Distributed on-demand high power in a low power infrastructure

Abstract

An apparatus for implementing a power distribution system for charging electric vehicles in a structure including a battery for storing electric energy. A power node module connects to the structure's electric grid at an existing load point to receive current at a first power level. The power node module charges the battery in response to the received current at the first power level and generates a charging current at a second power level to charge a connected electric vehicle using the stored electric energy of the battery in response to a received charge control signal. At least one charger connector connected to the power node module connects the connected electric vehicle and receives the charging current.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims priority and / or benefit of U.S. Patent Application No. 11,667,208, issued June 6, 2023, and U.S. Patent Application No. 18 / 086,175, entitled "DISTRIBUTED ON-DEMAND ELEVATED POWER IN LOW POWER INFRASTRUCTURES," filed December 21, 2022. U.S. Patent Application No. 18 / 086,175, entitled "DISTRIBUTED ON-DEMAND ELEVATED POWER IN LOW POWER INFRASTRUCTURES," filed September 13, 2022, which claims priority and benefit of U.S. Provisional Patent Application No. 63 / 406,018, entitled "DISTRIBUTED ON-DEMAND ELEVATED POWER IN LOW POWER INFRASTRUCTURES," filed September 13, 2022, the entire contents of which are incorporated by reference.

[0002] The present invention relates to charging infrastructure for electric vehicles, and more particularly to a method for improving charging infrastructure for multi-dwelling buildings such as apartment buildings. [Background technology]

[0003] One issue with the increasing popularity of electric vehicles (EVs) is the infrastructure available to provide charging services for them. The majority of multifamily residential buildings (MURBs) around the world were built before the advent of modern electric vehicles and are not structurally designed or equipped to provide adequate charging power and power outlets for charging electric vehicles. In North America, for example, most conventional residential power lines are typically 110V to 120V circuits that simply provide very slow charging for electric vehicles. On the other hand, electric vehicle owners living in single-family homes or structures with adjacent or attached above-ground parking garages or carports can install private-use 240V electric vehicle chargers (so-called Level 2 or "L2" chargers) off the home power distribution panel, which can fully charge their electric vehicles in just a few hours.

[0004] Installing such home garage chargers is relatively inexpensive compared to installing L2 chargers in MURBs, which may not even have 120V outlets distributed throughout their indoor parking garages or outdoor parking lots. Such MURBs, which predate electric vehicles, do not have 240V power lines and outlets in the MURB garages to charge electric vehicles, let alone distributed 120V outlets. Therefore, MURBs will likely need to build and run new power lines within the structure that can handle the amperage and voltage of Level 2 electric vehicle chargers from the structure's power distribution panel to specific distribution power points or outlets. In some cases, MURBs may not even have enough power at the distribution panel for distribution to require the local electric utility to run additional power lines from a substation to the MURB, often at the MURB owner's expense. Therefore, for older MURBs built before the advent of modern electric vehicles, there is a need to utilize existing low-power electrical infrastructure and still be able to provide higher-power L2 charging to on-site electric vehicles. Summary of the Invention [Means for solving the problem]

[0005] The present invention as disclosed and described herein, in one aspect, includes an apparatus implementing a power distribution system for charging electric vehicles (EVs) including battery modules that store electrical energy. A power node module connects to the electric grid at an existing point of load to receive current at a first power level. The power node module charges the battery in response to the received current at the first power level and generates a charging current at a second power level to charge the connected electric vehicle using the stored electrical energy of the battery module in response to a received charging control signal. At least one charger connector connected to the power node module connects to the connected electric vehicle and receives the charging current.

[0006] For a more complete understanding, reference is now made to the following descriptions taken in conjunction with the accompanying drawings, in which: [Brief explanation of the drawings]

[0007] [Figure 1] 1 illustrates a typical operating environment in which multiple electric vehicles utilizing the application can receive charge from power node modules in different MURBs. [Figure 2] 1 illustrates a wall-mounted power node module including multiple electric vehicle connectors. [Figure 3] 1 illustrates a distributed charging system. [Figure 4] 1 illustrates a block diagram of a power node master controller. [Figure 5] 1 illustrates a basic flow diagram of a process for transmitting power node status information to a cloud-resident control center and / or system administrator. [Figure 6] 1 illustrates a block diagram of a power node module. [Figure 7] 1 illustrates a block diagram of a power control unit. [Figure 8] 1 illustrates a flow diagram of a charging monitoring process for an electric vehicle connected to a power node module. [Figure 9] 1 illustrates a flow diagram of a process for managing battery charge balancing for a multi-node implementation. DETAILED DESCRIPTION OF THE INVENTION

[0008] Reference will now be made to the drawings, where like reference numerals are used herein to denote like elements throughout. Various views and embodiments of a system and method for providing distributed on-demand high power in a low power infrastructure are illustrated and described, and other possible embodiments are discussed. The drawings are not necessarily drawn to scale, and in some cases the drawings have been exaggerated and / or simplified in places for illustrative purposes only. Those skilled in the art will recognize many possible applications and variations based on the following examples of possible embodiments.

[0009] FIG. 1 illustrates an operating environment for various electric vehicles 102 that can be charged within different multiple dwelling units (MURBs) 104. Each MURB 104 includes one or more power node modules 202. The power node modules 202 connect directly to the MURB 104's power panel as individual power node modules or a network, or to a group of modules managed through a connection with a master controller (PMC) 302, to receive power from the grid and distribute the power to connected electric vehicles (EVs) 102. A user / operator of an electric vehicle 102 may control the charging process through an associated software application 108 to which the user / operator subscribes. Upon subscribing to the application 108, the user / operator is entitled to use one or more designated power node modules 202 to charge the user / operator's electric vehicle. MURB building management 316 is typically responsible for setting usage protocols and assigning parking stalls to specific power node modules. Once registered as a subscriber, the user / driver may launch the user / driver application 108 via connection to the power grid 312 and establish the user / driver's user profile with details of the designated electric vehicle using the power node module, and the user / driver's personal details, such as the MURB unit number where the user / driver resides, a preferred payment account to charge charging fees, expected charging time, etc. Multiple power node modules can each be independently charged with a different charging configuration based on the user profile of the user associated with the power node module. When the user / driver is ready to charge their electric vehicle at a designated parking stall, the user / driver launches the user / driver application 108, initiates a charging session, and tracks the charging of their electric vehicle 102 remotely via the user / driver application 108. The system of FIG. 1 provides a design and method for creating and managing a distribution pool of stored electricity during periods of low or no demand at a rate compatible with the MURB's 104's existing electricity distribution infrastructure, e.g., 120V at 20A.The stored electricity can then be made available to the electric vehicles 102 of tenants of a particular MURB 104 and distributed at variable and / or higher rates of discharge consistent with typical Level 2 (L2) chargers. Such distribution may be scheduled for specific times as needed, or when available, by electric vehicle 102 owners who subscribe to a Multiple Residential Power (MURP system (300)—FIG. 3) service that charges their electric vehicles for specific periods of time at higher rates than would be possible for an electric vehicle simply plugged into a standard residential 120V outlet. Thus, rather than needing to charge their electric vehicles 102 overnight at 120V, they require only a few hours at L2 charging rates in the charging unit of the power node module 202. Electric vehicle owners may subscribe to such services and schedule charging times via a smart device software application 108 that communicates with the MURP system 300 via the power grid 312 (FIG. 3). The power grid 312 may be as described in related U.S. patent application Ser. No. 17 / 533,706, filed November 23, 2021, entitled "METHODS AND DEVICES FOR WIRELESS AND LOCAL CONTROL OF THE TWO-WAY FLOW OF ELECTRICAL POWER BETWEEN ELECTRIC VEHICLES, BETWEEN EVS AND ELECTRICAL VEHICLE SUPPLY EQUIPMENT(S), AND BETWEEN THE EVSE(S) AND THE ELECTRICITY GRID," the entire contents of which are incorporated herein by reference. The power grid 312, incorporating a control center 313 and artificial intelligence 311, allows for remote control of the various power node modules 202 over a network such as the internet.

[0010] Referring now to FIG. 2 , a wall-mounted power node module 202 including multiple electric vehicle power connectors 204 is illustrated. While the power node module 202 is shown interconnected to the power system of a MURB structure, such as an apartment building, such implementation is not limited to a MURB or any particular structure. Each power node module 202 includes one or more electric vehicle connectors 204 that can be interconnected to an electric vehicle 102 for charging. The illustrated power node module 202 is a wall-mounted unit configured with sufficient battery capacity to simultaneously power two electric vehicles 102, but is not limited to only two vehicles. In some cases, the power node module 202 can be mounted to a parking ceiling, a pedestal at an appropriate location, or a structural pole, as required by the MURB infrastructure. The power node module 202 is particularly applicable to implementation within a MURB structure that exists prior to the introduction of electric vehicles 102, or that does not have existing power distribution infrastructure to support any loads requiring circuits greater than 120V. However, the system may also be applied to any application that stores energy in association with a type of power node module 202 for later distribution, or boosts low power to higher power for distribution to charge electric vehicles, for example. Although a wall-mounted power node module 202 is illustrated in the drawings and specification herein, the power node module may be portable, capable of being transported and used as a mobile charger in accordance with the power node module configurations described herein. In an alternative embodiment, the power node module 202 may be plugged into a NEMA 1-15 or 1-20 household wall outlet and used to generate 240V AC power within the home for charging electric vehicles.

[0011] Referring now to FIG. 3, an exemplary distributed charging system is illustrated that implements multiple power node modules 202 as described herein. Each power node module 202 is provided with an electric vehicle charging connector 204. In one embodiment, the charging connector 204 may include a J1772 charger connector. However, other types of charger connectors may be utilized in conjunction with different charging protocols. Each power node module 202 communicates with a power node module master controller (PMC) 302. The PMC 302 provides interconnection between the power node module 202 and a MURB power distribution board 304. The power distribution board 304 receives system power via a MURB junction box 306, which is connected to an associated power grid 308. While each power node module 202 can receive power via its associated power input / output module 612 (FIG. 6), the PMC 302 can also receive power via an external power / storage unit 310. The external power / storage unit 310 may generate various charging powers ranging from 120V AC (Level 1 power), 240V AC (Level 2 power), and Level 3 DC power, commonly referred to as a "fast charger." Those skilled in the art will appreciate that the 120V and 240V are merely examples, and any charging voltage level may be utilized. If an existing available first power level source is insufficient to meet the total power needs of the site where the power node module or multiple power node modules (MURP system 300) are installed, the external power / storage unit 310 may be provided as a permanent device to supplement the existing first power level source. Such a power source device may be a clean energy hydrogen-powered generator. Additionally, each power node module 202 may be "fast charged" using DC at Level 3 standards via the power input / output module 612 of the power node module 202. The power node master controller is controlled via the power grid 312.Through control of the various power node master controllers 302 via the power grid 312, hierarchies of individual power node modules 202 can be grouped to form MURPs 300, which in turn can be grouped into MURBs 104, which in turn can be grouped together, which in turn can become regional groups, which in turn can become national groups, which in turn can become global groups all interconnected via the public grid.

[0012] The power grid 308 delivers electricity to a multiple dwelling power (MURP) system 300 via a MURB junction box 306. Each MURP system 300 consists of one or more power node modules 202. Each MURB may have more than one MURP system 300, depending on the MURB structure, wiring infrastructure, and parking locations. The MURB junction box 306 connects to the MURB's internal power distribution panel 304, which provides further distribution to loads throughout the MURB, such as parking lot lighting, power outlets such as standard NEMA 1-15, 1-20, and 5-20 outlets, and power node modules 202. Power flow from the power grid 308 to the power node modules 202 is depicted as being bidirectional at certain points, meaning that the power node modules 202 are equipped with two-way power flow control and can extract stored power in the power node modules 202 or external power storage devices 310 to provide backup power to other loads on the MURB. Conversely, the power node module 202 may be used to distribute power to one or more external storage devices 310 .

[0013] The MURP system 300 requires the insertion of a power node master controller 302 between a power distribution panel 304 and the garage's existing loads, such as light points and electrical outlets, all of which comprise the system's points of load. The power node master controller 302 may be accessed by a power grid manager 314 via the Internet for inquiries regarding the status of each power node module 202 in a particular application at a particular MURB installation or to manage the power node modules 202. Limited access to the MURP system 300 may be provided to a local building management 316 via the power grid 312. Each power node master controller 302 for a particular MURB can provide backup management of the power node modules 202 at that MURB for a specified period of time if the power grid 312 is offline for any reason.

[0014] The various load points connected to the MURP system 300 can be connected in series or parallel. Within a parallel connection, the voltage across the loads is the same. The power node modules 202 are electrically connected to the external load points and draw power from the power node master controller 302 to charge the battery modules 608 located within the power node modules 202, as illustrated in FIG. 6 . The power node master controller 302 includes a microcontroller / microcomputer 404, a power cross-connect switch and / or relay 406, a communications controller 408, a power controller 410, and a back metering circuit 412. The power node master controller 302 manages multiple power node modules 202 within a particular MURP system 300 in conjunction with a control center 313 and an artificial intelligence unit (AI) 311 embedded in the power grid 312 ( FIG. 3 ). Through control of the power grid 312, several distribution MURP systems 300 interconnected to a connectable electrical grid can share power with each other and aggregate the power of the MURP systems 300 as needed. Charging of associated battery modules in power node modules 202 is under the control of power control unit 602 in conjunction with battery management system 606. A microcontroller / microcomputer controls operation within power node master controller 302. Power cross-connect switches / relays 406 and 704 provide cross-connections between different power points across MURP system 300 with other MURP systems and external devices on the same logical grouping. Communications controller 408 can communicate with power grid 312, for example, using the Internet. Power grid 312 with control center 313 and AI 311 is an overall cloud system that controls multiple MURP systems 300. Communications controller 408 communicates with the Internet using various data communication mediums such as cellular (3G / 4G / 5G or other current standards), satellite, and Bluetooth links. In conjunction with the microcontroller and power cross-connect switch / relay 406, the power controller 410 manages the conversion of power entering the MURP system 300 from the MURP power distribution panel 304 or from an external power source 310 which can range from AC to ultra-high voltage DC, such as from a DCFC (Direct Current Fast Charger).If the charging equipment is a Level 2 charger, as is commonly used in North America, the SIO 320 may be provided to accept various connections and power typically used by charging equipment for charging electric vehicles, such as J1772, and in the case of DCFC, the SIO 320 may be provided to accept charging according to the CHAdeMO standard, the Combined Charging System (CCS) standard, or the Tesla Proprietary Fast Charger standard. By providing a power input / output module 612 in the power node module, the power flowing from the power node master controller 302 can also range from 120V AC to high-voltage DC. Similarly, individual power input / output modules 612 in each power node module can be provided to accept AC and DC power connections similar to the SIO 320 in the power node master controller 302.

[0015] The battery modules 608 within the illustrated power node modules 202 store or collect energy, which is essentially transferred to the battery modules from time to time when there is little or no load on the associated power node module 202. Furthermore, the power node modules enable MURBs to create electric vehicle charging zones in spaces that do not have direct grid power points on-site. Thus, embodiments of the power node modules allow time / space displacement of energy to power devices that do not have direct or convenient access to grid power, such as electric vehicles, in MURBs that do not even have low-power 120V circuits in their parking lots. Furthermore, the power node modules 202 provide the opportunity to simultaneously displace low-power lighting loads, such as LEDs, and existing inefficient loads, such as incandescent lighting, while using stored power to provide accumulated high power during defined time segments. While the battery charging functionality for charging the power node module's battery modules 608 is incorporated into the battery management system 606 shown located within the power node module 202 itself, different embodiments may also include an external battery management system 606 that provides charging management for multiple power node battery modules 608. A power node master controller 302 controls multiple power node modules 202 within a MURP system 300. Each MURP system 300 has a respective power node master controller 302 that can draw power from individual power node modules 202 or multiple power node modules 202 within that particular MURP system 300. In addition, the master controller 302 manages the exchange of power with other different MURP systems 300 that are connected to a controlled national or international power grid 308 via a power network 312. If the MURP operator chooses to sell the power stored in the power node modules 202 back to the power grid 308, a reverse metering circuit 412 is required for reverse metering and interconnection with the power grid 308 at the junction box 306 and / or at the grid substation that draws power from the grid and distributes it to the MURP.Note that in the case of a single, detached residence, for example, applications requiring only one power node module 202, the reverse metering circuit 412 would be incorporated into the power node module 202 itself. For electric vehicle user / operators living in a single-family home on a power-limited property, the user / operator should be happy to have access to a single, standalone power node module that can simply plug into a standard household outlet, such as a 120V AC NEMA 1-20 socket, to generate Level 2 power for the premises and charge the user / operator's electric vehicle.

[0016] 3 may make various inquiries regarding the status of power node modules 202 in a MURP structure via the power grid 312. For ease of explanation, the power grid 312 includes both a communication medium connecting the various deployed MURP systems 300 and a control center managing multiple MURP systems 300. The power grid 312 may transmit a power node status request to determine the status of a power node module 202, at step 502. The power node main controller 302 receives the power node module status request, at step 504, and determines the particular power node 202 associated with the status request, at step 506. The power node main controller 302 sends the status request to the identified power node module 202, at step 508. In response to the received status request, the power node module 202 determines the status of the power node module, at step 510, and transmits a determined status response, at step 512, back to the manager 314 via the power node main controller 302 and the power grid 312. Alternatively, each power node 202 can be programmed to report the status of the power node module 202 to the power grid 312 at regular scheduled intervals or whenever an anomaly occurs.

[0017] While FIG. 5 illustrates a simple status query, the control center 313, in conjunction with the artificial intelligence 311, performs many more complex and varied transactions that can be programmed and customized for each implementation of the MURP system 300. Some typical transactions and tasks include monitoring and recording electric vehicle charging activity for a particular MURP system 300 and executing controls to distribute and balance stored energy within the power node modules 202 of the MURP system 300. It should be noted that electric vehicle operators have different electric vehicle usage characteristics due to commute distance, driving area, and even shift work, and as a result, the remaining electric vehicle battery level at the end of a driver's workday may vary from driver to driver. Therefore, each electric vehicle connected to the MURP system 300 may require a different amount of charge restoration for the driver's electric vehicle battery. The power grid 312 allows customization of the power node modules 202 to accommodate different MURP conditions and requirements. Additionally, the power node modules 202 can be configured with switchable power input points in the power input / output module 612 to enable greater aggregate charging rates.

[0018] Referring back to FIG. 3 , an example is shown of multiple power node modules 202 associated with groups A, B, and C. Groups A and B are located in dedicated parking stalls, while group C power node modules 202 are located in stalls open for shared use and use by any electric vehicle operator on a reservation basis. Group A power node modules 202 represent a set of power node modules connected in parallel with a power node main controller 302. Group B power modules 202 are a set of power node modules connected in series with a power node main controller 302. Group C power node modules 302 are a set of power node modules specifically designated for use by any subscriber on a reservation basis, and can be connected in series or parallel with a power node main controller 302. The example application described herein more specifically represents the use of power node modules 202 to charge electric vehicles, such as in North America, as a Level 2 charger currently distributing 240V AC power at current amperages between 30 A and 80 A. Thus, a power node module 202 can take in power at a first, lower voltage (i.e., 120V) and output a higher voltage (i.e., 240V). The higher the desired voltage-current product at the output of the power node module 202, the larger the capacity of the power node module's battery module that is required. Furthermore, the larger the voltage-current product, the longer it takes to fully charge the power node module's battery module 608. This increased battery capacity allows power to be distributed to more than one electric vehicle simultaneously, as shown in FIG. 3, where several power node modules 202 are equipped with more than one J1772 power connector 204.

[0019] In the implementation shown in FIG. 3 , in the case of a MURB covered garage complex, power wiring already exists throughout the garage complex, terminating at NEMA 1-15, NEMA 1-20, or other power sockets or at lighting fixtures that provide illumination in the garage complex. Such existing building loads can easily be connected to the same power distribution panel 304. The system may also be implemented in outdoor parking lots where the power node module 202 can be installed on a pedestal fixed to the ground. In such outdoor spaces that may not even have power service to the power node module 202, recharging of the power node module 202 may be achieved by bringing mobile charging power to the site and injecting power through a port in the PIM module 612 of the power node module 202. Existing power wiring delivering power to building loads in the garage complex may be commandeered and used to deliver power to the power node module 202 installed in the MURB system 300. This eliminates the need to install new wiring to supply the power node module 202 to be installed in the garage complex. To maintain continuity of power supply to existing loads in the garage complex, such loads are incorporated under the control of the power control unit PCU 602 of each power node module 202 that the loads are commandeered to.

[0020] Although a primary utility of the MURP system 300 is to use existing power sources to charge groups of power node modules 202 throughout a garage complex, sometimes such existing power sources are insufficient. In such situations, the power node modules may be charged by an external power source 310, such as a mobile generator, that connects to the power node master controller 302 via a supplemental input / output port (SIO) 320 or via the PIM 612 modules of the individual power node modules 202. The SIO 320 and PIM 612 may receive and transmit power in several modes, for example, by direct connection via a connector or wirelessly by induction. The connection lines shown in FIG. 3 are shown as bidirectional to illustrate reversible power flow from the power node module 202 supplying power to an external load, thereby using the power node module as a generator as needed, or conversely, the power node module receiving power from the external power source to recharge each internal battery module 608. The power node modules 202 may exchange power with each other as needed under the control of their respective power control units 602 in conjunction with the power grid 312 .

[0021] Referring now to FIG. 6, a block diagram of a power node module 202 is illustrated. The power node module 202 includes a power control unit 602, a communications module 604, a battery management system 606, a removable battery module 608, a power conversion module 610, and a power input / output module 612. The power input / output module 612 provides an interconnection point between the power node module 202 and the power node master controller 302 (FIG. 3). In conjunction with the power node master controller 302, the power control unit 602 in each power node module 202 controls the power flow between the individual power node modules 202 (inter-power node connections), between the power node module and the power node master controller 302, and between the power node module and the external power source / storage device 310. Additionally, the power control unit 602 provides active or passive power to existing loads that pre-exist on the wiring that serves here to power the commandeered power node module 202. As shown in more detail in FIG. 7 , the power control unit 602 includes electronics, including a controller 702 that controls the operation of the power control unit, a power cross-connect and / or relay 704, and an actuator 706 that directs and controls the flow of power into and out of the host power node module 202. It is anticipated that installation of power node modules 202 will utilize installation events to replace inefficient lighting loads, such as incandescent lighting, with energy-efficient LED lamps that can distribute significantly more power to the power node module 202 and to facilitate the recharging of the battery modules 608 in the associated power node modules 202. Other load mitigation techniques may be deployed to maximize the power available for recharging the power node modules 202. Such recharging is continuously monitored and controlled by the power node master controller 302 and the power control unit 602, working in concert and constrained by the capacity of the existing wiring infrastructure in the MURB. This minimizes or eliminates the need for new wiring within the MURB and further ensures that the MURP system 300 does not over-provision its storage power capacity, unnecessarily increasing system costs.

[0022] The communications module 604 controls communications across a particular MURP system 300, between individual power node modules 202, with other MURP systems 300, and with a control center 313 in the power grid 312, or locally within the MURB using the Internet and communications media and protocols such as cellular, satellite, Wi-Fi, or Bluetooth. The communications module 604 allows the administrator 314 and MURB building management 316 to control individual power node modules 202 when appropriate and configurable. The power grid system 312 manages the overall operation of multiple MURP systems 300 operating anywhere in the MURB and collects operating statistics such as system usage profiles, user charging habits, and system-wide battery levels. Such data allows system administrators to optimize system operation and use artificial intelligence units 311 embedded in the power grid 312 to automate system responses, such as the allocation and distribution of stored energy in battery modules 608 across a particular MURP system 300 and other grid-connected systems, to eliminate charging bottlenecks and inefficiencies locally and regionally. Such operational protocols are applicable across the entire MURP system 300 and can be spread across several MURP systems 300 interconnected via the public grid.

[0023] Batteries are composed of various cells with different chemical compositions and physical properties, necessitating the use of a battery management system (BMS) 606 to regulate the charging of the battery cell pack from exposure to harmful conditions such as overvoltage, undervoltage, overcurrent, and high temperature fluctuations, to name a few. Some cell packs constitute a battery module 608, which can be designed with the BMS integrated with the cell pack or separate from the cell pack to reduce the cost of the battery module 608. FIG. 6 illustrates an embodiment in which the BMS 606 is separate from the battery module 608. The battery management system BMS 606 has the highest priority over the charging of the battery module 608 to prevent dangerous incidents such as combustion or explosion. Thus, the BMS 606 monitors the status of the battery cell pack to prevent overcharging, monitors the operating state and charge level of the battery cell pack, and also provides the required charging current and voltage to the battery module 608. The battery modules 608 in the power node module 202 can be designed to be removable or fixed, depending on the particular application, user expectations, economic conditions, and expected lifespan of the facility in which the power node module 202 is installed. As such, the power node module can be designed to be provided with one or more battery modules 608 that can provide the power node module with different charge capacities according to the needs of the particular user assigned to the particular power node module.

[0024] The external power source / storage device 310 connects to the power node module 202 via a power input / output module 612 for individual recharging of the power node module 202 from an external power source when the battery module 608 cannot be fully charged by the MURP system 300 and the battery module 608 needs supplemental charging from the external power source 310 at unscheduled times. Unlike the power node master controller 302 of Figure 3, the power input / output module 612 handles the distribution of power to the electric vehicle and the external power source / storage device 310 (without the SIO 320) when the individual power transfer from one power node module 202 is much less than the power transfer between the power node master controller 302 and the external power source / storage device 310. The power conversion module 610 in the power node module 202 converts power from the power node master controller 302 or the external power source 310 into AC or DC power depending on the load requirements. For example, in the electric vehicle of the illustrated configuration, the through power coming from the power distribution panel 304 is 120V AC, and the power distributed to the electric vehicle is 240V AC, but for the LED lighting load, the power from the power distribution panel 304 needs to be converted to DC by the power node module 202. The power conversion module 610 may be externally installed and removably connectable to the battery. The power conversion module 610 may include an output power inverter that is externally removably connectable to the battery.

[0025] Returning now to FIG. 3 , each power node module 202 may be designated for electric vehicle charging and reserved for specific dates and times by users who subscribe to the right to use the MURB power node module 202 for charging their electric vehicles. Such reservation protocols and allocation of privileges and power node modules 202 may be established by a MURB administrator or designated personnel via the power grid 312. Compliance with the protocol and charging behavior is subject to monitoring by the power control unit 602 of each power node module 202 and reported to the power grid 312. If an electric vehicle user violates the protocol, e.g., exceeds the allowed charging time, impacting the use of the assigned power node module 202 by others, the violator may be punished by suspending the user's charging privileges and possibly towing the user's electric vehicle to free up the space. In response to such an overstay situation, the local MURB's power node master controller 302 operates to route the next reserving user to another available power node module 202 space. The MURB administration 316 may choose to assign specific bays to specific MURB system 300 subscribers on a time basis, which can mitigate and / or prevent such charging conflict cases. Power node modules 202 may be mounted near specific parking bays, such as overhead in the ceiling above the bays, or on nearby MURB structural poles to minimize wiring power losses for charging electric vehicles parked in the specific bays. In the illustrated implementation, the charging protocol is assumed to be for a Level 2 charger utilizing a standard J1772 connector, although one skilled in the art will appreciate that the system architecture and methods are applicable to other electric vehicle connection standards.

[0026] In each MURP system 300, electric vehicle operators are assigned specific parking stalls with specific power node modules 202, such as Group A or Group B illustrated in FIG. 3 . Each power node module in a group may have a different electrical storage capacity when designated to a specific MURB and assigned by the MURB administrator. Each MURP system 300 may have one or more power node modules 202 configured and one or more designated parking stalls. Each stall includes at least one electrical connector 204 (e.g., a J1772 electrical connector) associated with a power node module 202. MURP subscribers download the MURP application 108 from a designated online store, such as the Apple Store for iOS smartphones or Google Play for Android phones. Aside from the initial provisioning of the MURP system 300, subscribers are likely to have different charging patterns, and each subscriber may be assumed to be characterized by average national behavioral statistics, such as average commute distance and frequency of electric vehicle use. Some statistics suggest that the average commuter's daily commute is 30 miles one way, and as a result, the battery capacity of each power node module 202 can initially be specified to have sufficient capacity to provide sufficient charging for at least a 30-mile electric vehicle commute in each direction. Evolving technology for batteries and battery charging relative to weight density tends to result in higher charge densities per unit of weight, so that over time, the energy storage capacity of a power node module 202 can be expected to increase without a proportional increase in weight. This allows each power node module 202 to provide a larger charge volume and greater range per charge. Electric vehicles can be recharged to varying degrees based on user-defined factors, such as the state of charge of the electric vehicle battery and the user's work schedule. In conjunction with the power control unit 602, the battery management system 606 may manage the supply of charging current and voltage to the battery modules 608 while under the load of charging the electric vehicle, and may power down as needed to prevent dangerous or undesirable power imbalances in the particular MURP system 300 and other MURP systems.

[0027] Referring back to FIG. 6 , some users of power node modules 202 may require longer charging times for their connected electric vehicles than others. In this case, the remaining state of charge of each battery module 608 in the associated power node module 202 may vary from power node module to power node module after each charge of the electric vehicle. The state of charge of the power node module 202 is communicated to the power node master controller 302 by the power node module's power control unit 602 in conjunction with the communication module 604. Furthermore, the state of charge or stored energy level of each battery module 608 in each power node module 202 is communicated throughout the local MURP system 300 and externally to the overall power grid system 312 that manages multiple MURP systems 300 in each MURB. To account for this situation of typical charging times for several electric vehicles, a MURB may choose to install supplemental power node modules 202 that store usable energy as backup charging stations for electric vehicles that are draining their batteries in their assigned power node modules 202. Alternatively, the supplemental power node modules 202 may be used to replenish depleted batteries in power node modules 202 that are normally used above the statistical average. Such functionality is accomplished by the MURP system's 300 power node master controller 302, which manages the distribution of power within the local MURP system 300 and works in conjunction with the power control units 602 of the supplemental power node modules 202 and the power control units of the charging depleted power node modules to prioritize the delivery of charging power from the power distribution panel 304 to the depleted power node modules 202 according to established protocols. In some cases, the recharging of depleted battery modules may be augmented by drawing power from other battery modules that have available stored energy based on historical data tracked and recorded on the power grid 312, an operation that may be initiated by the artificial intelligence unit 311 or by the system administrator 314 or building management 316.In such cases, the power control unit 602, in conjunction with the power node master controller 302, synchronizes the operation of associated relays and power cross-connect switches 704 to achieve proper power flow. Protocols may be initiated and / or modified by administrator 314 and building management 316. Various battery replenishment protocols may be implemented at each MURP system 300 installation at the discretion of the host MURB management 316, which may impose specific protocols on administrative usage penalties for overcharging. Such a MURB experiencing an unusual charging anomaly may choose to require the offending user to move their electric vehicle to one or more designated parking stalls that contain supplemental power node modules 202 for any required supplemental charging.

[0028] 8 illustrates one example of an additional protocol related to powering a depleted power node module 202 from a supplemental power node module. Step 802 determines that charging of an electric vehicle is continuing, and query step 804 determines whether the battery of the currently connected power node module 202 is depleted. If the battery is not depleted, control returns to step 802 and the charging process continues. If query step 804 determines that the currently connected battery is depleted, step 806 accesses the supplemental power node module. Charging continues using the supplemental power node module until step 810 determines that charging is complete or whether another supplemental power node module should be accessed. If another supplemental power node module is required, step 810 is repeated and the charging process is aborted until the power node 202 is adequately charged, as determined in step 812. Alternatively, step 812 may be initiated by the power grid 312 in conjunction with the PCU 602 of the charging receiving power node module if there is insufficient spare battery energy in the connectable MURP system to charge the receiving power node module.

[0029] 9 illustrates a flow diagram of a process for managing battery state of charge in a multi-node implementation in a MURP system 300. The process begins in step 901, where the power node master controller 302 of each MURP system 300 receives and reports to the power grid 312 the individual states of charge of the power node modules in the group, along with any indication of anticipated estimated state of charge anomalies. In step 902, the control center 313 of the power grid 312, in conjunction with the artificial intelligence unit 311, compares the reported power node module states of charge with the particular MURP user's historical electric vehicle charging patterns and subscribed services to assess whether there is a potential charging problem, which may arise, for example, if the user's assigned power node module is not sufficiently charged for the user's anticipated charging time. If a problem is anticipated, in step 903, the power grid 312 may elect to cease charging of a particular power node module that does not require immediate replenishment of its associated battery module so that more power can be distributed to other power node modules whose state of charge is lagging. Alternatively, the power grid 312 may further direct some full-charge power node modules to supply power to the charge-delaying power node module. Such redirection is accomplished by engaging the respective power control units 602 of the selected charge-supplying and charge-delaying power node modules. If, in step 904, the charge-delaying power node module determines that it has caught up on its state of charge, the power grid 312 resumes the normal charging protocol in step 905. Otherwise, the routine repeats, such as with the continuous evaluation of the power node module's state of charge in step 901.

[0030] The system is described with respect to an implementation using a charging infrastructure for electric vehicles. It should be understood that the system is applicable to other charging protocols and power ratings and standards, as well as other zero-emission (meaning zero carbon emissions) vehicles, such as hydrogen-powered vehicles. Furthermore, implementation of the described system is not limited to buildings with limited power distribution infrastructure, as even MURBs with adequate existing power infrastructure can increase electric vehicle charging effectiveness by implementing such a system. Such a system could also find utility in implementations where physical wiring infrastructure is impractical, such as in marinas where electric boats become available and require charging. A marina version of the MURP system 300 could be deployed with power node modules on floating arks that can periodically recharge the nodes externally via a bank of stored energy batteries or a mobile charging vessel equipped with onboard solar generators and wind turbines. Such arks could also be independently powered by wind turbines or other suitable clean energy generators.

[0031] This application is a continuation of U.S. Patent No. 10,960,782, filed February 19, 2019, entitled "METHOD AND DEVICE FOR CONVERTING STANDALONE EV CHARGING STATIONS INTO INTELLIGENT STATIONS WITH REMOTE COMMUNICATIONS CONNECTIVITY AND CONTROL," U.S. Patent No. 10,857,902, filed April 3, 2017, entitled "AUTOMATED SYSTEM FOR MANAGING AND PROVIDING A NETWORK OF CHARGING STATIONS," and U.S. Patent No. 10,857,902, filed March 16, 2021, with the U.S. Patent and Trademark Office ("PTO"), assigned serial number 17 / 203,278, entitled "METHOD AND DEVICE FOR CONVERTING STANDALONE EV CHARGING STATIONS INTO INTELLIGENT STATIONS WITH REMOTE COMMUNICATIONS CONNECTIVITY AND CONTROL." U.S. patent application Ser. No. 16 / 412,118, filed May 14, 2019, entitled "ELECTRIC VEHICLE CHARGING STATION SYSTEM," U.S. patent application Ser. No. 17 / 105,485, filed November 25, 2020, entitled "AUTOMATED SYSTEM FOR MANAGING AND PROVIDING A NETWORK OF CHARGING STATIONS," U.S. patent application Ser. No. 17 / 104, filed November 25, 2020, entitled "A UNIVERSAL AUTOMATED SYSTEM FOR IDENTIFYING, REGISTERING, AND VERIFYING THE EXISTENCE, LOCATION, AND CHARACTERISTICS OF ELECTRIC AND OTHER POWER OUTLETS BY RANDOM USERS AND FOR RECEIVAL AND UTILIZATION OF SUCH PARAMETRIC DATA AND OUTLETS BY ALL USERS,"No. 123, entitled "METHODS AND DEVICES FOR WIRELESS AND LOCAL CONTROL OF THE TWO-WAY FLOW OF ELECTRICAL POWER BETWEEN ELECTRIC VEHICLES, BETWEEN EVS AND ELECTRICAL VEHICLE SUPPLY EQUIPMENT(S), AND BETWEEN THE EVSE(S) AND THE ELECTRICITY GRID," filed November 23, 2021; and U.S. Patent Application No. 17 / 857,840, entitled "MOBILE ELECTRIC VEHICLE CHARGING STATION SYSTEM," filed July 5, 2022, the entire contents of each of which are incorporated herein by reference.

[0032] Those skilled in the art having the benefit of this disclosure will appreciate that this system and method for providing distributed, on-demand high power in a low-power infrastructure provides a way to implement electric vehicle charging infrastructure in buildings that were not originally designed and provided with the necessary infrastructure for charging electric vehicles. The drawings and detailed description set forth herein are to be considered illustrative, not restrictive, and are not intended to be limited to the particular forms and examples disclosed. On the contrary, any and all further modifications, changes, rearrangements, substitutions, alternatives, design options, and embodiments apparent to those skilled in the art are included without departing from the spirit and scope of the disclosure, as set forth in the following claims. It is therefore intended that the following claims be interpreted to include all such further modifications, changes, rearrangements, substitutions, alternatives, design options, and embodiments.

Claims

1. 1. A power distribution system for charging electric vehicles, comprising: a plurality of power node modules each including a battery module that stores electrical energy, the plurality of power node modules connected to an electrical grid at existing load points to receive current at a first power level, each of the plurality of power node modules charging an associated battery module in response to the current received at the first power level, and the plurality of power node modules generating a charging current at a second power level greater than the first power level in response to a received charging control signal to charge a connected electric vehicle using the stored electrical energy in the associated battery; at least one charger connector connected to each of the plurality of power node modules for connecting the connected electric vehicle and receiving the charging current; a power node module main controller that generates the charging control signal, starts supplying source power to the plurality of power node modules, and starts charging the connected electric vehicle by the plurality of power node modules; A power distribution system including:

2. Each of the plurality of power node modules comprises: an input / output module providing external connections to the power node module; a power control unit that controls power flow among the plurality of power node modules, between the plurality of power node modules and the power node module main controller, and between the power node module and an external power source / storage device; a communication module capable of communicating with the power node module from an external source; a battery management module associated with the battery module at the power node module for monitoring, controlling, and optimizing charging of the battery; a power conversion module that converts the received current from the power node master controller or an external power source / storage device into AC or DC depending on load requirements; The system of claim 1 further comprising:

3. 3. The system of claim 2, wherein the input / output module receives electrical current at a first power level and provides a connection for an external power source / storage device to transfer power from the power node module to the external power source / storage device.

4. The system of claim 2 , wherein the power conversion module is removably connectable to the power node module.

5. 3. The system of claim 2, further comprising an output power inverter that provides the charging current at the second power level, the output power inverter being removably connectable to the power node module.

6. 3. The system of claim 2, wherein the power control unit and the power node master controller continuously monitor recharging and control based on the rated capacity of the existing wiring infrastructure.

7. 10. The system of claim 1, wherein the external source charges the power node module with a selected one of Level 2 (240V AC) or Level 3 (DC) power.

8. 5. The system of claim 4, wherein the power node module master controller further includes a supplemental input / output (SIO) port for supplying electricity to an external load or storage device and receiving electricity from an external generator or storage device.

9. The system of claim 1 , wherein the power node master controller further includes a back metering circuit that tracks electricity delivered from any of the plurality of power node modules to another power consuming entity.

10. 10. The system of claim 1, further comprising at least one user application that controls generation of the charging control signals by the power node master controller, the at least one user application communicating with the power node master controller via a network communications cloud consisting of both wired and wireless mediums and protocols.

11. 10. The system of claim 1, wherein the power node module master controller and the power control unit of the power node module enable bidirectional transfer of power to and from the plurality of power node modules.

12. 2. The system of claim 1, wherein each of the plurality of power node modules charges the associated battery module in response to a second received current at the first power level from another power node module.

13. The system of claim 1 , wherein at least one of the plurality of power node modules is portable and transportable to a desired location.

14. 10. The system of claim 1, wherein the plurality of power node modules are capable of receiving the current at the first power level via at least one of a wired connector or wirelessly by induction.

15. The system of claim 1 , wherein the power node modules exchange power with each other under the control of a power control unit that receives external control signals.

16. The system of claim 1 , wherein the existing point of load comprises a wall outlet.

17. 10. The system of claim 1, wherein the current at the first power level comprises a 120V signal and the charging current at the second power level comprises a 240V signal.

18. The system of claim 1 , wherein each of the plurality of power node modules is individually chargeable in different configurations based on a user profile of a user associated with the power node module.

19. The system of claim 1 , wherein the plurality of power node modules are fast-chargeable using a DC signal.

20. 2. The system of claim 1, wherein the power node module master controller, responsive to the charge control signal, is capable of grouping the plurality of power node modules into multiple levels when connected to the electric grid.

21. 1. An apparatus for implementing a power distribution system for charging electric vehicles, comprising: a battery for storing electrical energy; a power node module connected to an electric grid at an existing load point to receive current at a first power level, the power node module charging the battery in response to the received current at the first power level, and the power node module generating a charging current at a second power level greater than the first power level in response to a received charge control signal to charge a connected electric vehicle using the stored electrical energy of the battery; at least one charger connector connected to the power node module for connecting the connected electric vehicle and receiving the charging current; An apparatus comprising:

22. The power node module includes: an input / output module providing external connections to the power node module; a power control unit that controls power flow between the power node module and a second power node module, and between the power node module and an external power / storage unit; a communication module capable of communicating with the power node module from an external source; a battery management module associated with said battery for controlling and charging said battery within allowable current and voltage conditions and for monitoring and reporting the state of charge of said battery; a power conversion module that converts the received current into AC or DC according to load requirements; The system of claim 9 , comprising:

23. 11. The system of claim 10, wherein the input / output module provides a connection for an external power / storage device to provide the charging current to the electric vehicle.

24. 10. The system of claim 9, further comprising a back metering circuit that tracks electricity delivered from the power node module to another power consuming entity.

25. 10. The system of claim 9, wherein the power node module further includes a battery management system associated with the battery for monitoring and charging the battery associated with the power node module in response to electrical control signals provided to the battery management system.

26. 10. The system of claim 9, further comprising at least one user application that controls generation of the charging control signals to the power node module, the at least one user application communicating with the power node module via a network protocol.

27. 10. The system of claim 9, wherein the power node module can be installed in a home by plugging it into an electrical socket.

28. 1. A power distribution system for charging electric vehicles, comprising: a plurality of power node modules each including a battery for storing electrical energy, the plurality of power node modules being connected to an electrical grid at existing load points to receive current at a first power level, each of the plurality of power node modules charging an associated battery in response to the current received at the first power level, the plurality of power node modules generating a charging current at a second power level greater than the first power level in response to a received charging control signal to charge a connected electric vehicle using the stored electrical energy of the associated battery, each of the plurality of power node modules: a power control unit that controls power flow between the plurality of power node modules and between the plurality of power node modules and a power node module main controller; a communication module capable of communicating with the power node module from an external source; a battery management module associated with the battery at the power node module for monitoring and controlling charging of the battery, preventing out-of-range conditions, and monitoring the state of charge of the battery; a power conversion module that converts the received current from the power node master controller to AC or DC depending on load requirements; a plurality of power node modules further comprising: at least one charger connector connected to each of the plurality of power node modules for connecting the connected electric vehicle and receiving the charging current; a power node module main controller that generates the charging control signal to charge the connected electric vehicle to the plurality of power node modules and to supply the received current to the plurality of power node modules; A power distribution system including:

29. 16. The system of claim 15, wherein the power node master controller further includes a back metering circuit that tracks electricity delivered from the plurality of power node modules to another power consuming entity.

30. 16. The system of claim 15, further comprising at least one user application that controls generation of the charging control signals by the power node master controller, the at least one user application communicating with the power node master controller via a network protocol.

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