How to use bidirectional charging to provide backup power and improve grid resiliency

Abstract

The present invention discloses a system and method for providing a resilient bidirectional charging infrastructure that includes a plurality of smart poles connected to a circuit and a processor configured to cause at least one of the plurality of smart poles to receive electricity from an electric vehicle based on an actual or predicted loss of electricity in the circuit. The plurality of smart poles are configured to provide at least a portion of a power grid, such as a 5G network, and at least one smart pole has an interface for receiving electricity from an electric vehicle.

Description

[Background technology]

[0001] The present disclosure relates generally to the delivery of electric vehicle batteries as backup power to power components of an electric power grid through a bidirectional charging infrastructure.

[0002] Widespread power outages are on the rise, with the effects of climate change resulting in more frequent and severe weather events. This could have a particularly significant impact on 5G, or fifth generation, wireless technology, which is currently being developed and adopted. Compared to previous networks, 5G will offer faster speeds, lower latency and increased effective bandwidth. 5G will also lead to greater capacity for mobile networks. 5G will lead to more flexible wireless connectivity and integrate different functions. 5G will require many more cell sites than 4G and other previous wireless networks, but those cell sites will be smaller. This is often referred to as "densification."

[0003] Many applications, including the Internet of Things (IoT), autonomous driving, emergency services, telemedicine and other extensions, will likely take advantage of 5G networks. These types of users of 5G networks will need greater resiliency than traditional cellular systems, because life-or-death consequences could result from even a brief loss of 5G access. Companies such as AT&T, T-Mobile, and Verizon® are embarking on 5G networks and are beginning to develop and deploy “smart cells” or “smart poles” or antennas or equipment that can be used with 5G, as well as other existing networks (e.g., 4G or LTE), future generation technologies of networks (e.g., 6G), or other forms of applied bandwidth. Summary of the Invention [Problem to be solved by the invention]

[0004] The present disclosure is directed to systems, apparatus, methods, and computer program products for providing continuous access to backup power for "smart cells," "smart poles," antennas, or power grid equipment, including but not limited to 5G, through a resilient two-way charging infrastructure. [Brief description of the drawings]

[0005] [Figure 1A] FIG. 1A is an example of a smart pole for supplying or receiving backup power via bidirectional charging according to one embodiment of the present invention. [Figure 1B] FIG. 1B is an example of a resilient smart pole system for backup power supply via bidirectional charging according to one embodiment of the present invention. [Diagram 2] FIG. 2 is an example of a resilient infrastructure for backup power supply via bidirectional charging according to one embodiment of the present invention. [Diagram 3] FIG. 3 is an example of a resilient infrastructure for backup power supply via bidirectional charging according to one embodiment of the present invention. [Figure 4] FIG. 4 is an example of a resilient infrastructure for backup power supply via bidirectional charging according to one embodiment of the present invention. [Diagram 5] FIG. 5 is a flow diagram for using a resilient smart pole system to provide backup power via bidirectional charging according to one embodiment of the present invention.

[0006] In the foregoing drawings, like reference numbers refer to like parts, components, structures and / or processes. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0007] As will be understood by one of ordinary skill in the art, aspects of the present disclosure can be illustrated and described herein in any of a number of patentable classes or contexts, including some new and useful process, machine, manufacture, or material combination, or some new and useful improvement thereof. Accordingly, aspects of the present disclosure may be implemented entirely as hardware, entirely as software (including firmware, resident software, microcode, etc.), or a combination of software and hardware implementations, all of which may be referred to generally herein as "circuits," "modules," "components," or "systems." Furthermore, aspects of the present disclosure may take the form of a computer program product embodied in one or more computer readable medium(s) having computer readable program code embodied therein.

[0008] Any combination of one or more computer readable medium(s) may be utilized. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. The computer readable storage medium can be, for example, but not limited to, an electronic, digital, magnetic, optical, electromagnetic, or semiconductor system, apparatus, or device, or any suitable combination of these. More specific examples (non-exhaustive list) of computer readable storage media would include any of the following: a portable computer diskette, a hard disk, a random access memory (RAM), a read only memory (ROM), an erasable programmable read only memory (EPROM or flash memory), a suitable optical fiber with a repeater, a portable compact disk read only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of these. In the context of this specification, a computer-readable storage medium can be any tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device.

[0009] A computer-readable signal medium may include a propagated data signal embodied with computer-readable program code, for example, in baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer-readable signal medium is not a computer-readable storage medium, but may be any computer-readable medium capable of communicating, propagating, transporting, or carrying a program for use by or in connection with an instruction execution system, apparatus, or device. The program code embodied in a computer readable signal medium may be transmitted using any suitable medium, including, but not limited to, wireless, wired, optical fiber cable, radio frequency (RF), or the like, or any suitable combination thereof.

[0010] Computer program code for performing operations for aspects of the present disclosure can be written in any combination of one or more programming languages, such as the programming languages ​​listed at https: / / githut.info / (e.g., JAVASCRIPT®, JAVA®, PYTHON®, CSS, PHP, RUBY, C++, C, SHELL, C#, OBJECTIVE C, etc.), or other programming languages. The program code can be executed by a processor or programmed into a programmable logic device. The program code may be implemented as a stand-alone software package. The program code may execute completely on an embedded computing device or partially on an embedded computing device (e.g., part on a server or part on a personal computer and part on the embedded device). The program code may execute on the client, on the server, partly on the client and partly on the server, or entirely on the server or other remote computing device. The program code may also be executed on any combination of these, including a cluster of personal computers or servers. The server or remote computing device may be connected to a customer (eg, a user's computer) through a local area network (LAN), a wide area network (WAN), or a cellular network. A connection can also be made to an external computer or server (e.g., via the Internet using an Internet Service Provider), either in a cloud computing environment or by subscribing as a service such as Software as a Service (SaaS).

[0011] The power grid provides access to the network through base stations or other network access components. Examples of 5G deployments of "smart cells" or "smart poles" or antennas or equipment provide access to the 5G network and, increasingly, include additional features beyond just allowing users to connect to the network, creating multi-function deployments. Some examples of other technologies that can be part of a “smart cell” or “smart pole” or antenna or facility include Wi-Fi access, cameras (e.g., traffic cameras or surveillance cameras) or other sensors / detectors, lights, charging plugs for electric vehicles, electronic billboards or other forms of advertising, and solar power or other green energy. The deployment of "smart cells" or "smart poles" or antennas or installations as multi-function units can lead to increased power demands to support the various functions incorporated into the deployment.

[0012] These increased power demands are accompanied by increased use of the power grid for applications that require stable connectivity to the power grid. Applications such as autonomous vehicles may require enhanced resiliency in that constant (or near-constant) access to the network is required for the application to function safely and / or efficiently. Another example requiring enhanced resilience is in the context of a disaster (eg, a natural disaster such as a hurricane or other disaster such as a gas plant explosion). During extended power outages, it can be important to have a communications network up and running to enable coordination of response and management of efforts for rescue efforts and to begin coordinating other issues. A backup power source may be required in the event of loss of power to a "smart cell," "smart pole," antenna, or power grid equipment.

[0013] One option would be to have large backup batteries located at each "smart cell," "smart pole," antenna or facility. However, this would be cumbersome and expensive. Additionally, this type of backup battery may remain installed in a "smart cell," "smart pole," antenna, or facility and may not be used for long periods of time, causing degradation over time. Eventually, such stationary backup batteries will run out of charge. This would then require the person with the new battery to go to the location of the “smart cell”, “smart pole”, antenna or equipment, remove the old battery, replace it with a new battery, and have the new battery reconnected to the “smart cell”, “smart pole”, antenna or equipment by the person with the new battery. Furthermore, while cost-effective, stationary backup batteries or other stationary storage systems and devices can hinder the scale of deployment of new network technologies such as 5G, creating increased risks for their use where total or near-total reliability is relied upon. Ultimately, this solution would be neither efficient nor practical, especially given the size of the envisaged batteries. Another potential solution would be to use diesel generators during long, widespread power outages. However, during natural disasters involving extended power outages, it is common for diesel fuel to run low. Because of these circumstances, alternative energy, solar and wind power, etc. may still be online, but cannot get to where the power is needed because the distribution grid is down.

[0014] To support applications where resiliency to network availability is key, a need exists for a method to reliably and ensure continuous power supply to "smart cells," "smart poles," antennas or equipment.

[0015] The present disclosure is directed to creating a resilient bi-directional charging infrastructure solution to enable access to a circulating, on-going backup power source, for example, from an electric vehicle to power grid equipment such as "smart cells," "smart poles," antennas, or 5G. This can reduce the need to have physical backup power (e.g., large batteries) deployed at the location(s) and can reduce the amount of time during which a “smart cell,” “smart pole,” antenna, or equipment is without power following a power loss / failure and therefore has no access to a power grid such as 5G. Furthermore, while the backup power located at the location(s) may be finite, the disclosed invention could be used to provide a continuously cycling backup power source. Power loss / failure can be widespread due to a wide grid outage, or it can be limited to one or more smart poles due to failure and / or damage to a specific component (ie, equipment failure). For stability, the term "smart pole" will be used throughout this specification and should be interpreted to include smart poles, smart cells, antennas, equipment, or other structures implementing Radio Access Network (RAN) functionality for an electric power grid or otherwise providing communications base stations or providing cellular access connectivity for an electric power grid, including but not limited to 5G.

[0016] One of the backup power sources in the disclosed embodiments can be an electric vehicle with bidirectional charging capabilities. Due to environmental considerations and increasing resource depletion, the use of plug-in electric vehicles is becoming more popular. Such vehicles include battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs), and hydrogen fuel cell electric vehicles (FECs). These vehicles typically include one or more electric motors that receive power from one or more batteries. For purposes of the disclosed embodiments, these can be any vehicle having a battery that can be used as an energy storage asset, including electric trucks, electric buses, electric cars, electric forklifts, electric motorcycles, electric scooters, electric wheelchairs, electric bicycles, etc.

[0017] There are different electric vehicle battery types, such as lead acid, nickel metal hydride, sodium, and lithium ion. Each such battery can be offered in a different storage capacity, typically measured in kilowatt hours ("kWh"). While such batteries are typically found in the above types of representative vehicles, they can also be found in other mobile energy storage assets.

[0018] Through bidirectional charging capability, the batteries of these mobile energy storage assets can discharge power directly into the smart pole when connected to the smart pole. Examples of such bidirectional charging capabilities, and chargers configured to implement bidirectional charging, are disclosed, for example, in U.S. Application No. 16 / 802,808, published as U.S. Patent No. 11,135,936, and U.S. Application No. 17 / 102,284, published as U.S. Patent Application Publication No. 2021 / 0155104A1, the disclosures of which are hereby incorporated by reference in their entireties herein.

[0019] The bi-directional charging infrastructure system of the embodiments disclosed herein can serve electric vehicle batteries in bi-directional charging. The system may include an operational management component (located in either the electric vehicle or the bidirectional charger) configured to analyze factors related to the electric vehicle and its batteries, such as the state of charge, any unanticipated near-term energy needs for the vehicle, and other relevant factors, and then concurrently determine appropriate usage for the batteries. The operations management component can then communicate dispatch and / or discharge commands to one or more electric vehicles and / or one or more bidirectional chargers.

[0020] Any suitable number of electric vehicles and bidirectional chargers can be used as part of the disclosed bidirectional charging infrastructure. The aggregation of vehicles and chargers can provide an opportunity to maximize response capability to an outage and minimize the amount of time (if any) when a smart pole is without power. To that end, the disclosed bidirectional charging infrastructure may include a plurality of interconnected smart poles, one or more of which may be configured to implement bidirectional charging with electric vehicles or other mobile energy storage assets.

[0021] Aspects of the present disclosure are described herein with reference to flowchart and / or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the present disclosure. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions are provided to a general purpose computer, a special purpose computer processor, or other programmable data execution device to produce a machine, and the instructions that execute via such a computer processor or other programmable instruction execution device create a method for implementing the function / acts identified in the flowchart and / or block diagram block or blocks.

[0022] These computer program instructions may also be stored on a computer readable medium that, when executed, instructs a computer, other programmable data processing apparatus, or other device to perform a particular method, such instructions, when stored on a computer readable medium and executed, cause a computer to perform the function / acts identified in a block or blocks of the flowcharts and / or block diagrams to manufacture an article of manufacture including instructions. Computer program instructions may also be located on a computer, other programmable instruction execution apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable apparatus, or other device to produce a computer in which a method is implemented, such that the instructions executing on the computer or other programmable apparatus provide steps for implementing a function / operation identified in a block or blocks of the flowcharts and / or block diagrams.

[0023] For a more complete understanding of the nature and advantages of embodiments of the present invention, reference should be made to the detailed description and accompanying drawings. Other aspects, objects and advantages of the invention will become apparent from a consideration of the drawings and detailed description. However, the scope of the invention may not entirely emerge from the recitation of the claims.

[0024] The disclosed embodiment comprises: (1) Smart poles and bidirectional chargers, (2) a bidirectional charger, such as a bidirectional electric vehicle charger, as disclosed in U.S. Application No. 17 / 102,284, published as U.S. Patent Application Publication No. 2021 / 0155104A1, the disclosure of which is hereby incorporated by reference as if fully set forth herein; (3) Mobile energy storage, such as resilient smart pole systems or electric vehicles forming the infrastructure (including configurations for bidirectional charging). Includes interactions between Additionally, there may also be software systems that enable interoperability between electric vehicles, bidirectional chargers, smart poles, and / or any of the other energy aspects (e.g., solar, wind, stationary batteries, etc.).

[0025] An example of a smart pole 108 is shown in FIG. 1A. The smart pole 108 may have ports 110a through 110f that may allow connection to other components or applications of the smart pole 108. These ports 110a through 110f can be any suitable connector depending on the application or components used with the smart pole 108. This can be determined by the manufacturer of the smart pole 108 or the operator of the deployment of which the smart pole 108 is a part (eg, a communications provider or local government). Ports 110 a through 110 f may be capable of receiving software cards or chips to provide functionality to the smart pole 108 . Ports 110a through 110f may also be capable of connection to devices, such as the bidirectional charger 106, via any suitable connector compatible with both the smart pole 108 and the connected device, as described in more detail below.

[0026] In the example of the bidirectional charger 106, several vehicle communication standards exist. The bidirectional charging port 110a of the smart pole 108 can be required to have an electrical connection or communication path for power flow and a protocol for electric vehicle (ie, electric vehicle communication standard) access. Port 110a may use any suitable vehicle communication standard, such as CHAdeMO, Combined Charging System (CSS), or a proprietary standard (eg, Tesla). The bidirectional charger 106 may be connected to the port 110a through any suitable connection mechanism, including but not limited to an interface or physical cable or inductive charging. This functionality is preferably included in the smart pole 108 so that the smart pole 108 can receive power discharged from the electric vehicle 102 through the bidirectional charger 106 . The electric vehicle 102 must use a communications standard that is compatible with the port 110 a on the smart pole 108 in order for the smart pole 108 to engage in bidirectional charging at a particular smart pole 108 . The bidirectional charger 106 may be located on a smart pole 108, integrated within the smart pole 108, or integrated with the electric vehicle. In the diagram shown in FIG. 1A, the bidirectional charger 106 is integrated with the smart pole 108, while in the diagram shown in FIG.

[0027] The smart pole 108 may also be connected to other communications networks 112, such as Ethernet, the Internet, or any other suitable communications network. This connection to communications network 112 can be wireless or wired, including via fiber optic cable or other cable. The smart pole 108 is connected to a power source 114, such as either an electrical grid or other suitable power source, such as a solar panel bank. In one example embodiment, the smart pole 108 can be connected to the electrical grid, the system can be grid connected, and / or the smart pole 108 can have a disconnected or isolated feature 124 that allows it to be temporarily isolated from the grid until grid power is restored. In one example, the bidirectional charger 106 can be integrated with a “grid tie inverter” such that there is the capability of injecting power into the electrical grid or into the smart pole 108 while the smart pole 108 is connected and using power from the grid. A typical rooftop solar installation uses this type of "grid tie inverter" to provide some power to a home or building without disconnecting some of the load or the home from the grid. As another example, a disconnection 124 can exist between the smart pole 108 and the power source 114 (e.g., to disconnect the smart pole 108 from the power source 114 during a power outage of the power source 114 to allow the electric vehicle 102 to charge the smart pole 108).

[0028] The smart pole 108 may have one or more antennas, such as antenna 116a, antenna 116b, to carry network signals for access and use by users via the 5G network. Although two antennas 116a, 116b are shown in FIG. 1A, the smart pole 108 may include any suitable number of antennas. The antennas 116a, 116b may have any suitable shape and may be positioned at any suitable location on the smart pole 108 to provide, improve, and / or maximize network access. The two antennas 116 a , 116 b may be configured to use different communication protocols and / or may connect to different communication networks 112 . This may enable a signal or message to be sent in the event of a loss of access to the 5G network. For example, antenna 116a may communicate via a 5G network, and antenna 116b may communicate via Bluetooth.

[0029] Additionally, the smart pole 108 can include additional functionality as desired by the smart pole manufacturer, communications provider, or other customer using the smart pole (e.g., local government), depending on the location of the smart pole, and as functionality desired for the smart pole. For example, the smart pole 108 may also serve as a street light and have light attachments (not shown) in addition to the components shown in FIG. 1A. As another example, the smart pole 108 can also be provided as a traffic light and can have a spotlight attachment (not shown) in addition to the components shown in FIG. 1A. The present invention is designed to be compatible with any of the smart poles 108 or other components of the 5G network, so long as the smart poles 108 have the capability to connect to the bidirectional charger 106 through ports 110a to 110f or other suitable connection mechanisms so that power can be discharged from a mobile energy storage asset (e.g., a battery of an electric vehicle 102) to the smart poles 108 via the bidirectional charger 106.

[0030] In the embodiment of the resilient smart pole system 100 shown in FIG. 1B, an electric vehicle 102 is connected to a bidirectional charger 106 via a fast charge port 104, or other suitable connection mechanism capable of bidirectional charging. The bidirectional charger 106 can then be connected to the smart pole 108 via a bidirectional charger compatible port 110a or other suitable connection mechanism that enables the smart pole 108 to receive power via bidirectional charging. The bidirectional charger 106 may also be in communication with a communications network 112, such as the Internet or a local Ethernet or another suitable network. The smart pole 108 may also be in communication with a communication network 112 . The smart pole 108 is also connected to another power source 114, such as an electrical grid, a bank of solar panels, or other suitable power source. This power source 114 can be the main power source for the smart pole 108 . The smart pole 108 may be any suitable smart pole 108, including those manufactured or developed by AT&T, Verizon, T-Mobile, and Nokia. The communications network 112 may also be in communication with a centralized computer 118 that includes a processor 120 and software 122 .

[0031] The electric vehicle 102 may have a motion governing member 116 . The electric vehicle 102 may use a distributed software environment, and command and control of the electric vehicle 102 may be implemented through any suitable interface. The interface may also recognize software stored in the cloud or on another suitable external server, such as the centralized computer 118, for connecting to the electric vehicle 102. The electric vehicle 102 can use the interface to obtain information and issue commands. The electric vehicle 102 may have the capability to perform remote firmware updates if necessary. This may allow for the correction of software issues, such as bug fixes, or the ability to add new features and controls for the electric vehicle 102.

[0032] In another example (not shown), the motion governing member 116 is disposed on the bidirectional charger 106 . The bidirectional charger 106 may use a distributed software environment, and command and control of the bidirectional charger 106 may be implemented through any suitable interface. The interface may also recognize software stored in the cloud or on another suitable external server for connecting to the bidirectional charger 106 . The bidirectional charger 106 can use the interface to obtain information and issue commands. The bidirectional charger 106 may have the capability to perform remote firmware updates if desired. As previously mentioned, this may be permitted for the correction of software issues, such as bug fixes, or the ability to add new features and controls for the bidirectional charger 106.

[0033] At the moment (or near the moment) that power to a smart pole, such as smart pole 108, is lost, the disclosed embodiments provide a number of ways that the smart pole 108 can be repowered through the bidirectional charger 106. Once an operator (e.g., a communications provider, a 5G network operator, a power company, etc.) knows that power to a smart pole 108 has been lost, the disclosed system 100 or infrastructure 200 enables the operator to communicate that power loss to ensure reliability of service by providing mobile backup power. In one example embodiment in accordance with the present invention, backup power can be provided from an electric vehicle 102 coupled to a bidirectional charger 106 connected to a port 110 a of a smart pole 108 . An electric vehicle can be connected to a smart pole 108 during a power outage and the electric vehicle can be dispatched to the smart pole 108 to receive signals, notifications, indicators, messages, or otherwise learn of a loss of power that has occurred at the smart pole 108.

[0034] In an example, an electric vehicle 102 is already connected to a smart pole 108 during a power outage and an operator can dispatch the already connected electric vehicle 102 to begin discharging into the smart pole to provide power to the smart pole until power from the power source 114 can be restored. In this example, the smart pole can be disconnected (eg, “isolated”) from the power source 114 via disconnect 124 . This can be accomplished automatically over the communications network 112 by operator software 122 configured to detect and respond to such a power loss. This can be performed by a centralized computer 118 and / or operations management member 116 . This allows for providing a near instantaneous response to a power loss, since the electric vehicle 102 can be parked, plugged in, and discharge backup power directly into the smart pole 108 as soon as a power loss is detected. The speed of this response is limited only by the speed of the processor 120 and the communications network 112 used to perform this step. Current processors and networks already operate at speeds that can enable this response to be imperceptible to humans. Therefore, this response will be referred to throughout this disclosure as being instantaneous (or near instantaneous). In one example, a second power source (not shown) can be placed at the location of the smart pole 108 that allows the smart pole 108 to remain operational long enough to transmit and / or receive these signals.

[0035] As part of a resilient solution for applications that rely on continued access to the power grid, such as autonomous vehicles, the electric vehicle 102 can provide backup power until the grid is restored or power is otherwise restored to the smart pole 108. The electric vehicle 102 can remain connected to the port 110a of the smart pole 108 after the grid is restored or power is otherwise restored, at which time the smart pole 108 can then resume charging the electric vehicle 102.

[0036] Additionally, when there is no outage or loss of power at the smart pole 108, a resilient solution can be provided for charging electric vehicles, including vehicle to grid ("V2G") charging. Further discussion of V2G systems and other applications (i.e., “V2X”) is disclosed in U.S. patent application Ser. No. 16 / 802,808, issued as U.S. Patent No. 11,135,936, the disclosure of which is hereby incorporated by reference in its entirety. The resilient system can be used for demand response and vehicle-to-5G (or other network) charging to reduce peak power of connected 5G (or other) network infrastructure. This demand charge management is disclosed in U.S. patent application Ser. No. 16 / 802,808, issued as U.S. Patent No. 11,135,936, the disclosure of which is hereby incorporated by reference in its entirety. The resilient system can perform these functions through a single smart pole 108 (as in FIGS. 1A and 1B) or multiple smart poles forming a “microgrid” (as in FIGS. 2-4, described in more detail below).

[0037] The example embodiment of FIG. 2 shows a resilient infrastructure 200 including five smart poles 108a, 108b, 108c, 108d, and 108e connected as a circuit to a power source 114, such as an electric grid, a bank of solar panels, or other suitable source of power, and disconnects 124 may exist between the smart poles 108a, 108b, 108c, 108d, and 108e and the power source 114. In this example, an electric vehicle 102 is connected to a bidirectional charger 106 via a fast charging port 104 of the electric vehicle 102 . The bidirectional charger 106 is connected via a port 110 to a smart pole 108c. In the event that there is a power loss at a smart pole 108a that does not have an electric vehicle connection present, an electric vehicle 102 connected to a smart pole 108c that is on the same circuit as the smart pole 108a can be discharged into the circuit via the bidirectional charger 106 and power can be routed between the power supply and the smart pole 108a. Again, this response will be instantaneous (or near instantaneous), as discussed above.

[0038] The example embodiment of FIG. 3 shows a resilient infrastructure 300 including five smart poles 108a, 108b, 108c, 108d, and 108e connected as a circuit to a power source 114, such as an electric grid, a bank of solar panels, or other suitable source of power, along with two electric vehicles 102c, 102e that are also connected to the circuit. The disconnects 124 may exist between the smart poles 108 a , 108 b , 108 c , 108 d , and 108 e and the power source 114 . In this example, electric vehicle 102c is connected to bidirectional charger 106c via fast charge port 104c of electric vehicle 102c, and electric vehicle 102e is connected to bidirectional charger 106e via fast charge port 104e of electric vehicle 102e. The bidirectional charger 106c is connected to the smart pole 108c via a port 110c, and the bidirectional charger 106e is connected to the smart pole 108e via a port 110e. In the example of FIG. 3, electric vehicle 102c, electric vehicle 102e, and smart poles 108a, 108b, 108c, 108d, and 108e can form a "microgrid." The disconnection 124 can allow a smaller "microgrid" system of smart poles 108a, 108b, 108c, 108d, and 108e to be isolated from a power source 114, such as a power grid.

[0039] Any number of electric vehicles 102 may be connected to any number of nodes. Thus, while the example embodiment of FIG. 2 is shown as having five smart poles 108a to 108e and one electric vehicle 102, and the example embodiment of FIG. 3 is shown as having five smart poles 108a to 108e and two electric vehicles 102c and 102e, any suitable number of smart poles 108 and / or electric vehicles 102 may be used depending on the demand and / or capacity of a particular network area and the number of electric vehicles 102 that may be used for this purpose. When the electric vehicle 102 is connected to any of the nodes of the resilient infrastructure 300 (eg, smart pole 108c), it can supply power to any of the nodes in the circuit (smart poles 108a, 108b, 108d, or 108e). For example, in the example embodiment of FIG. 3, electric vehicle 102c can be used to provide power to any of smart poles 108a through 108e. When electric vehicle 102c cannot discharge any more into the system, electric vehicle 102e can start discharging to smart pole 108e to supply power to any of smart poles 108a to 108e.

[0040] The electric vehicle 102 of FIG. 2 and electric vehicles 102c, 102e of FIG. 3 may also provide power to any of the components connected to the nodes of the circuit. The example embodiment of FIG. 4 shows a resilient infrastructure 400 including five smart poles 108a, 108b, 108c, 108d, and 108e connected as a circuit to a power source 114, such as an electric grid, a bank of solar panels, or other suitable source of power, along with two electric vehicles 102c, 102e and a building 126 also connected to the circuit. The building 126 can be residential or commercial. The disconnects 124 may exist between the smart poles 108 a , 108 b , 108 c , 108 d , and 108 e and the power source 114 . In this example, electric vehicle 102c is connected to bidirectional charger 106c via fast charge port 104c of electric vehicle 102c, and electric vehicle 102e is connected to bidirectional charger 106e via fast charge port 104e of electric vehicle 102e. The bidirectional charger 106c is connected to the smart pole 108c via a port 110c, and the bidirectional charger 106e is connected to the smart pole 108e via a port 110e. In the example of FIG. 4, electric vehicle 102c or electric vehicle 102e can provide backup power to building 126 through the circuit by discharging to smart pole 108c or smart pole 108e, respectively.

[0041] The centralized computer 118 may be integrated with or otherwise communicate with the systems of a Regional Transmission Organization (RTO), an Independent System Operator (ISO), a utility (such as a power company), a retail meter customer, a 5G service provider (e.g., Verizon, AT&T, or T-Mobile), or even a third party (e.g., Fermata Energy). To efficiently optimize the resilient infrastructure 200, 300, 400 disclosed herein, the centralized computer 118 may: Requesting and receiving a state of charge from the electric vehicle 102; Sending charge / discharge commands to the charger 106 and / or the electric vehicle 102; Coordinating multiple electric vehicles 102 to provide capacity as a single resource; Requesting and receiving an identifier for the power source used by the smart pole 108 (e.g., the electrical grid, a bank of solar panels, or a stationary battery); receiving a power loss, power outage, equipment failure, or other loss indicator from a smart pole 108; receiving a power restoration indicator from a smart pole 108; and Communicating with operational management components 116 of the electric vehicle 102 The device may include a processor 120 and software 122 configured to perform a number of communication functions, including: The electric vehicle(s) 102 and / or smart pole 108 may include software configured to implement a customer-side corresponding processor and corresponding communication functions (e.g., the operation management component 116). Although the server-side functionality is described as being performed by a “centralized” computer 118 including a processor 120 and software 122, it should be understood that the functionality can be performed by any suitable computing device configured to perform the disclosed server-side functionality, regardless of location (i.e., even if the computing device is not “centralized”).

[0042] The processor 120 and software 122 of the centralized computer 118 are configured to determine whether the delivered electric vehicle 102 can be used as a vehicle or whether it should be used to provide backup power by discharging its battery directly into the smart pole 108. In one example, the utility company sends a signal to the centralized computer 118 indicating that a smart pole 108 or a node 108a-108e of a smart pole circuit has lost power / failed. In another example, the 5G service provider sends a signal to the centralized computer 118 indicating that there is an equipment or other loss / failure at a smart pole 108 or at nodes 108a to 108e of the smart pole circuit. In a third example, monitoring equipment operated on the smart poles 108 , such as sensors in communication with the centralized computer 118 , automatically detects a power outage or equipment failure and a signal is sent to the centralized computer 118 from the smart poles 108 themselves. In yet another example, the centralized computer 118 may predict or forecast power outages, equipment failures, or other losses, as described below. The centralized computer 118 then determines whether to deploy an electric vehicle 102 to provide backup power by discharging the electric vehicle's batteries directly to a smart pole 108 or node 108a-108e that is experiencing an actual or predicted power loss, power outage, equipment failure, or other loss. The communication functions described above are implemented to this end.

[0043] The processor 120 and software 122 of the centralized computer 118 are also configured to receive and analyze inputs of various data elements, such as weather data (storm forecasts), in order to efficiently optimize the disclosed resilient infrastructure 200. The processor 120 and software 122 of the centralized computer 118 are configured to use such data to predict or forecast periods of time when there is a high likelihood of a power outage (e.g., due to high winds, hurricanes, heavy snow, or other weather conditions) and therefore a need for backup power from the mobile backup energy storage asset (e.g., electric vehicle(s) 102). The centralized computer 118 can then identify available electric vehicles 102 across the resilient infrastructure 200 in advance of any power, equipment, or other losses, which in turn allows the centralized computer 118 to ensure that an electric vehicle 102, or an appropriate number of electric vehicles 102, are available to discharge to a smart pole 108 or node 108a-108e. In this regard, ensuring the availability of electric vehicles 102 may include: One or more of the electric vehicles 102 (i) being connected to a smart pole 108 or node 108a to 108e; (ii) be fully charged and ready to be deployed (i.e., capable of safe discharge); and / or (iii) upon receiving the discharge command, the power is delivered to the affected smart pole 108 or node 108a-108e for quick deployment nearby to discharge the power; This means guaranteeing In addition, this requires ensuring that the vehicle(s) 102 use a communication standard that is compatible with the communication standard of the ports 110a to 110f of the smart pole 108 or the nodes 108a to 108e.

[0044] Due to a forecast or expected duration of power, equipment, or other loss, the processor 120 and software 122 of the centralized computer 118 can determine the number of electric vehicles 102 needed to discharge enough power to provide sufficient backup power in the event of a power outage. The processor 120 and software 122 of the centralized computer 118 can then ensure that the determined number of electric vehicles 102 will be valid for the expected or predicted time of power loss. To perform this operation, the processor 120 and software 122 of the centralized computer 118 can learn from previous periods of outage and predict how many electric vehicles 102 will need to be dispatched, for example, based on the conditions (e.g., windstorms and / or snow) and their severity (e.g., 45 mph winds and / or 6 inches of snow). In this manner, the centralized computer 118 becomes incrementally "smarter" and more accurate. This can be achieved, for example, by using known artificial intelligence self-learning techniques.

[0045] If the electric vehicle(s) 102 is already connected to a smart pole 108 or node 108a to 108e during an expected or predicted power outage or is connected immediately prior to the power outage, a mechanism such as an automatic lock can be engaged to refrain the vehicle 102 from disconnecting from the bidirectional charger 106 and thereby from the smart pole 108 or node 108a to 108e. This may occur during or immediately after a power outage occurs, including when it is determined that more electric vehicles 102 are needed than were anticipated or predicted. This can occur, for example, if weather conditions are more severe than predicted or expected. Additionally, a vehicle owner, operator, or manager may be provided with an incentive to keep the vehicle 102 "anchored" to a smart pole 108 or node 108a-108e during predicted weather conditions and to enable discharge from the vehicle 102 to the smart pole 108 or node 108a-108e in the event of a power outage. The compensation may include, but is not limited to, free charging for the duration of the predicted weather conditions, deductions or reductions in utility bills, and deductions or discounts in fees from communications providers.

[0046] In another example, the operation managing members 116 of the electric vehicle 102 can prevent the electric vehicle from being removed or disconnected from a smart pole 108 or other node 108a-108e of the resilient infrastructure 200, assigned to another location, or otherwise serviced for use. A message can be sent to a fleet manager indicating a particular electric vehicle, or combination of electric vehicles 102, that should not be inspected for use and / or removed from the smart pole 108 or other nodes 108a-108e. This can be accomplished through any other suitable method or mechanism, such as automated software communication over communications network 112 .

[0047] The centralized computer 118 can send discharge commands to any suitable source of mobile backup power capable of engaging in bidirectional charging so that it can discharge to the smart poles 108 . The instructions are transmitted over a communications network 112 . The processor 120 and software 122 can automatically determine the sources of mobile backup power described herein for the electric vehicle 102 to deliver and discharge, including determining which and how many sources to deliver and discharge from, and other sources for this purpose. The centralized computer 118 may also automatically prevent an electric vehicle from being removed or disconnected from a smart pole 108 or other node 108a-108e of the resilient infrastructure 200, assigned to another location, or otherwise serviced for use.

[0048] Alternatively, the centralized computer 118 may send a message to a manager of the fleet of electric vehicles 102 informing the manager that the electric vehicles 102 are capable of bidirectional charging, identifying anticipated power, equipment, or other losses, and which electric vehicles 102 should be enabled to discharge and when. Such messages may also be sent to an operator of a V2X system enabled to enable bidirectional charging, which may include vehicle-to-grid applications, vehicle-to-building applications, vehicle-to-home applications, vehicle-to-vehicle applications, etc. (i.e., vehicle-to-X applications, or “V2X”). Additional discussion of V2X systems is disclosed in U.S. patent application Ser. No. 16 / 802,808, issued as U.S. Patent No. 11,135,936, the disclosure of which is hereby incorporated by reference in its entirety. This type of message can also be sent to private electric vehicle owners who apply to register, subscribe, or otherwise indicate a willingness to use their electric vehicle for V2X applications, including providing backup power to a smart pole during a power outage condition.

[0049] If there is no electric vehicle 102 connected and a smart pole 108 or other node 108a to 108e experiences a power, equipment, or other loss, a dispatch signal can be sent from the centralized computer 118 indicating the power loss, outage, equipment failure, or other loss and requesting delivery of an electric vehicle 102 to a particular smart pole 108 or other node 108a to 108e of the resilient infrastructure 200. In one example, a communications provider may monitor (via a centralized computer 118) one or more smart poles 108 or nodes 108a through 108e to determine whether the power supply to the smart poles 108 or nodes 108a through 108e goes from on to off or switches from a primary power source (e.g., the electrical grid) to a secondary power source (e.g., solar panels) located on-site (not shown). Based on the determination, the centralized computer 118 can send a signal requesting an electric vehicle 102, or an appropriate number of electric vehicles 102, to be deployed to the site of the smart pole 108 or node 108a-108e to provide backup power.

[0050] A signal can be sent to an operator or fleet manager of the electric vehicle that the electric vehicle is enabled for either bidirectional charging or another suitable source of backup power via bidirectional charging. An operator or administrator can then make delivery and discharge decisions as described above. In another example, the operation managing member 116 or other software on the electric vehicle 102 can receive a loss of power signal from a smart pole 108 or node 108a-108e. Upon receiving the signal, the operation management component 116 or other software on the electric vehicle 102 automatically determines whether to dispatch the electric vehicle 102 or not to provide backup power by directly discharging the electric vehicle battery to a smart pole 108 or node 108a-108e. As described above, in the example, the recipient is an operation management component 116 or other software 122 running on a processor 120 and a centralized computer 118, and these determinations can occur instantaneously (or close to instantaneously) so that any loss of power, as described above, cannot be detected by a user of the 5G network.

[0051] An operator or fleet manager of electric vehicle 102 may receive a message indicating that electric vehicle 102 is capable of bidirectional charging and to request electric vehicle 102 for use as backup power, as described above. In response to receiving the signal, the operator or administrator determines whether to dispatch the electric vehicle 102 or not to provide backup power by directly discharging the electric vehicle's battery to the smart pole 108 . If an operator or manager determines to dispatch electric vehicles 102 to provide backup power, the operator or manager may evaluate an inventory of all vehicles or electric vehicles 102 to evaluate the number of electric vehicles 102 to send and the combination of electric vehicles 102 to send. In making this determination, the operator or manager may consider the number of electric vehicles 102 in the total fleet or inventory, the number of electric vehicles 102 available, the state of charge of each electric vehicle 102, the location of the electric vehicles 102 relative to the location where backup power is requested, and / or any other relevant factors. In another example, instead of an operator or manager, the determination, including analyzing the factors discussed above, is made automatically by the operation management components 116 of the electric vehicle 102 or by the processor 120 and software 122 of the centralized computer 118.

[0052] A power outage or loss of power will prevent the smart pole 108 from transmitting or communicating signals over the 5G network, so signals may be transmitted over a 4G network, Ethernet, Bluetooth, or another suitable network. The networks available for communication may depend on the capabilities of each particular smart pole 108 . Some form of stationary backup power, such as solar power or a small backup battery, can also be placed on the smart pole 108 to allow the dispatch signal to be transmitted (and for the mobile backup power to arrive before the stationary backup power is depleted). Loss of power can also be determined by the smart pole 108 locally switching from the primary power source 114 to a secondary or back-up power source (not shown). These dispatch signals can be sent from a centralized location managing the bidirectional charging infrastructure (e.g., a centralized computer 118), from the power (or other utility) company, from the communications provider (or mobile operator) operating the network, from the company operating the smart poles, from the smart poles 108 themselves, or from other suitable components of the resilient infrastructure 200. The second or backup power source can enable the smart pole 108 to remain operational long enough to transmit and / or receive these signals.

[0053] Once the vehicles 102 are delivered and discharging directly to the smart poles 108, an operator or fleet manager of the electric vehicles 102, a centralized computer 118 having a processor 120 and software 122, or an operational management component 116 (or other software on the electric vehicles 102) can monitor the state of charge of the electric vehicle(s) 102 connected to the smart pole(s) 108 as they are discharging from their batteries to the smart poles 108. An operator or administrator, the centralized computer 118, or the operations management component 116 (or other software on the electric vehicle 102) may decide to stop discharging the electric vehicle 102 during backup power operation. In one example, an operator or administrator, centralized computer 118, or operations management component 116 (or other software on the electric vehicle 102) can monitor the state of charge of an electric vehicle 102 discharging into a smart pole 108 to provide backup power. To ensure continued backup power to the smart poles 108, when the percentage of charge remaining reaches a certain threshold, an operator or administrator, centralized computer 118, or operations management component 116 (or other software on the electric vehicle 102) can arrange for a replacement electric vehicle 102 to be dispatched to the site. For example, an operator or administrator, the centralized computer 118, or the operations management component 116 (or other software on the electric vehicle 102) may receive a notification when the remaining state of charge falls below 30%. The 30% charge remaining threshold is merely an example, and an operator or administrator, the centralized computer 118, or the operations management component 116 (or other software on the electric vehicle 102) can define an appropriate threshold. The threshold definition can be based on the number of vehicles available with a compatible communications standard, the time for a replacement vehicle(s) to reach the site, the amount of time remaining for a currently discharging vehicle 102 to continue discharging, etc. An operator or administrator, centralized computer 118, or operations management component 116 (or other software on the electric vehicle 102) can then send a dispatch signal for the replacement electric vehicle 102 to continue supplying power to the smart poles 108 and ensure sufficient power supply.

[0054] In another example, an operator or administrator, the centralized computer 118, or the operation management component 116 (or other software on the electric vehicle 102) may decide to stop discharging the electric vehicle 102 to protect the vehicle battery health. An operator or administrator, centralized computer 118, or operations management component 116 (or other software on the electric vehicle 102) can receive notification that battery health may be negatively affected if the smart pole 108 continues to discharge. In response to receiving such a notification, an operator or administrator, the centralized computer 118, or the operations management component 116 (or other software on the electric vehicle 102) can arrange for a replacement electric vehicle 102 to be dispatched to continue to provide backup power to the smart pole 108. Examples of when the health of a battery can be adversely affected by a charging operation are disclosed in U.S. patent application Ser. No. 16 / 802,808, issued as U.S. Patent No. 11,135,936, the disclosure of which is hereby incorporated by reference in its entirety.

[0055] FIG. 5 illustrates a method for using a resilient smart pole system 100 or a resilient infrastructure 200, 300, 400 to provide mobile backup power via bidirectional charging, according to an embodiment of the present invention. In step 502, there can be a single or other suitable message, notification, or indicator of an actual or predicted loss of power, equipment, or other. In step 504, the number of electric vehicles that need to have losses offset can be determined. The number of electric vehicles available and capable of safely discharging is then determined, step 506 . Whether or not enough electric vehicles are currently connected to the smart pole or to a node(s) of a circuit that includes one or more poles can be determined in step 508. If yes, the method proceeds to step 510 where the electric vehicle(s) are discharged to the smart pole(s) and / or node(s). After the discharge is complete, the results of the discharge can be analyzed to improve, in step 512, future discharge operations for power, equipment or other losses.

[0056] If the determination in step 508 is no, then the method 500 proceeds to step 514, where an additional valid electric vehicle is located that is capable of safe discharge (e.g., would not be detrimental to battery health or would not void the battery warranty). In step 516, those additional dispatched electric vehicles can be delivered to a smart pole or a node of a circuit that includes one or more smart poles. After dispatch, the method returns to step 508 and repeats steps 514 and 516 until the determination at step 508 is yes and enough electric vehicles are currently connected. At this point, the method proceeds to steps 510 and 512 as described above. In one example, the steps are performed by a centralized computer 118 (as described below), but can be performed by any stable software communicating with nodes 108a to 108e of the resilient infrastructure 200 (including the examples above).

[0057] With respect to step 502, there may be a signal indicating a power outage, power source failure, equipment failure, or other loss at a smart pole 108 or node 108a-108e of the resilient infrastructure 200, 300, 400. In another example, power outages, power source failures, equipment failures, or other losses can be predicted / anticipated for the smart poles 108 or nodes 108a-108e of the resilient infrastructure 200,300,400. The centralized computer 118 can receive and analyze inputs of various data elements, such as weather data (e.g., current weather information and / or historical weather data), information about the smart pole 108 parts or resilient infrastructure (e.g., monitoring the length of time the parts have been in use), and predicting / forecasting power outages, power source failures, equipment failures, or other losses at the smart poles 108 or nodes 108a to 108e of the resilient infrastructure 200, 300, 400. As mentioned above, the signals may be transmitted by a centralized computer 118 or other software, a utility company, a business, a communications provider, or other source monitoring the smart poles 108 or nodes 108a-108e of the resilient infrastructure 200, 300, 400. Also, as described above, the signal can be received by an operator or fleet manager of the electric vehicle, or by an operation management member 116 (or other software 122 running on a centralized computer 118 having a processor 120) that is part of the electric vehicle 102 and / or bidirectional charger 106 (i.e., the signal recipient or receiver of the signal). The signals may be created by software stored in the cloud or on another suitable external server, such as the centralized computer 118.

[0058] With regard to step 504, Determining the number of electric vehicles that need to be discharged to offset the losses; How many smart poles 108 will be affected? the length of time over which losses are expected to occur; The amount of time that an on-site secondary power source or stationary backup power source can last; This may entail analyzing one or more factors to determine the number, including, but not limited to, the average power consumption of the smart poles 108 or nodes 108a-108e, and the like.

[0059] In step 506 , the centralized computer 118 may determine whether enough electric vehicles 102 are currently connected to smart poles 108 or nodes 108 a through 108 e of the resilient infrastructure 200 . When at least one electric vehicle 102 is connected, the centralized computer 118 can then analyze the data to determine whether the connected electric vehicle(s) 102 are capable of discharging to the smart poles 108 or nodes 108a to 108e of the resilient infrastructure 200, 300, 400. The data is the state of charge of the electric vehicle 102; Time since last discharge, Vehicle battery size (e.g., 60 kWh vs. 30 kWh), Battery voltage, maximum charge and discharge current, Vehicle condition, The average state of charge experienced over the life of the battery, A summary of the predicted short-term energy demand for the vehicle and the temperature and humidity at the location of the electric vehicle and the charger; Minimum battery state of charge, charge / discharge rate for maximum energy capacity (“c-rate”), The Depth of Discharge to which the battery is cycled ("DoD"; e.g., 50% DoD means the battery is charged or discharged to half its capacity), The total energy throughput of the battery cycled in and out, and the temperature at which the cycle occurs, or any other suitable vehicle data may include. Examples of when discharging an electric vehicle can be detrimental to battery health (i.e., the electric vehicle may not have the capability to discharge) are also disclosed in U.S. patent application Ser. No. 16 / 802,808, issued as U.S. Patent No. 11,135,936, the disclosure of which is hereby incorporated by reference in its entirety herein.

[0060] For example, in step 504, the centralized computer 118 may determine that two electric vehicles need to be connected to offset actual or predicted losses. In step 506, the centralized computer 118 may then determine that two electric vehicles are currently connected at the site experiencing or predicted to experience a loss. The centralized computer 118 then analyzes factors, such as those described above, to determine whether the two electric vehicles have the discharge capacity to offset the losses. In this example, the centralized computer 118 may determine that due to recent discharge conditions (or other factors), one of the two connected electric vehicles can only discharge at a rate half its maximum energy capacity. The centralized computer 118 would then utilize this information to determine that one of the connected electric vehicles does not have safe discharge capability, whereby a determined number are connected while the two electric vehicles are not sufficient to offset losses due to limitations in discharge rate (or other factors). In this example, the method proceeds to step 512 as shown in FIG.

[0061] If the centralized computer 118 determines that sufficient electric vehicles are currently connected and have safe discharge capability, then in step 508, the electric vehicle(s) 102 begin discharging to the smart poles 108 or nodes 108a-108e of the resilient infrastructure 200, 300, 400. The centralized computer 118 may analyze the discharge results in step 510 so that after the power outage, power source failure, equipment failure, or other loss is restored or otherwise resolved, the electric vehicle 102 no longer needs to discharge for backup power supply. Analyzing the discharge results is Identifying the percentage of charge used; how long the electric vehicle 102 has been providing power to the smart poles 108 or nodes 108a-108e of the resilient infrastructure 200; The length of the outage, the percentage of power supply capability for the smart poles 108 or nodes 108a through 108e by the electric vehicle 102; Or other factors that can affect the discharge function (eg, battery temperature or ambient air temperature). Analysis of the results can be used to improve the centralized computer 118 to become incrementally "smarter" and more accurate in future dispatches of electric vehicles for backup power supply. This can be achieved, for example, by using known artificial intelligence self-learning techniques.

[0062] If, in step 506, the centralized computer 118 determines that no electric vehicles are connected to the smart poles 108 or nodes 108a-108e of the resilient infrastructure 200, 300, 400, the centralized computer 118 may proceed to step 512. In step 512 , the centralized computer 118 may locate additional electric vehicle(s) 102 available with safe discharge capability according to the number determined in step 504 . In step 514, the centralized computer 118 transmits commands or instructions to dispatch the deployed additional electric vehicle(s) 102 to the smart poles 108 or nodes 108a-108e of the resilient infrastructure 200, 300, 400. Once connected, the method 500 proceeds to step 506 . This can be repeated as necessary until a sufficient number of electric vehicles are connected to the smart pole(s) 108 or nodes 108a to 108e of the resilient infrastructure 200, 300, 400. After the loss is resolved / power is restored, the electric vehicle 102 can be disconnected and sent to another use, or it can remain connected and charging at a smart pole 108 or node 108a to 108e.

[0063] Step 512 can be accomplished through any suitable method. As an example, an operator (e.g., a communications provider, a 5G or other network operator, an electric power company, etc.) may store data from electric vehicles connected to the mart pole 108 or nodes 108a-108e. This data can be used to prioritize the dispatch of additional vehicles since the operator will know the electric vehicle's battery health, last throughput status, etc. As one example, an operator may own, lease, or otherwise have exclusive access to an entire fleet of electric vehicles to be used in a power outage situation. An operator may have established relationships with fleets of vehicles (e.g., for a local government, waste management company, school bus, ride-share group, or other fleet) and even with individual electric vehicle owners. An operator can connect to a fleet of vehicles or review an inventory of vehicles that the operator has access to to determine availability and safe discharge capabilities, including analysis of the data or factors described above. When an electric vehicle connects to a smart pole, the operator can have the electric vehicle owner / user register, opt in, or otherwise indicate whether they are willing to use the vehicle for future V2X applications, including providing backup power to the smart pole in the event of a power outage. The operator may collect other information from the electric vehicle owner / user, including connection information (eg, phone number). This information can be stored either in the centralized computer 118, the cloud, or any other suitable database. In this example, the operator can send a message to all electric vehicles that have previously connected to a smart pole and indicated a willingness to use the vehicles for V2X applications. The message can be sent to the operation management 116 of the electric vehicle 102, as one example, or via a text message or phone call to the owner / user of the electric vehicle.

[0064] In another example, a vehicle owner, operator, or manager may be offered an incentive to leave the vehicle 102 charging at a smart pole 108 or node 108a-108e in return for agreeing to allow the vehicle 102 to be discharged at the smart pole 108 or node 108a-108e in the event of a future power outage, such as an emergency power outage. This compensation may include, but is not limited to, free charging for the duration of the predicted weather conditions, deductions or reductions in utility bills, or deductions or discounts in fees from communications providers. In another example, a communications provider may own, lease, or otherwise have exclusive access to an entire fleet of electric vehicles for use in power outage situations. Communications providers can have established relationships with fleets of vehicles (e.g., for a municipality, waste management company, school bus, ride-share group, or other fleet), and even with individual electric vehicle owners who agree to connect their electric vehicles at smart poles that are experiencing scheduled maintenance, storm, disaster, other emergency, or otherwise induced outages.

[0065] In method 500, centralized computer 118 may receive a weather report predicting 8 inches of snowfall along with 30 mph winds in a certain town in the next two days (step 502). The centralized computer 118 may have access to historical weather data to determine whether similar conditions have resulted in a power outage in the past (step 502). From historical weather data, the centralized computer 118 can determine that, typically, a similar amount of snow and wind resulted in a six-hour power outage (step 502). The centralized computer 118 can determine the number of smart poles 108 operating in the town (e.g., from a database or records of the town, utility provider, telecommunications operator, etc.) and calculate the average amount of power used by the smart poles 108 within a six hour period (e.g., taking into account power outages that may occur during the day when more power is likely to be used or at night when less power is likely to be used and accessing logs from the utility company regarding power usage by the smart poles 108) (step 504). Once the centralized computer 118 has estimated the amount of predicted power usage for the affected smart poles 108, the centralized computer 118 can determine the number of fully charged electric vehicles 102 required to meet the power needs during the predicted outage (step 504). The centralized computer 118 may incorporate appropriate buffers as required by the computer 118, the town, the communications provider, and so forth. After determining the number of fully charged electric vehicles 102 needed, the centralized computer 118 can send delivery or dispatch orders or commands to the electric vehicles 102 to ensure that the electric vehicles 102 are plugged in and fully charged at the smart poles 108 at the start of the weather event (see delivery and dispatch discussion above). In the event of a power loss or outage, once the electric vehicles 102 are plugged in, the centralized computer 118 can proceed as described above.

[0066] In an alternative embodiment, the determined number of electric vehicles can be driven elsewhere and parked in a safe location (i.e., outside the predicted impacts of the forecasted storm or weather event) and the vehicles can be left without power until the storm passes. At this point, the electric vehicle 102 can be driven to the smart pole experiencing a power loss or outage. Once the electric vehicle 102 is connected, the centralized computer 118 or software of the electric vehicle 102 can proceed as described above.

[0067] In a disaster scenario, as mentioned above, it is possible that none of the communication systems are available. In this example, a fleet of electric vehicles (or individual private electric vehicles) may have a pre-existing agreement with a local government, communications provider, or other operator of a smart pole to connect the electric vehicles to a smart pole 108 or nodes 108a to 108e when there is an emergency power outage. When the communication system is functional again, the electric vehicle can be adjusted, for example, as described above.

[0068] In instances where communications are ineffective due to a disaster or other widespread power outage, the resilient infrastructure for backup power supply via bidirectional charging disclosed herein may need to operate without a centralized computer. A processor or other suitable computing component located in the smart pole can disconnect the smart pole from the electrical grid or other power source 114 (e.g., powered for a short period of time by a second on-site power source) and / or disconnect the smart pole from the circuit. The computing component can also detect when a vehicle (ie, capable of discharging to a smart pole) is plugged in or otherwise connected to a smart pole. The operation management component 116 or other software in the electric vehicle can then manage the charging operation until communication is restored. Electric vehicles can provide a “black-start” solution to recharge smart poles and restore operation of the smart pole circuits in the event of a grid or other power source 114 outage.

[0069] It should be noted that the resilient infrastructure for backup power supply via bidirectional charging as disclosed herein is for purposes of illustrating specific embodiments only and is not intended to be limiting of the disclosure. The resilient infrastructure for backup power supply via bidirectional charging can be implemented with power components (smart or otherwise) for other existing networks (e.g., 5G, 4G, or LTE), future generations of network technologies (e.g., 6G), or other applied bandwidth technologies.

[0070] It should be noted that the terminology used herein is for the purpose of describing particular aspects only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless otherwise clear in the context. Furthermore, the terms "comprises" and / or "comprising", when used herein, are understood to specify standard features, integers, steps, operations, but not to exclude one or more other features, integers, elements and / or components and / or groups thereof that are set forth above or in addition.

[0071] As set forth in certain claims, in the following claims, corresponding structure, material, acts, and equivalent or additional step functional elements of some methods are intended to be included in the disclosed inter alia structure, material, and acts for performing a combination function with other claimed components. The description of the present disclosure has been presented for purposes of illustration and description, and is not intended to be exhaustive or to be limiting of the disclosure in its precise form. Many modifications and variations will become apparent to those skilled in the art without departing from the spirit of the invention. The aspects of the description herein have been chosen and described in order to explain the best and exemplary applications of the disclosed embodiments and to allow those skilled in the art to understand with various modifications as suitable for particular applications.

Claims

1. 1. A system for providing a resilient bidirectional charging infrastructure, comprising: a plurality of smart poles connected in a circuit, the plurality of smart poles being configured to provide at least a portion of a power grid, at least one of the smart poles including an interface for receiving power from an electric vehicle; a processor configured to cause the at least one of the plurality of smart poles to receive electricity from the electric vehicle based on an actual or predicted loss of electricity in the circuit; A system comprising:

2. The processor, determining whether the electric vehicle is electrically connected to the at least one of the plurality of smart poles in response to an identification of an actual or predicted loss of electricity in the circuit; further configured, in response to determining that the electric vehicle is not electrically connected to the at least one of the plurality of smart poles, to initiate a message requesting that the electric vehicle be electrically connected to the at least one of the plurality of smart poles. The system of claim 1 .

3. The processor, Analyzing whether to dispatch at least one electric vehicle to the smart pole; Initiating a dispatch signal requesting that the at least one electric vehicle be dispatched to the smart pole; Initiating a discharge signal requesting that the at least one electric vehicle discharge to the smart pole via the bidirectional charger; and analyzing a result of the first electric vehicle or the at least one electric vehicle discharging to the smart pole via the bidirectional charger to improve response capability to a future loss of power. The system of claim 2.

4. The processor, analyzing weather report data for one or more geographic regions in which the plurality of smart poles are located; further configured to identify predicted weather conditions from the weather report data. The system of claim 2.

5. The processor, analyzing historical weather data to identify historical weather conditions comparable to the predicted weather conditions; and analyzing historical weather data to identify loss of power statistics for the comparable historical weather conditions. The system of claim 4.

6. The processor, estimating an expected duration of power loss to the smart pole from the power loss statistics based on the forecasted weather conditions; and calculating an amount of power used by the smart pole during the expected power loss period. The system of claim 5.

7. The processor, determining a number of electric vehicles required to provide the calculated amount of power during the estimated period of the expected power loss; and initiating a message requesting the determined number of electric vehicles to be dispatched to the one or more geographic regions in which the plurality of smart poles are located prior to an onset of the forecasted weather condition. The system of claim 6.

8. The processor, and further configured to, in response to an identification of an actual loss of electricity in the circuit, initiate a message requesting that the delivered electric vehicle be discharged to at least one of the plurality of smart poles. The system of claim 7.

9. The processor, and analyzing the results of the delivered at least one electric vehicle discharging to the smart pole via a bidirectional charger to improve predictive capabilities for future power losses. The system of claim 8.

10. Electrically connected includes being directly connected to the smart pole or being connected to a node of the circuit. The system of claim 2.

11. 1. A method for providing a resilient bidirectional charging infrastructure, comprising: In response to an identification of an actual or predicted loss of electricity among a plurality of smart poles connected in a circuit, determining whether an electric vehicle is electrically connected to at least one of the plurality of smart poles; determining that the plurality of smart poles are configured to provide at least a portion of an electric power grid, and at least one of the plurality of smart poles includes an interface for receiving electricity from the electric vehicle; initiating a message requesting that the electric vehicle be electrically connected to the at least one of the plurality of smart poles in response to determining that the electric vehicle is not electrically connected to the at least one of the plurality of smart poles; Equipped with method.

12. analyzing whether to dispatch at least one electric vehicle to the smart pole; initiating a dispatch signal requesting that the at least one electric vehicle be dispatched to the smart pole; initiating a discharge signal requesting that the at least one electric vehicle discharge via the bidirectional charger to the smart pole; analyzing results of the first electric vehicle or the at least one electric vehicle discharging to the smart pole via the bidirectional charger to improve response capability to future power losses; The method of claim 11 further comprising:

13. analyzing weather report data for one or more geographic regions in which the plurality of smart poles are located; identifying forecasted weather conditions from the weather report data; The method of claim 12 further comprising:

14. analyzing historical weather data to identify historical weather conditions comparable to the predicted weather conditions; analyzing historical weather data to identify loss of power statistics for said comparable historical weather conditions; The method of claim 13 further comprising:

15. estimating an expected loss of power duration for the smart pole from the predicted weather conditions from the loss of power statistics; calculating an amount of power used by the smart pole during the expected period of power loss; The method of claim 14 further comprising:

16. determining a number of electric vehicles required to provide the calculated amount of power during the estimated time period; initiating a message requesting the determined number of electric vehicles to be dispatched to the one or more geographic regions in which the plurality of smart poles are located prior to the onset of the forecasted weather condition; The method of claim 15 further comprising:

17. Initiating a message requesting that the delivered electric vehicle be discharged to at least one of the plurality of smart poles in response to an identification of an actual loss of electricity in the circuit.

20. The method of claim 16 further comprising:

18. analyzing the results of the delivery of at least one electric vehicle to the smart pole via a bidirectional charger to improve predictability of future power losses; 20. The method of claim 17 further comprising:

19. Electrically connected includes being directly connected to the smart pole or being connected to a node of the circuit. The system of claim 2.

20. A non-transitory computer-readable storage medium having instructions stored thereon for execution by a computing system, comprising: responsive to an identification of an actual or predicted loss of electricity within a plurality of smart poles connected within the circuit; determining whether an electric vehicle is electrically connected to at least one of the plurality of smart poles; responsive to determining that the electric vehicle is not electrically connected to at least one of the plurality of smart poles; the electric vehicle initiates a message requesting to be electrically connected to the at least one of the plurality of smart poles. The instructions are stored the plurality of smart poles are configured to provide at least a portion of an electrical grid; the plurality of smart poles including an interface for receiving electricity from the electric vehicle; A non-transitory computer-readable storage medium.

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