V2X USING A METER

Description

1 / 45 V2X USING A METER Field of Description Technique

[001] The present description refers to electricity meters for charging electric vehicles and, in particular, but not exclusively, to the management of vehicle-to-all enabled processes by a meter. Fundamentals of Description

[002] The present description generally provides a system for coordinating the charging of an electric vehicle and, in particular, for vehicle-to-everything coordination.

[003] Electric vehicles (EVs) form a growing segment of the automotive market, accounting for 5.8% of all new cars sold in the United States in 2022. The EV share of the global new car market is expected to continue growing in the coming years, as many countries, such as the UK, commit to banning the sale of new gasoline and diesel cars within the next decade. Therefore, an increasing need for charging EVs is anticipated as EV ownership continues to rise.

[004] An emerging technology in the electric vehicle market: vehicle-to-everything (V2X). V2X is the umbrella term for transferring electricity stored in batteries from an EV to other uses, such as to the grid (V2G), to homes (V2H) or other buildings (V2B) and / or any Petition 870250092793, dated 10 / 10 / 2025, p. 36 / 96 2 / 45 another destination that consumes energy. Existing V2X systems and processes are typically controlled by the vehicle or EV charger itself, and as a result, each vehicle or charger receives its own, often proprietary, standards and control systems. In addition to increasing costs for the consumer, this vehicle- or charger-side control makes EV charging largely invisible to utilities, which are therefore less able to anticipate and account for the benefits of V2X systems in electricity storage and production. This limits the ability of customers and utilities to utilize EVs as part of a distributed energy resource (DER) network. Summary of the Description

[005] In general, the aspects of the present description can provide a system comprising an electricity meter for charging a V2X-compatible EV and, in particular, a system configured to coordinate the V2X capabilities of the EV.

[006] The system can therefore manage the charging and discharging of an electric vehicle to meet some or all of the following purposes: - minimize energy costs and / or the end-user's carbon footprint (e.g., by coordinating the best charging times that will allow the user Petition 870250092793, dated 10 / 10 / 2025, page 37 / 96 3 / 45 Use the car as needed and charge at the lowest rate, so as to unload when it is advantageous to do so); - as part of a utility system, using the energy stored in an EV battery and managing EV charging times to help reduce the need to increase the transmission and distribution capacity of the power grid; and - to provide resilience for the end user by providing power during an outage.

[007] In general, these purposes can be facilitated by means of the meter: 1. Coordinate charging times to allow users to charge an EV's battery at the lowest rates while still charging the EV for its intended use. 2. Discharge the EV battery during periods of high tariffs, if advantageous to do so, and then charge the EV battery during periods of low tariffs. 3. Coordinate the connection and disconnection of the meter from the grid (e.g., by opening a mesh switch) and instruct the EV charger to export energy using the V2X functionality, as a vehicle-to-home (V2H) output.

[008] Additional optimization inputs may also be considered by the system, which include, however Petition 870250092793, dated 10 / 10 / 2025, page 38 / 96 4 / 45 without limitation: - Total price of electricity, which includes various fees and taxes; Peak load rate; - V2X efficiency, which includes charge / discharge losses; - financial benefits of participating in flexibility programs; - local sources of energy production (for example, if the electricity comes from green sources such as solar or wind); and - implications for battery life (e.g., multiple charge / discharge cycles).

[009] The system may comprise an optimization algorithm configured to consider one or more of these factors. For example, the algorithm may normalize any expected tariffs or other costs (such as increased battery replacement fees) to a common unit, such as $ per kWh, and determine whether or not to operate the V2X functionality based on cost savings for the end user or utility company. The algorithm may run on the meter itself (or in a meter control unit) or on an aggregation / orchestration platform. [ 0010] As such, based on the algorithm's output, the electric vehicle charger can be controlled to Petition 870250092793, dated 10 / 10 / 2025, page 39 / 96 5 / 45 enter or remain in one of the 3 general states: 1. A charging mode for charging the EV battery, optionally where the charging rate is less than 100% of a potential or available charging rate. 2. A sleep or standby mode to maintain a current charge level in the EV battery. 3. A discharge mode to export power from the EV battery using V2X.

[0011] Various combinations and conditional requirements to enter these states can be orchestrated by the electricity meter.

[0012] Thus, according to a first aspect of the invention, a system is provided for controlling a vehicle-to-everything (V2X) compatible electric vehicle charger, wherein the system comprises: A multiport meter comprising: a mesh port configured to connect the meter to an electrical power grid; an auxiliary port configured to connect the meter to an electric vehicle charger; a load port configured to connect the meter to a load at a location; a mesh switch connected to the mesh port and configured to connect the mesh port to the load port; a bidirectional communication channel configured for Petition 870250092793, dated 10 / 10 / 2025, page 40 / 96 6 / 45 communications between the system and the electric vehicle charger, or an electric vehicle connected to the electric vehicle charger; and a control unit, wherein the control unit comprises one or more processors configured to process data from the electrical power loop measured by the meter and to control the states of the loop switch; where the system is configured to: Open the mesh switch to electrically disconnect the mesh port and the load port; To transmit a signal to the electric vehicle charger to switch its V2X output to output mode; and to provide the electric vehicle's charging output to the charging locations via the auxiliary port and the charging port.

[0013] The meter may be a multiport meter compliant with the American National Standards Institute (ANSI), for example, an ANSI Form 43S multiport meter.

[0014] The control unit may be an external unit configured to control the meter switches, or it may alternatively consist, for example, of processors and memory systems integrated into the meter itself. When the control unit is an external unit, the control unit may comprise one or more Petition 870250092793, dated 10 / 10 / 2025, page 41 / 96 7 / 45 communication channels for communication with the meter. Similarly, the communication channel can be a communication channel between the electric vehicle / electric vehicle charger and the (external) control unit or the meter itself. For example, the control unit can be a processing unit or other computing device of the electric vehicle or electric vehicle charger.

[0015] The bidirectional communication channel between the system and the V2X-compatible EV charger or the EV itself can be a direct wireless connection using any of the following technologies: WiFi, radio frequency (RF), ultra-high frequency including Bluetooth, cellular, satellite, ZigBee, WiMax, WiSun, and / or other wireless communication technologies. Alternatively, the bidirectional communication channel can be a wired connection using Ethernet or other wired communication technologies. Furthermore, the communication channel can be facilitated by an intermediary. For example, the EV charger system can connect to a cloud system via one of the communication types listed above, and the meter or control unit can also connect to that same intermediary (e.g., cloud system) via the same communication type or a different communication type.

[0016] Other communication channels may also be Petition 870250092793, dated 10 / 10 / 2025, page 42 / 96 8 / 45 provided, for example, between the system and the electricity grid or the public services provided.

[0017] The meter can be configured to open the loop switch in response to a variety of conditions, based on instructions from the control unit. For example, the loop switch can be opened in response to the system detecting a power loss from the power grid. Alternatively, the system can be configured to open the loop switch in response to an indication that the unit prices of electricity from the power grid have exceeded a threshold value. Furthermore, alternatively, the system can be configured to open the loop switch in response to an indication that the use of the power grid has exceeded a threshold proportion of its total capacity. The system can detect one or more of these conditions based on the power grid data measured by the meter.Additionally or alternatively, the system may include a second communication channel to facilitate communication with the power grid and may receive an indication from the power grid via this communication channel to open / close the grid switch.

[0018] Optionally, the system can be configured to transmit a second signal to the electric vehicle charger to turn off its V2X output. After that, the system can close the loop switch. Petition 870250092793, dated 10 / 10 / 2025, page 43 / 96 9 / 45

[0019] The transmission of the second signal may, for example, be in response to the condition that resulted in the original opening of the loop switch no longer being met. For example, if the loop switch is opened in response to a power outage in the electrical power grid, the second signal may be transmitted when grid power is restored.

[0020] The system can be configured to receive a confirmation signal from the electric vehicle or electric vehicle charger indicating that the V2X output has been switched off. The meter can also be configured to close the loop switch in response to receiving the confirmation signal from the meter. Advantageously, receiving the confirmation signal can reduce the risk of both the power grid and the electric vehicle charger supplying power to the load of the locations simultaneously, and therefore reduce the risk of overloading the load port or another meter port.

[0021] According to a second aspect of the invention, a system is provided for controlling a vehicle-to-everything (V2X) compatible electric vehicle charger, wherein the system comprises: A multiport meter comprising: a mesh port configured to connect the meter to an electrical power grid; Petition 870250092793, dated 10 / 10 / 2025, page 44 / 96 10 / 45 an auxiliary port configured to connect the meter to the electric vehicle charger; a load port configured to connect the meter to a load at a location; a mesh switch connected to the mesh port and configured to connect the mesh port to the load port; an auxiliary switch configured to connect the auxiliary port to the mesh switch and the load port; a bidirectional communication channel configured for communications between the system and the electric vehicle charger, or an electric vehicle connected to the electric vehicle charger; and a control unit, wherein the control unit comprises one or more processors configured to process data from the electrical power grid measured by the meter and to control the states of the grid switch and the auxiliary switch; where the system is configured to: Responding to a first condition, determine that the electric vehicle charger must stop charging the electric vehicle battery; To transmit a signal to the electric vehicle charger to stop charging the electric vehicle battery; to meet a second condition, to determine that the Petition 870250092793, dated 10 / 10 / 2025, page 45 / 96 11 / 45 The electric vehicle charger must resume charging the electric vehicle battery; and transmit a second signal to the electric vehicle charger to resume charging the electric vehicle battery.

[0022] The meter may be a multiport meter compliant with the American National Standards Institute (ANSI), for example, an ANSI Form 43S multiport meter.

[0023] At the same time or shortly after transmitting the signal to interrupt the charging of the electric vehicle battery, the system can open the auxiliary switch to electrically disconnect the electric vehicle charger from the grid port. In implementations, the system can open the auxiliary switch without transmitting a signal to the electric vehicle charger.

[0024] In the implementations, the first condition is that the price of energy from the electricity grid is above a threshold price, and the second condition is that the price of energy from the electricity grid is below a second threshold price. The first threshold price and the second threshold price may be the same or different. Advantageously, this facilitates the charging of electric vehicles using cheaper electricity, which reduces costs for the end consumer. Petition 870250092793, dated 10 / 10 / 2025, page 46 / 96 12 / 45

[0025] Optionally, the system can be configured to implement V2G functionality by discharging the electric vehicle's battery into the electrical grid. For example, the system can be configured to: Responding to a third condition, determine that the electric vehicle charger must produce energy for the electrical power grid; transmit a third signal to the electric vehicle charger to switch its V2X output to an output mode; and provide the output from the electric vehicle charger to the power grid via the auxiliary port and the grid port.

[0026] In one implementation, the first condition is that the price of energy from the power grid is above a certain threshold price, the second condition is that the price of energy from the power grid is below a second threshold price, and the third condition is that the price of energy from the power grid is above a third threshold price. Advantageously, this can allow the end user to store energy during cheaper periods and resell that energy to utilities during peak usage times.

[0027] The prices of the first, second and third limits may all be equal, or one or more of the prices Petition 870250092793, dated 10 / 10 / 2025, page 47 / 96 13 / 45 can be different. For example, the third limit price may be higher than the first limit price. Advantageously, by properly selecting relative limit prices, the system or user can account for the losses inherent in the battery charging / discharging process, ensuring that the battery is only discharged when it is profitable for the end user.

[0028] In a later implementation, the third condition may be the receipt of an indication or instruction from a utility provider to discharge energy into the grid. For example, utilities may request that an EV be discharged during peak usage periods. Similarly, the first and second conditions may include, respectively, an indication from the utility provider to cease charging the EV, and an indication from the utility provider to cease discharging the EV into the grid. It should be understood that the first and third conditions may be provided in a single instruction or indication from the utility provider.

[0029] Optionally, the system may be provided with a set of user comfort settings. Such comfort settings may include, but are not limited to: - battery load limits; - Permitted battery charge / discharge times; - mandatory battery charge / discharge times; Petition 870250092793, dated 10 / 10 / 2025, page 48 / 96 14 / 45 - Expected usage times for the EV; - a higher acceptable unit price of energy for charging the EV battery; - a lower acceptable unit price of energy for discharging the EV battery into the electricity grid (i.e., to implement V2G functionality); - a type of energy desired for charging the EV battery (e.g., renewable energy sources); - Maximum energy levels to be transferred into / out of a battery in a given period of time (e.g., based on kWh into or out of the EV battery); - a maximum number of times the EV battery can be discharged per unit of time or, alternatively, a maximum number of charging cycles per unit of time; - a maximum kW for discharging; and - a maximum of kWh to discharge per unit of time.

[0030] It should be understood that different configurations can be used based on the desired use of the V2X functionality. For example, the system may comprise a different set of comfort configurations for interrupt-based islanding versus intentional islanding versus V2X offloading with full-connected network support. Similarly, the same comfort configurations may be Petition 870250092793, dated 10 / 10 / 2025, page 49 / 96 15 / 45 provided with different parameters for each case.

[0031] Based on user comfort settings, the system can be configured to determine one or more additional conditions for switching the electric vehicle charger between charge, discharge, and standby modes. For example, the user can provide a comfort setting for a minimum battery charge level (e.g., 50%), and the first or third conditions can include determining that the current charge level of the electric vehicle battery is greater than the charge limit level (e.g., that the current charge level of the battery is greater than 50%).

[0032] The system can receive regular updates from the electric vehicle or the electric vehicle charger to help meet these conditions. For example, when the electric vehicle charger is set to discharge mode, it can provide updated indications of the current battery charge level to the system. Updates can be provided, for example, at each defined time period (e.g., every few minutes or any other suitable time period) or based on a change in the battery charge percentage (e.g., a new update each time the battery charge level changes by 1%). Based on these updates, the system can control the electric vehicle charger to switch Petition 870250092793, dated 10 / 10 / 2025, page 50 / 96 16 / 45 between the charging, standby and discharging modes as the various conditions become true or false.

[0033] In another example, user comfort settings comprise an intended usage time for the electric vehicle. In this case, charging conditions may only include ceasing charging of the electric vehicle battery if it is not within a time limit of the intended usage time. Alternatively, user comfort settings may be combined into a single charging condition. For example, charging conditions may only include ceasing charging of the electric vehicle battery within the intended usage time limit if the battery charge level is above a desired charge level.

[0034] According to a third aspect of the description, a method is provided for controlling a vehicle-to-everything (V2X) compatible electric vehicle charger, which method comprises: To operationally connect a multiport meter to an electrical power grid via a mesh port on the multiport meter; To operationally connect the multiport meter to an electric vehicle charger via an auxiliary port on the multiport meter; Petition 870250092793, dated 10 / 10 / 2025, page 51 / 96 17 / 45 operationally connect the multiport meter to the local load via a load port on the multiport meter; Open a mesh switch to electrically disconnect the mesh port and the load port; To transmit a signal to the electric vehicle charger to switch its V2X output to output mode; and to provide the electric vehicle's charging output to the charging locations via the auxiliary port and the charging port.

[0035] According to a fourth aspect of the description, a method is provided for controlling a vehicle-to-everything (V2X) compatible electric vehicle charger, which method comprises: To operationally connect a multiport meter to an electric vehicle charger via an auxiliary port on the multiport meter; Responding to a first condition, determine that the electric vehicle charger must stop charging the electric vehicle battery; To transmit a signal to the electric vehicle charger to stop charging the electric vehicle battery; To fulfill a second condition, determine that the electric vehicle charger should resume charging the electric vehicle battery; and transmit a second signal to the vehicle charger. Petition 870250092793, dated 10 / 10 / 2025, page 52 / 96 18 / 45 electric to resume charging the electric vehicle's battery.

[0036] As discussed above, the present description covers systems comprising a meter and one or more external control units, as well as meters with integrated control functionality. For example, a system may comprise a multiport meter and a control unit comprising a non-transient storage medium and one or more processors. The storage medium may contain a set of computer-readable instructions which, when read by the processor, cause the processor to control the meter to execute the desired method steps.

[0037] These examples above are not intended to limit or define the limits of the present subject matter, but to provide an example to aid in understanding it. Illustrative examples are discussed in the Detailed Description below, and a further description is provided there. The advantages offered by various examples can be understood in more detail by examining this descriptive report and / or practicing one or more examples of the subject matter claimed. Brief Description of the Modalities

[0038] Some forms of description will now be described, by way of example only, and with reference to the attached drawings, in which: Petition 870250092793, dated 10 / 10 / 2025, page 53 / 96 19 / 45 Figure 1 depicts a schematic diagram of an example system according to the present description. Figure 2 depicts a flow diagram of an example method according to the present description. Figure 3 depicts a flowchart of another example method according to the present description. Figure 4 depicts a flowchart of another example method according to the present description. Figure 5 depicts a schematic block diagram of an example electricity meter according to the present description. Figure 6 depicts a flowchart of another example method according to the present description. Figure 7 depicts a flowchart of another example method according to the present description. Detailed Description of the Modalities

[0039] Aspects of the invention will now be described with reference to exemplary embodiments. It should be understood that the implementations represented and described herein are provided as illustrative examples and are not intended to limit the scope of the present invention to the embodiments represented only.

[0040] Figure 1 shows a schematic diagram of a system 100 according to one embodiment of the description. The system comprises a multiport electricity meter. Petition 870250092793, dated 10 / 10 / 2025, page 54 / 96 20 / 45 102 with first, second, and third ports 110, 112, and 114. The first port 110 is configured as a mesh port for connection to the electrical power grid 104 or another electricity source, such as a building-specific generator. The third port 114 is configured as a load port to provide electricity to a load 108, such as a house or other building or location. The meter can be an ANSI Form 43S multiport meter or any other suitable meter.

[0041] The second port 112 is an auxiliary port configured as a Distributed Energy Resource (DER) port. DERs may include, but are not limited to, solar panels, small natural gas-powered generators, electric vehicles (EVs), wind generators (in residential or commercial locations), battery storage systems, smart appliances, and controllable loads such as HVAC systems and electric water heaters. In the 100 system, the auxiliary port or DER 112 is operationally connected to a V2X-enabled EV charger 106. The charger may have V2X functionalities facilitated by the use of any 106a connection suitable for an EV, for example, a standard CHAdeMO or CCS connection, or input communication standards such as ISO15118. The EV charger 106 may include a communication module configured to facilitate the Petition 870250092793, dated 10 / 10 / 2025, page 55 / 96 21 / 45 communication between charger 106 and meter 102. The communications module can be configured to use any technologies and communication protocols suitable for communications with meter 102, such as IEEE 2030.5 protocols.

[0042] The system may also include one or more communication channels. For example, meter 102 comprises a bidirectional communication channel for communication with the power grid 104, a second bidirectional communication channel for communication with the EV charger 106, and a third unidirectional communication channel for communication with the load of the locations 108. It should be understood that when an external control unit is provided, these communication channels may instead be between the control unit and the respective loads. The (external) control unit may also include a communication channel to facilitate communication between the control unit and the meter. More generally, the system or meter itself may comprise one or more communication channels for each potential load, and these communication channels may be, or may be configured as, unidirectional or bidirectional communication channels.

[0043] The communication channels can be controlled by a communication module (not shown) of meter 102 or by the control unit. The communication module can be configured for any media of Petition 870250092793, dated 10 / 10 / 2025, page 56 / 96 22 / 45 adequate communication, which includes wireless, wired, or powerline communication. Examples of wireless communication technologies may include, but are not limited to, WiFi, radio frequency (RF), ultra-high frequency including Bluetooth, cellular, satellite, ZigBee, WiMax, and / or other wireless communication technologies. Examples of wired communication media may include Ethernet or other wired communication technologies. Examples of powerline communication media may include technologies that follow the P2030.5 standard or other alternative standards for powerline communications. The communications module may also use one or more of the following communication protocols: Modbus, CIP, EtherCAT, DNP, IEEE 2030.5, or other communication protocols. Other communication protocols and technologies will be apparent to those skilled in the art.

[0044] The communication channels between them may be a direct wireless or wired channel using one of the methods listed above, or any other method apparent to one skilled in the art. Alternatively, the channels may be facilitated by an intermediary. For example, the V2X system (i.e., EV or EV charger) may first connect to a cloud system via one of these communication types (such as WiFi), while the meter and / or control unit also connects to that cloud system (by Petition 870250092793, dated 10 / 10 / 2025, page 57 / 96 23 / 45 example, via mesh or WiSun or cellular), which thus facilitates communication between the EV charger and the metering system through a cloud server.

[0045] Although the descriptions below refer to a meter comprising an integrated control unit for controlling the meter's functionality, it should be understood that the discussions of the advantages and functionality of system 100 are equally applicable to a corresponding system comprising a meter such as meter 102 and an external control unit connected to the meter.

[0046] System 100 can be configured to provide V2X coordination at meter 102 itself. Compared to V2X systems that are coordinated on external devices (e.g., by a processor or other computing device on an EV), coordination at meter 102 can improve the visibility of V2X operations for a utility provider and thus facilitate enhanced coordination between the utility and DER devices such as EVs. For example, V2X systems may include, but are not limited to, the following functionality: - Vehicle-to-Grid (V2G) functionality, such as returning or selling energy from an EV battery to the grid to allow the energy consumer to take advantage of higher tariffs, for example, during off-peak hours. Petition 870250092793, dated 10 / 10 / 2025, page 58 / 96 24 / 45 peak usage; - Vehicle-to-Home (V2H) functionality, such as discharging an EV battery to supplement a building's energy needs during peak tariff periods and / or disconnecting the building from the grid (islanding) during a power outage to use the EV battery to power the building; and - Coordination of the best charging times based on predicted or real-time photovoltaic (PV) production or other low energy tariffs.

[0047] Advantageously, a determination to transition to these operating modes and / or to place locations in islanding mode can be made at the meter. The determination to transition the EV charger operating mode at the meter has the benefit of allowing the meter to adapt EV charger operations in response to or anticipation of a variety of conditions, including changes in grid output, planned changes in grid output (e.g., due to engineering works), or any other conditions affecting power availability.

[0048] As a result, using, for example, local intelligence embedded in meter 102 and / or the intelligence of a comprehensive coordination system that can have visibility and control over multiple devices Petition 870250092793, dated 10 / 10 / 2025, page 59 / 96 25 / 45 connected to meter 102, meter 102 can manage the charging and discharging of an EV to serve some or all of the following purposes: - to minimize energy costs for the end user and / or reduce carbon emissions, for example, by coordinating the best charging times that will allow the user to use the EV as needed and that will charge at the lowest rate, so as to unload when it is beneficial to do so; - as part of a public utility system, for example, through the use of energy stored in an EV battery and the management of EV charging schedules to help reduce the need to increase the transmission and distribution capacity of the power grid; and - to provide resilience for the end user by providing power during an outage.

[0049] To assist in these processes, meter 102 may comprise first and second switches 102a,b connected to the first and second ports 110, 112. In the illustrated example, the first switch 102a is connected to the first port or grid port 110 and therefore may be called a grid switch. Similarly, as the second switch 102b is connected to the second port or auxiliary / DER port 112, it may be called an auxiliary switch. Petition 870250092793, dated 10 / 10 / 2025, pp. 60 / 96 26 / 45 or DER. The switches can be configured to control the flow of electricity to / from meter 102 via the first and second ports 110, 112, as will be discussed later. It should be noted that meter 102 can be powered by a suitable power supply (e.g., 240V) from, for example, the mains or DER port, and / or a combination of the two based on which of the mains and DER switches are open or closed at a given time. Alternatively, a dedicated power supply can be provided for the meter, such as a battery. Advantageously, providing a battery power supply for meter 102 can allow the meter to continue operating for a period of time when external power supplies are lost, such as during a blackout event for the mains power grid 104.

[0050] It should be understood that, although system 100 is represented with a three-port multiport meter 102, the system may instead comprise any other suitable meter, including a traditional 2-port meter or any N-port meter, including N-port meters with 4, 5, 6 or more ports. A traditional meter may be configured with a V2X-compliant EV charger as a load-side device, while a suitable N-port meter may be configured with a DER port connected to an EV charger. Petition 870250092793, dated 10 / 10 / 2025, pp. 61 / 96 27 / 45 compatible with V2X. In all cases, the system can include a bidirectional communication channel for the EV charger or electric vehicle.

[0051] Each DER 106a,b device can be operably connected to an inverter (not shown). An inverter can regulate the power generated by the DER 106a,b device so that the phase, amplitude, and frequency of the generated power conform to the required electrical ratings of devices within the microgrid or power grid 104. The inverter can provide a synchronous output, so that its output voltage amplitude, frequency, and phase follow the voltage amplitude, frequency, and phase of the grid 104. When the inverter instead provides an isochronous output, it can determine its output voltage amplitude, frequency, and phase without tracking the grid 104.

[0052] As discussed, to implement V2X functionality, the electric vehicle charger can be controlled to enter or remain in one of 3 general states: 1. A charging mode for charging the EV battery, optionally where the charging rate is less than 100% of a potential or available charging rate. 2. A sleep or standby mode to maintain a current charge level in the EV battery. Petition 870250092793, dated 10 / 10 / 2025, pp. 62 / 96 28 / 45 3. A discharge mode to export power from the EV battery using V2X.

[0053] Several additional states can also be implemented based on an output from the optimization algorithm. These states can be used for smart charging services and electric vehicle flexibility, to integrate user preferences and the needs of the car and the grid. For example, the states may include: Name of the group of states Explanation Components of the Group of States CHARGER STATES C All chargers Connected State Manual CONNECTED connected Active State No Rules SmartStateAtStop Smart Charging Status LoadingStatusSecure StateLoadingPreco n Charging Status Delayed Charging Status Complete Full Charging Status Max User Charging Status Daily Distance Battery Status Local CHARGER STATES C Connected chargers Charging StatusIntel CONTROLLABLE BATTERY L that can participate in the initiative OCAL AND CONNECTED flexibility IntelligentStateStop Status: Charging Complete, Distance: Daily, Battery Status: Location Petition 870250092793, dated 10 / 10 / 2025, pp. 63 / 96 29 / 45 CHARGER STATES All NOT CONNECTED chargers Disconnected State disconnected ManualStateDisconnected READY_STATE_OF_REGR Chargers A_CHARGE_DISCONNECTED disconnected system CHARGER_STATES_D Chargers E_CARREGAMENTO loading StatusDisconnected by StatusIntelligent Charging LoadingStatusSecure ChargingStateProconLoadingStateDelayed CHARGER_STATES_C Chargers CONTROLLABLE AND CHARGING charging that MENTO participate flexibility in StateLoadingIntel can igente da StateLoadingPrice n Charger States C Chargers Disconnected State BATTERY CONTROLLER disconnected by LOCAL_AND_DISCONNECTED system that can participate in flexibility Local Battery Status Chargers Connected Local Battery Status L who participate in flexibility ALL STATES OF CAR All State chargers ALL WATERING CAN

[0054] 9Figures 2-4 show several examples of methods that can be implemented by the 102 meter. Each method may correspond to a specific implementation of V2X functionality that is controlled and orchestrated by the 102 meter. The functionality may be implemented by a controller integrated into the 102 meter or by an external controller connected to or communicating with the 102 meter. In each case, the controller may comprise a memory device that stores a computer program, computer code, or other instructions implemented by Petition 870250092793, dated 10 / 10 / 2025, pp. 64 / 96 30 / 45 computer, and one or more processors configured to read and process instructions implemented by the computer.

[0055] Figure 2 is a flow diagram showing a method 200 for orchestrating V2H functionality by an electricity meter according to the present description. The method 200 generally relates to implementing V2H functionality in response to a detected power loss, for example, as a result of a blackout or other power outage. In an initial step 202, an electricity meter, such as meter 102, may detect a power outage. For example, the electricity meter may detect an incoming input loss from a power grid via a grid port. In implementations where the electricity meter is powered by the utility power supply, the electricity meter may comprise a holding power supply or other means of energy storage to provide temporary auxiliary power to the meter after the power grid loss.

[0056] In response to this detection, the electricity meter may open, in a step 204, a loop switch to isolate the electricity meter from the power grid. Opening the loop switch may result in islanding of the electricity meter and its associated loads. Examples of islanding operations Petition 870250092793, dated 10 / 10 / 2025, p. 65 / 96 Suitable 31 / 45 applications are described in the patent application published in document no. US 2022 / 0261026 A1, which is incorporated herein in its entirety by reference.

[0057] In step 206, the electricity meter can transmit a signal to an EV charger connected to the meter via a DER port. The signal can include instructions for the EV charger to switch (or toggle) its V2X output to a V2H output. In V2H mode, the EV charger can discharge a battery from a connected EV to provide the V2H output to a connected load. In summary, however, inverters associated with a DER device can be configured to support islanding by providing both a synchronous and an isochronous output.

[0058] In step 208, the V2H output from the EV charger is provided by the electricity meter to a connected load, such as a house or other building.

[0059] As a result, method 200 facilitates the islanding of the meter and a connected load, to provide power to the load from a charge stored in a battery of an EV connected to the electricity meter via a DER port and a bidirectional communication channel. It should be understood that the islanding functionality of method 200 can also be applied in response to other conditions. For example, step 202 can detect, Petition 870250092793, dated 10 / 10 / 2025, pp. 66 / 96 32 / 45 instead, that the unit cost of electricity has exceeded a threshold value or, otherwise, to receive an indication that the use of the electricity grid has exceeded a threshold fraction of its capacity.

[0060] Figure 3 is a flow diagram showing a second 300 method for orchestrating V2H functionality by an electricity meter according to the present description. The 300 method is generally related to restoring normal EV charger functionality. For example, the steps of the 300 method may occur after those of the 200 method when the relevant condition of step 202 is no longer met. In step 302, the electricity meter may detect or receive an indication that utility power resources have been restored. In other implementations, the electricity meter may instead detect that the unit cost of electricity has fallen below a threshold value or otherwise receive an indication that grid usage has fallen below a threshold fraction of its capacity.More generally, it will be understood that the steps of method 300 do not need to be preceded by method 200 and can instead be implemented in any situation where the EV charger is currently providing V2H or other vehicle-to-charge functionality.

[0061] In step 304, the electricity meter can Petition 870250092793, dated 10 / 10 / 2025, pp. 67 / 96 33 / 45 transmit a signal to an EV charger connected to the meter via a DER port. The signal may include instructions for the EV charger to turn off its V2H output. Optionally, in step 306, the electricity meter may receive confirmation from the EV charger that the V2H output has been turned off. In step 308, the electricity meter may close the grid switch, so as to restore the power grid input via the grid port. Finally, in an optional step 310, the electricity meter may transmit a signal to the EV charger to start or resume charging an EV vehicle.

[0062] Figure 4 is a flow diagram showing an additional 400 method for orchestrating the EV battery charging functionality by an electricity meter according to the present description. The electricity meter can be configured to transmit control messages to the EV charger to set the EV charger in one of three modes: a charging mode to charge an EV battery, a discharging mode to discharge the EV battery, and a standby mode to retain the current battery charge level. In a 402 step, an EV charger connected to the meter via a DER port is in charging mode to charge an EV battery.

[0063] In step 404, the electricity meter detects or otherwise receives an indication that the Petition 870250092793, dated 10 / 10 / 2025, pp. 68 / 96 34 / 45 Unit prices for electricity are above a threshold value. The threshold value can be set, for example, by the user or the utility company.

[0064] In step 406, the electricity meter receives an indication of the current charge level of the EV battery from the EV charger. Based on the current charge, the electricity meter can transmit a control method to set the EV charger to a 408b discharge mode (if the current charge is above a threshold) or a 408a standby mode (if the current charge is below a threshold). In a discharge mode, V2G functionality can be implemented to sell or supply electricity from the EV battery to the power grid. It will be understood that step 406 is an optional step, and the user can instead configure the electricity meter to stop charging in direct response to detection in step 404.Similarly, when in discharge mode, the electricity meter can receive updates on the EV's battery charge level at regular intervals and instruct the EV charger to switch to standby mode if the charge level falls below a certain threshold.

[0065] In step 410, the electricity meter detects, or otherwise receives an indication, that the unit prices of electricity are below a threshold value. The threshold value can be set by Petition 870250092793, dated 10 / 10 / 2025, pp. 69 / 96 35 / 45 for example, by the user or the utility company, and may be the same or a different threshold value for step 404. Finally, in step 412, the electricity meter instructs the EV charger to resume charging the EV battery.

[0066] It should be understood that method 400 is an example implementation and is not limited to the steps shown. For example, due to losses inherent in discharging and charging a battery, the electricity meter may instruct the EV charger to enter standby mode when the unit price of electricity is above the first threshold of step 404, and only enter discharge mode if the unit price of electricity is above a second, higher threshold. Furthermore, method 400 can be adapted to systems other than that shown in Figure 1. For example, the electricity meter may be an N-port meter comprising a second DER port connected to a DER power source, such as a wind turbine or solar panels. In step 404, the electricity meter may detect a current output level from the DER power source and instruct the EV charger to charge or stop charging the EV battery based on that output level.

[0067] In the descriptions above, limit values, such as electricity price limits, battery load limits of Petition 870250092793, dated 10 / 10 / 2025, pp. 70 / 96 36 / 45 electric vehicle, etc., can be selected by the user or otherwise defined by a utility company. Additional comfort settings and / or conditions may also be available to a user. For example, a user might select a time period during which the electricity meter cannot implement V2G or V2H functionality (e.g., to ensure the EV battery remains charged before a typical commute time). Alternatively, the user or utility company may wish to charge the EV battery from green or renewable energy sources such as wind power, solar power, etc. In these cases, step 404 of method 400 can instead detect that a threshold proportion of utility energy is produced by these green energy sources and continue, stop, or resume charging the EV battery based on this detection.

[0068] Available comfort settings may include, but are not limited to: - battery load limits; - Permitted battery charge / discharge times; - mandatory battery charge / discharge times; - Expected usage times for the EV; - a higher acceptable unit price of energy for charging the EV battery; Petition 870250092793, dated 10 / 10 / 2025, pp. 71 / 96 37 / 45 - a lower acceptable unit price of energy for discharging the EV battery into the electricity grid (i.e., to implement V2G functionality); - a type of energy desired for charging the EV battery (e.g., renewable energy sources); - Maximum energy levels to be transferred into / out of a battery in a given period of time (e.g., based on kWh into or out of the EV battery); - a maximum number of times the EV battery can be discharged per unit of time or, alternatively, a maximum number of charging cycles per unit of time; - a maximum kW for discharging; and - a maximum of kWh to discharge per unit of time.

[0069] In all cases, comfort settings may be time-dependent. For example, a user may wish for a higher minimum charge to be maintained in an EV battery between 7am and 9pm (when the EV is most likely to be used) and accept a lower minimum charge retained in the EV battery between 9pm and 7am (when the EV is least likely to be used). Similarly, the user or utility company may wish for the electric vehicle battery to be charged primarily from renewable energy sources when renewable production is low. Petition 870250092793, dated 10 / 10 / 2025, pp. 72 / 96 38 / 45 are high (for example, during the summer when photovoltaic cell production is generally higher) and have no or lower requirements during less productive months (for example, during the winter when photovoltaic cell production is generally lower).

[0070] Comfort settings can be controlled via, for example, a website or an application on a computing device, such as a mobile phone application. Alternatively, comfort settings can be controlled remotely by a utility company.

[0071] Based on comfort settings, the system can be configured to implement user-centric intelligent charging operations. For example, users can use comfort settings to implement charging rules, specifying, for example, a readiness time (to control when the car should be charged), a desired maximum battery level (e.g., 100%), the days the rule is active (e.g., weekdays), a desired safety distance (what is the minimum acceptable range for the car at any given time (e.g., to reach a hospital or respond to any emergency)), and a pre-conditioning time (how long before the readiness time the battery should be charged, e.g., to Petition 870250092793, dated 10 / 10 / 2025, pp. 73 / 96 39 / 45 (keep it warm when you leave).

[0072] Based on these user settings, the system can determine effective charging rules. For example, the system can implement charging rules so that the EV charger charges the battery to the desired maximum battery level as close as possible to the ready time.

[0073] Based on the billing rules, a billing plan is calculated, taking into account all the user settings mentioned above. In addition to these user settings, the system may also consider optimization signals (e.g., based on CO2 emission forecasts or electricity prices), information about the car and charger (e.g., battery capacity, current battery level, and expected charging power), and other relevant information that may not be readily available to the user.

[0074] For example, the charging plan may include a preconditioning time if selected by the user. In this charging plan, a portion of the charge is reserved for the time period immediately preceding the time of readiness. For example, if the preconditioning time is 30 minutes, the charging plan may comprise charging the battery to 80% capacity during the cheapest off-peak electricity hours (e.g., overnight) and then... Petition 870250092793, dated 10 / 10 / 2025, pp. 74 / 96 40 / 45 charge the battery to 100% only in the 30 minutes prior to the readiness time.

[0075] When configuring the charging plan, the system can convert the desired safety distance into a percentage of the battery capacity. If the current battery level is less than the desired safety distance percentage, the charging plan may include immediately charging the EV battery to the safety distance percentage. If the current battery level is greater than the desired safety distance percentage, normal Smart Charging occurs, and the system may wait for ideal times to charge the car according to the charging plan.

[0076] Figure 5 presents a schematic block diagram of an example of a 500 electricity meter. The meter comprises a plurality of 506a-n ports. The meter may additionally include one or more 508 communication channels for each port and, optionally, a 510 switch. Each communication channel may be a unidirectional channel (capable of communications in only one direction) or a bidirectional channel (configured to provide and receive communications), configured to facilitate communications with the load or power supply connected to the corresponding port. The meter may comprise any number of 506 ports, for example, 2, 3, 4, 5, 6 or more ports. Petition 870250092793, dated 10 / 10 / 2025, pp. 75 / 96 41 / 45 At least one port is connected or can be connected to a V2X-compatible EV charger.

[0077] The electricity meter 500 further comprises a storage medium 502, such as a memory, and a processor 504. The storage medium 502 may store a computer program or code which, when read by the processor, causes the electricity meter 500 to implement the steps of methods such as methods 200, 300, or 400. Together, the storage medium 502 and the processor 504 may form a controller or other control unit. It should be understood that the controller may be an integrated controller that constitutes a component of the electricity meter 500, or it may be an external controller connected to or in communication with the electricity meter 500. Similarly, the functionality of the controller may be implemented in hardware or software, as desired.When an external controller is provided, one or more 508 communication channels may be provided by the control unit instead of the 500 meter, and the 500 meter may instead comprise one or more communication channels to communicate with the control unit.

[0078] From the descriptions above, it is understood that the orchestration of the functionality of the system above can be performed in the meter itself or by an external control unit. The control unit can be a unit of Petition 870250092793, dated 10 / 10 / 2025, pp. 76 / 96 42 / 45 dedicated control to control the functionality of the meter, or it can be provided by, for example, processors or processing units of an electric vehicle or electric vehicle charger.

[0079] In embodiments, the system may comprise multiple meters and an aggregator system configured to orchestrate the functionality of the various meters. Advantageously, the aggregator system can facilitate the implementation of frequency containment reserve (FCR) systems to help stabilize the frequency of the power grid. The aggregator system can be configured to orchestrate the functionality of EV meters and / or chargers based on power grid requirements or other regulations. For example, if an average EV charger can provide approximately 11 kW of power and the FCR requirement is, for example, 2 MW, the aggregator system can be configured to control approximately 181 EV chargers. Similarly, if the FCR requirement is 600 kW, then the aggregator system can be configured to control approximately 54 electric vehicle chargers.

[0080] Figure 6 shows a flow diagram describing an example of the FCR 600 method for implementation by an aggregator system. The method comprises, in step 602, obtaining the current energy consumption from the meters. From Petition 870250092793, dated 10 / 10 / 2025, pp. 77 / 96 43 / 45 Preferably, the aggregator system can obtain (or receive from the meters) regular updates of energy consumption on the meters. For example, the aggregator system can be configured to obtain updated information at intervals of 10 seconds or less, such as at intervals of 1, 2, 3, 4, 5, 6, 7, 8, 9, or 10 seconds. It should be understood that step 602 may encompass the meters or the meter control units that transmit consumption information to the aggregator system at these intervals.

[0081] In step 604, based on consumption information, the aggregator system can transmit instructions to one or more of the connected meters. The instructions may include instructions to control the power output of the EV charger. The aggregator system can be enabled to fully control the EV charger output (e.g., between 0 and 100% of the potential output), or it can be restricted to controlling the EV charger output between predefined limits (such as between 30 and 70% of the total potential output of the EV charger, or between 50 and 100% of the total potential output of the EV charger). The aggregator system can be configured so that the EV chargers react to the instructions in a short period of time, for example, within 5 seconds, or even in a shorter period of time than the intervals at which the aggregator system obtains consumption information. Petition 870250092793, dated 10 / 10 / 2025, pp. 78 / 96 44 / 45

[0082] In another example of a use case, the systems of the present invention can be configured to operate according to a demand-side response (DSR) or peak-cutting program. In a DSR program, the system can be configured to react to indications from network operators about planned outages or maintenance in certain areas, which reduces the load on the electrical power grid.

[0083] Figure 7 shows a flow diagram depicting an example of the DSR 700 method. The method comprises, in step 702, receiving, at the meter or control unit, an indication of a power outage or planned maintenance from a power grid operator. In step 704, the system can control the output of the EV chargers connected to the meter in response to the indication, for example to reduce an EV charger output. To assist in the DSR method, the EV chargers can be configured to provide updated consumption and / or output information at regular intervals, for example, every 5 minutes or less. The system can also be configured so that the EV chargers respond to the control command in a short period of time, for example, in 1 minute or less.

[0084] Although the description has been given in terms of preferred embodiments, as set out above, it should be understood that these embodiments are merely illustrative and that the claims are not limited to these. Petition 870250092793, dated 10 / 10 / 2025, pp. 79 / 96 45 / 45 embodiments. Those skilled in the art may make modifications and alternatives from the description, which are considered to be within the scope of the appended claims. Each feature described or illustrated in this descriptive report may be incorporated in any embodiment, alone or in any appropriate combination with any other feature disclosed or illustrated herein. Petition 870250092793, dated 10 / 10 / 2025, pp. 80 / 96

Claims

1 / 9 CLAIMS 1. A system for controlling a vehicle-to-everything (V2X) compatible electric vehicle charger, the system characterized in that it comprises: a multiport meter comprising: a mesh port configured to connect the meter to an electrical power grid; an auxiliary port configured to connect the meter to an electric vehicle charger; a load port configured to connect the meter to a load at a location; a mesh switch connected to the mesh port and configured to connect the mesh port to the load port; a bidirectional communication channel configured for communications between the system and the electric vehicle charger, or an electric vehicle connected to the electric vehicle charger; and a control unit, wherein the control unit comprises one or more processors configured to process electrical power grid data measured by the meter and to control mesh switch states;wherein the system is configured to: open the mesh switch to electrically disconnect the mesh port and the load port; Petition 870250092793, 10 / 10 / 2025, p. 81 / 96 2 / 9 transmit a signal to the electric vehicle charger to turn on its V2X output to an output mode; and provide the electric vehicle load output to the load of the locations via the auxiliary port and the load port.

2. System according to claim 1, characterized in that the system is configured to open the loop switch in response to the system detecting a power loss from the electrical power loop.

3. System according to claim 1 or 2, characterized in that the system is configured to open the loop switch in response to an indication that the unit electricity prices of the power grid have exceeded a threshold value.

4. System, according to any one of claims 1 to 3, the system characterized in that it is configured to open the loop switch in response to an indication that the use of the electrical power loop has exceeded a threshold proportion of its total capacity.

5. System, according to any one of claims 1 to 4, the system characterized in that it is configured to: transmit a second signal to the electric vehicle charger to turn off its V2X output; and close the loop switch. Petition 870250092793, dated 10 / 10 / 2025, pp. 82 / 96 3 / 9 6. System according to claim 5, the system characterized in that it is configured to receive a confirmation signal from an electric vehicle charger indicating that the V2X output has been switched off; and wherein the system is configured to close the loop switch in response to the system receiving the confirmation signal.

7. System for controlling a vehicle-to-everything (V2X) compatible electric vehicle charger, the system characterized in that it comprises: a multiport meter comprising: a mesh port configured to connect the meter to an electrical power grid; an auxiliary port configured to connect the meter to the electric vehicle charger; a load port configured to connect the meter to a load at a location; a mesh switch connected to the mesh port and configured to connect the mesh port to the load port; an auxiliary switch configured to connect the auxiliary port to the mesh switch and the load port; a bidirectional communication channel configured for communications between the system and the electric vehicle charger, or an electric vehicle connected to the electric vehicle charger; and Petition 870250092793, dated 10 / 10 / 2025, p.83 / 96 4 / 9 a control unit, wherein the control unit comprises one or more processors configured to process data from the electrical power grid measured by the meter and to control the states of the grid switch and the auxiliary switch; wherein the system is configured to: responsive to a first condition, determine that the electric vehicle charger should stop charging the battery of an electric vehicle; transmit a signal to the electric vehicle charger to stop charging the electric vehicle battery; respond to a second condition, determine that the electric vehicle charger should resume charging the electric vehicle battery; and transmit a second signal to the electric vehicle charger to resume charging the electric vehicle battery.

8. System according to claim 7, characterized in that the first condition is a price of electricity from the power grid above a threshold price, and the second condition is a price of electricity from the power grid below a second threshold price.

9. System, according to claim 8, characterized in that the first limit price and the second limit price are equal. Petition 870250092793, dated 10 / 10 / 2025, page 84 / 96 5 / 9 10. System according to any one of claims 7 to 9, wherein the system is characterized in that it is configured to: responsively determine that the electric vehicle charger must produce power for the power grid; transmit a third signal to the electric vehicle charger to switch its V2X output to an output mode; and provide the output of the electric vehicle charger to the power grid via the auxiliary port and the grid port.

11. System, according to claim 10, characterized in that the first condition is that the price of energy from the power grid is above a limit price, and the second condition is that the price of energy from the power grid is below a second limit price, and the third condition is that the price of energy from the power grid is above a third limit price.

12. System according to claim 11, characterized in that the first limit price and the second limit price are equal, and the third limit price is greater than the first limit price. Petition 870250092793, dated 10 / 10 / 2025, pp. 85 / 96 6 / 9 13. System according to claim 10, characterized in that the third condition comprises receiving an indication to provide energy to the loop.

14. System, according to any one of claims 10 to 13, characterized in that the third condition comprises determining that the current charge level of the electric vehicle battery is greater than a limit charge level.

15. A system according to any one of claims 7 to 14, characterized in that it comprises receiving, from a user, a set of user comfort settings, wherein the user comfort settings comprise one or more loading conditions, and wherein the first condition comprises the one or more loading conditions.

16. System according to claim 15, characterized in that the user comfort settings comprise an intended usage time for the electric vehicle and in that one or more charging conditions comprise only ceasing charging of the electric vehicle battery if it is not within a time limit of the intended usage time.

17. System, according to any one of claims 1 to 16, characterized in that the multiport meter is a multiport meter of ANSI Form 43S.

18. A method for controlling a vehicle-to-everything (V2X) compatible electric vehicle charger, characterized in that it comprises: operationally connecting a multiport meter to an electrical power grid via a mesh port of a multiport meter; operationally connecting the multiport meter to an electric vehicle charger via an auxiliary port of the multiport meter; operationally connecting the multiport meter to the local load via a load port of the multiport meter; opening a mesh switch to electrically disconnect the mesh port and the load port; transmitting a signal to the electric vehicle charger to switch its V2X output to an output mode; and providing the electric vehicle load output to the local load via the auxiliary port and the load port.

19. Method according to claim 18, the method characterized in that it comprises opening the loop switch in response to the detection of a power loss from the electrical power loop.

20. Method, according to claim 18 or 19, the method characterized in that it comprises opening the Petition 870250092793, dated 10 / 10 / 2025, p. 87 / 96 8 / 9 mesh switch in response to an indication that the unit prices of electricity from the power grid have exceeded a limit value.

21. Method, according to any one of claims 18 to 20, the method characterized in that it comprises opening the loop switch in response to an indication that the use of the electrical power grid has exceeded a threshold proportion of its total capacity.

22. A method, according to any one of claims 18 to 21, characterized in that it comprises: transmitting a second signal to the electric vehicle charger to turn off its V2X output; and closing the loop switch.

23. A method for controlling a vehicle-to-all (V2X) compatible electric vehicle charger, the method characterized in that it comprises: operationally connecting a multiport meter to an electric vehicle charger via an auxiliary port of the multiport meter; responsive to a first condition, determining that the electric vehicle charger should stop charging the battery of an electric vehicle; transmitting a signal to the electric vehicle charger to stop charging the electric vehicle battery; responding to a second condition, determining that the electric vehicle charger should resume charging the electric vehicle battery; and transmitting a second signal to the electric vehicle charger to resume charging the electric vehicle battery.

24. Method according to claim 23, characterized in that the first condition is a price of electricity grid energy above a threshold price, and the second condition is that the price of electricity grid energy is below a second threshold price.

25. Method according to claim 23 or 24, the method characterized in that it comprises: responsive to a third condition, determining that the electric vehicle charger must produce power for the power grid; transmitting a third signal to the electric vehicle charger to switch its V2X output to an output mode; and providing the output of the electric vehicle charger to the power grid via the auxiliary port and the grid port. Petition 870250092793, dated 10 / 10 / 2025, pp. 89 / 96

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