etc.), and in one implementation(s) only transmits innocuous text files. The importance of protecting the VMT Meter Module from extraneous sources of electronic transmissions is paramount, as vehicle hacking will undoubtedly be attempted in an effort to circumvent compliance with fee remittance obligations. In addition, it can be important to guard against constructing the VMT Meter Module in a fashion that it can become an entry point for a hacker.       

     Vehicle hacking is an important concern for vehicles (especially ones that include electronic components), and the HEV will be no exception. Instances of vehicle hacking have been documented in recent years, certain of which have revealed important and even potentially fatal flaws associated with the electronic systems within modern vehicles. 
     Example 6 
     [reserved] 
     Implementations: 
     A non-limiting list of implementations of the present invention follows: 
     1. An automated system for assessing roadway and waypoint usage fees to an electric vehicle user (e.g. owner or operator) for distance traveled over one or more publicly funded thoroughfare comprising:
 
an electric vehicle user interface configured to select a high trust level of an electric vehicle charging session;
 
at least one electric vehicle electronic control unit configured to store accessible information comprising odometer data; vehicle identification number; vehicle user primary electric utility service provider identification; vehicle user primary electric utility service provider account number; high trust level engagement credentials;
 
a mapping software capable of distinguishing roadway classes consisting of interstate highways; state highways; intermodal connectors; rural and urban routes, loops and spurs; minor arterials; collector streets; county roads; city streets; forest service roads; park roads; Indian reservation roads; one or more roadway or roadway portion designated as special purpose by a government authority; other publicly funded roads and private roads from off-road pathways;
 
a navigation system configured to generate tracks from trackpoints and waypoints specific to more than one predetermined geographic territory each such territory representing a fee collecting jurisdiction;
 
a datalogger consisting of a receiver, a report writer, a transmitter and memory configured to temporarily accumulate and store track distances based on roadway class and waypoint distances specific to one or more predetermined fee collecting jurisdiction traveled by an electric vehicle, along with receipts relating to prepaid tax, the memory configured to be cleared upon the occurrence of an event;
 
a datalogger receiver configured to collect track and waypoint information from a navigation system and vehicle and user data from electronic control unit sources within the electric vehicle;
 
a datalogger report writer configured to create an encrypted file from collected datalogger receiver information for transmission consisting of the electric vehicle track distances based on roadway class and waypoint distances specific to one or more predetermined fee collecting jurisdiction, the electric vehicle identification number, the current odometer reading, the identity of the primary electric utility service provider to the electric vehicle user and the primary electric utility service provider account number of the electric vehicle user;
 
a datalogger transmitter configured to transmit the encrypted file over the embedded electric vehicle communication bus to an embedded vehicle communications gateway;
 
the embedded vehicle communications gateway configured to transmit the encrypted file to an authorized remotely located receiver node in a local area network;
 
an authorized receiver node in a local area network remotely located from the electric vehicle configured to receive the encrypted file;
 
a communicating electric utility meter local area network node configured to receive the encrypted file directly from the electric vehicle or indirectly from one or more alternate local area network nodes;
 
electric vehicle charging equipment in communication with the communicating electric utility meter;
 
a primary electric utility service provider providing electricity to electric vehicle charging equipment utilized by the electric vehicle user, the primary electric utility service provider further collecting the encrypted file in a vehicle identification number specific folder in a primary electric utility service provider file collection database;
 
an electric utility communication network configured to transmit encrypted information including the encrypted file from the electric utility meter local area network node to the primary electric utility service provider file collection database;
 
a means wherein the primary electric utility service provider receives documentary evidence of sales tax paid by the electric vehicle user on prepaid electricity purchased for the electric vehicle during the period, the evidence to be collected by the electric utility file collection database pursuant to the associated vehicle identification number;
 
a processor with software configured to determine a usage fee by applying a determinant promulgated by one or more government authority to track distances based on roadway class and waypoint distances reported in one or more the encrypted file and configured to calculate the usage fee obligation of an electric vehicle user owed to one or more fee collecting jurisdictional authority for the period including at least one high trust level authorized charging session of the electric vehicle during a primary electric utility service provider billing cycle;
 
a billing generated by the primary electric utility service provider to the electric vehicle user configured for the collection of payment for electricity purchases and for track distances based on roadway class and waypoint distances usage fees processed during the period, the billing to provide credit for the documented sales tax paid during the period and credit for any government incentive or utility incentive; and
 
a net settlement payment or payments by the primary electric utility service provider to one or more fee collecting jurisdictional authority for track distances based on roadway class and waypoint distances usage fees collected from one or more the electric vehicle user during the billing cycle.
 
2. The system of implementation 1, wherein one or more of the fee collecting jurisdictional authority determine the usage fee to be a tax.
 
3. The system of implementation 1, wherein the electric vehicle is a hybrid-electric vehicle.
 
4. The system of implementation 1, wherein the vehicle user is a vehicle lessee.
 
5. The system of implementation 1, wherein the usage fee is collected for track distance and waypoint distance traveled over a designated privately funded thoroughfare.
 
6. The system of implementation 5, wherein one or more custodian of a privately funded thoroughfare collects the usage fee for maintenance of the privately funded thoroughfare.
 
7. The system of implementation 1, wherein the thoroughfare includes bridges, dams and tunnels.
 
8. The system of implementation 7, wherein a bridge, dam or tunnel is a waypoint.
 
9. The system of implementation 1, wherein an event causing the clearing of the datalogger memory is a file transmission trigged by an authorized high trust level charging session.
 
10. The system of implementation 1, wherein the means of receiving vehicle information is a transceiver.
 
11. The system of implementation 1, wherein the means of transmitting the encrypted file is a wireless transceiver.
 
12. The system of implementation 1, wherein the local area network is a personal area network or home area network.
 
13. The system of implementation 1, wherein the electric vehicle charging equipment includes an embedded local area network node.
 
14. The system of implementation 1, wherein the electric vehicle user causes the electric vehicle to store in long-term erasable memory the trust level selection for specific electric vehicle charging equipment by means of the electric vehicle user interface.
 
15. An automated system for assessing roadway and waypoint usage fees to an electric vehicle user for distance traveled over one or more publicly funded thoroughfare comprising: an electric vehicle user interface configured to select a high trust level of an electric vehicle charging session;
 
at least one electric vehicle electronic control unit configured to store accessible information comprising odometer data; vehicle identification number; vehicle user primary electric utility service provider identification; vehicle user primary electric utility service provider account number; high trust level engagement credentials;
 
a mapping software capable of distinguishing roadway classes consisting of interstate highways; state highways; intermodal connectors; rural and urban routes, loops and spurs; minor arterials; collector streets; county roads; city streets; forest service roads; park roads; Indian reservation roads; one or more roadway or roadway portion designated as special purpose by a government authority; other publicly funded roads and private roads from off-road pathways;
 
a navigation system configured to generate tracks from trackpoints and waypoints specific to more than one predetermined geographic territory each such territory representing a fee collecting jurisdiction;
 
a datalogger consisting of a receiver, a report writer, a transmitter and memory configured to temporarily accumulate and store track distances based on roadway class and waypoint distances specific to one or more predetermined fee collecting jurisdiction traveled by an electric vehicle, the memory configured to be cleared upon the occurrence of an event;
 
a datalogger receiver configured to collect track and waypoint information from a navigation system and vehicle and user data from electronic control unit sources within the electric vehicle;
 
a datalogger report writer configured to create an encrypted file from collected datalogger receiver information for transmission consisting of the electric vehicle track distances based on roadway class and waypoint distances specific to one or more predetermined fee collecting jurisdiction, the electric vehicle identification number, the current odometer reading, the identity of the primary electric utility service provider to the electric vehicle user and the primary electric utility service provider account number of the electric vehicle user;
 
a datalogger transmitter configured to transmit the encrypted file over the embedded electric vehicle communication bus to an embedded vehicle communications gateway;
 
the embedded vehicle communications gateway configured to transmit the encrypted file to an authorized remotely located receiver node in a local area network;
 
an authorized receiver node in a local area network remotely located from the electric vehicle configured to receive the encrypted file;
 
a communicating electric utility meter local area network node configured to receive the encrypted file directly from the electric vehicle or indirectly from one or more alternate local area network nodes;
 
electric vehicle charging equipment in communication with the communicating electric utility meter;
 
a primary electric utility service provider providing electricity to electric vehicle charging equipment utilized by the electric vehicle user, the primary electric utility service provider further collecting the encrypted file in a vehicle identification number specific folder in a primary electric utility service provider file collection database;
 
an electric utility communication network configured to transmit encrypted information including the encrypted file from the electric utility meter local area network node to the primary electric utility service provider file collection database;
 
a means wherein the primary electric utility service provider receives documentary evidence of sales tax paid by the electric vehicle user on prepaid electricity purchased for the electric vehicle during the period, the evidence to be collected by the electric utility file collection database pursuant to the associated vehicle identification number;
 
an authorized third party processor configured to receive the encrypted files from the electric utility file collection database for processing with software for applying a fee determinant promulgated by one or more fee collecting jurisdictional authority to track distances based on roadway class and waypoint distances reported in one or more the encrypted file and configured to calculate the usage fee obligation of an electric vehicle user owed to one or more fee collecting jurisdictional authority for a period including at least one high trust level authorized charging session of the electric vehicle during a primary electric utility service provider billing cycle, storing the files and calculation records for each vehicle identification number in the electric utility file collection database, performing settlement analyses, reconciling settlement analyses with one or more unrelated authorized third party processor engaged by one or more electric utility for track distances and waypoint distances traveled by one or more electric vehicle in one or more fee collecting jurisdiction outside of the utility service territory of one or more the electric vehicle user, directly performing settlement analyses with one or more electric utility, providing settlement statements to an electric utility for amounts owed to or to be received from one or more unrelated electric utility, and providing billing calculations to an electric utility for amounts owed by each the electric vehicle user to be included on the electric utility service provider billing statement for the upcoming billing cycle;
 
a billing generated by the primary electric utility service provider to the electric vehicle user configured for the collection of payment for electricity purchases and for track distances based on roadway class and waypoint distances usage fees processed during the period, the billing to provide credit for the documented sales tax paid during the period and credit for any government incentive or utility incentive; and
 
a net settlement payment or payments including payment by a primary electric utility service provider to one or more fee collecting jurisdictional authority for track distances based on roadway class and waypoint distances usage fees collected from one or more the electric vehicle user during the billing cycle, or a net settlement payment by the primary electric utility service provider to the authorized third party processor for payment to one or more fee collecting jurisdictional authority for track distances based on roadway class and waypoint distances usage fees collected from one or more the electric vehicle user during the billing cycle and for settlement with none, one or a plurality of unrelated electric utility service providers or their authorized third party processor.
 
16. The system of implementation 15, wherein one or more of the fee collecting jurisdictional authority determine the usage fee to be a tax.
 
17. The system of implementation 15, wherein the electric vehicle is a hybrid-electric vehicle.
 
18. The system of implementation 15, wherein the vehicle user is a vehicle lessee.
 
19. The system of implementation 15, wherein the usage fee is collected for track distance and waypoint distance traveled over a designated privately funded thoroughfare.
 
20. The system of implementation 19, wherein one or more custodian of a privately funded thoroughfare collects the usage fee for maintenance of the privately funded thoroughfare.
 
21. The system of implementation 15, wherein the thoroughfare includes bridges, dams and tunnels.
 
22. The system of implementation 21, wherein a bridge, dam or tunnel is a waypoint.
 
23. The system of implementation 15, wherein an event causing the clearing of the datalogger memory is a file transmission trigged by an authorized high trust level charging session.
 
24. The system of implementation 15, wherein the means of receiving vehicle information is a transceiver.
 
25. The system of implementation 15, wherein the means of transmitting the encrypted file is a wireless transceiver.
 
26. The system of implementation 15, wherein the local area network is a personal area network or home area network.
 
27. The system of implementation 15, wherein the electric vehicle charging equipment includes an embedded local area network node.
 
28. The system of implementation 15, wherein the electric vehicle user causes the electric vehicle to store in long-term erasable memory the trust level selection for specific electric vehicle charging equipment by means of the electric vehicle user interface.
 
29. A system for temporarily deferring electric vehicle charging session payment comprising: an electric vehicle user interface configured to select a medium trust level of an electric vehicle charging session;
 
at least one electric vehicle electronic control unit configured to store accessible information comprising odometer data; vehicle identification number; vehicle user primary electric utility service provider identification; vehicle user primary electric utility service provider account number; high trust level engagement credentials;
 
a datalogger receiver configured to collect information from electronic control unit sources within the electric vehicle;
 
a datalogger report writer configured to create an encrypted file from collected datalogger receiver information for transmission consisting of the electric vehicle identification number, the current odometer reading, the identity of the primary electric utility service provider to the electric vehicle user and the primary electric utility service provider account number of the electric vehicle user;
 
a datalogger transmitter configured to transmit the encrypted file consisting of the electric vehicle identification number, the electric vehicle user primary electric utility service provider identification and the electric vehicle user primary electric utility service provider account number over an electric vehicle communication bus to an embedded vehicle communications gateway;
 
the embedded vehicle communications gateway configured to transmit the encrypted file to an authorized remotely located receiver;
 
an authorized receiver node in a local area network remotely located from the electric vehicle configured to receive the encrypted file;
 
a communicating electric utility meter local area network node configured to receive the encrypted file directly from the electric vehicle or indirectly from one or more alternate local area network nodes;
 
electric vehicle charging equipment in communication with the communicating electric utility meter;
 
a primary electric utility service provider providing electricity to electric vehicle charging equipment utilized by the electric vehicle user, the primary electric utility service provider further collecting the encrypted file in a vehicle identification number specific folder in a primary electric utility service provider file collection database;
 
an electric utility communication network configured to transmit encrypted information including the encrypted file from the electric utility meter local area network node to the primary electric utility service provider file collection database;
 
a communicating electric utility meter local area network node configured to generate an encrypted file containing electricity purchase information to the electric vehicle directly or indirectly from one or more alternate local area network nodes;
 
a datalogger receiver configured to collect electricity purchase information from the remotely located communicating electric utility meter local area network node or through an authorized transmitter as conveyed through the embedded electric vehicle communications gateway to the datalogger;
 
datalogger memory configured to temporarily store electricity purchase information, the memory configured to be cleared upon the occurrence of an event;
 
an electric utility communication network configured to transmit the electric vehicle charging session encrypted electricity purchase information file from the communicating electric utility meter to the electric vehicle charging equipment primary electric utility service provider, the primary electric utility service provider further collecting the electric vehicle charging session information in a vehicle identification number specific folder in a primary electric utility service provider file collection database;
 
a medium trust level electric vehicle charging session transaction reconciliation between one or more primary electric utility service provider by the primary electric utility service provider to the electric vehicle user comparing the electric vehicle charging equipment meter values to the electric vehicle identification number datalogger stored values upon the occurrence of a high trust level charging session;
 
a billing generated by the primary electric utility service provider to the electric vehicle user configured for the collection of payment for electricity purchases including any reconciled deferred medium trust level charging session; and
 
a net settlement payment by the electric vehicle user primary electric utility service provider to an unrelated primary electric service provider of the electric vehicle charging equipment.
 
30. The system of implementation 29, wherein settlement payments are made or received by or between an authorized third-party processor.
 
31. The system of implementation 29, wherein the vehicle user is a vehicle lessee.
 
32 The system of implementation 29, wherein the electric vehicle is a hybrid-electric vehicle.
 
33. The system of implementation 29, wherein the electric vehicle communicates with the communicating electric meter by wireless means.
 
34. The system of implementation 29, wherein an event causing the clearing of the datalogger memory is a file transmission trigged by an authorized high trust level charging session.
 
35. An automated system for payment and reporting of sales tax on electricity purchased to charge an electric vehicle comprising:
 
an electric vehicle user interface configured to select a low trust level of an electric vehicle charging session;
 
at least one electric vehicle electronic control unit configured to store accessible information comprising odometer data; vehicle identification number; vehicle user primary electric utility service provider identification; vehicle user primary electric utility service provider account number; high trust level engagement credentials; vehicle user credit, debit or prepayment account credentials;
 
a datalogger receiver configured to collect information from electronic control unit sources within the electric vehicle;
 
a datalogger report writer configured to create an encrypted file from collected datalogger receiver information for transmission consisting of at least the electric vehicle payment credentials and the electric vehicle identification number;
 
a datalogger transmitter configured to transmit the encrypted file over an electric vehicle communication bus to an embedded vehicle communications gateway;
 
the embedded vehicle communications gateway configured to transmit the encrypted file to an authorized remotely located receiver;
 
an authorized receiver node in a local area network remotely located from the electric vehicle configured to receive the encrypted file;
 
a communicating electric utility meter local area network node configured to receive the encrypted file directly from the electric vehicle or indirectly from one or more alternate local area network nodes;
 
electric vehicle charging equipment in communication with the communicating electric utility meter;
 
electric vehicle charging equipment in communication with or including a communicating electric utility meter configured to determine the transaction cost of the low trust electric vehicle charging session and further configured to transmit electric vehicle charging session metered transaction cost, comprised of an electricity amount and a sales tax paid, to the electric vehicle datalogger and to the primary electric utility service provider of the electric vehicle charging equipment along with an encrypted file comprised of the electric vehicle identification number and the payment credentials;
 
an electric utility communication network configured to transmit the electric vehicle charging session metered electricity amount and sales tax amount from the electric vehicle charging equipment communicating electric meter to the primary electric utility service provider, the primary electric utility service provider further collecting the electric vehicle charging session transaction costs and the electric vehicle charging session encrypted file in a vehicle identification number specific folder in a primary electric utility service provider file collection database;
 
a datalogger receiver configured to collect electricity purchase and sales tax paid information directly from the remotely located communicating electric utility meter or indirectly through an authorized transmitter as conveyed through the electric vehicle communications gateway to the datalogger;
 
datalogger memory configured to temporarily store electricity purchase and sales tax paid information, the memory configured to be cleared upon the occurrence of a high trust level electric vehicle charging session;
 
a low trust level electric vehicle charging session transaction reconciliation between one or more primary electric utility service provider by the primary electric utility service provider to the electric vehicle user comparing the electric vehicle charging equipment meter value transaction costs to the electric vehicle identification number datalogger stored values upon the occurrence of an event;
 
a billing generated by the primary electric utility service provider to the electric vehicle user configured for identifying the prepaid sales tax as a credit against the collection of track distances based on roadway class and waypoint distances usage fees to be assessed during the period ending with the most recent authorized high trust charging session of the electric vehicle user within the primary electric utility service provider billing cycle; and
 
a net settlement payment by or to the primary electric utility service provider of the electric vehicle charging equipment to or from the electric vehicle user primary electric utility service provider to include credit for sales tax collected.
 
36. The system of implementation 35, wherein settlement payments are made or received by or between an authorized third-party processor.
 
37. The system of implementation 35, wherein the vehicle user is a vehicle lessee.
 
38. The system of implementation 35, wherein the electric vehicle is a hybrid-electric vehicle.
 
39. The system of implementation 35, wherein the electric vehicle communicates with the communicating electric meter by wireless means.
 
40. The system of implementation 35, wherein an event causing the clearing of the datalogger memory is a file transmission trigged by an authorized high trust level charging session.
 
41. A system to audit roadway and waypoint mileage reported to one or more primary electric utility service provider, comprised of:
 
a government authorized safety inspection facility configured to perform periodic inspections;
 
a vehicle on-board diagnostic port accessible by the safety inspection facility configured to probe electric vehicle electronic control units and configured to collect odometer data;
 
a secure internet connection to the primary electric utility service provider of the electric vehicle user configured to issue an authorized request for cumulative mileage reported for roadway and waypoint classes traveled by the vehicle identification number;
 
a certification issued by the government authorized safety inspection facility to the vehicle user and to one or more government authority confirming that the cumulative mileage reported for roadway and waypoint classes traveled by the vehicle identification number to the primary electric utility service provider of the electric vehicle user reconciles to the odometer value; and
 
a notification issued by the government authorized safety inspection facility to the vehicle user and to one or more government authority identifying that the cumulative mileage reported for roadway and waypoint classes traveled by the vehicle identification number to the primary electric utility service provider of the electric vehicle user does not reconcile to the odometer value.
 
42. The system of implementation 41, wherein the vehicle user is a vehicle lessee.
 
43. The system of implementation 41, wherein the electric vehicle is a hybrid-electric vehicle.
 
44. A system to request an electric vehicle energy discharge, comprised of:
 
a communicating electric utility meter configured to determine the transaction cost, the communicating electric utility meter acting as an electric utility service provider medium to request an energy discharge from a connected electric vehicle;
 
a graphic user interface configured to select predetermined preferences of the electric vehicle user in response to discharge requests based upon the level of trust of the respective electric vehicle charging equipment;
 
the communicating electric utility meter further transmitting electric vehicle discharge session metered transaction value, comprised of an electricity amount and a tax credit, to the electric vehicle datalogger and to the primary electric utility service provider of the electric vehicle charging equipment along with an encrypted file comprised of the electric vehicle identification number and metered discharge values;
 
an electric vehicle discharge session transaction reconciliation between one or more primary electric utility service provider by the primary electric utility service provider to the electric vehicle user comparing the electric vehicle charging equipment meter value transaction costs to the electric vehicle identification number datalogger stored values upon the occurrence of a high trust level charging session;
 
a billing generated by the primary electric utility service provider to the electric vehicle user identifying the discharge tax credit against the collection of track distances based on roadway class and waypoint distances usage fees to be assessed during the period ending with the most recent authorized high trust charging session of the electric vehicle user within the primary electric utility service provider billing cycle; and
 
a net settlement payment by or to the primary electric utility service provider of the electric vehicle charging equipment to or from the electric vehicle user primary electric utility service provider to include credit for discharge values.
 
45. The system of implementation 44, wherein settlement payments are made or received by or between an authorized third-party processor.
 
46. The system of implementation 44, wherein the vehicle user is a vehicle lessee.
 
47. The system of implementation 44, wherein the electric vehicle is a hybrid-electric vehicle.
 
48. The system of implementation 44, wherein the source of the request for payment for discharge is not an electric utility service provider.
 
49. A system for assessing electric vehicle usage fees comprising:
 
an electric vehicle comprising an electric vehicle user interface;
 
an electronic control unit configured to store accessible vehicle and/or vehicle user information and/or credentials;
 
mapping software configured to distinguish roadway classes;
 
a navigation system configured to generate tracks from trackpoints and waypoints;
 
a datalogger comprising a receiver, a report writer, a transmitter, and a memory configured to accumulate and store track distances and waypoint distances traveled based on roadway class;
 
wherein the datalogger report writer is configured to collect and compile data for vehicle electronic control unit information and for vehicle distances and waypoints traveled based on roadway classes from navigation system and mapping software information;
 
wherein the datalogger transmitter is configured to transmit the data over an electric vehicle communication bus to a vehicle communications gateway,
 
wherein the vehicle communications gateway is configured to transmit the data to an authorized remotely located receiver node,
 
wherein the authorized receiver node is configured to receive the file;
 
a local area network comprising a plurality of communicating nodes;
 
wherein the electric vehicle is a communicating node,
 
wherein an electric utility meter is a communicating node, and
 
wherein the authorized remotely located receiver node is a communicating node and is configured to communicate with a vehicle user designated electric utility service provider,
 
wherein the communicating electric utility node is configured to receive the data directly from the electric vehicle and/or indirectly from one or more alternate local area network nodes, and
 
wherein the data is transmitted to the vehicle user designated electric utility service provider database;
 
a processor configured to receive the data from the vehicle database and calculate a usage fee, based on roadway class, tracks and waypoints traveled, owed to one or more fee collecting jurisdictional authority.
 
50. The system of Implementation 49, further comprising:
 
an electric utility service provider billing system configured to assess roadway and waypoint usage fees from at least one vehicle user,
 
a further processor configured to receive roadway and waypoint usage fee information from a plurality of electric utility service providers for settlement between the plurality of electric utility service providers and for preparation of usage fee remittance advice to one or more jurisdictional authority;
 
51. A system for deferring electric vehicle charging session payment comprising: an electric vehicle comprising an electric vehicle user interface;
 
an electronic control unit configured to store accessible vehicle and/or vehicle user information and/or credentials;
 
a datalogger receiver configured to collect information from the electronic control unit sources;
 
a datalogger report writer configured to compile electronic control unit information and to create an encrypted file from the collected datalogger receiver information comprising at least the electric vehicle identification number and the identity of the vehicle user designated electric utility service provider;
 
a datalogger transmitter configured to transmit the compiled electronic control unit information encrypted file over an electric vehicle communication bus to an vehicle communications gateway,
 
wherein the vehicle communications gateway is configured to transmit the compiled electronic control unit encrypted file to an authorized remotely located receiver,
 
wherein the authorized receiver is configured to receive the compiled electronic control unit encrypted file;
 
a local area network comprised of a plurality of communicating nodes;
         wherein an electric vehicle is a communicating node within the local area network,   wherein an electric utility meter is a communicating node within the local area network,   wherein a node is configured to communicate with an electric utility service provider,
 
a communicating electric utility local area network node configured to receive the compiled electronic control unit information encrypted file directly from the electric vehicle and/or indirectly from one or more alternate local area network nodes;
 
wherein the communicating electric utility meter local area network node is further configured to generate a file containing electricity purchase information;
 
electric vehicle charging equipment in communication with the communicating electric utility meter,
 
wherein electricity to the electric vehicle charging equipment is provided by an electric utility service provider, and
 
wherein the compiled electronic control unit information encrypted file is collected by the electric utility service provider;
 
an electric utility communication network configured to transmit information including the compiled electronic control unit information encrypted file;
 
wherein the communicating electric utility meter local area network node is further configured to generate an additional file containing electricity purchase information;
 
wherein the datalogger receiver is further configured to collect the electricity purchase information,
 
an electric utility communication network configured to transmit electric vehicle charging session electricity purchase information file from the communicating electric utility meter to the electric vehicle charging equipment electric utility service provider vehicle database,
 
wherein the electric utility service provider generates a billing to the electric vehicle user designated electric utility service provider for the collection of payment for electricity purchases wherein the electric vehicle user designated electric utility service provider produces a settlement billing to the electric vehicle user.
 
52. The system of Implementation 51, wherein electric vehicle user settlement payments are made or received by or between an authorized third-party processor.
 
53. The system of Implementation 51, wherein the vehicle user is a vehicle lessee.
 
54. The system of Implementation 51, wherein the electric vehicle is a hybrid-electric vehicle.
 
55. The system of Implementation 51, wherein the electric vehicle is configured to communicate with the communicating electric meter by wireless means.
 
56. The system of Implementation 51, wherein the datalogger memory is cleared by an event and wherein the event is a file transmission trigged by an authorized high trust level charging session or wherein the event is an end of life decommissioning of the vehicle.
 
57. A system for sales tax payment and reporting of electricity purchased to charge an electric vehicle comprising:
 
an electric vehicle comprising an electric vehicle user interface;
 
an electronic control unit configured to store accessible vehicle and/or vehicle user information and/or credentials;
 
a datalogger comprising a receiver, a report writer, a transmitter, and a memory configured to store electricity purchase and sales tax paid information, optionally wherein the memory is further configured to be cleared;
 
wherein the datalogger receiver is configured to collect information from the electronic control unit sources;
 
wherein the datalogger report writer is configured to create an encrypted file from collected datalogger receiver information comprising at least the electric vehicle payment credentials and the electric vehicle identification number;
 
wherein the datalogger transmitter is configured to transmit the encrypted file over an electric vehicle communication bus to a vehicle communications gateway,
 
wherein the vehicle communications gateway is configured to transmit the encrypted file to an authorized remotely located receiver,
 
wherein the authorized receiver is configured to receive the encrypted file;
 
a communicating electric utility local area network node configured to receive the encrypted file directly from the electric vehicle and/or indirectly from one or more alternate local area network nodes;
 
wherein a communicating electric utility meter is a node in the local area network electric vehicle charging equipment in communication with, or including, the communicating electric utility meter, configured to determine and transmit the transaction cost of an electric vehicle charging session to the electric vehicle datalogger and to the electric utility service provider of the electric vehicle charging equipment and further to transmit the electric vehicle identification number and the payment credentials;
 
wherein the transaction cost comprises an electricity amount and/or sales tax paid; an electric utility communication network inclusive of the communicating electric utility local area network configured to transmit the electric vehicle charging session transaction costs information and the electric vehicle charging session encrypted file to a vehicle database of the electric utility service provider;
 
wherein the datalogger receiver is further configured to collect the electricity purchase and sales tax paid information directly from the communicating electric utility meter or indirectly through an authorized transmitter as conveyed through the electric vehicle communications gateway to the datalogger;
 
wherein the electric utility service provider receiving electric vehicle charging session transaction cost information and the electric vehicle charging session encrypted file engages in a sales tax settlement process with the vehicle user designated electric utility service provider;
 
wherein the vehicle user designated electric utility service provider generates a billing to the electric vehicle user for identifying the prepaid sales tax as a credit against the collection of track distances based on roadway class and waypoint distances usage fee.
 
58. The system of Implementation 57, wherein settlement payments are made or received by or between an authorized third-party processor.
 
59. The system of Implementation 57, wherein the user is a vehicle lessee.
 
60. The system of Implementation 57, wherein the electric vehicle is a hybrid-electric vehicle.
 
61. The system of Implementation 57, wherein the electric vehicle communicates with the communicating electric utility meter by wireless means.
 
62. The system of Implementation 28, wherein the datalogger memory is cleared by an event and wherein the event is a file transmission trigged by an authorized high trust level charging session or wherein the event is an end of life decommissioning of the vehicle.
 
63. A system to audit roadway and waypoint mileage reported to one or more electric utility service provider, comprising:
 
an electric vehicle and user;
 
a government authorized safety inspection facility;
 
a vehicle on-board diagnostic port accessible by the safety inspection facility,
 
wherein the diagnostic port is configured to probe electric vehicle electronic control units and collect odometer data;
 
a secure internet connection between the safety inspection facility and an electric utility service provider of the electric vehicle user,
 
wherein the connection is configured to issue an authorized request for cumulative mileage reported for roadway and waypoint classes traveled by the vehicle identification number;
 
optionally wherein a certification is issued by the government authorized safety inspection facility to the vehicle user and to one or more government authority confirming that the cumulative mileage reported for roadway and waypoint classes traveled by the vehicle identification number to the primary electric utility service provider of the electric vehicle user reconciles to the odometer value;
 
optionally wherein a notification is issued by the government authorized safety inspection facility to the vehicle user and to one or more government authority identifying that the cumulative mileage reported for roadway and waypoint classes traveled by the vehicle identification number to the primary electric utility service provider of the electric vehicle user does not reconcile to the odometer value.
 
64. The system of Implementation 63, wherein the user is a vehicle lessee.
 
65. The system of Implementation 63, wherein the electric vehicle is a hybrid-electric vehicle.
 
66. A system to process a third-party request for an electric vehicle energy discharge, comprising:
 
a local area network comprised of a plurality of communicating nodes;
 
wherein an electric vehicle is a communicating node within the local area network,
 
wherein an electric utility meter is a communicating node within the local area network,
 
wherein a node is configured to communicate with a vehicle user designated electric utility service provider,
 
wherein the communicating electric utility meter is configured to determine a transaction cost;
 
wherein at least one communicating node of the local area network acts as an electric utility service provider medium to request an energy discharge from a connected electric vehicle;
 
a user interface configured to select predetermined preferences of the electric vehicle user in response to discharge requests based upon the level of trust of the respective electric vehicle charging equipment;
 
wherein the communicating electric utility node further transmits electric vehicle discharge session metered transaction value, comprising an electricity amount and a tax credit, to an electric vehicle datalogger and to the electric utility service provider, along with a file comprising the electric vehicle identification number and metered discharge values;
 
an electric vehicle discharge session transaction reconciliation between one or more electric utility service provider and the vehicle user designated electric utility service provider;
 
wherein the vehicle user designated electric utility service provider delivers notice to the electric vehicle user comparing the electric vehicle charging equipment meter value transaction costs to the electric vehicle identification number datalogger stored values upon the occurrence of a high trust level charging session;
 
wherein the vehicle user designated electric utility service provider generates a billing to the electric vehicle user identifying the discharge tax credit against the collection of track distances based on roadway class and waypoint distances usage fees to be assessed during the period ending with the most recent authorized high trust charging session of the electric vehicle user within the vehicle user designated electric utility service provider billing cycle.
 
67. The system of Implementation 66, wherein the file is an encrypted file.
 
68. The system of Implementation 66, wherein settlement payments are made or received by or between an authorized third-party processor.
 
69. The system of Implementation 66, wherein the electric vehicle is a leased vehicle.
 
70. The system of Implementation 66, wherein the electric vehicle is a hybrid-electric vehicle.
 
71. The system of Implementation 66, wherein the request for payment for discharge is by an electric utility service provider.
 
72. A system for assessing electric vehicle usage fees comprising:
 
an electric vehicle comprising an electric vehicle user interface;
 
at least one electronic control unit configured to store accessible vehicle and/or vehicle user information and/or credentials;
 
mapping software configured to distinguish roadway classes;
 
a navigation system configured to generate tracks attributable to distances traveled over and from trackpoints and distances traveled over waypoints distinguished by roadway class;
 
a datalogger comprising a receiver, a memory, a report writer and a transmitter;
 
wherein the datalogger receiver is configured to accept vehicle identification information and user payment credentials from one or more electronic control units and vehicle distances and waypoints traveled based on roadway classes from the navigation system;
 
wherein the datalogger memory temporarily stores information accepted by the datalogger receiver,
 
wherein the datalogger memory will be cleared upon the successful transmission of a datalogger report to an authorized external node;
 
wherein the datalogger report writer is configured to create a report from information obtained from the datalogger memory summarizing vehicle identification, user credentials, and distances of tracks and waypoints traveled based on roadway class;
 
wherein the datalogger transmitter is configured to transmit the datalogger report over an electric vehicle communication bus to a vehicle communications gateway,
 
wherein the vehicle communications gateway is configured to transmit the report to an authorized remotely located receiver node,
 
wherein the authorized receiver node is configured to receive the report;
 
a local area network comprising a plurality of communicating nodes;
 
wherein the electric vehicle is a communicating node,
 
wherein an electric utility meter is a communicating node, and
 
wherein the authorized remotely located receiver node is a communicating node and is configured to communicate with a vehicle user designated electric utility service provider,
 
wherein the communicating electric utility node is configured to receive the report directly from the electric vehicle and/or indirectly from one or more alternate local area network nodes, and
 
wherein the report is transmitted to the vehicle user designated electric utility service provider database;
 
a processor configured to receive the report from the designated electric utility service provider vehicle database and to calculate a usage fee based on roadway class, tracks and waypoints traveled owed to one or more fee collecting jurisdictional authority.
 
73. The system of Implementation 72, further comprising:
 
an electric utility service provider billing system configured to assess usage fees from at least one vehicle user,
 
a further processor configured to receive usage fee information from a plurality of electric utility service providers for settlement between the plurality of electric utility service providers and for preparation of usage fee remittance advice to one or more jurisdictional authority;
 
74. A method of assessing electric vehicle usage fees comprising:
 
configuring an electric vehicle user interface of an electric vehicle;
 
storing accessible vehicle and/or vehicle user information and/or credentials in at least one electronic control unit;
 
distinguishing roadway classes using mapping software;
 
generating tracks attributable to distances traveled over and from trackpoints and distances traveled over waypoints distinguished by roadway class with a navigation system;
 
creating a report summarizing vehicle identification, user credentials, and distances of tracks and waypoints traveled based on roadway class;
 
transmitting the report to a vehicle communications gateway,
 
wherein the vehicle communications gateway is configured to transmit the report to an authorized remotely located receiver node in a local area network that is configured to receive the report;
 
transmitting the report to a vehicle user designated utility service provider vehicle database by means of a communicating electric utility local area network node configured to receive the report directly from the electric vehicle and/or indirectly from one or more alternate local area network nodes;
 
calculating a usage fee owed to one or more fee collecting jurisdictional authority.
       

     Example 7 
     Non-limiting implementations are provided as “use cases” in Table 1. 

 
     Example 8 
     Basis for Applying Fees to Support Maintenance of Currently Existing Roads and Construction of New Roads 
     As described above, the current method of collecting fees on HEVs is for the state of registration to charge a flat annual fee (which varies based upon vehicle weight) designed to approximate an average amount of fuel tax collections on respective vehicles. As further described, while this approach is a relatively simple method of assessing a fee to support our nation&#39;s transportation infrastructure, it is clearly inherently unfair to HEV owners who drive mileage below the regional average number of miles driven annually. Furthermore, this method does little to ensure that a fair allocation of the fees collected to the states or jurisdictions where miles are driven. 
     Therefore, it is clear that a method of assessing HEV owners based upon the vehicle miles traveled (VMT) is a more equitable approach. Furthermore, the VMT fee collection approach should include the following attributes:
         Allow for fee collection for usage of publicly funded roadways based upon their classification (e.g., highway or side street), but no fees for travel off-road or over privately funded avenues   Provide for payment of fees to the jurisdictional authorities that maintain the roads where the vehicle is actually driven   Provide the vehicle owner/driver with privacy so that specific routes or locations visited by the driver are not reported to authorities   Be automated so as not to require excessive data collection or reporting obligations       

     Fee Collection on Usage of Roadways Based Upon their Classification 
     Absent a legally determined exempt usage, both Federal and State level excise taxes are applied to each gallon of gasoline, diesel or gasohol that is supplied, distributed, transported and purchased; with a majority of the federal tax placed into a Highway Trust Fund to be used on roadway maintenance and construction. State tax collections are generally disbursed to the respective State Department of Transportation and county and city departments within the state that are responsible for state and local road construction and maintenance. 
     Recent administrations announced plans to dedicate at least 25 percent of the Federal infrastructure funds to grants that support rural projects including U.S. territories and Tribal communities. Under those plans the Federal government could identify areas of national priority to direct disbursements from the Federal funds (e.g., in the form of grants) to support the development of key projects or to allocate funds to areas of the country which are not otherwise able to meet the matching funds requirements (for example, rural roads in Montana where there are few residents but the roads nevertheless remain important). 
     Ideally the Federal and State authorities will devise a universal VMT categorization of roadway classes for HEV usage that will allow fees to be assessed at levels that will support authorized budgets for maintenance and construction. For example, a mile traveled on an Interstate highway may be more expensive to drive upon as compared to a mile of a state highway (due to above average wear and tear, multiple lanes of thoroughfare, construction administration costs, and other factors). It may be determined, therefore, that an HEV owner should pay $0.07 per mile driven on an Interstate highway as opposed to $0.055 per mile driven on a state highway. Furthermore, an ideal VMT usage fee system may charge a premium for driving on a bridge or overpass, as the cost to construct and/or maintain that infrastructure exceeds a roadway located on graded land. 
     The organization known as “The Constructor” (a site devoted to Civil Engineering) has provided a contractor&#39;s perspective of ‘Classifications or Types of Roads’ which analyzes roadways based on the following factors:
         Materials used in the construction   Location &amp; function   Traffic volume   Width   Economy   Traffic type   Rigidity; and   Topography       

     Materials utilized in the construction process can have a significant impact on the cost of the roadways and should be considered as a factor when determining VMT usage charges. The Constructor site identifies, in addition to the WBM process described earlier, the following road types based on materials utilized:
         Earthen roads   Gravel roads   Murrum roads   Kankar roads   Bituminous roads (including Chipseal); and   Concrete roads       

     The other listed factors should also be considered, with weights perhaps assigned to each factor. Topography, for example, may be an important aspect in assigning a higher per mile charge for a given stretch of roadway. With the above factors in mind, the following listing of roadways should be considered in making a determination as to the classification of roadways and the respective usage fees to be charged on each; provided, however, that adjustments may be required based on the aforementioned civil engineering considerations: 

 
     While the above noted roadway (and off-road) designations have been identified by the U.S. Department of Transportation and various state Department of Transportations, there remains uncertainty between various states and various state agencies as to which of the above classifications should be considered “taxable” versus “non-taxable” (as evidenced by the example of Oregon above wherein the state lacks a clear definition and of what constitutes a “non-public road”, which may enter into a coding issue for collection of VMT usage fees). 
     For a system to function properly across state lines, a common classification of roadways for the purposes of a VMT system would ideally be put in place and would likely require legislation by the Federal government in order to settle state to state disputes. 
     In theory, even if the above noted classifications were broadly adopted, each state may decide to place roadways into their own preferred groupings (e.g., in Missouri usage fees for all rural, urban and state park roads are collected at a specific charge per mile; whereas in Illinois fees for all rural &amp; urban roads are collected at one tier and state park roads at another). 
     For purposes of determining VMT usage fees it will be necessary for the VMT Use Fee Collection System to have “taxable” miles driven collected in “buckets”, as per the following example of a vehicle traveling in the states of MO &amp; IL:
         Miles driven on Interstate Highways by state (charged at $0.03 per mile Federal; $0.04 per mile MO and $0.05 per mile IL)   Miles driven on Interstate Bridges by state (charged at $0.05 per mile Federal; $0.05 per mile MO and $0.07 per mile IL)   Miles driven on state highways, by state (charged at $0.055 per mile in MO; $0.065 per mile IL)   Miles driven on state highway bridges, by state (charged at $0.075 per mile in MO; $0.09 per mile in IL)   Miles driven on rural and urban roads, by state (charged at $0.04 per mile in MO; $0.045 per mile in IL)   Miles driven on state park roads, by state (charged at $0.04 per mile in MO; $0.12 per mile in IL).   Miles driven on special purpose roads, by state (charged depending upon special purpose designator)   Miles driven on exempt roads by state (no charge: off-road; private roads*, driveways, parking lots)   Private roads will be addressed later as a potential source of VMT fee collection but would not directly benefit the state or federal transportation funds in this example.       

     In order to develop a robust VMT Usage Fee Collection System, it will be critical for each and every HEV to be equipped with a vehicle navigation system that (a) includes mapping software that is capable of identifying the appropriate roadway classifications for each state and (b) a data logging system that collects the mileage attributable to each such classification. 
     Mapping 
     A key attribute of a navigation system that must be present in order to arrive at the lowest cost route (or to communicate the cost of an express route) would be a consistent method of classifying roads across jurisdictional boundaries for purposes of fee calculations. Such road classifications should be made available in the navigation system maps and the routing algorithms should be able to determine an estimated fee calculation based upon the anticipated mileage to be driven over the various road classes. 
     Unfortunately, there does not appear to be standardization across the navigation maps in terms of roadway classifications. For example, TomTom has published the following road classes that it employs in its software 1 : 1 https://developer.tomtom.com/traffic-stats/support/faq/what-are-functional-road-classes-frc 
                                     FRC               VALUE   Short Description   Long Description                  0   Motorways;   All roads that are officially assigned as motorways.           Freeways; Major               Roads           1   Major Roads less   All roads of high importance, but not officially assigned as           important than   motorways, that are part of a connection used for international           Motorways   and national traffic and transport.       2   Other Major Roads   All roads used to travel between different neighboring regions               of a country.       3   Secondary Roads   All roads used to travel between different parts of the same               region.       4   Local Connecting   All roads making all settlements accessible or making parts           Roads   (north, south, east, west and central) of a settlement accessible.       5   Local Roads of High   All local roads that are the main connections in a settlement.           Importance   These are the roads where important through traffic is possible               e.g.:               arterial roads within suburban areas, industrial areas or               residential areas;               a rural road, which has the sole function of connecting               to a national park or important tourist attraction.       6   Local Roads   All roads used to travel within a part of a settlement or roads                of minor connecting importance in a rural area.       7   Local Roads of Minor   All roads that only have a destination function, e.g. dead-end           Importance   roads, roads inside living area, alleys: narrow roads between               buildings, in a park or garden.       8   Other Roads   All other roads that are less important for a navigation system:               a path: a road that is too small to be driven by a               passenger car;               bicycle paths or footpaths that are especially designed               as such;               stairs;               pedestrian tunnel;               pedestrian bridge;               alleys that are too small to be driven by a passenger car.                    
As previously noted, TomTom mapping services are utilized in certain onboard systems (e.g., Hyundai and Kia) but are also employed in mobile apps, such as Apple Maps 2  (although it appears that Apple Maps has recently begun to develop their systems to be less reliant upon TomTom 3 ). 2 https://www.businessinsider.com/tomtom-apple-maps-2012-93 https://www.reuters.com/article/us-apple-tomtom-idUSKBN1JP32S
 
     Alternatively, the WAZE map application utilizes the following classifications 4 : 4 https://wazeopedia.waze.com/wiki/USA/Road types
         1 Overview
           1.1 A hybrid system
               1.1.1 Functional classification   1.1.2 Highway systems   
               1.2 Importance of road types
               1.2.1 Exceptions   
               1.3 Before editing   
           2 Public roads
           2.1 Unpaved check box
               2.1.1 When to select the Unpaved attribute   2.1.2 User setting options for the Unpaved attribute   
               2.2 Highways
               2.2.1 Freeway   2.2.2 Major Highway   2.2.3 Minor Highway   2.2.4 Ramps   
               2.3 Streets
               2.3.1 Primary Street   2.3.2 Street   2.3.3 Passageway   2.3.4 Service Road   
               2.4 Quick reference chart   
           3 Other drivable roads
           3.1 Off-road/Not maintained Road   3.2 Parking Lot Road   3.3 Private Road
               3.3.1 Emergency Vehicle and DOT Service Roads   
               3.4 Ferry   
           4 Non-drivable roads
           4.1 Walking Trails   4.2 Railroad   4.3 Runway/Taxiway   
           5 Special case roads not covered
           5.1 Bus or taxi only lanes   5.2 Driveways   
               

     While there are similarities, there are also several differences between roadway classifications when comparing these two (Tom-Tom and Waze) mapping solutions. For example, there is no provision for private roads in the TomTom schema, whereas WAZE&#39;s architecture recognizes Private Roads as category 3.3. This may be an important distinction, as governments may not be entitled to collect fees for roads that are privately maintained, and the TomTom mapping system does not appear to be structured to accommodate that distinction. 
     It is unlikely that proprietary mapping systems will compare neatly to either of the TomTom or Waze roadway classification schemas, and so it is fair to say that there are inconsistencies in mapping services across the board. 
     Another notable source of roadway mapping that has increasingly received a growing following is the OpenStreetMap initiative. Whereas the aforementioned mapping services (Tom Tom and Waze) are proprietary and may charge a license fee for use of their copyrighted data, the OpenStreetMap organization makes their mapping available without charge. Although WAZE (owned by Google) opens its mapping software to unpaid “editors” that can modify or improve the application, the system remains proprietary. 5  OpenStreetMap provides programmers and others with a free dataset without being limited by the constraints of a proprietary system. 6  The OSM wiki identifies the various tags (including roadway classifications) that are common in the OSM model 7 , inclusive of renderings and photo tags to accompany the Key Values. See Appendix A for a listing of OSM tags. While the OSM tags appear to be more thorough and complete compared to the classifications of the TomTom mapping or WAZE mapping services, it is interesting to note that the only reference to “private” in the OSM tags is for a parking space and NOT private roadways; and so this is yet another example as to how the roadway classifications differ across the various mapping solutions. 5 See WAZE article on pages A1 and A10 of the Wall Street Journal dated Thursday, Mar. 21, 2019—VOL. CCLXXIII No. 666 https://wiki.openstreetmap.org/wiki/FAQ#Is_it_OpenStreetMap_or_Open_Street_Maps.3F7 https://wiki.openstreetmap.org/wiki/Key:highway 
     Many states and counties have their own mapping resources that are available to the public. For example, the state of North Carolina has published its own “Eleven-Digit Route Number” Guide 8  that describes its roadways (utilized for its mapping) by assigning: Route (Road) Class, a Qualifier, an Inventory Code, a specified Number, and a County Code. 8.https://xfer.services.ncdot.gov/gisdot/DistDOTData/Guide%20to%20the%20NCDOT%20Elev en-Digit%20Route%20Number%20-%20Rome%20Implementation.pdf 
     Counties in certain states also provide maps and apps, such as St. Louis (Mo.) County 9  which offers an API that allows users to explore a rich dataset of information, including a “Street Centerlines” product that includes Highway classes. However, it is important to inspect the source data carefully, as the St. Louis County database is subject to copyright by vendors including ESRI, HERE and Garmin. 9.http://sticogis.maps.arcgis.com/apps/MapSeries/index.html?appid=0c8450a868ee4e29aa8daf7 2f964dc59 
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