KR20100111658A - System and method for transferring electrical power between grid and vehicle - Google Patents

Abstract

The present invention discloses a system for transferring power between a grid and one or more vehicles. The vehicle may be a battery electric vehicle (BEV), a plug-in hybrid vehicle (PHEV) or a fuel cell vehicle (FCV). The type of vehicle will be recognized and controlled by the system to support demand response and supply side energy management. Vehicle recognition can be performed by load signature analysis, power efficiency measurement or RFID technology. In one embodiment of the invention, the grid is a smart grid. The invention also discloses a method for facilitating power transfer between the grid and the vehicle.

Description

Power transmission system between grid and vehicle and method thereof {SYSTEM AND METHOD FOR TRANSFERRING ELECTRICAL POWER BETWEEN GRID AND VEHICLE}

The present invention relates to a system for transferring power between a grid and a vehicle.

Battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs) and fuel cell vehicles (FCVs) can provide many positive functions for the electric utility grid and its users.

The most basic example relates to net metering where electricity can flow in both directions at the residence and the user is charged only for the net amount of electricity consumed during the billing period. In this case, the vehicle can be programmed to return electricity to the electrical grid to help reduce the total amount of electricity consumed at the residence.

This example has several disadvantages because the vehicle is not 100% efficient and the cost of recharging the vehicle at a fixed price is higher than the cost saved in returning power to the grid.

The above example leads to a more advanced scenario, where the vehicle only sends power to the grid at variable pricing, when the cost of the battery's reduced life and user inconvenience as well as the cost earned above the cost of recharging the battery are large.

BEVs will use the power stored in the cell to send power to the grid, and to charge it will need to take power from the grid. Because the cells are mainly charged by the grid (some have solar cells or renewable power generation means during operation), they can no longer support distributed generation when the cells are all discharged.

As long as it is economical for the customer to act as above, PHEVs and FCVs can continue to provide power. As with FCVs, PHEVs have a secondary fuel source, which can be gas, natural gas, etc. Several systems have been disclosed that use domestic natural gas supplies to continue providing fuel to generate electricity from a vehicle. While this is useful, care must be taken to ensure that the amount of compensation exceeds not only the wear and tear of the vehicle's generator, but also the cost of electricity to charge the cell or the cost of alternative fuel used in the power generation process.

Another source of future value is energy quality adjustment. The utility tries to maintain a very low Area Control Error (ACE), which in turn ensures a clean 60Hz AC electrical signal from the grid. The cells of BEVs, PHEVs and FCVs can significantly improve the power quality at the end of the grid, especially near residential, community and workplace. The power regulation has a net energy of zero since the energy absorbed is generally equal to the energy returned by maintaining a usable power with a constant 60 Hz sine wave. This does not require a separate fuel to be consumed, does not deplete the cell, and only incurs minimal burden on the cell during service.

Perhaps the most valuable area is to prevent brownout / blackout or to help the utility recover from it. Generating capacity and / or energy storage available in BEVs, PHEVs and FCVs can help provide maximum energy when customer demand is approaching utility supply. Instead of buying expensive power from a nearby utility or consuming all of the available power, the utility can utilize energy from the vehicle. The scenario typically only occurs for a few short periods per year, and the cost of providing power to the grid will certainly exceed the cost of providing power to the customer. If the customer is in an area where the utility is not paying directly and controls the energy generated during the most demanding periods, the customer still sends some power back to the grid to provide power to the home and help with the lack of power. Using a vehicle to save money can still save money and help in this situation.

In a blackout situation, the vehicle should not attempt to power the grid on its own, perhaps because it can't be charged and can damage the home wiring, the electricity meter, or the vehicle's electrical system. In addition, in case of an emergency, if people need a vehicle for transportation, the vehicle needs to be prepared to travel a considerable distance.

The present invention is intended to provide useful functions to customers and electrical utilities in combination.

The present invention is directed to a system for controlling BEVs, PHEVs and FCVs while plugged into an electrical grid to provide useful functionality to customers and electrical utilities in combination, including:

1. A price-sensitive charge and discharge that charges the battery when the cost is below a certain cost and discharges the battery when the cost is above a certain cost, which is higher than the above cost. In this case, power can be continuously provided to ensure that the total amount of kWh is not excessive for a period of time)

2. Adjust energy quality for the entire time the vehicle is connected to the power grid

3. Maximum power discharge to help reduce the risk of brownout / blackout situations

4. Grid recovery aid or home power generation in brownout / blackout situations

The control for the system ideally comes from an electrical utility. In this way, compensation is given to the vehicle while adjusting power. In addition, similar to cycling air conditioners in areas with load balancing to reduce demand peaks, by cycling the available vehicles, the utility configures and optimizes or reduces brownout and blackout. In this way, even if there is still a shortage in the grid, the available power does not run out after a few short hours.

If the utility does not support or implement some kind of control method, the disclosed system may still benefit the customer. The system can be programmed to discharge the battery when the cost of electricity is high enough to generate a benefit, charge when the cost of electricity is the lowest, and adjust the power of the home to help protect the load of the home. The lowest charge that can be set will always be maintained so that it can be driven when the vehicle needs to be driven. In the case of PHEVs or FCVs, power generation means will be used if the price of electricity is greater than the cost of fuel replacement for the generator or fuel cell. If the net measurand is not available, during the high price period the home can simply be powered partially or wholly by the vehicle's power generation means or battery, so that the inhabitants do not pay the utility maximum electricity price.

The system consists of the following contents.

1. A bidirectional outlet type interface that includes measuring and observing at least input power, output power, voltage, frequency, and power factor (the measurement to identify a power-related emergency such as brownout / blackout) Means will be used).

2. Relays, circuit breakers, or switches (which may be inside or outside the two-way outlet) where the outlet is controlled remotely on site or remotely to disconnect the vehicle from the grid in the event of a power outage or other emergency.

3. Power line communications (COPL), Bluetooth, 802.15.4, ZigBee, used to establish communications directly with utility meters, one or more BEVs / PHEVs / FCVs and / or computers, PDAs, other electronic devices or utilities. (ZigBee), cellular radio, communication means that is one or more of an IP computer network.

4. Absolute positioning means that are determined using GPS or extrapolated using relative positioning means associated with a known position, such as an outlet or electrical utility meter used to connect the vehicle to the grid.

5. In the case of PHEV or FCV, a fuel line that connects to natural gas or other fuel sources to increase the vehicle's production capacity.

Regardless of whether it is connected through a standard 110V / 220V wall outlet or hardwired, the bi-directional outlet will have a means to connect with home electrical wiring. It will also have a receiving means for receiving an electrical connection to the vehicle, which means can be in the form of a standard 110V / 220V plug. The outlet may be connected to an outlet by a vehicle by one or more of load signature analysis (power efficiency, current draw, harmics, combination or other means, electronic communication with the vehicle, etc.). Will decide whether to plug in.

Communication information

Information shared by the utility and accessed directly by the system or through the utility meter may include a plurality of information, which may include the following.

1. Current and Estimated Price Information

2. Energy supply information including conservation or power generation requests

3. Individual commands to control the battery / power generation / fuel cell in the vehicle for sending power to the grid or charging the battery from the grid.

4. Notification of current or future power emergencies or failures

The more control and information the utility sends and provides, the more effectively the grid is used. Cyclic charging between many vehicles ensures that the load is constant during the night or during other popular charging times and so does not overload the grid. Using the battery in a similar manner allows the utility to guarantee longer periods of available vehicle power, so as not to use all available sources of emergency maximum power.

Information collected by utilities or other entities controlling the system may include, but is not limited to:

1. Type of vehicle including cell capacity, generator / fuel cell size and available fuel / charge

2. Whether the vehicle is in a mode that allows energy regulation, electrical generation or charging

3. A location obtained by referring to a known location, such as a utility meter or two-way outlet, or by absolute means such as a GPS.

The system acts as an intermediary between utilities, energy aggregators, homes and / or vehicles, each of which includes other, including BACnet, LonWorks, OpenWay, etc. This is because communication protocols can be used to observe, control, and communicate sets. With the latest communication profiles the system will be able to minimize the processing and commands between any utility, home system, vehicle and energy collector. In this way, no setup is required for the system to work. Any vehicle can be used at any outlet and the owner benefits from the vehicle.

Knowing vehicle type and plant information allows utilities or collectors to selectively allow charging / generation to maximize the efficiency of load limiting and power reliability programs. The utility can only allow adjustments at all times or only when the ACE is outside the desired range specified by the utility.

The mode set in the vehicle is important because a utility or utility-assisted charge and generation control program is only allowed when there is a need for charging immediately or when there is a way to get a full charge (or full gas tank) out of the desired situation for the customer. In addition, the vehicle or outlet can track customer settings, and many data retrieval and processing are stored in the utility.

The effectiveness of distributed coordination, coordination and load limiting is generally effective only in localized areas of distributed equipment. Being able to identify each vehicle by location is important in knowing which utility or company is benefiting and who will be rewarded for vehicle service. GPS is generally preferred to use relative means for location because many vehicles are parked most of the time and therefore do not operate indoors or underground where they are easily connected to the grid.

Brown Out / Recovery from blackout

In the event of severe brownout or blackout, the disclosed system will protect the home and the vehicle from the grid, while allowing the home to be powered from the powered vehicle. In order to reduce the amount of load on the grid, utilities with smart meters to prevent current flow to homes affected by brownout / blackout can help recover from energy emergencies by using battery-powered AMI meters. have. The dwellings and places with EVs, PHEVs and FCVs are then returned to the grid to help increase available power, and homes without power means the grid is again messed up by turning on all dwellings simultaneously. You can reconnect without worry.

In this scenario, the disclosed system protects the vehicle in a separate residence by separating the vehicle from the problem of the grid. This protects home appliances and vehicles. Most inverters will be shut off if the electrical signal the inverter is trying to match is changed or lost, but in this case the vehicle's ability to help recover from the problem is lost. Separating the vehicle from the grid is an efficient and quick response to help supply power to utility customers until it is safe to help the vehicle power up the local grid.

Without the means to communicate with a utility or energy collector, the system would simply disconnect the home from the grid during a power failure and power itself directly from the vehicle's generator.

1 shows a block diagram of a user module as one embodiment of the invention.
2 illustrates the operation of a system for transferring power from a grid to a vehicle and from a vehicle to the grid as one embodiment of the invention.
3 shows a normal operating state of a system for a battery electric vehicle (BEV) as one embodiment of the invention.
4 shows a normal operating state of a system for a plug-in hybrid electric vehicle (PHEV) or fuel cell vehicle (FCV) as one embodiment of the invention.
5 illustrates an emergency operating state of the system as one embodiment of the present invention.

The present invention discloses a system for transferring power between a grid and one or more vehicles. The system also provides electrical isolation between vehicles, grids and buildings in the case of brownout or blackout situations. The system also facilitates providing power from the vehicle to the building. In one embodiment of the invention, one or more batteries are used as a means for storing power in a vehicle. However, other power storage devices can also be used without limiting the scope of the invention.

The system includes a user module connected to a grid and a vehicle via a communication network. The user module is further connected to a fuel source. The communication network includes a communication over a power line (COPL), Bluetooth, IEEE 802.15.4, ZigBee, cellular wireless network or IP-based computer network. The communication network uses protocols such as, for example, BACnet, LonWorks, OpenWay, OpenAMI, Smart Grid, ZigBee or AMI profiles. As will be apparent to one skilled in the art, however, other communication networks and protocols may be used herein without limiting the scope of the present invention.

The user module may also establish direct communication with a utility meter, a computer, for example a telecommunication device such as a PDA. User modules can also exchange information with one or more utility companies. The information may include the cost of power, energy supply information, status information and user notifications. The cost of power includes both the current cost and the estimated cost of power. Energy source information includes energy conservation requests and generation requests for users. The state information includes a power generation state and a charge / discharge state of the vehicle battery. The user notification informs the user whether there will be a power emergency and failure in the future. It will be apparent to those skilled in the art that the above information exchanged between user modules, utility companies and vehicles is intended to promote the use of the grid, and no changes in this regard should be construed as limiting the scope of the invention.

 In addition, the utility company may collect control information from the user and the vehicle through the user module. The control information may include, but is not limited to, the type of vehicle, the battery capacity of the vehicle, the generator size, the fuel cell size, the available fuel, the available charge and the mode of operation of the vehicle. The power transfer can also be controlled by checking whether the vehicle is in power adjustment mode or power generation mode as the operating mode. In one embodiment, the utility company allows power regulation for all periods of time when the vehicle is connected to the grid. In yet another embodiment, power regulation is provided for a limited time only. The limited time is set by the utility company. In another embodiment, power adjustment is provided according to an area control error (ACE). Low ACE values allow clean 60Hz AC signal power from the grid. Therefore, the utility tries to maintain a very low ACE value. In one embodiment, power adjustment is provided when the ACE exceeds a predetermined range set by the user. In another embodiment, the predetermined range for the ACE is set by the utility company.

In order to transfer power from the grid to the vehicle and from the vehicle to the grid, it is useful to know the absolute geographical position of the vehicle. The absolute geographic location of the vehicle helps determine which utility is associated with power transmission. In addition, the user can be compensated from the utility company for transferring power to the grid. Knowing the vehicle's absolute geographic location helps utility companies identify which users need to be rewarded. The user module can identify the absolute geographical location of the vehicle. In one embodiment of the invention, GPS technology is used to determine the absolute geographical position of the vehicle. In another embodiment, the absolute geographic location of the vehicle is determined by extrapolating the geographic location relative to the known geographic location. The known geographic location can also be determined by using a utility meter. Using extrapolation means to determine the absolute geographical position of a vehicle is more useful when most vehicles are parked or underground for most of the time.

1 shows a block diagram of a user module as one embodiment of the invention. The user module includes a bidirectional outlet type electrical interface. The bidirectional outlet type electrical interface monitors parameters such as, for example, input power, output power, voltage, frequency and power factor. The parameter can also be used to identify brownout and blackout situations.

The bidirectional outlet type electrical interface is connected to the switch. The switch can be a relay or a circuit breaker. The switch is used to electrically insulate the vehicle from the grid in case of power interruption, brownout or blackout situations. The switch also electrically insulates the building from the grid in case of power interruption, brownout or blackout situations. In one embodiment of the invention, the switch is integrated into a utility meter. In yet another embodiment, the switch is integrated into a bidirectional outlet type electrical interface. The switch can also be field controlled or remotely controlled by a bidirectional outlet type electrical interface.

The bidirectional outlet type electrical interface can be connected to the electrical wiring of the building. In one embodiment, the connection between the bidirectional outlet type electrical interface and the electrical wiring in the building is hardwired. In yet another embodiment, the connection between the bidirectional outlet type electrical interface and the building electrical wiring is through a standard 110V / 220V output.

The bidirectional outlet type electrical interface can also obtain electrical connections from the vehicle. In one embodiment, the electrical connections from the vehicle are obtained through standard 110V / 220V outlets.

The type of vehicle may be determined by a bidirectional outlet type electrical interface. To determine the vehicle type, methods such as, for example, load signature analysis, power efficiency measurement or RFID can be used. In the case of load signature analysis, the information obtained by the bidirectional outlet type electrical interface can be entered into a load signature database or neural network. Load signature analysis further includes power efficiency analysis, current draw, and harmonics analysis. It is also apparent to those skilled in the art that methods other than those described above can be used to determine the type of vehicle in a manner that does not limit the scope of the invention.

The user module further includes a processing unit, a memory module, a sensor module, a control module and a power supply. The processing unit includes control logic. The control logic controls various functions such as, for example, power supply control to the vehicle, power regulation and power acquisition control from the vehicle to transfer power between the grid and the vehicle. The step of supplying power to the vehicle further includes charging the battery of the vehicle. Acquiring power from the vehicle further includes discharging the battery of the vehicle. As will be apparent to those skilled in the art, the battery is simply used as a means of storing power, but the scope of the present invention is not limited. In addition, in the case of a plug-in hybrid electric vehicle PHEV and a fuel cell vehicle FCV, power may be supplied by an external fuel. In one embodiment of the invention, natural gas is used as external fuel. However, fuels other than natural gas may also be used without affecting the scope of the present invention.

The system can also charge and discharge vehicle batteries in a cost-sensitive manner. In this case, the vehicle battery is charged when the power cost is lower than the predetermined level. When the price of power is higher than a predetermined level, the power can obtain power from the vehicle by discharging the vehicle battery. The predetermined level may be set by a user or a utility company. Also in the case of plug-in hybrid electric vehicles (PHEVs) or fuel cell vehicles (FCVs), the vehicle cells may be charged and discharged such that a certain amount of kWh is available to the grid for a certain period of time. The specific value of kWh can be selected by the utility company. In one embodiment, the particular time period is selected as the maximum power usage period. In this way, the likelihood of occurrence of a brownout or blackout situation can be reduced. The user can also be compensated by the utility company for supplying power from the vehicle for a period of time.

In order to avoid overloading the grid, the system can also charge and discharge the vehicle in a periodic manner. In this case, the vehicle group is charged in a periodic manner to ensure a constant load during the night or other popular charging time. Discharging the vehicle battery in a periodic manner allows the vehicle to power for longer periods of time, thus assisting the utility company in peak power usage.

2 illustrates the operation of a system for transferring power from a grid to a vehicle and from a vehicle to the grid, as an embodiment of the invention. In step 101, the system detects whether the vehicle is plugged into the user module. In step 102, vehicle parameters are identified. Vehicle parameters include the type of vehicle, the absolute geographical location of the vehicle and the amount of power stored in the vehicle. Without limiting the scope of the invention, several other parameters may also be identified. In step 103, the system detects whether the grid is connected. If the grid is not connected, the system enters the emergency operation of step 106. In step 104, the system attempts to synchronize with the grid and checks if it has successfully synchronized with the grid. In step 105, the system enters normal operation. If step 102 or step 104 fails, the system enters a debugging state.

3 shows a normal operating state of a system for a battery electric vehicle (BEV) in one embodiment of the invention. In step 201, the system checks if the vehicle requires power adjustment. This is determined using the current price of power and the service request from the user. In step 202 power regulation is initiated by the system. In step 203, the system determines if the battery of the BEV needs to be charged. If the battery requires charging, the system continues to step 204 where the vehicle battery is charged using power from the grid. In step 205, the system detects a stop request from a fully charged battery or user. When power is obtained from the vehicle, the system continues to step 208, where the vehicle battery is discharged. In step 207, the vehicle supplies power to the grid. When the system detects a low battery level or a stop request from the user in step 206, the system re-enters in step 203 and begins charging the vehicle battery again.

4 shows, in one embodiment, the normal operating state of a system for a plug-in hybrid vehicle (PHEV) or fuel cell vehicle (FCV). In step 301, the system checks if the vehicle requires power adjustment. This is determined using the price of current power or a service request from the user. In step 302, power regulation is initiated by the system. In step 303, the system determines if the cell of PHEV or FCV needs to be charged. If the battery requires charging, the system continues to step 305 where the vehicle battery is charged using power from the grid. If it is impossible to charge the vehicle's battery from the grid, the system continues to step 304. In step 304, it is checked whether the vehicle cell can be charged using an external fuel source. In one embodiment of the invention, natural gas is used as an external fuel source. In step 306, the system detects a stop request from a fully charged battery or user. When power is obtained from the vehicle, the system continues to step 309, where the vehicle battery is discharged. In step 308, the vehicle supplies power to the grid. When the system detects a stop request from the battery or user who is slightly charged in step 307, the system re-enters step 303 and begins charging the vehicle battery again.

5 shows an emergency operating state of the system. In step 401, the system disconnects the building from the grid. This can be done by using a switch to be connected to the bidirectional outlet type electrical interface. In step 402, the system detects whether the building was successfully disconnected from the grid. Then, in step 403, the system checks the user's participation in the demand response program. If the user participates, the system continues to step 404, where power is provided to the building. In step 405, the system commands to start power generation for the building. And in step 406, the system causes the utility to reconnect the building to the grid as requested by the user. In step 407, the battery electric vehicle (BEV) begins to follow the instructions given by the utility company. In step 408, the system checks whether the grid has been restored. If the grid has been restored, the system proceeds to step 501 where synchronization with the grid occurs. After detecting a successful synchronization with the grid in step 502, the system returns to normal operation. If the grid has not been restored, the system checks at 409 whether the BEV's battery charge is at the lowest possible level. If the vehicle is a plug-in hybrid electric vehicle (PHEV) or fuel cell vehicle (FCV), the system continues to step 500, where the availability of an external fuel source is detected. If an external fuel source is available, the system continues with step 503, where the instructions given by the utility company are followed. In step 504, the system checks if the grid has recovered. If the grid has recovered, the system proceeds to step 501 where synchronization with the grid occurs. After detecting a successful synchronization with the grid in step 502, the system returns to normal operation. If an unsuccessful synchronization with the grid is detected at step 502, the system enters debugging mode.

In step 403, if the user's participation is not detected, the system continues to step 505, where power is supplied to the building. In step 506, the battery electric vehicle (BEV) continues to provide power to the building. In step 507, the system checks if the grid has recovered. If the grid is restored, the system goes to step 600, where synchronization with the grid occurs. After detecting successful synchronization with the grid in step 601, the system returns to normal operation. If the grid has not recovered, in step 508 the system checks to see if the BEV's battery is at the lowest level that can be set. If the vehicle is a plug-in hybrid electric vehicle (PHEV) or fuel cell vehicle (FCV), the system proceeds to step 509 where the availability of an external fuel source is detected. If an external fuel source is available, the system continues to step 602 where the system supplies power to the home while maintaining full cell charge. In step 603, the system detects whether the grid has recovered. If the grid has been restored, the system goes to step 600 where synchronization with the grid takes place. After detecting successful synchronization with the grid in step 601, the system returns to normal operation. If an unsuccessful synchronization with the grid is detected at step 601, the system enters debugging mode.

The control logic may also enter an idling mode, where no control function is performed by the system. The system enters debugging mode whenever an error occurs in normal or emergency operation. The error also includes loss of the grid and it is not possible to charge or discharge the battery of the vehicle.

In one embodiment of the invention, the control logic is integrated into the processing unit. In another embodiment of the invention, the control logic is located outside of the processing unit.

If the utility company does not support the control function, the control logic can still be programmed to draw power from the vehicle in brownout or blackout situations. Also, if the cost of getting power from the vehicle is lower than the cost of getting power from the grid, the control logic gets power from the vehicle. To determine the cost of getting power from the vehicle, the control logic calculates the cost of powering the vehicle and the fatigue cost of the components involved in the process of powering and obtaining. In the case of a plug-in hybrid vehicle (PHEV) or a fuel cell vehicle (FCV), the control logic takes into account the cost of using external fuel to power the vehicle.

In addition, the system maintains the lowest settable charge of the battery electric vehicle (BEV) to allow the vehicle to be driven by the user if necessary. In the case of a plug-in hybrid vehicle (PHEV) or fuel cell vehicle (FCV), the lowest external fuel configurable in the vehicle is maintained by the system.

Of course, those skilled in the art will be able to make many modifications and variations within the scope of the present invention in light of the embodiments disclosed herein. However, such modifications and variations are not to be considered as limiting the scope of the invention.

Claims (66)

Power transmission system between the grid and one or more vehicles,
(a) a user module,
(b) a power transmission system comprising a communication network connecting the user module to the grid and the vehicle. The power transfer system of claim 1, wherein the grid is a smart grid. The power transfer system of claim 1 wherein the vehicle is a battery electric vehicle (BEV). The power transfer system of claim 1 wherein the vehicle is a plug-in hybrid electric vehicle (PHEV). The power transfer system of claim 1, wherein the vehicle is a fuel cell vehicle (FCV). The power transfer system of claim 1, wherein the communication network comprises a communication over a power line (COPL), Bluetooth, IEEE 802.15.4, ZigBee, cellular wireless network or an IP based computer network. 7. The power transmission system of claim 6, wherein the communication network uses one or more communication protocols including BACnet, LonWorks, OpenWay, OpenAMI, Smart Grid, ZigBee or AMI profiles. system. The power transfer system of claim 1, wherein the user module is capable of directly communicating with one or more of a utility meter, a vehicle, a computer, a personal digital assistant (PDA), and a grid. The power transfer system of claim 1, wherein the user module is capable of exchanging information with one or more utility companies. 10. The power transfer system of claim 9, wherein the information includes cost of power, energy supply information, control information, status information and user notifications. 11. The power transfer system of claim 10, wherein the control information further comprises a type of vehicle, a battery capacity of the vehicle, a generator size, a fuel cell size, available fuel, usable charge amount and an operating mode of the vehicle. 12. The power transfer system of claim 11 wherein the vehicle's operating mode comprises a power adjustment mode and a power generation mode. The power transmission system of claim 1, wherein the user module is able to determine an absolute geographical position of the vehicle. The power transmission system of claim 13, wherein the absolute geographical position of the vehicle is identified using a satellite positioning system (GPS). The power transfer system of claim 13, wherein the absolute geographical position of the vehicle is determined by extrapolating a relative geographical position relative to a known geographical position. The system of claim 15, wherein the known geographic location is determined by the use of a utility meter. The power transfer system of claim 1, wherein the user module is also connected to a fuel source. The system of claim 1, wherein the user module comprises (a) a bidirectional outlet type electrical interface,
(b) a processing unit,
(c) sensor module,
(d) control module,
(e) memory modules,
(f) a power transfer system further comprising a power source. 19. The power transfer system of claim 18 wherein the bidirectional outlet type electrical interface is coupled to a switch. 20. The power transfer system of claim 19 wherein the switch is integrated into a utility meter. 20. The power transfer system of claim 19 wherein the switch comprises a relay or a circuit breaker. 20. The power transfer system of claim 19 wherein the switch is remotely controlled. 20. The power transfer system of claim 19 wherein the switch is locally controlled. 20. The power transfer system of claim 19 wherein the switch is capable of electrically insulating a building from the grid. 20. The power transfer system of claim 19 wherein the switch is capable of electrically insulating the vehicle from the grid. 19. The power transfer system of claim 18 wherein the bidirectional outlet type electrical interface is connectable to electrical wiring in a building. 27. The power transfer system of claim 26 wherein the connection between the bidirectional outlet type electrical interface and the electrical wiring of the building is hardwired. 27. The power transfer system of claim 26 wherein the connection between the bidirectional outlet type electrical interface and the electrical wiring of the building is through a standard 110V / 220V output. 19. The power transfer system of claim 18 wherein the bidirectional outlet type electrical interface is capable of receiving an electrical connection from a vehicle. 30. The power transfer system of claim 29 wherein the electrical connection from the vehicle is received through a standard 110V / 220V output. 19. The power transfer system of claim 18 wherein the bidirectional outlet type interface is capable of determining the type of vehicle. 32. The system of claim 31 wherein the determination of the vehicle type is performed by one or more of methods including load signature analysis, power factor measurement, and RFID. 33. The power transfer system of claim 32, wherein the load signature analysis further comprises power efficiency analysis, current draw, and harmonics analysis. 19. The power transfer system of claim 18 wherein the bidirectional outlet type electrical interface is capable of observing electrical parameters. 35. The power transfer system of claim 34, wherein the electrical parameters include input power, output power, voltage, frequency, and power efficiency. 19. The power transfer system of claim 18 wherein the processing unit further comprises control logic. Is a method of transferring power between the grid and one or more vehicles,
(a) supplying power to the vehicle,
(b) adjusting the power; and
(c) obtaining power from the vehicle. 38. The method of claim 37, wherein supplying power to the vehicle further comprises charging a battery of the vehicle. 38. The method of claim 37, wherein obtaining power from the vehicle further comprises discharging a battery of the vehicle. 38. The method of claim 37, wherein the vehicle is a battery electric vehicle (BEV). 39. The method of claim 38 further comprising maintaining a lowest level of charge settable on the vehicle battery. 38. The method of claim 37, wherein the vehicle is a plug-in hybrid vehicle (PHEV). 38. The method of claim 37, wherein the vehicle is a fuel cell vehicle (FCV). 38. The method of claim 37, wherein power to the vehicle is supplied from external fuel. 45. The method of claim 44, wherein the external fuel comprises natural gas. 38. The method of claim 37, further comprising maintaining the lowest settable external fuel of the vehicle. 38. The method of claim 37, wherein the grid is a smart grid. 38. The method of claim 37, wherein (a) supplying power to the vehicle and (c) obtaining power from the vehicle are performed to provide a number of kWh for a particular time. 49. The method of claim 48, wherein the predetermined number of kWh is selected by a utility company. 49. The method of claim 48, wherein the specific time is a maximum power usage period. 38. The method of claim 37, further comprising: (a) supplying power to the vehicle,
(b) adjusting the power; and
(c) obtaining power from the vehicle is controlled by control logic. 53. The method of claim 51, wherein said control logic is integrated into a processing unit. 53. The method of claim 51, wherein the control logic can enter an idling mode. 53. The method of claim 51, wherein the control logic can enter a debugging mode. 53. The method of claim 51, wherein said control logic performs (b) adjusting said power when said vehicle is connected to said grid. 52. The method of claim 51, wherein said control logic performs (b) adjusting said power when an Area Control Error (ACE) exceeds a predetermined range. 59. The method of claim 56, wherein the predetermined range is set by a user. 59. The method of claim 56, wherein the predetermined range is set by a utility company. 53. The method of claim 51, wherein said control logic performs (b) adjusting said power for a period of time. 60. The method of claim 59, wherein the predetermined time is set by a utility company. 52. The method of claim 51 wherein the control logic performs the step of (c) obtaining power from the vehicle as soon as a brownout situation occurs. 52. The method of claim 51 wherein the control logic performs the step of (c) obtaining power from the vehicle as soon as a blackout situation occurs. 52. The method of claim 51 wherein the control logic performs the step of (c) obtaining power from the vehicle when the cost of obtaining power from the vehicle is lower than the cost of obtaining power from the grid. 66. The method of claim 63, wherein the cost of obtaining power from the vehicle includes a cost of supplying power to the vehicle and a fatigue cost. 38. The method of claim 37, further comprising: (a) supplying power to the vehicle,
(b) adjusting the power; and
(c) obtaining power from the vehicle is a power transfer method that is compensated by a utility company. 38. The method of claim 37, further comprising: (a) supplying power to the vehicle,
(b) adjusting the power; and
(c) obtaining power from the vehicle is performed periodically.

Images