Electric vehicle charging station with advanced metering system

Abstract

Advanced metrology infrastructure integrated in an electric vehicle power supply device (EVSE). An example EVSE includes a housing, an AMI meter located within the housing, an output terminal configured to connect to an electric vehicle, an output device, and an EVSE controller located within the housing. The AMI meter is connected to a power grid. The EVSE controller is connected to the AMI meter, the output terminal, and the output device. The EVSE controller is configured to publish the first charging current value to the output terminal and receive an indication of a high demand period of the power grid. The EVSE controller is configured to, in response to an indication of a high demand period, publish a second charging current value to the output terminal (the second charging current value is less than the first charging current value), and provide a notification via the output device.

Description

[0001] Related Applications

[0002] This application claims priority to U.S. Provisional Patent Application No. 63 / 349,464 filed on June 6, 2022 and U.S. Provisional Patent Application No. 63 / 333,983 filed on April 22, 2022, the contents of which are incorporated herein by reference in their entirety. Technical Field

[0003] Embodiments disclosed herein relate to an advanced metering infrastructure integrated within an electric vehicle power supply unit. Background Art

[0004] The surge in electric vehicles has caused significant changes in utility grid loads. For example, a single electric vehicle charging load is equivalent to two central air conditioning loads. In addition, electric vehicle charging loads exist all year round. Electric utilities are aware of this growing demand for electricity and have deployed electric vehicle power supply units to serve electric vehicles on the grid. Summary of the invention

[0005] Approximately 48 million homes in the United States still contain 100A service to their load center. As homeowners upgrade the appliances in their homes, service may be required to upgrade the home to accommodate today’s increased power demands. Electric vehicle supply units (EVSEs) are now being installed in homes to manage the charging of electric vehicles. These EVSEs add additional stress to the load center, especially when used in conjunction with ovens, stoves, dryers, air conditioners, and other high-power appliances.

[0006] The embodiments described herein solve the problem of increased pressure on load centers by combining advanced metering infrastructure (AMI) meters with EVSE. In particular, EVSE and AMI communicate to sense the pressure on the load center and dynamically adjust the published current available to the electric vehicle via EVSE. EVSE and AMI can be implemented in shared housing. By combining EVSE and AMI, the pressure on the load center can be alleviated without changing the existing infrastructure. For example, AMI senses the current consumption of the load center and coordinates with EVSE to dynamically adjust the published current capacity of EVSE. The communication between AMI and EVSE is carried out locally and ensures that EVSE and load centers always operate within the nameplate rating of the load center. In some cases, EVSE and AMI coordination can reduce or temporarily suspend the charging of electric vehicles in response to changes in the power grid independent of the load center communication.

[0007] In addition, an EVSE operator (such as a homeowner) may need to override a command from a load center so that charging of the electric vehicle begins immediately. For example, when permitted, an EVSE operator may choose to "opt-out" of control of the load center and restore the EVSE to its maximum published charge rate for an electric vehicle charging session. When "opt-out" is active, the EVSE ignores subsequent public commands until the charging session is completed or terminated. In some cases, the EVSE provides an indication (such as an audible and / or visual indication) while conveying the status of the EVSE.

[0008] According to one example, the EVSE includes an AMI meter connected to a power grid to receive power from the power grid. The EVSE also includes an EVSE controller. The EVSE controller is configured to: receive power from the AMI, provide power to an electric vehicle connected to the EVSE, monitor the power provided to the electric vehicle, detect a power failure provided to the electric vehicle, and perform a protection operation in response to the power failure.

[0009] According to another example, the EVSE includes an AMI meter connected to a power grid to receive power from the power grid. The EVSE also includes an EVSE controller. The EVSE controller is configured to: detect a charging delay condition, select a random time delay, and provide power to the connected electric vehicle according to the random time delay.

[0010] According to another example, an EVSE includes an AMI meter connected to a power grid to receive power from the power grid, an auxiliary power supply coupled to the EVSE, and an EVSE controller. The EVSE controller is configured to: detect a high demand period of the power grid, use the auxiliary power supply to provide power to the electric vehicle, detect an end of the high demand period of the power grid, and use power from the power grid to provide power to the electric vehicle.

[0011] According to another example, an EVSE includes a housing, an AMI meter located within the housing, an output terminal configured to be connected to an electric vehicle, an output device, and an EVSE controller located within the housing. The AMI meter is connected to a power grid to receive power from the power grid. The EVSE controller is connected to the AMI meter, the output terminal, and the output device. The EVSE controller is configured to publish a first charging current value to the output terminal and receive an indication of a high demand period of the power grid. The EVSE controller is configured to publish a second charging current value to the output terminal in response to the indication of the high demand period (the second charging current value is less than the first charging current value), and provide a notification indicating the high demand period via the output device.

[0012] In some cases, the output device includes at least one selected from the group consisting of a speaker, a light emitting diode, and a display device. In some cases, the indication of the high demand period of the power grid is a command from an external server associated with the power grid. In some cases, the EVSE controller is also configured to modulate a pulse width modulation (PWM) signal provided to the output terminal to announce a second charging current value to the output terminal. In some cases, the output terminal includes a SAE J1772 charging coupler. In some cases, the EVSE also includes an input device configured to receive user input, and the EVSE controller is further configured to receive the user input from the input device and announce the first charging current value to the output terminal in response to the user input. In some cases, the EVSE controller is also configured to ignore the indication of the high demand period of the power grid in response to the user input until the charging period of the electric vehicle ends.

[0013] In some cases, the EVSE controller is further configured to detect a power failure provided to the output terminal and perform a protective operation in response to the power failure. In some cases, the EVSE controller is further configured to control a relay to an "ON" setting to provide power to the electric vehicle, and in response to the power failure, control the relay to an "OFF" setting to stop providing power to the electric vehicle. In some cases, the AMI meter is configured to monitor the amount of power received from the grid and report the amount of power received from the grid to a utility server using the AMI network.

[0014] According to another example, an EVSE includes a housing, an AMI meter located within the housing, an output terminal configured to be connected to an electric vehicle, a user interface configured to receive user input and provide notifications, and an EVSE controller located within the housing. The AMI meter is connected to a power grid to receive power from the power grid. The output terminal includes a first power terminal, a second power terminal, a first communication terminal, and a second communication terminal. The EVSE controller is connected to the AMI meter, the output terminal, and the output device. The EVSE controller is configured to publish a first charging current value to the electric vehicle via the first communication terminal and receive an indication of a high demand period of the power grid. The EVSE controller is configured to publish a second charging current value (the second charging current value is less than the first charging current value) to the electric vehicle via the first communication terminal and in response to an indication of a high demand period, and provide a notification indicating a high demand period via the user interface.

[0015] In some cases, the EVSE controller is configured to modulate a pulse width modulation (PWM) signal provided via the first communication terminal to adjust the charging current value announced to the electric vehicle. In some cases, the second communication terminal is configured to provide an indication of whether the EVSE is receiving power. In some cases, the AMI meter is configured to monitor the amount of power received from the grid and report the amount of power received from the grid to a common server using the AMI network. In some cases, the user interface includes at least one selected from the group consisting of a speaker, a light emitting diode, a rotary dial, a touch screen device, and a display device.

[0016] In some cases, the EVSE controller is further configured to receive user input from the user interface and announce a third charging current value to the electric vehicle via the first communication terminal and based on the user input. In some cases, the EVSE controller is further configured to detect a power failure provided to the output terminal and perform a protection operation in response to the power failure. In some cases, the EVSE controller is further configured to receive user input from the user interface and announce the first charging current value to the output terminal in response to the user input. In some cases, the EVSE controller is further configured to ignore indications of a high demand period on the grid in response to the user input until the charging period of the electric vehicle ends.

[0017] In another example, an EVSE includes a housing, an AMI meter located within the housing, an output terminal configured to be connected to an electric vehicle, an input device configured to receive user input, and an EVSE controller located within the housing. The AMI meter is connected to a power grid to receive power from the power grid. The EVSE controller is connected to the AMI meter and the output terminal. The EVSE controller is configured to publish a first charging current value to the output terminal, receive user input from the input device, and enable an opt-out setting of the EVSE in response to the user input. The EVSE controller is configured to receive an indication of a high demand period of the power grid, and ignore the indication of the high demand period of the power grid in response to enabling the opt-out setting.

[0018] Other aspects of the technology will become apparent by consideration of the detailed description and accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a schematic diagram illustrating an example electric vehicle charging system according to some embodiments.

[0020] Figure 2A is a front view of an example electric vehicle power supply unit according to some embodiments.

[0021] Figure 2B According to some embodiments Figure 2A Side view of an electric vehicle power supply unit.

[0022] Figure 2C According to some embodiments Figure 2A Rear view of an electric vehicle power supply unit.

[0023] Figure 3 is a perspective view of another example electric vehicle power supply unit according to some embodiments.

[0024] Figures 4A-4D Provides installation Figure 3 Example process for an EVSU.

[0025] Figure 5 is a circuit diagram of an example electric vehicle power supply device according to some embodiments.

[0026] Figure 6 According to some embodiments Figure 5 A block diagram of an example control system for an electric vehicle power supply device.

[0027] Figure 7 According to some embodiments Figure 5 A block diagram of another example control system of an electric vehicle power supply device.

[0028] Fig. 8A is integrated with the housing according to some embodiments Figure 7 Block diagram of the control system.

[0029] Figure 8B According to some embodiments, the Fig. 8A A sample user interface in the shell.

[0030] Fig. 9 According to some embodiments Figure 5 Block diagram of an adapter board implemented within an electric vehicle supply unit.

[0031] Fig.10 is a diagram showing a method according to some embodiments Fig. 9 Block diagram of the adapter board.

[0032] Fig.11 is an illustration of an implementation according to some embodiments Figure 5 Block diagram of the network of an electric vehicle power supply unit.

[0033] Fig.12 is a diagram showing a method for utilizing Figure 5 A flowchart of a method for performing a protection operation on an example electric vehicle power supply device.

[0034] Fig.13 is a flow chart illustrating a method for delaying electric vehicle charging according to some embodiments.

[0035] Fig.14 is a flow chart illustrating a method of implementing an auxiliary power supply according to some embodiments.

[0036] Fig.15 is a flow chart illustrating a method of regulating electrical current published to an electric vehicle, according to some embodiments.

[0037] Fig.16 is a flow chart illustrating a method of implementing an opt-out setting according to some embodiments.

[0038] Fig.17 is a schematic diagram of a switchboard according to some embodiments.

[0039] Fig.18 is a flow chart illustrating a method of reducing a charging current provided to an electric vehicle according to some embodiments.

[0040] Fig.19 is a diagram showing the adjustment according to some embodiments Figure 5 A flow chart of a method for charging rating of an electric vehicle supply device. DETAILED DESCRIPTION

[0041] One or more examples, embodiments, aspects and features are described and illustrated in the following description and accompanying drawings. These examples are not limited to the specific details provided herein and may be modified in various ways. Other examples and embodiments not described herein may exist. For example, a device or structure that is "configured" in a certain way is configured at least in this way, but may also be configured in an unlisted way. Some examples described herein may include one or more electronic processors that are configured to perform the described functions by executing instructions stored in a non-transient computer-readable medium. Similarly, the embodiments described herein may be implemented as non-transient computer-readable media that store commands executable by one or more electronic processors to perform the functions. As used in this application, "non-transient computer-readable media" includes all computer-readable media, but does not include transient propagation signals. Therefore, non-transient computer-readable media may include, for example, a hard disk, a CD-ROM, an optical storage device, a magnetic storage device, a ROM (read-only memory), a RAM (random access memory), a register memory, a processor cache, other memory and storage devices, or a combination thereof.

[0042] The wording and terminology used herein are for descriptive purposes only and should not be considered as limiting. For example, "including", "containing", "comprising", "having" and variations thereof used herein are intended to include the items listed below and their equivalents and additional items. The terms "connected" and "coupled" are widely used and include direct and indirect connections and couplings. In addition, "connected" and "coupled" are not limited to physical or mechanical connections or couplings, but may also include direct or indirect electrical connections or couplings. In addition, electronic communications and notifications may be performed using wired connections, wireless connections, or a combination thereof, and may be sent directly or through one or more intermediate devices through various types of networks, communication channels, and connections. Related terms (such as first and second, top and bottom, etc.) are used herein only to distinguish one entity or action from another entity and action, without necessarily requiring or implying any actual relationship or order between these entities or actions. An embodiment or part of an embodiment may be combined with other embodiments or parts of other embodiments to create another embodiment, whether or not they are specifically shown or described.

[0043] It should also be understood that although some of the drawings show hardware and software located within a particular device, these descriptions are for illustrative purposes only. In some embodiments, the components shown may be combined or divided into separate software, firmware, and / or hardware. For example, logic and processing may be distributed between multiple electronic processors, rather than being located within and executed by a single electronic processor. Regardless of how they are combined or divided, hardware and software components may be located on the same computing device, or may be distributed between different computing devices connected by one or more networks or other suitable communication links.

[0044] In some cases, the execution order of the method steps is different from the order described. In addition, in some cases, some method steps do not occur simultaneously, but may be performed simultaneously.

[0045] Electric vehicle charging system

[0046] Figure 1An example charging system 100 is shown that includes an electric vehicle supply equipment (EVSE) 105 and an electric vehicle 110 (e.g., a plug-in electric vehicle or a plug-in hybrid electric vehicle). The EVSE 105 is configured to provide power to the electric vehicle 110 via a charging socket (e.g., a charging outlet, a charging port) 108. The charging socket can be, for example, an SAE J1772 charging port, an IEC 61851 charging port, an IEC 62196 charging port, a combined charging standard (CCS) type charging port, or other similar charging sockets. In some cases, multiple electric vehicles 110 are connected to the EVSE 105 and receive power from it. The EVSE 105 is electrically connected to a power grid, such as a utility 120 or a load center. The EVSE 105 also includes an advanced metering infrastructure (AMI) described in more detail below.

[0047] Charging system 100 also includes a network 115 that includes multiple sub-networks, such as, but not limited to, an electric vehicle network 135, an AMI network 140, an Internet Service Provider (ISP) 145, a cellular network 150, and a public network 155. In some cases, network 115 includes a network manager 132 that is configured to control communications between each of the sub-networks, allowing each device within charging system 100 to be communicatively connected.

[0048] exist Figure 1 In the example of FIG. 1 , the electric vehicle 110 is communicatively coupled to the electric vehicle network 135. The electric vehicle network 135 provides, for example, global positioning system (GPS) information, troubleshooting information related to the status of the electric vehicle 110, and other operational data to the electric vehicle 110. The electric vehicle 110 provides, for example, status reports, charging information, positioning information, and other operational information to the electric vehicle network 135.

[0049] The EVSE 105 is communicatively coupled to the utility 120 (or more specifically, a server associated with a utility service) via the AMI network 140. In some cases, the EVSE 105 provides status reports to the utility 120 via the AMI network 140, such as a charging schedule for the electric vehicle 110, an average charging power provided to the electric vehicle 110, a monthly charging power provided to the electric vehicle 110, and which electric vehicles 110 are registered in the EVSE 105. The utility 120 may send request signals to the EVSE 105, such as a request for a charging schedule for the EVSE 105, a request for an average charging power provided by the EVSE 105, a request for a monthly charging power provided by the EVSE 105, and a request for a list of electric vehicles 110 registered with the EVSE 105. In some cases, the utility 120 sends commands to the EVSE 105, such as a remote disconnect command to stop power transmission by the EVSE 105, announcing a current value or charging capacity to the electric vehicle 110, and the like.

[0050] In some cases, the EVSE 105 is communicatively coupled to the router 125 via, for example, Wi-Fi. The router 125 is then communicatively coupled to an Internet Service Provider (ISP) 145 within the network 115. In further embodiments, the EVSE 105 is communicatively coupled to the network 115 via, for example, Bluetooth. TM Communicatively coupled to mobile device 130. Mobile device 130 may be communicatively coupled to cellular network 150.

[0051] Customers may access their public accounts via the public network 155 and the customer portal. The public account may allow the customer or user to view the settings of their EVSE 105, control the charging schedule associated with the EVSE 105, override the charging of the electric vehicle 110, adjust the settings of the EVSE 105, etc.

[0052] In some cases, the charging system 100 includes a main switchboard 160 (e.g., a panel, a fuse box, a distribution board, a panel box, a circuit breaker box, etc.) connected between the utility 120 and the EVSE 105. In some cases, the main switchboard 160 includes a home meter (not shown) to measure the power usage of all components within the residence. Therefore, in this case, the EVSE 105 is a sub-meter of the home meter. In other cases, the home meter is located separately from the main switchboard 160. In some embodiments, the EVSE 105 (e.g., Figure 5 The AMI 510 included in the example shown in FIG. 5 is used as a home meter.

[0053] When the current flowing through the main switchboard from the utility 120 exceeds the maximum current (such as 100 amps), the main switchboard can trip the fuse or circuit breaker to prevent damage to the EVSE 105 and the electric vehicle 110. In some embodiments, when the current drawn from the main switchboard 160 exceeds the maximum current, this can be corrected by reducing the rating of the EVSE 105. The main switchboard 160 can also be configured to provide power to other appliances (such as household appliances, chargers, etc.) that are also connected to the main switchboard 160 to receive power from the utility 120.

[0054] Figure 2A A front view of an example EVSE 200 is provided. Figure 2B A side view of an example EVSE 200 is provided. Figure 2C A rear view of an example EVSE 200 is provided. For example, the EVSE 200 may be implemented as Figure 1 EVSE 105. EVSE 200 includes a display 210 and a charging socket 215 integrated in the front housing 205. The charging socket 215 is connected to Figure 1 2 corresponds to the charging socket 108 shown in FIG. Power is provided from the EVSE 200 to the electric vehicle 110 via the charging socket 215. The charging socket 215 is coupled to the EVSE 200 via a charging line 220, which provides a channel for power to be transmitted from the EVSE 200 and flow out of the charging socket 215. In some embodiments, the front housing 205 includes a retainer 250 for retaining the charging socket 215 when the charging socket 215 is not connected to the electric vehicle 110. Figure 2B In the example shown, the retainer 250 is a mold or intrusion integrated into the front housing 205 to retain the charging receptacle 215. In other cases, the retainer 250 may include a protrusion protruding from the front housing 205 to retain the charging receptacle 215.

[0055] The EVSE 200 includes a rear housing 225 coupled to the front housing 205 by an intermediate housing 230. The rear housing 225 includes a coupling interface 240 configured to attach the EVSE 200 to a stand or a wall. In addition, the rear housing 225 includes a power cable 235 configured to be connected to, for example, a power grid (e.g., utility 120) so that the EVSE 200 receives power from the grid.

[0056] Figure 3 A perspective view of another example EVSE 300 is provided. For example, the EVSE 300 may be implemented as Figure 1EVSE 105. EVSE 300 includes a rear housing 305 (e.g., a first housing) and a front housing 310 (e.g., a second housing) that together form an EVSE housing. EVSE module 315, AMI module 320, and user interface module 325 are integrated within the EVSE housing. In some embodiments, EVSE module 315, AMI module 320, and user interface module 325 are coupled together and coupled to rear housing 305. User interface module 325 may include a user interface that interacts with EVSE module 315 and / or AMI module 320, as described in more detail below.

[0057] The EVSE 300 may also include an optical port 330 and an antenna 335. The optical port 330 allows an operator or technician of the EVSE 300 to access software and memory associated with the EVSE 300. For example, an external device may connect to the EVSE 300 via a wireless or physical connection using the optical port 330. In some embodiments, the optical port 330 is integrated into the rear housing 305. As an example, the optical port 330 may be accessed via a USB device that is magnetically connected to the optical port 330. As another example, an external device magnetically connects to the optical port 330 and wirelessly communicates with the EVSE 300, allowing two-way communication between the EVSE 300 and a computer used, for example, by a utility technician. In some embodiments, the optical port 330 is configured as a D-ring. The antenna 335 allows the EVSE 300 to communicate wirelessly over a communication network, such as communicating with the utility 120 via the AMI network 140. The EVSE 300 includes one or more wires 340 that connect the EVSE module 315 to a charging port 345 and a power grid (such as the utility 120). To connect the EVSE 300 to a wall, the rear housing 305 is coupled to a mounting structure 350 .

[0058] Figures 4A-4D 4 shows a method for installing EVSE 300. In step 400 (eg Figure 4A As shown), the mounting structure 350 is fixed to the wall. In step 405 (as shown Figure 4B ), the rear housing 305 is fixed to the mounting structure 350. For example, the rear housing 305 can be removably coupled to the mounting structure 350 via one or more fasteners. Figure 4B In the example of , the EVSE module 315 , the AMI module 320 , the user interface module 325 , and the antenna 335 are coupled to the rear housing 305 .

[0059] In step 410 (eg Figure 4C At step 415 (as shown), one or more wires 340 are installed to electrically couple the EVSE module 315 to the charging port 345 and a power source (such as the grid). Figure 4D As shown), the front housing 310 is coupled to the rear housing 305.

[0060] Although several examples of EVSEs have been provided, such as EVSE 200 and EVSE 300, for simplicity, the embodiments described herein may simply refer to EVSE 105. Furthermore, the EVSEs described herein are not limited to the examples provided herein, and components may be omitted or additional components may be included in the EVSE other than those shown.

[0061] Figure 5 A control system 500 for an EVSE 105 is provided. The EVSE 105 receives power from a power input 505, such as a power cable 235. In the example shown, the power input 505 is a NEMA 14-50 socket. However, other devices that provide power to the EVSE 105 from the power grid may also be used. For example, the EVSE 105 may be hardwired to the power grid, or another socket may be used. The power input 505 includes a first line of power L1, a second line of power L2, a neutral line N, and a ground line GND. The first line of power L1, the second line of power L2, and the neutral line are provided to an AMI meter 510 integrated in the EVSE 105. The first line of power L1, the second line of power L2, and the ground line GND are provided to an EVSE controller 515. The EVSE 105 may be configured to receive, for example, approximately 12 kW of power on a single-phase AC line. The AMI meter 510 may be integrated in the AMI module 320. The EVSE controller 515 may be integrated in the EVSE module 315.

[0062] The AMI meter 510 is configured to monitor the power usage of the EVSE 105 via sensors 535 (e.g., voltage sensors, current sensors, power sensors, etc.). The AMI meter 510 includes an AMI antenna 520 (e.g., antenna 335) configured for bidirectional communication via the AMI network 140. In some embodiments, the AMI meter 510 includes an AMI controller 525. The AMI controller 525 includes an electronic processor and a memory (not shown). The AMI controller 525 is configured to communicate with the utility 120 using the AMI antenna 520. For example, the AMI controller 525 reports to the utility 120 via the AMI network 140 the amount of power used to charge the connected electric vehicle 110. The AMI controller 525 also receives requests and commands from the utility 120, such as requests for status reports and remote disconnect commands (as described in more detail below). As some examples, the AMI antenna 520 can communicate via radio frequency (RF), RF mesh, cellular power line carrier, Ethernet, and other similar long-distance communication media through the AMI network 140.

[0063] In some cases, the AMI meter 510 includes an optical port 530. The optical port 530 can be, for example, the optical port 330. An operator of the AMI meter 510 can access data stored in a memory of the AMI controller 525 via the optical port 530, or otherwise provide services to the AMI meter 510. In some cases, the AMI meter 510 is a single-phase residential ANSI C12 AMI. In some embodiments, the AMI meter 510 includes an interchangeable automatic meter reading (AMR) and AMI modules.

[0064] exist Figure 5 In the example of , the EVSE controller 515 is powered by a first line of power L1 and a second line of power L2. The first power line L1 and the second power line L2 also pass through the AMI meter 510 (such as to monitor power along the line) and are provided to the EVSE controller 515 before being output at the power output 555 (e.g., the power outlet 108). In the example shown, the power output 555 is a SAEJ1772 charge coupled device. However, other power outlets may also be implemented. By providing power to the EVSE controller 515 separately from the power provided to the electric vehicle 110, the AMI meter 510 monitors that the power used to charge the electric vehicle 110 is separated from the power used by the entire charging system 100. In addition, in some embodiments, the power output 555 includes a communication terminal so that the EVSE 105 communicates with the electric vehicle 110 to which it is connected, such as Figure 5 105 . For example, the EVSE 105 uses the PILOT terminal (e.g., a control pilot signal) to change the current announced to the electric vehicle 110. The announced current can be the current value that the EVSE 105 tells the electric vehicle 110, which is the maximum available current drawn for charging. The electric vehicle 110 then uses the electrical components within the electric vehicle 110 to adjust how much current is drawn for charging. In some embodiments, the EVSE 105 indicates the maximum current value, the minimum current value, the intermediate current value, or the no current value on the PILOT terminal. For example, the maximum current value can be the maximum current value that the electric vehicle 110 can safely pull, the minimum current value can be the minimum current value output by the EVSE 105 for charging, and the no current value can indicate that charging should not be performed during this period. The EVSE 105 uses the PROXIMITY terminal to notify the electric vehicle 110 where the electric vehicle 110 is connected for charging. Therefore, in some cases, both the PILOT terminal and the PROXIMITY terminal are communication terminals between the EVSE 105 and the electric vehicle 110.

[0065] The EVSE controller 515 includes an electronic processor and a memory (not shown). The memory includes, for example, a program storage area and a data storage area. The program storage area and the data storage area may include a combination of different types of memory, such as read-only memory (ROM) and random access memory (RAM). Various non-transitory computer readable media may be used, such as magnetic, optical, physical, or electronic memory. The electronic processor is configured to implement the data stored by the memory to perform the operations and methods described herein.

[0066] The EVSE controller 515 may also be communicatively coupled to the AMI meter 510 via a communication line 540. The communication line 540 may be wired or wireless. The AMI meter 525 may send commands to the EVSE controller 515 based on signals received from the utility 120. For example, the utility 120 may wish to stop providing power via the power output 555 in response to nonpayment, emergency shutoff, demand response events (e.g., load shedding), or other similar situations. The utility 120 sends a remote disconnect command to the AMI meter 510 via the AMI network 140. The AMI controller 525 receives the command from the utility 120 and sends a command to the EVSE controller 515 to disconnect power from the power output 555. As an example, the EVSE controller 515 controls the first switch 550A and the second switch 550B to physically disconnect the first line power L1 and the second line power L2 from the power output 555. In other cases, the first switch 550A and the second switch 550B logically indicate that the EVSE controller 515 stops providing power to the power output 555 (e.g., sets a logic flag, stops the output of the EVSE controller 515, etc.). In some cases, when the EVSE controller 515 stops providing power to the power output 555, the EVSE controller 515 notifies the electric vehicle 110 via the PILOT terminal of the action that the EVSE controller 515 is about to take.

[0067] In some embodiments, the remote disconnect command received by the AMI meter 510 is converted by the EVSE controller 515 into different current levels to be announced to the electric vehicle 110. In one example, a “remote disconnect ON” command may instruct the EVSE controller 515 to announce the maximum possible current to the electric vehicle 110, while a “remote disconnect OFF” command may instruct the EVSE controller 515 to announce the minimum possible current to the electric vehicle 110. In another example, a “remote disconnect ON” command may instruct the EVSE controller 515 to announce the maximum possible current to the electric vehicle 110, while a “remote disconnect OFF” command may instruct the EVSE controller 515 to announce that the EVSE 105 is not prepared to charge the electric vehicle 110, or that the EVSE 105 is not capable of charging the electric vehicle 110 (e.g., not receiving power from the utility 120).

[0068] In some embodiments, the EVSE controller 515 monitors the presence of the ground line GND. If the ground line GND no longer exists or is no longer working, the EVSE controller 515 controls the first switch 550A and the second switch 550B to disconnect the first line power L1 and the second line power L2 from the power output 555.

[0069] In some embodiments, the EVSE controller 515 includes an EVSE antenna 545 configured for local wireless communication. Figure 1 , EVSE 105 uses EVSE antenna 545 to communicate with router 125 via Wi-Fi network and Bluetooth TM The network communicates with the mobile device 130. The EVSE controller 515 communicates with the mobile device 130 (or another device communicatively coupled to the EVSE controller 515 via the router 125) using the EVSE antenna 545. For example, the mobile device 130 can set settings or configurations of the EVSE controller 515, view energy reports associated with energy provided to the electric vehicle 110, etc.

[0070] In some embodiments, the EVSE controller 515 and the AMI meter 510 are separate pluggable modules that plug into a common EVSE housing, allowing the EVSE controller 515 and the AMI meter 510 to be serviced independently of each other. In some embodiments, the EVSE 105 may include a meter shunt in place of the AMI meter 510. During installation, the EVSE 105 is installed with the EVSE controller 515 and the meter shunt. Then, the AMI meter 510 may be installed in the EVSE 105 after the initial installation in place of the meter shunt.

[0071] In some cases, the AMI controller 525 is a master device that sends a command packet (e.g., a data packet) to the EVSE controller 515 (which is a slave device). After receiving the command packet, the EVSE controller 515 sends a positive or negative confirmation to the AMI controller 525. If the AMI controller 525 fails to receive the confirmation before the timeout period (e.g., 750ms), or a negative confirmation is received by the AMI controller 525, the AMI controller 525 resends the command packet to the EVSE controller 515. If the transmission fails within a predetermined time period (e.g., three times), the AMI controller 525 assumes that an error has occurred. In some embodiments, the command packet includes 8 data bits, 1 start bit, and 1 stop bit. In some embodiments, the command packet includes a parity bit. Table 1 provides an example command packet sent from the AMI controller 525 to the EVSE controller 515.

[0072]

[0073] Table 1: Command package

[0074] Figure 6 An example EVSE controller 600 is shown according to some embodiments. The EVSE controller 600 may correspond to Figure 5 EVSE controller 515 in. EVSE controller 600 can be Figure 3 The EVSE controller 600 includes a power input terminal 610 (e.g., power input 505), a power circuit 602 consisting of a surge protection circuit 615, a current transformer 620, a shunt circuit 625, a power relay 630 (e.g., a first switch 550A and a second switch 550B), and a power output terminal 635 (e.g., power output 555). The power input terminal 610 receives AC power from the first power line L1 and the second power line L2. The surge protection circuit 615, the current transformer 620, and the shunt circuit 625 perform conditioning operations on the input power and convert the input power into an appropriate power level for the electric vehicle 110. The surge protection circuit 615 and the shunt circuit 625 also provide protection features in case the input power experiences a power surge or otherwise reaches an unsafe level. The charger controller 605 controls the power relay to connect and disconnect the power output terminal 635 with the output of the shunt circuit 625, thereby controlling whether power is provided to the electric vehicle 110. The EVSE controller 600 may control the power relay 630 in response to a disconnect command from the AMI meter 510 . When the power relay 630 is in a position that allows power transmission, power is output to the power outlet 108 via the power output terminal 635 .

[0075] In some cases, the charger controller 605 adjusts the control of the power relay 630 so that the power relay 630 is controlled only when the AC value of the current passing through the power circuit 602 is zero (e.g., zero-crossing detection). At this time, no current flows through the power circuit 602. By controlling the power relay 630 at this time, the life of the power relay 630 can be extended.

[0076] The monitoring circuit 645 is configured to monitor the power provided to the electric vehicle 110 via the power circuit 602 (such as the current flowing through the current transformer 620 or the shunt circuit 625). The monitoring circuit 645 can monitor, for example, leakage current, the value of alternating current (AC), the power level through the power circuit 602, etc. The monitoring circuit 645 sends a signal indicating the power provided to the electric vehicle 110 to the charger controller 605. The charger controller 605 can control the power relay based on the monitored power provided to the electric vehicle 110 exceeding a threshold value.

[0077] The charger controller 605 includes an electronic processor and a memory. The memory includes, for example, a program storage area and a data storage area. The program storage area and the data storage area may include a combination of different types of memory, such as read-only memory (ROM) and random access memory (RAM). Various non-transitory computer readable media may be used, such as magnetic, optical, physical, or electronic memory. The electronic processor is configured to implement the data stored by the memory to perform the operations and methods described herein.

[0078] EVSE controller 600 includes communication circuitry 665 (eg, communication line 540) to allow bidirectional communication with AMI meter 510 and network 115. Communication circuitry 665 may be, for example, Figure 5 EVSE antenna 545.

[0079] The PE terminal 650 provides a ground input to the charger controller 605. The open ground detection circuit 455 detects the presence of the ground input at the PE terminal 650. If the ground input becomes disconnected or inoperable, the open ground detection circuit 455 detects the open ground condition and notifies the charger controller 605. The charger controller 605 then controls the power relay 630 to disconnect the power output terminal 635 from the power circuit 602.

[0080] In some embodiments, the EVSE 105 includes a display 670 to display information related to the operation of the EVSE 105. The display 670 may correspond to Figure 2A As some non-limiting examples, the charger controller 605 provides on the display 670 a remote disconnect status, an estimated range of the electric vehicle 110, operating data (e.g., voltage, current, power, charging power, and charging time), fault or error information, a charging history of the electric vehicle 110, a charging status of the electric vehicle 100, and charging rules or guidelines for the electric vehicle 110. In some embodiments, the EVSE 105 also includes a plurality of indicators (e.g., LEDs) controlled via an indicator control circuit 675.

[0081] In some embodiments, the EVSE 105 receives power from an auxiliary power source 640. The auxiliary power source 640 may be, for example, a photovoltaic cell configured to generate power from solar energy stored in a battery, a battery or battery pack configured to be connected to the EVSE 105, or the like. To reduce the load on the utility 120 (e.g., the grid), the charger controller 605 controls the switching circuit 648 so that the auxiliary power source 640 provides power to the power circuit 602. The auxiliary power source 640 may be implemented during periods of high usage of the utility 120, during periods of disconnection from the utility 120, and the like. Thus, even when the utility 120 is unavailable, the electric vehicle 110 may still be charged by the EVSE 105 using the auxiliary power source 640. In some embodiments, the auxiliary power source 640 is implemented when fast charging of the electric vehicle 110 is required.

[0082] Figure 7 A block diagram of an example main board 700 for the EVSE 105 is shown. The main board 700 includes an AMI board 702, an EVSE board 704, and an AC-DC power board 708. Although the AMI board 702, the EVSE board 704, and the AC-DC power board 708 are shown separately, in some embodiments, the components of the AMI board 702, the EVSE board 704, and the AC-DC power board 708 may be shared or may be located differently on the main board 700. In addition, while direct connections between various components are not shown for simplicity, those skilled in the art will understand that the components located on the main board 700 will be connected to receive power and communicate in order to perform the operations described herein.

[0083] AMI board 702 includes AMI controller 710, AMI memory 712, and metering device 714. AMI controller 710 may be or may be similar to, for example Figure 5 The AMI controller 525 of the AMI controller 525 is operated. The AMI memory 712 includes, for example, a program storage area and a data storage area. The program storage area and the data storage area may include a combination of different types of memory, such as a read-only memory (ROM) and a random access memory (RAM). Various non-transitory computer-readable media, such as magnetic, optical, physical or electronic memory, may be used. The AMI memory 712 includes software for the operation of the AMI meter 510 implemented by the AMI controller 710. The metering device 714 includes a device implemented by the AMI controller 710 for measuring the power usage of the electric vehicle 110 connected to it. For example, the metering device may include a sensor 535. The metering device 714 may be connected to the input terminal 754 to measure the power received by the EVSE board 704. In some embodiments, the metering device 714 is connected to the voltage divider 756, the first line power L1 and the second line power L2 entering the EV output terminal 738, or a combination thereof.

[0084] The AMI board 702 includes a rotary dial 716 for receiving user input. For example, a user can operate the rotary dial 716 to select a charging current for the electric vehicle 110. The rotary dial 716 can be a physical rotary dial integrated into the housing of the EVSE 105, or it can be a virtual rotary dial implemented on a display device (such as a front panel 722 described in more detail below). The AMI board 702 also includes a test and reset switch 718 for testing the operation of the EVSE 105 or resetting the operation of the EVSE 105. The AMI board 702 includes an optical port 720 for receiving an external device. The optical port 720 can operate similarly to, for example, the optical port 330 and / or the optical port 530.

[0085] The AMI board 702 includes a front panel 722. Components of the front panel 722 are controlled to provide information related to the operation of the EVSE 105. In some cases, components of the front panel 722 also receive user input to set or change settings of the EVSE 105. The front panel 722 may include, for example, one or more light emitting diodes (LEDs), a liquid crystal display (LCD) device, an E Ink TM A display, one or more buttons or touch screen devices forming a user interface, a speaker configured to output audio signals (e.g., voice audio, beeps, tones, etc.), or a combination thereof.

[0086] The AMI board 702 includes a network interface controller (NIC) 724 for controlling the communication of the EVSE 105 over a wireless communication network, such as network 115. The NIC 724 includes an antenna 726 for communicating over the wireless communication network. The antenna 726 may operate similarly to the AMI antenna 520.

[0087] In some embodiments, components of the AMI board 702 receive power from a battery 727. The battery 727 may be a rechargeable battery or a replaceable battery. The AMI board 702 may alternatively or additionally receive power from an AC-DC power board 708. For example, a voltage divider circuit may divide the power from the AC-DC power board 708 into a first power supply 728A (e.g., a 4V power supply), a second power supply 728B (e.g., a 3.3V power supply), and a third power supply 728C (e.g., a 5V power supply), which are collectively referred to as a plurality of power supplies 728. More or fewer power supplies may be provided based on the operation of the AMI board 702. The first power supply 728A may provide power to the NIC 724.

[0088] The EVSE board 704 includes an EVSE controller 730 (eg, a safety controller, a charging controller) and an EVSE memory 732. The EVSE controller 730 may be, for example, Figure 5The EVSE controller 515 of the present invention may be operated similarly thereto. The EVSE memory 732 includes, for example, a program storage area and a data storage area. The program storage area and the data storage area may include a combination of different types of memory, such as read-only memory (ROM) and random access memory (RAM). Various non-transitory computer readable media may be used, such as magnetic, optical, physical or electronic memory. The EVSE memory 732 includes software for the operation of the EVSE 105 implemented by the EVSE controller 730.

[0089] The EVSE board 704 includes a ground-fault circuit interrupter (GFCI) circuit 734 configured to function as a circuit breaker. For example, the GFCI circuit 734 is connected between the input terminal 754 and the relay 740. If a fault event (such as a ground-fault event) occurs, the GFCI circuit 734 cuts off power delivery to the relay 740, protecting the downstream circuits of the EVSE board 704.

[0090] The EVSE controller 730 controls the operation of the control pilot circuit 736. The control pilot circuit 736 outputs a PILOT signal to the EV output terminal 738. The EV output terminal 738 is connected to the EV charging gun 746 inserted into the electric vehicle 110. For example, as previously described, the PILOT signal can indicate the maximum current value, the minimum current value, the intermediate current value, etc. to the electric vehicle 110. The EVSE controller 730 provides a pulse width modulation (PWM) signal to the control pilot circuit 736 to indicate the current value announced to the electric vehicle 110. The PWM signal can vary between 12V and -12V, such as provided by the fourth power supply 728D (e.g., +12V power supply) and the fifth power supply 728E (e.g., -12V power supply) from the AC-DC power board 708. The EVSE controller 730 can modulate the PWM signal provided to the control pilot circuit 736 to adjust the current value announced to the electric vehicle 110. The control pilot circuit 736 may provide feedback to the EVSE controller 730 via an analog-to-digital converter (ADC) signal. In some embodiments, the ADC signal provides communication from the connected electric vehicle 110 to the EVSE controller 730. For example, the electric vehicle 110 may modulate the PILOT signal to communicate with the EVSE controller 730. The electric vehicle 110 may modulate the PILOT signal to indicate a change in the charging current drawn by the electric vehicle 110 or to indicate a protection operation that has been performed, etc.

[0091] Power is provided to the input terminal 754 from an AC power source 752 (such as a power grid). The input power is provided as at least a first line power L1 and a second line power L2. The input terminal 754 is connected to the EV output terminal 738 so that when power is received by the input terminal 754, a PROXIMITY signal is sent by the input terminal 754 to the EV output terminal 738. In addition to the GFCI circuit 734, additional protection is provided by the line protection circuit 750 (which can provide surge protection, such as the surge protection circuit 615) and the line fuse 748. If a reverse current condition occurs (for example, current flows from the electric vehicle 110 to the AC power source 752), the line protection circuit 750 can perform a protective operation to disconnect the EVSE 105 from the AC power source 752. The ground presence detection circuit 744 ensures that the EVSE 105 is connected to the ground. If a disconnection occurs between the EVSE 105 and the ground, the ground presence detection circuit 744 disconnects the EVSE 105 from the power until the connection with the ground is restored.

[0092] The first line power L1 and the second line power L2 are provided to the EV output terminal 738 via the relay 740. When the PROXIMITY signal indicates that the EVSE 105 is receiving power and the electric vehicle 110 is connected to the EV output terminal 738, the relay 740 can be controlled by the EVSE controller 730 to provide the first line power L1 and the second line power L2 to the EV output terminal 738. The relay 740 can be, for example, a normally open double-pole single-throw DPST relay. The relay 740 can receive power from the fourth power supply 728D. The relay state monitor circuit 742 monitors the operation of the relay 740. If the relay 740 fails (for example, the relay 740 does not open or close), the relay state monitor circuit 742 detects the fault and sends a signal indicating the fault to the EVSE controller 730. In some embodiments, the EVSE controller 730 sends an indication of the fault to the AMI controller 710. The AMI controller 710 controls the front panel 722 to provide a notification indicating the fault to the user.

[0093] A plurality of thermistors 762 are provided on the main board 700 to monitor temperatures associated with the EVSE 105. In the example shown, thermistors 762 are provided to monitor the temperature of the EV output terminal 738, the relay 740, the input terminal 754, and the ambient air temperature. Temperature signals indicating the temperature of the components are provided to the EVSE controller 730. To detect an over-temperature condition, the EVSE controller 730 may compare the temperature indicated by each of the temperature signals from the plurality of thermistors 762 to a temperature threshold. If any one temperature exceeds the temperature threshold, the EVSE controller 730 may perform a protective operation, such as controlling the relay 740 to stop charging the electric vehicle 110 or reducing the charging current provided to the electric vehicle 110. In some embodiments, the EVSE controller 730 compares the average of the temperatures indicated by the temperature signals to the temperature threshold to detect an over-temperature condition.

[0094] The AC-DC power board 708 is configured to convert AC power from the input terminal 754 into DC power used by the components of the main board 700. The AC-DC power board 708 includes an AC-DC converter 758, which is configured to convert the power provided on the first line power L1 and the second line power L2 into DC power. The transformer 760 reduces the voltage to a voltage that can be safely used by the components of the main board 700. For example, when combined, the AC-DC converter 758 and the transformer 760 convert 220V AC power into 20V DC power. The DC power is then provided via the plurality of power supplies 728.

[0095] Fig. 8A is a diagram showing a main board 700 implemented within an EVSE housing 800. As previously described, the main board 700 includes an AMI board 702, an EVSE board 704, and an AC-DC power board 708. Power enters the EVSE housing 800 via an input power cable 802, which sends the received power to an input terminal 754. The input power cable 802 can be a cable for NEMA6-50P or NEMA14-50P installation, and can be a double-insulated jacketed cable with an M32x1.5mm cable gland. Power leaves the EVSE housing 800 via an EV output terminal 738 connected to an output power cable 804. The output power cable 804 can be, for example, an EV charging gun 746. In some cases, the output power cable 804 is a double-insulated jacketed cable with an M32x1.5mm cable gland. A stress relief clamp 806 can be provided to reduce bending and other stresses on the input power cable 802 and the output power cable 804. The strain relief clamps 806 can each be aligned with additional internal strain relief clamps and terminal blocks. In some embodiments, the input power cable 802 and the output power cable 804 are weatherproof.

[0096] In some embodiments, the power input is hardwired to the EVSE housing 800. For example, a first hardwired line input 808A can be provided on a front surface or a rear surface of the EVSE housing 800. The first hardwired line input 808A can be thermoplastic high heat resistant nylon coated (THHN) wiring within a flexible conduit. The first hardwired line input 808A can be mounted in a hole having a diameter of approximately 0.75 inches. In another example, a second hardwired line input 806B is provided on a bottom surface of the EVSE housing 800. The second hardwired line input 806B can be THHN wiring within a flexible conduit, which can also be mounted in a hole having a diameter of approximately 0.75 inches.

[0097] In some embodiments, a heat sink (not shown) is provided on the back side of the main board 700 to dissipate heat generated by the AMI board 702 , the EVSE board 704 , and the AC-DC power board 708 .

[0098] In some embodiments, the NIC 724 operates at a frequency between about 450 MHz and 470 MHz. In other embodiments, the NIC 724 operates at a frequency between about 900 MHz and 950 MHz. This RF bandwidth is sensitive to noise. The noise generated by the AC-DC power board 708 can affect the operation of the NIC 724 and the antenna 726. Therefore, in Fig. 8A In the example of FIG. 7 , the NIC 724 is located at an upper corner of the EVSE housing 800, which is opposite to the location of the AC-DC power board 708. The NIC 724 can be positioned substantially perpendicular to the upper surface of the EVSE housing 800. In addition, the antenna 726 is located on the wall of the EVSE housing 800, which is opposite to the AC-DC power board 708. In some embodiments, the antenna 726 is located inside the EVSE housing 800 and extends along the inner wall of the EVSE housing 800.

[0099] The front surface of the EVSE housing 800 includes a front panel 722, an example of which is shown in FIG. Figure 8B As shown. Figure 8BIn the example of FIG. 8 , the front panel 722 is a user interface including a display 820, a plurality of light emitting diodes (LEDs) 822, an input button 824, and a speaker 826. The display 820 can provide information about the use of the EVSE 105, such as the current value currently published, the average power usage, historical usage data, whether the EVSE 105 is connected to the utility 120, whether the utility 120 is experiencing a high demand period or whether a fault event has occurred, etc. The plurality of LEDs 822 provide additional information about the status of the EVSE 105. For example, when the EVSE 105 is receiving power, the first LED 822A can be controlled to illuminate (e.g., by the AMI controller 710). When the EVSE 105 is connected to the electric vehicle 110, the second LED 822B can be controlled to illuminate. When the EVSE 105 is providing a charging current to the electric vehicle 110, the third LED 822C can be controlled to illuminate. When the EVSE 105 is providing a reduced charging current to the electric vehicle 110, the fourth LED 822D can be controlled to illuminate. The fifth LED 822E may be controlled to illuminate when the EVSE 105 is experiencing a fault condition. Figure 8B The plurality of LEDs 822 shown in FIG. 8 is an example, and other embodiments of the front panel 722 may include more or fewer LEDs than shown.

[0100] The input button 824 allows the user of the EVSE 105 to provide input to the EVSE 105. For example, the input button 824 can allow the user to enable an "opt-out" setting of the EVSE 105. When the opt-out setting (or the override demand response event setting) is enabled, the EVSE 105 ignores commands from the utility 120 to reduce the charging current announced to the electric vehicle 110. In some embodiments, additional buttons can be provided on the front panel 722 to allow the user to provide additional input to the EVSE 105. In other embodiments, rather than providing physical tactile buttons, the display 820 is configured as a touch screen display to receive user input. Therefore, the user of the EVSE 105 can instead select a virtual button on the display 820 to enable the opt-out setting. The speaker 826 is configured to provide an audio notification indicating the status of the EVSE 105. For example, the speaker 826 outputs an audio notification (e.g., a voice notification) indicating that the utility 120 is experiencing a high demand period and reducing the charging current announced to the electric vehicle 110. In some examples, speaker 826 outputs an audio notification when the opt-out setting is enabled and / or disabled.

[0101] In some embodiments, the EVSE 105 includes a presence sensor to detect whether an operator or user is present and close to the EVSE 105. For example, the presence sensor can be implemented in the front panel 722. When the user is present, components of the front panel 722 are controlled to indicate the presence of the user. For example, a notification can be provided on the display 820, one of the plurality of LEDs 822 can be controlled to emit light, or an audio notification can be provided by the speaker 826, etc.

[0102] In some cases, an adapter board is located between the AMI controller 525 and the EVSE controller 515. For example, Fig. 9 An adapter board 900 is shown connected between the AMI controller 525 and the EVSE controller 515. The adapter board 900 is configured to add isolation capabilities to the control system 500. In addition, the adapter board 900 is configured to adapt (or convert) the I2C interface of the AMI meter 510 to a communication interface (e.g., a serial UART interface) on the EVSE controller 515. The electrical connections between the adapter board 900, the AMI controller 525, and the EVSE controller 515 may be made using a wiring harness.

[0103] Fig.10 An example adapter board 900 is shown. The adapter board 900 includes an adapter controller 1000 and an isolation circuit 1005. The adapter controller 1000 is configured to convert the I2C bus of the AMI meter 510 (received via adapter input terminals 1002) to a communication interface of the EVSE controller 515, such as a serial UART interface (provided via adapter output terminals 1008). The isolation circuit 1005 provides isolation between the AMI meter ground (e.g., line reference ground) and the EVSE ground (e.g., earth reference ground).

[0104] Fig.11A block diagram of a communication system 1100 is shown, which includes, among other things, an electric vehicle controller 1105, a metering and management controller 1110, a communication controller 1115, and a common server 1120. The communication controller 1115 and the common server 1120 are communicatively connected via a network 1125. The electric vehicle controller 1105 includes an electronic processor and a memory (not shown). The memory includes, for example, a program storage area and a data storage area. The program storage area and the data storage area may include a combination of different types of memory, such as a read-only memory (ROM) and a random access memory (RAM). Various non-transitory computer-readable media, such as magnetic, optical, physical or electronic memory, may be used. The electronic processor is configured to implement the data stored by the memory to perform the operations and methods described herein. The metering and management controller 1110 may perform the operations of the EVSE controller 730 and the AMI controller 710. The communication controller 1115 may be, for example, a NIC 724. In some examples, the operations of the AMI controller 710 are performed by the metering and management controller 1110 in conjunction with the NIC 724.

[0105] The electric vehicle controller 1105 is connected to a control pilot signal 1130 (e.g., a PILOT signal), a temperature sensor 1135, a relay 1140, and a fault detection sensor 1145. The electric vehicle controller 1105 sets the value of the charging current provided to the electric vehicle 110 based on the current value announced by the control pilot signal 1130. The temperature sensor 1135 is located inside the electric vehicle 110 and provides temperature data associated with the electric vehicle 110 (e.g., the temperature of the battery cell being charged) to the electric vehicle controller 1105. The electric vehicle 110 also includes an automotive relay 1140 for controlling the flow of power to the electric vehicle 110. The relay 1140 can be synchronized with, for example, the relay 740 in the EVSE 105. The fault detection sensor 1145 detects a fault within the electric vehicle 110 during charging. If a fault occurs, the electric vehicle controller 1105 can stop charging of the electric vehicle 110.

[0106] The metering and management controller 1110 is connected to the electric vehicle controller 1105 via a charging cable (such as an EV charging gun 746). The metering and management controller 1110 includes an EVSE input / output (I / O) device 1150 and a metering device 1155. The EVSE I / O device may include, for example, a front panel 722 and a rotary dial 716. The metering device 1155 may be, for example, a metering device 714. In some embodiments, the metering and management controller 1110 communicates with the electric vehicle controller 1105 to perform safety operations, authorize the electric vehicle 110 before charging, etc. The metering and management controller 1110 communicates with the public server 1120 via the communication controller 1115. For example, the metering and management controller 1110 provides information about the power usage of the EVSE 105 to the public server 1120. In addition, the public server 1120 may send a high demand indication to the metering and management controller 1110.

[0107] Thus, the systems and devices provided herein provide a device that includes an advanced metering infrastructure and an electric vehicle power supply device in a single housing. The device communicates with the utility to provide power usage information, EVSE status, and receive charging commands. The device provides the published current value to the connected electric vehicle via a PILOT command and works in conjunction with the electric vehicle to control charging. Although several examples, embodiments, and implementations have been described herein, different examples, embodiments, and implementations may be changed and combined and are not limited to those explicitly described.

[0108] EVSE Operation

[0109] As described above, the charger controller 605 performs the protection operation based on the current flowing through the power circuit 602 . Fig.12 A method 1200 is provided for execution by a charger controller 605 according to some embodiments of the present disclosure. Although shown as occurring sequentially, some steps included in the method 1200 may be performed in parallel. Furthermore, it should be understood that in some embodiments, additional steps are added to the method 1200. Although the method 1200 is described with respect to the charger controller 605, the method 1200 may be implemented by other controllers described herein, such as the EVSE controller 515, the EVSE controller 730, the metering and management controller 1110, the AMI controller 525, the AMI controller 710, or a combination thereof.

[0110] At block 1205, the charger controller 605 provides power to the electric vehicle 110. As an example, refer to Figure 5, power is provided along the first power line L1 and the second power line L2. Power flows through the AMI meter 510 and the EVSE controller 515. The EVSE controller 515 controls the first switch 550A and the second switch 550B so that power leaves the EVSE 105 at the power output terminal 555. As another example, referring to Figure 6 The EVSE controller 600 receives power at the power input terminal 610 . The charger controller 605 controls the power relay 630 so that the power is output at the power output terminal 635 .

[0111] At block 1210, the charger controller 605 detects a fault in the power circuit 602. As an example, refer to Figure 6 , the monitoring circuit 645 monitors the current flowing through the power circuit 602. The monitoring circuit 645 provides a signal to the charger controller 605 indicating the current flowing through the power circuit 602. The charger controller 605 analyzes the signal from the monitoring circuit 645. The charger controller 605 can detect faults such as an overcurrent condition, an overvoltage condition, an undervoltage condition, a ground integrity condition, a ground fault, a temperature condition, etc. based on the signal from the monitoring circuit 645. In some cases, the monitoring circuit 645 monitors solder contacts within or associated with the EVSE 105.

[0112] In some cases, the monitoring circuit 645 analyzes the current flowing through the power circuit 602 instead of the charger controller 605. Upon detecting a fault condition, the monitoring circuit 645 sends a signal to the charger controller indicating the fault condition.

[0113] At block 1215, the charger controller 615 performs a protection operation in response to the detected fault. As an example, referring to Figure 5 , the EVSE controller 515 controls the first switch 550A and the second switch 550B to disconnect the first power line L1 and the second power line L2 from the power output terminal 555. As another example, referring to Figure 6 , the charger controller 605 controls the power relay 630 to disconnect the power circuit 602 from the power output terminal 635 .

[0114] The widespread increase in the use of electric vehicles has put new pressures on the power grid. Electric vehicles are often connected to chargers to charge at night or other similar times. In order to offset sudden surges in electricity use caused by power outages or restoration of power during peak load periods on the grid, charging of connected electric vehicles can be delayed. Fig.13A method 1300 is provided that is performed by the charger controller 605. Although shown as occurring sequentially, some of the steps included in the method 1300 may be performed in parallel. Furthermore, it should be understood that in some embodiments, additional steps are added to the method 1300. Although the method 1300 is described with respect to the charger controller 605, the method 1200 may be implemented by other controllers described herein, such as the EVSE controller 515, the EVSE controller 730, the metering and management controller 1110, the AMI controller 525, the AMI controller 710, or a combination thereof.

[0115] At block 1305, the charger controller 605 detects a charge delay condition. For example, a predetermined time range programming may be programmed into the charger controller 605. During the predetermined time range, the charge delay condition is set. As another example, the utility 120 may communicate the charge delay condition to the EVSE 105. For example, referring to Figure 5 , utility 120 sends the charging delay condition to AMI meter 510 via AMI network 140. AMI meter 510 provides a signal indicating the charging delay condition to EVSE controller 515 via communication line 540.

[0116] At block 1310, the charger controller 605 selects a randomized time delay. At block 1315, the charger controller 605 provides power to the electric vehicle 110 based on the randomized time delay. For example, after the electric vehicle 110 is connected to the EVSE 105, the charger controller 605 delays the start of the charging cycle for a fixed duration plus a randomized duration (T EV_Charge_time_Delay =T Fixed_time_Delay +T Randomized_time_Delay Once the charging delay time is satisfied, the charger controller 605 controls the power relay 630 to allow the charging current to flow through the power output terminal 635 .

[0117] In some cases, multiple (e.g., two or more) electric vehicles 110 are coupled to the EVSE 105. In this case, the charger controller 605 can control the charging of each electric vehicle 110 individually. As an example, when a first electric vehicle and a second electric vehicle are both coupled to the EVSE 105 for charging, the charger controller 605 selects a first randomized time delay for the first electric vehicle and a second randomized time delay for the second vehicle. In other embodiments, the charger controller 605 uses the same randomized time delay for the first electric vehicle and the second electric vehicle. In such an embodiment for charging multiple electric vehicles 110, the EVSE 105 includes multiple charging sockets 108. In some cases, when multiple electric vehicles 110 are charged simultaneously, the EVSE 105 can provide a reduced charging power compared to the charging power of a single electric vehicle 110. Load balancing and charging priority techniques can also be implemented.

[0118] In some embodiments, in order to offset the load on the grid, the charger controller 605 intensifies the charging of the connected electric vehicle 110 over time. For example, when the electric vehicle 110 is initially connected to the EVSE 105, the charger controller 605 provides a lower charging current (e.g., 10%-20% of the full charging current). Over time, the charger controller 605 intensifies (e.g., increases) the charging current until the full charging current is reached. The intensification can be a linear ramp, an exponential ramp, etc. In some embodiments, the charger controller 605 provides a lower charging current after a randomized time delay is satisfied. In some cases, in order to intensify the value of the charging current to the electric vehicle 110, the charger controller 605 modulates the duty cycle of the charging current. To modulate the duty cycle, as an example, the charger controller 605 modulates the power relay 630 between an "open" or "on" position and a "closed" or "off" position.

[0119] As another example of offsetting or reducing the load on the grid, the charger controller 605 implements an auxiliary power source 640 . Fig.14 A method 1400 is provided that is performed by the charger controller 605. Although shown as occurring sequentially, some of the steps included in the method 1400 may be performed in parallel. Furthermore, it should be understood that in some embodiments, additional steps are added to the method 1400. Although the method 1200 is described with respect to the charger controller 605, the method 1400 may be implemented by other controllers described herein, such as the EVSE controller 515, the EVSE controller 730, the metering and management controller 1110, the AMI controller 525, the AMI controller 710, or a combination thereof.

[0120] At block 1405, the charger controller 605 detects a high demand period on the grid. As an example, refer to Figure 1 and Figure 5 , the utility 120 sends a notification to the EVSE 105 via the AMI network 140 indicating a high demand period. The AMI meter 510 receives the notification via the AMI antenna 520 and sends the notification to the EVSE controller 515.

[0121] At block 1410, the charger controller 605 uses the auxiliary power source 640 to provide power to the electric vehicle 110 in response to the high demand period. Figure 6 , the charger controller 605 controls the switch circuit 648 to connect the auxiliary power source 640 to the power circuit 602. In some embodiments, the auxiliary power source 640 supplements the power provided in the power input terminal 610. In other embodiments, the power input terminal 610 is disconnected or otherwise does not receive power from the utility 120.

[0122] At block 1415, the charger controller 605 detects the end of the high demand period of the grid. Figure 1 and Figure 5 , the utility 120 sends a notification to the EVSE 105 via the AMI network 140 indicating the end of the high demand period. The AMI meter 510 receives the notification via the AMI antenna 520 and sends the notification to the EVSE controller 515. At block 1420, the charger controller 605 uses power from the grid to provide power to the electric vehicle 110. As an example, refer to Figure 6 , the charger controller 605 controls the switch circuit 648 to disconnect the auxiliary power supply 640 from the power circuit 602. Then, the power circuit 602 is powered only by the power input terminal 610.

[0123] In some embodiments, the EVSE 105 receives commands and requests from the mobile device 130. As an example, the mobile device 130 reconfigures the settings of the EVSE 105, such as charging time, charging percentage, whether to implement control of the auxiliary power source 640, etc. The user of the charging system 100 can access the display 210 (e.g., Figure 2A ) or viewing the settings of the EVSE 105 via the mobile device 130.

[0124] In some embodiments, the EVSE 105 is communicatively coupled with the electric vehicle 110, such as via Wi-Fi, BLE, cellular, or a communication port included in the charging receptacle 108. The electric vehicle 110 can communicate the desired charging power or charging schedule to the EVSE 105. Thus, in such embodiments, the electric vehicle 110 can control its own charging by sending commands and schedules to the EVSE 105.

[0125] In some cases, the EVSE 105 receives a command from the utility 120 to reduce the charging current value published to the electric vehicle 110 . Fig.15 A method 1500 is provided that is performed by the charger controller 605. Although shown as occurring sequentially, some of the steps included in the method 1500 may be performed in parallel. Furthermore, it should be understood that in some embodiments, additional steps are added to the method 1500. Although the method 1500 is described with respect to the charger controller 605, the method 1500 may be implemented by other controllers described herein, such as the EVSE controller 515, the EVSE controller 730, the metering and management controller 1110, the AMI controller 525, the AMI controller 710, or a combination thereof.

[0126] At block 1505, the charger controller 605 detects a high demand period on the grid. As an example, refer to Figure 1 and Figure 5 , utility 120 sends a notification indicating the high demand period to EVSE 105 via AMI network 140. AMI meter 510 receives the notification via AMI antenna 520 and sends a notification to EVSE controller 515. The notification from utility 120 may include the duration of the high demand period and may include the current value announced to electric vehicle 110.

[0127] At block 1510, the charger controller 605 reduces the charging current published to the electric vehicle 110. As an example, referring to Figure 7 , the EVSE controller 730 controls the relay 740 to reduce the charging current provided to the electric vehicle 110 via the EV output terminal 738. In another example, the EVSE controller 730 adjusts the PWM signal provided to the control pilot circuit 736 to modulate the PILOT command. The electric vehicle 110 detects the modulated PILOT command and reduces the charging current used to charge the electric vehicle.

[0128] At block 1515, the charger controller 605 provides a notification indicating that the charging current is reduced. Figure 7 and Figure 8B, the AMI controller 710 outputs a notification indicating the newly published current via the front panel 722. For example, the display 820 is controlled to provide the notification, the fourth LED 822D is controlled to illuminate, the speaker 826 is controlled to provide audio output, or a combination thereof.

[0129] At block 1520, the charger controller 605 detects the end of the high demand period of the grid. Figure 1 and Figure 5 , the utility 120 sends a notification to the EVSE 105 via the AMI network 140 indicating the end of the high demand period. The AMI meter 510 receives the notification via the AMI antenna 520 and sends a notification to the EVSE controller 515.

[0130] At block 1525, the charger controller 605 increases the charging current published to the electric vehicle 110. As an example, referring to Figure 7 , the EVSE controller 730 controls the relay 740 to increase the charging current provided to the electric vehicle 110 via the EV output terminal 738. The charging current may be increased to a default current value. In another example, the EVSE controller 730 adjusts the PWM signal provided to the control pilot circuit 736 to modulate the PILOT command. The electric vehicle 110 detects the modulated PILOT command and increases the charging current for charging the electric vehicle.

[0131] At block 1530, the charger controller 605 provides a notification indicating an increase in charging current. Figure 7 and Figure 8B , the AMI controller 710 outputs a notification indicating the newly published current via the front panel 722. For example, the display 820 is controlled to provide the notification, the fourth LED 822D is controlled to turn off, the speaker 826 is controlled to provide an audio output, or a combination thereof.

[0132] In certain circumstances, a user of the EVSE 105 may opt-out of executing a charging command requested by the utility 120 . Fig.16 A method 1600 is provided that is performed by the charger controller 605. Although shown as occurring sequentially, some of the steps included in the method 1600 may be performed in parallel. Furthermore, it should be understood that in some embodiments, additional steps are added to the method 1600. Although the method 1600 is described with respect to the charger controller 605, the method 1600 may be implemented by other controllers described herein, such as the EVSE controller 515, the EVSE controller 730, the metering and management controller 1110, the AMI controller 525, the AMI controller 710, or a combination thereof.

[0133] At block 1605, the charger controller 605 receives an opt-out setting enable indication. Figure 7 and Figure 8B , the user actuates input button 824 to enable the opt-out setting. The AMI controller 710 detects the actuation of input button 824. At block 1610, the charger controller 605 provides a notification indicating that the opt-out setting is enabled. For example, referring to Figure 7 and Figure 8B , the AMI controller 710 outputs a notification indicating that the opt-out setting is enabled via the front panel 722. For example, the display 820 is controlled to provide the notification, the speaker 826 is controlled to provide audio output, an LED in the plurality of LEDs 822 is controlled to emit light, and the like.

[0134] At block 1615, the charger controller 605 detects a high demand period on the grid. As an example, refer to Figure 1 and Figure 5 , the utility 120 sends a notification to the EVSE 105 via the AMI network 140 indicating the high demand period. The AMI meter 510 receives the notification via the AMI antenna 520 and sends a notification to the EVSE controller 515. The notification from the utility 120 may include the duration of the high demand period and may include the current value announced to the electric vehicle 110. At block 1620, the charger controller 605 ignores the high demand period of the grid. Therefore, the charging current announced to the electric vehicle 110 remains constant regardless of the high demand period.

[0135] At block 1625, the charger controller 605 detects the end of the high demand period of the grid. As an example, refer to Figure 1 and Figure 5 , the utility 120 sends a notification to the EVSE 105 via the AMI network 140 indicating the end of the high demand period. At block 1630, in response to detecting the end of the high demand period on the grid, the charger controller 605 disables the opt-out setting. In some embodiments, the charger controller 605 disables the opt-out setting in response to user input. For example, the AMI controller 710 detects actuation of the input button 824. At block 1635, the charger controller provides a notification indicating that the opt-out setting is disabled. For example, referring to Figure 7 and Figure 8B , the AMI controller 710 outputs a notification indicating that the opt-out setting is enabled via the front panel 722. For example, the display 820 is controlled to provide the notification, the speaker 826 is controlled to provide audio output, an LED in the plurality of LEDs 822 is controlled to illuminate, and the like.

[0136] In some cases, the EVSE 105 changes the maximum published charging current (e.g., the maximum published EVSE current) provided or communicated (via the power output 555) to the connected electric vehicle 110. For example, the EVSE controller 515 can limit the maximum current based on a circuit breaker threshold, such as sending a maximum current of 80% of the circuit breaker size. As an example, an EVSE 105 connected to or including a 50A circuit breaker can deliver a 42A maximum current. To set the maximum current, the EVSE controller 515 can manipulate or adjust the PILOT control signal sent to the electric vehicle 110, as previously described.

[0137] In some embodiments, to set the charging current provided from the EVSE 105 to the electric vehicle 110, the utility 120 issues a charging current command via the AMI network 140. The EVSE 105 receives the charging current command (via the AMI antenna 520) and sets the desired EVSE charging current to the value indicated by the charging current command. The AMI meter 510 receives the EVSE charging current value and saves it to a memory within the AMI controller 525. In some embodiments, the EVSE charging current value is stored in a memory of the EVSE controller 515.

[0138] In some cases, the EVSE 105 automatically operates according to the charging current command value. In other cases, the EVSE 105 may wait for additional commands from the utility 120 before operating according to the charging current command value. For example, the utility 120 may issue a unicast, multicast, or broadcast AMI command via the AMI network 140 communication. The EVSE 105 receives the broadcasted AMI command and initiates the stored charging current command value as the maximum current provided to the electric vehicle 110. The AMI command may be issued from the utility 120 to a single EVSE, multiple EVSEs, or all EVSEs connected to the utility 120 to control the overall load imposed on the utility 120.

[0139] In another embodiment, a rotary dial mechanism or virtual rotary dial (such as rotary dial 716) including multiple detents is provided on the EVSE 105. Rotation of the dial increases or decreases the EVSE charging current value. As an example, the dial detents are defined as 100%, 80%, 60%, 40%, and 20% of the breaker size. However, other value increments may also be provided. In some embodiments, once the dial is rotated to the lowest value (e.g., 20%), further rotation of the dial returns to the highest value (e.g., 100%).

[0140] Once the EVSE charge current value is set using the rotary dial, the AMI controller 525 issues a series of AMI consecutive commands to move the current EVSE charge current value to the new desired EVSE charge current value. To avoid a single downward motion, in some embodiments, the AMI command must deliver the desired EVSE charge current value at least once.

[0141] During periods of high demand or emergency situations, the utility 120 implements load shedding functions to remove electrical loads from the grid. These functions may not be overridden by users of the EVSE 105. However, the utility 120 may also implement demand response functions (e.g., demand response events) as a voluntary means of reducing electrical loads on the grid. These demand response functions may be overridden by users of the EVSE 105, such as via the aforementioned Fig.16 Describes the opt-out settings.

[0142] In some cases, rather than simply turning on and off the response to demand response events, the EVSE 105 may include a setting to inhibit or ignore the next N demand response events received from the utility 120. In some cases, the EVSE 105 includes a setting to inhibit or ignore all received demand response events for a predetermined time period (e.g., the next four hours). In some cases, the charger controller 605 controls an indicator via the indicator control circuit 675 to indicate when a demand response event is active or pending.

[0143] Fig.17 A block diagram of one embodiment of a main switchboard 160 is provided. The main switchboard 160 includes a main power line 1710, a switchboard 1720, a current sensor 1730, and a transceiver 1740. The main power line 1710 is connected to the utility 120 to receive electrical power and then distribute the electrical power to connected devices, such as the EVSE 105. For example, the main power line 1710 may correspond to Figure 5 The power line 505 in the main switchboard 160. The current sensor 1730 detects the current flowing through the main switchboard 160. In some embodiments, a circuit breaker (not shown) may also be connected to the current sensor 1730 to cut off the current supply to the home appliances in the event of an overcurrent flowing through the main switchboard 160. In some embodiments, the function of the current sensor 1730 is performed by the AMI meter 510.

[0144] The transceiver 1740 enables wireless communication from the main switchboard 160 to, for example, the EVSE 105, the utility 120 (via the AMI network 140), etc. In other embodiments, the main switchboard 160 may include separate transmitting and receiving components, such as a transmitter and a receiver, instead of the transceiver 1740. In other embodiments, the main switchboard 160 may include only a transmitter. The transceiver 1740 may be connected to the current sensor 1730 or to a switchboard electronic processor (not shown) (e.g., an electronic processor of a remote computer) of the current sensor 1730. The transceiver 1740 is configured to send an indication of the amount of current flowing through the main switchboard 160.

[0145] In some cases, the EVSE 105 includes a load shedder (not shown) connected to the power line 505. The load shedder can be a charging circuit or part of a charging circuit of the EVSE 105. The load shedder can receive a control signal from the EVSE controller 515. The load shedder reduces the amount of current provided to the electric vehicle 110, thereby reducing the amount of current drawn from the main switchboard 160. In some cases, the load shedder is implemented as a current limiting circuit. For example, the load shedder is implemented as a variable resistor, a bidirectional thyristor, etc. In another example, the load shedder is implemented as a PWM controlled field effect transistor (FET) circuit, etc.

[0146] Fig.18 1 is a flow chart illustrating an example method 1800 for load shedding. It should be understood that the order of the steps disclosed in the method 1800 may be varied. Additional steps may also be added to the control sequence, and not all steps may be required. Fig.18 As shown, the method 1800 includes receiving, at the EVSE controller 515, an indication of the amount of current flowing through the main switchboard 160 (at block 1805). The main switchboard 160 includes a current sensor 1830 that measures the current flowing through the main switchboard 160. The main switchboard 160 may send an indication of the amount of current flowing through the main switchboard 160 to the EVSE 105 via the transceiver 1740. The main switchboard 160 may send the indication periodically, for example, after every 1 millisecond, every 1 second, every 5 seconds, etc.

[0147] The method 1800 also includes determining, with the EVSE controller 515, whether the amount of current exceeds a predetermined threshold (at block 1810). The predetermined threshold may be a percentage of the maximum amount of current that can flow through the main switchboard 160 without tripping a fuse or circuit breaker. For example, the predetermined threshold may be 80% of the maximum current. In some embodiments, a default threshold is programmed into the EVSE 105, which may be changed by the user. When the EVSE controller 515 determines that the amount of current does not exceed the predetermined threshold, the method 1600 loops back to block 1805.

[0148] When the EVSE controller 515 determines that the amount of current exceeds the predetermined threshold, the charging rating of the EVSE 105 is reduced (at block 1815). Reducing the charging rating may include reducing the amount of current drawn by the EVSE 105 from the main switchboard 160. The EVSE controller 515 may provide a control signal to a load shedder (not shown) instructing the load shedder to reduce the charging rating of the EVSE 105.

[0149] Fig.19 1 is a flow chart illustrating another example method 1900 for load shedding. It should be understood that the order of the steps disclosed in the method 1900 may be varied. Additional steps may also be added to the control sequence, and not all steps may be required. Fig.19 As shown, the method 1900 includes receiving, at the EVSE controller 515, a first indication of an amount of current flowing through the main switchboard 160 (at block 1905). As described above, the EVSE controller 515 may receive the indication from the main switchboard 160.

[0150] The method 1900 also includes determining, with the EVSE controller 515, whether the amount of current exceeds a first predetermined threshold (at block 1910). As described above, the first predetermined threshold may be a percentage of the maximum amount of current allowed to flow through the main switchboard 160. When the EVSE controller 515 determines that the amount of current does not exceed the first predetermined threshold, the method 1900 loops back to block 1905. When the EVSE controller 515 determines that the amount of current exceeds the first predetermined threshold, the method 1900 includes determining, with the EVSE controller 515, whether the charging rating of the EVSE 105 is at a first rating (at block 1915). For example, the EVSE controller 515 may determine that the EVSE 105 is operating at a maximum rating and drawing current at the maximum rating of the EVSE 105. When the EVSE controller 515 determines that the charging rating of the EVSE 105 is not at the first rating, the method 1900 loops back to block 1905.

[0151] When the EVSE controller 515 determines that the amount of current exceeds the first predetermined threshold and the charging rating of the EVSE 105 is at the first rated value, the method 1900 includes reducing the charging rating to a second rated value (at block 1920). The second rated value may be a lower rated value than the first rated value. For example, the second rated value may include the EVSE 105 drawing a minimum amount of charging current from the main switchboard 160. For example, the second rated value may include operating the EVSE 105 at, for example, approximately 15% of the maximum rated current to approximately 25% of the maximum rated current. In some embodiments, the EVSE controller 515 may shut down charging when the amount of current exceeds the predetermined threshold.

[0152] The method 1900 includes receiving, at the EVSE controller 515, a second indication of the amount of current flowing through the main switchboard 160 (at block 1925). The second indication may be received a certain amount of time after the first indication. The method 1900 includes determining, with the EVSE controller 515, whether the amount of current is below a second predetermined threshold (at block 1930). The second predetermined threshold may be lower than the first predetermined threshold. For example, the second predetermined threshold may be set to about 35% of the maximum amount of current allowed to flow through the main switchboard 160 to about 45% of the maximum amount of current. When the EVSE controller 515 determines that the amount of current does not exceed the second predetermined threshold, the method 1900 loops back to block 1925.

[0153] When the EVSE controller 515 determines that the amount of current does not exceed the second predetermined threshold, the method 1900 also includes determining, with the EVSE controller 515, whether the charging rating of the EVSE 105 is at the second rated value (at block 1935). When the EVSE controller 515 determines that the charging rating of the EVSE 105 is not at the second rated value, the method 1900 loops back to block 1925. When the EVSE controller 515 determines that the amount of current has dropped below the second predetermined threshold and the charging rating of the EVSE 105 is at the second rated value, the method 1900 includes increasing the charging rating to the first rated value (at block 1940). For example, the EVSE controller 515 may determine based on the second indication that restoring the EVSE 105 to the maximum rated value will cause the amount of current flowing through the main switchboard 160 to exceed the maximum allowed current. Therefore, the EVSE controller 515 may reduce the charging rating of the EVSE 105.

[0154] In some embodiments, the EVSE controller 515 may switch the EVSE 105 between multiple charging ratings based on the amount of current flowing through the main switchboard 160 rather than switching between two charging ratings (ie, a first rating and a second rating).

[0155] The current thresholds and charging ratings of the EVSE 105 discussed in methods 1800 and 1900 may be stored in the memory of the main switchboard 160. Alternatively, in some cases, the current thresholds and charging ratings of the EVSE 105 discussed in methods 1800 and 1900 are stored in the memory of the EVSE controller 515.

[0156] In some cases, the charge rating of the EVSE 105 is adjusted based on a signal from the utility 120. For example, the utility 120 may send a charge rating signal to the main switchboard 160 via the transceiver 1740. The main switchboard 160 provides a command to the EVSE 105 to adjust the charge rating of the EVSE 105. In another embodiment, the utility 120 sends the charge rating signal directly to the EVSE 105.

[0157] In some embodiments, the current threshold and charging rating are dynamically calculated during the operation of the EVSE 105. For example, while the main switchboard 160 has a constant power rating, the power consumed by the electric vehicle 110 and other electrical components within the associated residence is dynamic and measurable. In order to determine whether an overload condition is imminent for the residence, the power measured by the house meter can be compared to the rated power of the main switchboard 160. To assist in the dynamic calculation of the current threshold and charging rating, the home meter communicates with the EVSE controller 515 to obtain the dynamic power consumption of the electric vehicle 110. The home meter then calculates the real-time total power consumption using the power consumption of the electric vehicle 110 and compares the real-time total power consumption to the rated power of the main switchboard 160. This comparison is communicated to the EVSE controller 515 to command the EVSE 105 to adjust the current carrying capacity announced to the electric vehicle 110 through the PILOT terminal. By dynamically adjusting the announced current carrying capacity, the system keeps the power within the rated power of the main switchboard 160 while still ensuring a fast charging rate for the electric vehicle 110. In some cases, the home meter communicates the published rate and real-time total power consumption to the utility 120 .

[0158] The charging rating of the EVSE 105, or the output current value announced to the electric vehicle 110, can be programmed locally or remotely in the EVSE controller 515 and constrained to a maximum current carrying capacity. The EVSE controller 515 can bind the charging rating to a reduced current carrying capacity, such as 80% of the rated power of the main switchboard 160, based on commands from the home meter and / or the utility 120. In addition, the minimum allowed charging rating of the EVSE 105 can be dynamically adjusted based on commands from the home meter and / or the utility 120.

[0159] The rated power of the utility 120 is also dynamic. As the load on the utility 120 changes over time, the total rated power can be calculated by predetermining which residential meters (e.g., house meters) and EVSE 105 are associated with a given transformer. In some cases, the utility 120 also includes a data collection unit that handles communications between one or more AMI meters 510 connected to the utility 120. The data collection unit uses infrastructure data of a gas insulated substation (GIS) and the utility 120 to model the rated load and associated loads of the transformer. For each transformer and associated load, the data collection unit can dynamically calculate the difference between the modeled transformer rated load and the calculated connected load. The utility 120 then dynamically commands the home meter and / or EVSE 105 to adjust the published current carrying capacity of the electric vehicle 110 to keep the power within the safe operating rated power of the associated transformer.

[0160] Thus, the application provides, among other things, an advanced metering infrastructure integrated in an electric vehicle power supply. Various features and advantages of the present application are set forth in the claims.

Claims

1. An electric vehicle power supply (EVSE), comprising: shell; an advanced metering infrastructure (AMI) meter located within the enclosure, the AMI meter being connected to a power grid to receive power from the power grid; an output terminal configured to be connected to an electric vehicle; Output devices; and an EVSE controller located within the housing, the EVSE controller being connected to the AMI meter, the output terminals, and the output device, the EVSE controller being configured to: announcing a first charging current value to the output terminal, receiving an indication of a period of high demand on the electrical grid, In response to the indication of the high demand period, publishing a second charging current value to the output terminal, the second charging current value being less than the first charging current value, and A notification is provided via the output device indicating the high demand period. 2 . The EVSE of claim 1 , wherein the output device comprises at least one selected from the group consisting of a speaker, a light emitting diode, and a display device.

3. The EVSE according to claim 1, wherein: The indication of the period of high demand on the grid is a command from an external server associated with the grid. 4 . The EVSE of claim 1 , wherein the EVSE controller is further configured to modulate a pulse width modulation (PWM) signal provided to the output terminal to publish the second charging current value to the output terminal. 5 . The EVSE of claim 1 , wherein the output terminals include a SAE J1772 charging coupler.

6. The EVSE of claim 1 , wherein the EVSE further comprises an input device configured to receive user input, and wherein the EV SE controller is further configured to: receiving the user input from the input device, and In response to the user input, the first charging current value is published to the output terminal.

7. The EVSE of claim 6, wherein the EVSE controller is further configured to, in response to the user input, ignore indications of high demand periods on the grid until a charging period for the electric vehicle is complete.

8. The EVSE of claim 1 , wherein the EVSE controller is further configured to: detecting a failure in power supplied to the output terminals, and In response to the power failure, a protection operation is performed.

9. The EVSE of claim 8, wherein the EVSE controller is further configured to: controlling the relay to an "ON" setting to provide power to the electric vehicle, and In response to the power failure, the relay is controlled to an “OFF” setting to stop supplying power to the electric vehicle.

10. The EVSE of claim 1, wherein the AMI meter is configured to: monitoring the amount of electricity received from the grid, and The amount of power received from the grid is reported to a utility server using the AMI network.

11. An electric vehicle power supply (EVSE), comprising: shell; an advanced metering infrastructure (AMI) meter located within the enclosure, the AMI meter being connected to a power grid to receive power from the power grid; an output terminal configured to be connected to an electric vehicle, the output terminal comprising a first power terminal, a second power terminal, a first communication terminal, and a second communication terminal; a user interface configured to receive user input and configured to provide notifications; and an EVSE controller located within the housing, the EVSE controller being connected to the AMI meter, the output terminals, and the user interface, the EVSE controller being configured to: announcing a first charging current value to the electric vehicle via the first communication terminal, receiving an indication of a period of high demand on the electrical grid, announcing a second charging current value to the electric vehicle via the first communication terminal and in response to the indication of the high demand period, the second charging current value being less than the first charging current value, and A notification is provided via the user interface indicating the high demand period.

12. The EVSE of claim 11, wherein the EVSE controller is configured to modulate a pulse width modulation (PWM) signal provided via the first communication terminal to adjust a charging current value published to the electric vehicle.

13. The EVSE of claim 11, wherein: The second communication terminal is configured to provide an indication of whether the EVSE is receiving power.

14. The EVSE of claim 11, wherein the AMI meter is configured to: monitoring the amount of electricity received from the grid, and The amount of power received from the grid is reported to a utility server using the AMI network.

15. The EVSE of claim 11, wherein the user interface comprises at least one selected from the group consisting of a speaker, a light emitting diode, a rotary dial, a touch screen device, and a display device.

16. The EVSE of claim 11, wherein the EVSE controller is further configured to: receiving user input from the user interface, and A third charging current value is announced to the electric vehicle via the first communication terminal and in response to the user input.

17. The EVSE of claim 11, wherein the EVSE controller is further configured to: detecting a failure in power supplied to the output terminals, and In response to the power failure, a protection operation is performed.

18. The EVSE of claim 11, wherein the EVSE controller is further configured to: receiving user input from the user interface, and In response to the user input, the first charging current value is published to the output terminal.

19. The EVSE of claim 18, wherein the EVSE controller is further configured to, in response to the user input, ignore indications of high demand periods on the grid until a charging period for the electric vehicle is complete.

20. An electric vehicle power supply (EVSE), comprising: shell; an advanced metering infrastructure (AMI) meter located within the enclosure, the AMI meter being connected to a power grid to receive power from the power grid; an output terminal configured to be connected to an electric vehicle; an input device configured to receive user input; and An EVSE controller is located in the housing, the EVSE controller is connected to the AMI meter and the output terminal, and the EVSE controller is configured to: announcing a first charging current value to the output terminal, receiving the user input from the input device, In response to the user input, enabling an opt-out setting of the EVSE, receiving an indication of a period of high demand on the electrical grid, and In response to the opt-out setting being enabled, indications of high demand periods on the electrical grid are ignored.

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