Patent Description:
Concern about global climate change and the increasing cost of gasoline has reinvigorated the public's interest in and demand for "green" technology. The use of electric drive systems in vehicles has the potential to be inexpensive and to greatly reduce the emission of greenhouse gases. However, it is believed that electric vehicles will never be successful until they are made to feel like ordinary, gasoline-powered vehicles. Manufacturers have begun to address this concern. For example, some electric cars will "creep" when you take your foot off the brake, just like an ordinary car. There is no reason to do this except to give it the feel of an ordinary vehicle.

One area in which the electric vehicle industry is lacking is the time required to fully charge an electric vehicle. It is understood that existing charging systems which rely on the electric grid (even those dubbed "fast" charging systems) require thirty (<NUM>) minutes or longer to fully charge an electric vehicle. It is believed that electric vehicles will not gain wide acceptance by the public until it is possible to drive an electric vehicle up to a service station, plug it in for a charge, swipe a credit card, go inside to buy a cup of coffee, come out, disconnect the electric vehicle, and drive off, just like you can in an ordinary vehicle. It is also believed that existing charging systems cannot be widely implemented in a cost effective manner due to their heavy reliance on the electric grid. The existing electric power generation and distribution system is not capable of providing for the peak time charging of significant numbers of electric vehicles. Expansion of the power generation and distribution system will be required. Since a fast charge places a very heavy load on the grid, utilities will likely impose significant demand premiums on each charge.

Thus, there are at least two drawbacks to existing charge systems that rely upon the electric grid: the time required for a charge and the ultimate cost of electricity from the grid. The Fast Charge System disclosed and claimed herein solves both of those problems.

<CIT> is directed to a fuel cell system suitable for charging an electric vehicle in which charge is delivered from the fuel cell system to the battery of an electric vehicle through the vehicle interface without use of a direct current to alternating current converter.

<CIT> is directed to a fuel cell system and method of removing impurities from a catalyst.

The Fast Charging System provides a method for simultaneously charging the batteries of multiple electric vehicles, largely independent from the electric grid (the power that is used to charge the Electric Vehicle does not originate from the grid; however, certain components of the embodiments described and claimed herein may be powered by the grid), using LNG or NG as an energy source. It can efficiently provide DC charging power tailored to the requirements of the individual vehicles being charged. It is estimated that a vehicle with a battery capacity of <NUM> kWh can be fully charged in less than <NUM> minutes using the Fast Charging System.

In a first embodiment, an electric vehicle charging facility is provided comprising a power generation component for generating a DC electric power, the power generation component comprising a plurality of fuel cells including a stack of up to about ten individual polymer electrolyte membrane fuel cells which operate independently, a fuel component supplying a fuel to the power generation component, a charging component electrically connected to the power generation component for charging an electric vehicle using the DC electric power, the charging component comprising a first customer charging station, and a control system component, wherein the control system component comprises a processor, a data storage, and instructions stored in the data storage and executable by the processor to activate the plurality of fuel cells individually and sequentially to meet an energy demand of the charging component, and based on information regarding the amount of charge and the rate of charge sent by the first customer charging station, compute an amount of fuel needed, and adjust a mass flow rate of fuel from the fuel component to the power generation component.

In an example, an electric vehicle charging facility is provided that includes a power generation component, a fuel component, a charging component and a control system component. The power generation component generates DC electric power and includes a plurality of fuel cells having a capacity of between approximately <NUM> kW and approximately <NUM> kW. The fuel component supplies natural gas to the power generation component. The charging component is electrically connected to the power generation component for charging an electric vehicle using the DC electric power and includes at least one customer charging station. The power generation component also includes a converter for converting at least a portion of the DC electric power to an AC electric power. The control system component comprises a processor, a data storage, and instructions stored in the data storage and executable by the processor to activate the plurality of fuel cells sequentially to meet an energy demand of the charging component.

Other embodiments, which include some combination of the features discussed above and below and other features which are known in the art, are contemplated as falling within the claims even if such embodiments are not specifically identified and discussed herein.

These and other features, aspects, objects, and advantages of the embodiments described and claimed herein will become better understood upon consideration of the following detailed description, appended claims, and accompanying drawings where:.

It should be understood that the drawings are not necessarily to scale and that the embodiments are sometimes illustrated by graphic symbols, phantom lines, diagrammatic representations and fragmentary views. In certain instances, details which are not necessary for an understanding of the embodiments described and claimed herein or which render other details difficult to perceive may have been omitted. It should be understood, of course, that the inventions described herein are not necessarily limited to the particular embodiments illustrated. Indeed, it is expected that persons of ordinary skill in the art may devise a number of alternative configurations that are similar and equivalent to the embodiments shown and described herein without departing from the spirit and scope of the claims.

Like reference numerals will be used to refer to like or similar parts from Figure to Figure in the following detailed description of the drawings.

Referring first to <FIG>, a block diagram depicts a first embodiment of a Fast Charge System <NUM>. The Fast Charge System <NUM> includes four main components, the Automated Control System Component <NUM>, the Fuel Component <NUM>, the Power Generation Component <NUM>, and the Charging Component <NUM>. The Automated Control System Component <NUM> controls the system. The Fuel Component <NUM> stores LNG and converts it, at a controlled and varying rate, into Natural Gas that will be used to produce DC Power to charge Electric Vehicles. In an alternative embodiment, the Fuel Component <NUM> can provide low pressure, piped NG instead of storing and converting LNG. The Power Generation Component <NUM>, using the Natural Gas from the Fuel Component <NUM>, produces, at a controlled and varying rate, DC Power <NUM> for the Charging Component <NUM> and Hot Water <NUM> that is used by the Fuel Component <NUM>, and may optionally produce AC Power <NUM> that can be sold back to the grid or used for other purposes at the facility. The Charging Component <NUM> is the element used to dispense the DC Power <NUM> to the customer through separate Customer Charging Stations 410A, 410B (shown in <FIG>-<NUM>).

Referring now to Figure A1-<NUM>, the Automated Control System Component <NUM> controls the system. At the individual customer charging station 410A, 410B, the customers will select the charging time, with the shorter the time the higher the price. More particularly, the customer inputs the time of charge and the amount of charge. For instance, the customer might select a charge time of <NUM> minutes and a total charge of <NUM>% of the total capacity of the vehicle battery system. Alternatively, the customer can be presented with multiple charging options representing different charging times, different total charges, different rates of charge, and different prices, from which the customer can select. The connection plug from the vehicle to the charging station 410A, 410B will communicate the level of charge in the vehicle system before the charging begins as well as the vehicle battery system characteristics and capabilities. The Automated Control System <NUM> will register the customer payment information, the amount and rate of charge, and compute the volume of Natural Gas <NUM> required for the Power Generation Component <NUM> to generate the DC Power <NUM> required to charge all vehicles at the station and the amount of LNG necessary to produce that Natural Gas <NUM>. More particularly, the Automated Control System <NUM> computes the amount of power required to charge the customer's battery in the time selected. The volume of Natural Gas <NUM> required is based upon the efficiency and productivity of the Fuel Cell(s) <NUM>. The volume of LNG required is based upon the efficiency and productivity of the Liquid to Natural Gas Fast Transformer (referred to herein as "LNFT") <NUM>.

The Automated Control System <NUM> also controls and monitors other components in the system. The Automated Control System Component <NUM> also keeps track of LNG supply, provides an accounting and billing system and monitors the performance of various components. The Fast Charge System <NUM> can be monitored locally, remotely or both.

In the shown embodiment in <FIG>, the Fuel Component <NUM> stores LNG and converts it, at a controlled and varying rate, into Natural Gas <NUM> that will be used to produce DC Power <NUM> to charge Electric Vehicles. The Fuel Component <NUM> consists of three elements - the LNG Storage Tank <NUM>, the LNFT <NUM>, and the Gas Flow Buffering System <NUM>.

The LNG Storage Tank <NUM> is a standard LNG cryogenic double-wall container able to keep the LNG <NUM> at the needed temperature. The LNG Storage Tank <NUM> is a conventional or standard tank. LNG <NUM> is stored at approximately -<NUM> degrees F. Although at that temperature, it exists at atmospheric pressure, LNG tanks are usually rated at <NUM> psig. The LNG <NUM> is usually stored at <NUM> psig. The size of the tank will depend upon the market at the location of the installation as well as the frequency of delivery of LNG <NUM> replacement. It is expected that in no case will the tank be larger than that with a capacity of about <NUM>,<NUM> gallons of LNG.

The LNG Storage Tank <NUM> may include an internal submerged variable speed pump <NUM> to send LNG <NUM> to the LNFT <NUM>. The size of the variable speed pump <NUM> will depend upon the number of charging stations 410A, 410B, the capacity of the LNFT <NUM> and the expected market. To charge an <NUM> kWh battery in approximately five minutes will require the simultaneous operation of one <NUM> kW fuel cell stack or five <NUM> kW fuel cell stacks. In either case, the fuel stack(s) will require approximately ½ gallon of LNG per minute worth of energy. If the service station installation had ten <NUM> kW fuel cell stacks, then the maximum flow rate from the variable speed pump would be <NUM> gallon per minute. The pressure rating required for the pump will be specific to the piping design at the individual site. As an option, the pump <NUM> can be external or included within the LNFT <NUM>.

The LNFT <NUM> produces the fuel (Natural Gas <NUM>) needed for the Power Generation Component <NUM> by a fast and automated pressure and flow controlled transformation of the LNG <NUM> into Natural Gas <NUM>. The pumped LNG <NUM> is received by the LNFT <NUM> and then boosted internally by a high-pressure pump <NUM> and sent to the Vaporizer <NUM>. The size of the pump <NUM> will depend upon the specific piping pressure loss at the site as well as the specific pressure requirements of the Vaporizer <NUM>. The heating of the boosted LNG <NUM> in the Vaporizer <NUM> is done initially using electric resistance and later through hot water <NUM> from the heat recovery system in the Customized Fuel Cell <NUM>. The Vaporizer <NUM> is similar to the Electric Heated Water Bath LNG Vaporizer as manufactured by DenEB Solutions, or equal, modified to accept hot water <NUM> that is heated using reclaimed heat from the Power Generation Component <NUM>. From the Vaporizer <NUM>, the Natural Gas <NUM> is sent to the Gas Heater <NUM>. Rather than being released to the environment, the Boil Off Gas (referred to herein as "BOG") <NUM> from the LNG Storage Tank <NUM> is recovered, received by the LNFT <NUM> and sent directly to the BOG Compressor <NUM>. Compressed BOG <NUM> is sent by the BOG Compressor <NUM> to the Gas Heater <NUM>. The heating of the gas <NUM>, <NUM> in the Gas Heater <NUM> is also done initially with electric resistance heating and later with hot water <NUM> from the heat recovery system in the Fuel Cell(s). The purpose of the gas heater is to heat the combined gas from the vaporizer <NUM> and the BOG Compressor <NUM> to ambient air temperature, or within the input gas temperature requirements of the Fuel Cell Stack Assemblies. After the Gas Heater <NUM>, the flow and pressure of the Natural Gas <NUM> is controlled internally by the Flow and Pressure Control Unit <NUM>. The Flow and Pressure Control Unit <NUM> is a standard part of all standard vaporizer assemblies.

The Gas Flow Buffering System <NUM> is intended to provide for instantaneous flow of Natural Gas <NUM> from the Fuel Component <NUM> to the Power Generation Component <NUM> upon system start up, and to allow quick adjustments in fuel flow by throttling in stored Compressed Natural Gas <NUM> from a Gas Buffering Tank <NUM>. Flow and pressure controlled Natural Gas <NUM> is received by the Gas Flow Buffering System <NUM> and can be sent to the Power Generation Component <NUM> either directly or indirectly. In the direct route, Natural Gas <NUM> passes through a gas pressure and flow sensor <NUM>, a gas temperature sensor <NUM>, an In Line Gas Heater <NUM>, and a Fuel Component Output Control Valve <NUM>. The purpose of the Gas Buffering System <NUM> is to buffer the flow of natural gas and to be able to alter the flow quicker, and not necessarily to increase the overall capacity. The flow of natural gas <NUM> exiting the Fuel Component <NUM> will depend upon the demand of the Power Generation Component <NUM>. If there were ten <NUM> kW Fuel Cell stacks operating simultaneously at peak output then the natural gas flow would be approximately <NUM> cubic feet per minute, as shown in the chart below.

The temperature of the Natural Gas <NUM> should be close to ambient temperature and within the operating parameters of the fuel cell system. The pressure should be close to atmospheric pressure.

In the indirect route, Natural Gas <NUM> bypasses the Gas Pressure and Flow Sensor <NUM>, and is directed through a Gas Buffering System Supply Valve <NUM> on route to the Gas Buffering Tank <NUM> for later use by the Power Generation Component <NUM>. Pressure in the Gas Buffering Tank <NUM> is monitored using Pressure Sensing Device <NUM>. The Gas Buffering Tank <NUM> allows for instantaneous response when a customer calls for a DC charge. While there is nearly an instantaneous response from the Power Generation Component <NUM> (e.g., if a Polymer Electrolyte Membrane fuel cell is used), meaning that when gas is introduced to the Customized Fuel Cell <NUM>, power is generated almost instantaneously, such is not the case with the regasification process of the LNFT <NUM>. The Gas Buffering Tank <NUM>, on the other hand, can provide instantaneous Natural Gas <NUM> to the Power Generation Component <NUM>, allowing time for the LNFT <NUM> to spool up. In addition, during periods of instantaneous demand that exceeds the capacity of the LNFT <NUM>, or to stabilize the mass flow rate of Natural Gas <NUM> to the Power Generation Unit <NUM>, stored Natural Gas <NUM> can be throttled in via Gas Buffering Tank Relief Valve <NUM> at the outlet side of the Gas Pressure and Flow Sensor <NUM>. The Gas Buffering Tank <NUM> should be a Type <NUM> CNG Storage Tank capable of storing up to <NUM>,<NUM> cu. of natural gas under <NUM>,<NUM> psi, which is the industry standard. Natural Gas <NUM> may be stored in the Buffering Tank at approximately <NUM>,<NUM> psi. When the Natural Gas exits the tank <NUM>, it will be cold as it expands to atmospheric pressure and will need to be heated. The amount of heating required will depend upon the actual pressure in the Buffering Tank <NUM>. The in line gas heater <NUM> is a standard system for treating gas. From the Gas Flow Buffering System <NUM>, Natural Gas <NUM> is delivered to the Fuel Processing System <NUM> in the Power Generation Component <NUM>.

In an alternative embodiment, the Fuel Component <NUM> omits LNG, the LNG Storage Tank <NUM>, the LNFT <NUM> and the Gas Buffering System <NUM>, and instead simply supplies low pressure, natural gas through appropriately sized piping with flow regulators and other necessary components known in the art to the Power Generation Component <NUM>. In this embodiment, the natural gas would be supplied to the Fuel Component, for example, by a local natural gas utility through high capacity pipelines.

The Power Generation Component <NUM>, using the Natural Gas <NUM> from the Fuel Component <NUM>, produces, at a controlled and varying rate, DC Power <NUM> for the Charging Component <NUM>, hot water <NUM> that is used in the LNFT <NUM> to convert LNG <NUM> to Natural Gas <NUM>, and, optionally, AC current <NUM> , where appropriate, that can be sold back to the grid. The Power Generation Component <NUM>, shown in <FIG>-<NUM>, is comprised of a Fuel Processing System <NUM>, a Fuel Cell Assembly <NUM>, and a Thermal Management System <NUM>. The Fuel Processing System <NUM> extracts hydrogen from the natural gas using a catalytic reforming process, or other suitable method. The hydrogen <NUM> is sent to the Fuel Cell Assembly <NUM> at approximately atmospheric pressure for the production of DC power <NUM>. The Fuel Cell Assembly <NUM> consists of a stack of up to approximately ten individual Polymer Electrolyte Membrane (PEM) fuel cells, each one of which is capable of producing up to <NUM> kW. These fuel cells operate independently and are activated individually and sequentially, by the Automated Control System Component <NUM> to meet the energy demands of the Charging Component <NUM>. In this embodiment, it would not be necessary for the Power Generation Component <NUM> to produce AC current <NUM>, because the power output of the Fuel Cell Assembly <NUM> can be easily tailored to match the demand of the Charging Component <NUM>. The operation of each fuel cell of the Fuel Cell Assembly can be randomized to equalize wear and tear among the various units. Power <NUM> produced by the individual fuel cells in the Fuel Cell Assembly is sent to the central DC Electrical System monitor <NUM> of the Power Generation Component <NUM> and from there on to the Charging Component <NUM>.

In the alternative, the Fuel Cell Assembly <NUM> can comprise one or more customized fuel cells, each one of which is capable of producing up to, e.g., approximately <NUM>-<NUM> kW of DC power, designed to work with other components of the Fast Charge System. In this case, it is contemplated that the fuel cell will be operating full time. Excess capacity not being used by the Charging Component <NUM> would be converted to AC power <NUM> and either used by the facility or sold to the grid. For this embodiment, a Gas Flow Buffering System <NUM> would not be necessary.

PEM fuel cells typically operate at <NUM> to <NUM> degrees centigrade. The Thermal Management System <NUM> recovers excess heat generated by the fuel cells for use in the LNG vaporization process. A closed loop water cooling system <NUM>, shown in <FIG>-<NUM>, is used with the Heat Exchanger <NUM> to cool the fuel cells of the Fuel Cell Assembly <NUM> and to provide hot water to the LNFT <NUM> for the conversion of LNG into Natural Gas. Hot Water Pump <NUM> pulls Hi-Temperature Outlet Water <NUM> from Heat Exchanger <NUM>. Pump Outlet Water is directed to the vaporizer <NUM> and Gas Heater <NUM>, which are aligned in parallel. Lo-Temperature Outlet Water <NUM> from the LNFT <NUM> is treated in the Water Treatment System <NUM> before being directed back to the Heat Exchanger <NUM> of the Customized fuel Cell <NUM>. The purpose of the treatment is to basically filter the water of any particles or impurities it may have acquired in the flow through the vaporizer process.

The Charging Component <NUM> is the element used to dispense the DC Power <NUM> to the customer through separate Customer Charging Stations 410A, 410B. Two Customer Charging Stations 410A, 410B are shown, although any number can be provided. Customer Charging Station 410A, 410B may be any type of appropriate device for communicating with the Automated Control System Component <NUM>. The Customer Charging Station may include one or more processors, storage devices, and communication interfaces, all communicatively interconnected. Each processor may include, for example, one or more integrated circuit microprocessors, and each storage may be a ROM, flash memory, non-volatile memory, optical memory, magnetic medium, combinations of the above, or any other suitable memory. Each storage may include more than one physical element, and may also include a number of software routines, program steps, or modules that are executable by a processor to carry out the various functions and processes described herein.

A typical site will include from four to eight Customer Charging Stations 410A, 410B. Since the voltage of the DC Power <NUM> generated by the Power Generation Component <NUM> varies in magnitude, it has to be converted by an Isolated DC/DC Converter <NUM> within the Charging Component <NUM>. Each Customer Charging Station will have its own Constant Voltage Regulator 412A, 412B, Power Control Management Module 414A, 414B, and Customer Input Data and Metering Device 416A, 416B.

The Automated Control System Component <NUM> provides an Accounting and Billing Interface <NUM>, a System Control <NUM>, and a System Monitor <NUM>. The Automated Control System Component <NUM> may include one or more processors, storage devices, and communication interfaces, all communicatively interconnected. Each processor may include, for example, one or more integrated circuit microprocessors, and each storage may be a ROM, flash memory, non-volatile memory, optical memory, magnetic medium, combinations of the above, or any other suitable memory. Each storage may include more than one physical element, and may also include a number of software routines, program steps, or modules that are executable by a processor to carry out the various functions and processes described herein.

The System Control <NUM> communicates with and/or controls the Internal Submerged Variable Speed Pump <NUM>, the Gas Pressure and Flow Sensor <NUM>, the Gas Temperature Sensor <NUM>, the Gas Buffering system Supply Valve <NUM>, the Gas Buffering Tank Relief Valve <NUM>, the Gas Compressor <NUM>, the Pressure Sensing Device <NUM>, the DC/AC Converter <NUM>, and the Customer's Input Data and Metering Device 416A, 416B. The System Monitor <NUM> communicates with and/or monitors the LNG level in the LNG Storage Tank <NUM>, the Gas Pressure and Flow Sensor <NUM>, the Gas Temperature Sensor <NUM>, the Pressure Sensing Device <NUM>, the DC Electrical System <NUM>, and the Customer's Input Data and Metering Device 416A, 416B. The network interconnections between the Automated Control System Component <NUM> and the other components of the Fast Charge System can be implemented through a shared, public, or private network and encompass a wide are or local area. The network may be implemented through any suitable combination of wired and/or wireless communication networks. By way of example, the network may be implemented through a wide area network (WAN), local area network (LAN), an intranet, or the Internet.

Referring now to <FIG>, a flow chart depicts the transaction start up process of the first embodiment. The transaction start up process begins after the customer has selected the charging time and makes payment (e.g., cash) or inputs payment information (e.g., debit or credit card number) at the Customer Charging Station 410A, 410B. At the initial step <NUM>, the Charging Station 410A, 410B sends information to the Accounting and Billing Interface <NUM> of the Automated Control System Component <NUM> regarding credit and billing, amount of charge, and rate of charge. In the next steps <NUM>, <NUM>, <NUM>, the Accounting and Billing Interface <NUM> computes the DC power required for the transaction, computes the value of the transaction based upon pre-established power rates, and verifies credits and limits. In the next step <NUM>, the Accounting and Billing Interface <NUM> determines whether credit is sufficient. If not, in the next step <NUM>, the Accounting and Billing Interface <NUM> rejects the sale for insufficient credit. If credit is sufficient, in the next step <NUM>, the Accounting and Billing Interface <NUM> computes the amount of fuel required and transmits that information to the System Control <NUM>. In the next step <NUM>, the System Control <NUM> activates and adjusts the Pump <NUM> in the LNG Storage Tank <NUM> to add LNG flow to the LNFT <NUM>. In step <NUM>, the System Control <NUM> supplements Natural Gas Flow <NUM> from the LNFT <NUM>, if required, by adding Natural Gas <NUM> from the Gas Buffering Tank <NUM> through the gas flow buffering process shown in <FIG> and described below. In step <NUM>, the System Control <NUM> adjusts the mass flow rate of Natural Gas <NUM> from the Fuel Component <NUM> to the Power Generation Component <NUM> by adjusting the Fuel Component Output Control Valve <NUM>. In step <NUM>, the System Monitor <NUM> monitors the DC Power <NUM>. Steps <NUM>, <NUM>, <NUM>, and <NUM> are contemplated as occurring concurrently, but can be initiated in any order. In the final step DC Power <NUM> is delivered to the Customer Charging Station 410A, 410B.

Referring now to <FIG>, a flow chart depicts the gas flow buffering process of the first embodiment. In step <NUM>, the System Control <NUM> of the Automated Control System <NUM> continuously verifies that Natural Gas <NUM> is required for the Power Generation Component <NUM> to supply DC Power <NUM> for an ongoing transaction. The gas flow buffering process terminates when DC Power <NUM> is no longer required for an ongoing transaction. In step <NUM>, the System Monitor <NUM> of the Automated Control System <NUM> continuously monitors the flow rate and pressure of the Natural Gas <NUM> via Gas Pressure and Flow Sensor <NUM>. In step <NUM>, the System Control <NUM> continuously determines whether pressure and flow is sufficient. In not, in steps <NUM> and <NUM>, the System Control <NUM> opens the Gas Buffering Tank Relief Valve <NUM> and the System Monitor <NUM> measures gas temperature via Gas Temperature Sensor <NUM>. In step <NUM>, the System Control <NUM> continuously determines when the gas temperature is acceptable for the Power Generation Component <NUM>. Generally this will be ambient temperature, although it will depend upon the specifications of the fuel cell manufacturer. If not, in step <NUM>, the System Control <NUM> activates the In Line Gas Heater <NUM>. If the gas temperature is determined to be acceptable in step <NUM>, the System Control <NUM> opens the Fuel Component Output Control Valve <NUM> in step <NUM>. In step <NUM>, Natural Gas <NUM> is sent to the Power Generation Component. If in step <NUM> it is determined that pressure and flow is sufficient, step <NUM> is initiated.

Referring now to <FIG>, a flow chart depicts the pressure monitoring process for the Gas Buffering Tank <NUM>, which ensures that the Gas Buffering Tank is maintained at an adequate pressure. It is contemplates that the Gas Buffering Tank <NUM> will be maintained at about <NUM> psi in order to avoid the need to heat Natural Gas <NUM> when it is throttled for use in the Power Generation Component <NUM>. However, Natural Gas <NUM> could be stored at a much higher pressure, e.g., <NUM> psi, but in that case the In Line Gas Heater <NUM> would most likely be required to warm the Natural Gas <NUM> before sending it to the Power Generation Component <NUM>. In step <NUM>, the System Monitor <NUM> of the Automated Control System <NUM> continuously monitors gas pressure in the Gas Buffering Tank <NUM> via Pressure Sensing Device <NUM>. In step <NUM>, the System Control <NUM> of the Automated Control System <NUM> determines whether pressure is sufficient. If so, step <NUM> is reinitiated. If gas pressure is not sufficient, the System Control <NUM> opens the Gas Buffering System Supply Valve <NUM> in step <NUM> and activates the Gas Compressor in step <NUM>. In step <NUM>, the System Monitor <NUM> monitors gas pressure in the Gas Buffering Tank <NUM> during the fill process. In step <NUM>, the System Control <NUM> determines whether the Gas Buffering Tank <NUM> is full (i.e., whether the pressure has reached the predetermined threshold). If not, the process returns to step <NUM>. If the Gas Buffering Tank <NUM> is determined to be full, the System control <NUM> deactivates the Gas Compressor <NUM> and closes the Gas Buffering System Supply Valve <NUM> in steps <NUM> and <NUM>. At this point, the process returns to step <NUM>.

Referring now to <FIG>, a flow chart depicts the transaction monitoring and shut down process. In step <NUM>, the Customer Charging Station 410A, 410B sends information, including the completeness of the charge, regarding the status of charge to the System Monitor <NUM> of the Automated Control System Component <NUM>. For instance, if the customer has selected to have a <NUM>% charge and the vehicle is now <NUM>% charged, that information is communicated to the Automated Control System. In step <NUM>, the System Control <NUM> of the Automated Control System Component <NUM> determines whether the charge has reached <NUM>% of the way to completion. If not, the System Control <NUM> continues charging in step <NUM> and the process returns to step <NUM>. If the charge reaches <NUM>% complete, the System Control <NUM> determines whether the charge has reached <NUM>% completion. If not, the System Control <NUM> in step <NUM> slows the charging process by reducing by <NUM>% the LNG flow required for the transaction to the LNFT <NUM> by adjusting the speed of Pump <NUM> in the LNG Storage Tank <NUM> and in step <NUM> adjusts the Fuel Component Output Control Valve to account for a decrease in the flow of Natural Gas <NUM> to the Power Generation Component <NUM>. In step <NUM>, the Fast Charge System <NUM> continues to charge the customer's vehicle at a reduced rated. The process then continuously loops between steps <NUM>, <NUM>, <NUM>, <NUM>, and <NUM> until it is determined in step <NUM> that the charge is <NUM>% complete. When that occurs, the System Control <NUM> in step <NUM> reduces the output of DC Power <NUM> from the Power Generation Component <NUM> by the amount assigned to the transaction (if no other vehicles are being charged, the DC Power <NUM> will be reduced to zero; if other vehicles are being charged, the DC Power <NUM> will be reduced to the cumulative amount required for other transactions). In steps <NUM> and <NUM>, the System Control <NUM> adjusts the Fuel Component Output Control Valve <NUM> to eliminate the flow of Natural Gas <NUM> from the Fuel Component <NUM> to the Power Generation Component <NUM> and adjusts the speed of the Pump <NUM> to eliminate the flow rate of the LNG <NUM> required for the transaction (if no other vehicles are being charged, the Fuel Component Output Control Valve <NUM> will be fully closed and the Pump <NUM> will be turned off; if other vehicles are being charged, the Fuel Component Output Control Valve <NUM> will be throttled and the speed of the Pump <NUM> will be reduced to accommodate the cumulative amount of LNG <NUM> and Natural Gas <NUM> required for other transactions). In step <NUM>, the Accounting and Billing Interface <NUM> charges the customer's credit or debit card for the cost of the transaction. In step <NUM>, charging is terminated and the transaction is complete.

The invention is defined by the subject-matter of the claims.

Claim 1:
An electric vehicle charging facility comprising:
a power generation component (<NUM>) for generating a DC electric power, the power generation component (<NUM>) comprising a plurality of fuel cells including a stack of up to about ten individual polymer electrolyte membrane fuel cells which operate independently;
a fuel component (<NUM>) supplying a fuel to the power generation component (<NUM>);
a charging component (<NUM>) electrically connected to the power generation component (<NUM>) for charging an electric vehicle using the DC electric power, the charging component (<NUM>) comprising a first customer charging station (410A); and
a control system component (<NUM>), wherein the control system component (<NUM>) comprises a processor, a data storage, and instructions stored in the data storage and executable by the processor to activate the plurality of fuel cells (<NUM>) individually and sequentially to meet an energy demand of the charging component (<NUM>), and based on information regarding the amount of charge and the rate of charge sent by the first customer charging station, compute an amount of fuel needed, and adjust a mass flow rate of fuel from the fuel component to the power generation component.