V2X using electricity meters

Abstract

The present invention relates to a system and method for controlling the V2X functionality of an electric vehicle charger via a multi-port energy meter. The energy meter may include a grid port configured for connection to a power grid, an auxiliary port configured for connection to an electric vehicle charger, a grid switch connected to the grid port and configured to connect the grid port to a load port, and an auxiliary switch configured to connect the auxiliary port to the grid switch and load port. The system may further include a bidirectional communication channel configured for communication between the system and the electric vehicle charger or an electric vehicle connected to the electric vehicle charger, and a control unit. The control unit includes one or more processors configured to process power grid data measured by the energy meter and to control the state of the grid switch and auxiliary switch, thereby realizing various V2X functions.

Description

Technical Field

[0001] Disclosed Technical Field The present disclosure relates to an electricity quantity meter for charging electric vehicles, and particularly (but not limited thereto) to the management of vehicle-to-everything (V2X) compliant processes by the electricity quantity meter.

Background Art

[0002] Background of the Disclosure The present disclosure generally provides a system for regulating the charging of electric vehicles, particularly a system for vehicle-to-everything regulation.

[0003] Electric vehicles (EVs) are an expanding segment of the automotive market, accounting for 5.8% of all new vehicles sold in the United States in 2022. The share of EVs in the global market is expected to continue to grow, and many countries, such as the United Kingdom, have pledged to ban the sale of new gasoline and diesel vehicles within the next decade. As such, as the popularity of EVs increases, the demand for EV charging is expected to grow.

[0004] A new technology in the EV market is vehicle-to-everything (V2X). V2X is an umbrella term encompassing the supply of power stored in an EV's battery to other uses, such as to the grid (V2G), a residence (V2H), other buildings (V2B), or other power consumers. Existing V2X systems and processes are typically controlled by the vehicle or the EV charger itself, and as a result, each vehicle and charger has its own (often proprietary) specifications and control systems. This not only leads to increased costs for consumers but also makes it difficult for power companies to predict and account for the benefits of V2X systems in power storage and generation as EV charging becomes less visible from the power company's side. This limits the ability of customers and power companies to utilize EVs as part of a distributed energy resource (DER) network.

Summary of the Invention

[0005] Summary of Disclosure Aspects of this disclosure generally provide a system comprising a V2X-enabled electric vehicle (EV) charging energy meter, in particular a system configured to coordinate the V2X functionality of an EV. [Means for solving the problem]

[0006] Therefore, this system can manage the charging and discharging of electric vehicles and achieve some or all of the following objectives: - Minimizing the end user's energy costs and / or carbon footprint (e.g., optimizing charging times to allow users to use the car as needed, while charging at the lowest possible cost and discharging as needed). - As part of the utility system, utilize the power stored in EV batteries and manage EV charging times to reduce the need to increase the transmission and distribution capacity of the power grid. - To provide resilience to end users by supplying power during power outages.

[0007] These objectives can generally be achieved through electricity meters as follows: 1. To allow users to use EVs for their desired purposes while adjusting charging times to charge EV batteries at the lowest possible cost. 2. If it is advantageous during high-rate hours, discharge the EV battery and recharge it during low-rate hours. 3. Adjusting the connection / disconnection of the electricity meter to the power grid (e.g., by opening the grid switch), and using V2X functions such as vehicle-to-home (V2H) output to supply energy to EV chargers externally.

[0008] Furthermore, this system may also consider additional optimization inputs, including, but not limited to, the following: - Total electricity charges including various fees and taxes - Peak load charges - V2X efficiency including charge / discharge losses - Economic benefits of participating in the flexibility program -- Local energy sources (e.g., whether electricity originates from green sources such as solar or wind power) -- Impact of multiple charge / discharge cycles on battery life

[0009] The system may include an optimization algorithm configured to take one or more of these factors into consideration. For example, the algorithm could normalize arbitrary charges or other expected costs (e.g., increased battery replacement rates) to a common unit such as dollars per kWh and decide whether to activate the V2X function based on cost savings for the end user or the utility. The algorithm may run on the electricity meter (or its control unit) itself, or on an aggregation / orchestration platform.

[0010] Therefore, based on the algorithm's output, electric vehicle chargers can be controlled to transition to or maintain one of the following three common states: 1. Charging Mode: This is a mode for charging the EV battery, and the charging speed may be less than 100% of the potential or maximum available charging speed. 2. Hibernation or Standby Mode: A mode that maintains the current charge level of the EV battery. 3. Discharge Mode: A mode that uses V2X to supply energy from the EV battery to an external source.

[0011] The various combinations and conditions for entering these states can be adjusted by the electricity meter.

[0012] Therefore, according to a first aspect of the present invention, a system for controlling a V2X-compatible electric vehicle charger is provided. The system includes: Multi-port energy meter: This multi-port energy meter is, A grid port for connecting an electricity meter to the power grid. Auxiliary port for connecting an electricity meter to an electric vehicle charger. Load port for connecting electricity meter to demand equipment load This includes a grid switch connected to a grid port and configured to connect the grid port to a load port. Two-way communication channel: Configured to enable communication between the system and an electric vehicle charger, or between an electric vehicle connected to an electric vehicle charger. Control unit: Includes one or more processors and is configured to process power grid data measured by energy meters and to control the state of grid switches. The system can be configured as follows: Open the grid switch to electrically disconnect the grid port and the load port. It sends a signal to an electric vehicle charger and switches its V2X output to output mode. The output of the EV charger is supplied to the demand equipment load via the auxiliary port and load port.

[0013] The energy meter may be an ANSI (American National Standards Institute) compatible multiport energy meter, such as an ANSI Form 43S multiport energy meter.

[0014] The control unit may be an external unit that controls the switches of the energy meter, or it may consist of a processor and memory system integrated into the energy meter itself. If the control unit is an external unit, it may have one or more communication channels for communication with the energy meter. Similarly, the communication channels may be communication channels between the EV / EV charger and the (external) control unit or the energy meter itself. For example, the control unit may be a processing unit or other computing device of the EV or EV charger.

[0015] The bidirectional communication channel between the system and the EV or V2X-compatible EV charger may be a direct wireless connection using WiFi, radio frequency (RF), ultra-high frequency (including Bluetooth), cellular communication, satellite, ZigBee, WiMax, WiSun, or other wireless communication technologies. Alternatively, it may be a wired connection using Ethernet or other wired communication technologies. As yet another aspect, the communication channel may be realized via an intermediary system. For example, when an EV charging system is connected to a cloud system using any of the above communication methods, and an electricity meter or control unit is also connected to that intermediary system (e.g., a cloud system) using the same or different communication methods.

[0016] Furthermore, an additional communication channel may be provided between the system and the power grid or power company.

[0017] The electricity meter may be configured to open the grid switch according to various conditions based on instructions from the control unit. For example, the grid switch can be opened when the system detects a loss of power supply from the power grid. Alternatively, it may be configured to open the grid switch according to information indicating that the electricity unit price from the power grid has exceeded a threshold. As yet another aspect, it may be configured to open the grid switch according to information indicating that the usage amount of the power grid has exceeded a threshold ratio of its total capacity. The system can detect one or more of these conditions based on the power grid data measured by the electricity meter. In addition, or alternatively, the system may include a second communication channel that enables communication with the power grid, and may receive instructions regarding the opening and closing of the grid switch from the power grid via this communication channel.

[0018] Optionally, the system may be configured to transmit a second signal to the electric vehicle charger to stop its V2X output. Thereafter, the system may close the grid switch.

[0019] The transmission of the second signal may be performed in response to, for example, the condition that caused the grid switch to open no longer being satisfied. For example, when the grid switch is opened in response to a power outage in the power grid, the second signal may be transmitted when the power in the power grid is restored.

[0020] The system may be configured to receive a confirmation signal from an electric vehicle or an electric vehicle charger indicating that the V2X output has stopped. Further, the power meter may be configured to close the grid switch in response to receiving this confirmation signal. Advantageously, the reception of this confirmation signal can reduce the risk that both the power grid and the electric vehicle charger supply power to the demand facility load simultaneously, and as a result, can reduce the risk that the load port and other power meter ports are overloaded.

[0021] According to a second aspect of the present invention, A system for controlling a vehicle-to-everything (V2X)-compatible electric vehicle charger is provided. The system includes the following: A multi-port power meter: The multi-port power meter A grid port for connecting the power meter to the power grid, An auxiliary port for connecting the power meter to the electric vehicle charger, A load port for connecting the power meter to the demand facility load, A grid switch connected to the grid port and configured to connect the grid port to the load port, An auxiliary switch configured to connect the auxiliary port to the grid switch and the load port. A bidirectional communication channel: Configured to communicate between the system and the electric vehicle charger or an electric vehicle connected to the electric vehicle charger. A control unit: Includes one or more processors and is configured to process the power grid data measured by the power meter and control the states of the grid switch and the auxiliary switch. The system is configured as follows: In response to the first condition, it is determined that the electric vehicle charger should stop charging the electric vehicle's battery. A signal is sent to the electric vehicle charger to stop charging the electric vehicle's battery. In response to the second condition, it is determined that the electric vehicle charger should resume charging the electric vehicle's battery. A second signal is sent to the electric vehicle charger to resume charging the electric vehicle's battery.

[0022] The energy meter may be an ANSI (American National Standards Institute) compatible multiport energy meter, such as an ANSI Form 43S multiport energy meter.

[0023] Simultaneously with or immediately after transmitting a signal to stop charging the electric vehicle battery, the system may open an auxiliary switch to electrically disconnect the electric vehicle charger from the grid port. In some embodiments, the system may open the auxiliary switch without transmitting a signal to the electric vehicle charger.

[0024] In this embodiment, the first condition is that the price of electricity from the power grid exceeds a threshold, and the second condition is that the price of electricity from the power grid falls below a second threshold. The first and second thresholds may be the same or different. Advantageously, this enables EV charging using inexpensive electricity, leading to cost reductions for end users.

[0025] Optionally, the system may be configured to implement V2G functionality by discharging the electric vehicle's battery to the power grid. For example, the system may be configured as follows: In response to the third condition, it is determined that the electric vehicle charger should output energy to the power grid. A third signal is sent to the electric vehicle charger, switching its V2X output to output mode. The output of electric vehicle chargers is supplied to the power grid via auxiliary ports and grid ports.

[0026] In this embodiment, the first condition is that the electricity price exceeds a threshold, the second condition is that the electricity price falls below the second threshold, and the third condition is that the electricity price exceeds the third threshold. Advantageously, this allows end users to store electricity during off-peak hours and resell it to the power company during peak usage.

[0027] The first, second, and third thresholds may all be the same, or they may differ in some or all respects. For example, the third threshold may be set higher than the first threshold. Advantageously, by appropriately selecting the relative threshold settings, it is possible to take into account the losses inherent in battery charging and discharging, and ensure that discharging only occurs when it is beneficial to the end user.

[0028] In further embodiments, the third condition may be receiving a notice or instruction from the power company instructing the EV to discharge to the power grid, for example, when the power company requests the EV to discharge during peak usage. Similarly, the first and second conditions may include a notice from the power company instructing the EV to stop charging and a notice instructing the EV to stop discharging to the power grid, respectively. As can be understood, the first and third conditions may be provided as a single instruction or notice from the power company.

[0029] User comfort settings (optional) Optionally, this system may include a set of user comfort settings. These comfort settings may include, but are not limited to, the following: - Battery charge threshold - Allowable charge / discharge time - Required charge / discharge time - Planned EV usage time - Maximum allowable energy cost per unit for EV battery charging - Minimum permissible energy cost when discharging an EV battery to the power grid (i.e., related to the implementation of V2G functionality) - Preferred energy type for EV battery charging (e.g., renewable energy) - The maximum amount of electrical energy input to and output to the battery within a certain period (e.g., based on input and output in kWh units to the EV battery) - Maximum number of discharges or charge cycles per unit time - Maximum discharge kW - Maximum discharge per unit time kWh

[0030] It will be understood that different settings will be used depending on the desired usage of the V2X function. For example, the system may have different sets of comfort settings for each case, such as island landing during a power outage, intentional island landing, and V2X discharge while fully connected to the power grid. Similarly, even with the same comfort settings, different parameters may be given depending on the case.

[0031] Based on user comfort settings, the system may be configured to determine one or more additional conditions for switching the electric vehicle charger between charging mode, discharging mode, and standby mode. For example, if the user specifies a minimum battery charge level (e.g., 50%) as a comfort setting, the first or third condition may include determining whether the current charge level of the electric vehicle battery exceeds a threshold charge level (e.g., 50%).

[0032] To meet these conditions, the system may be configured to receive periodic updates from an electric vehicle or electric vehicle charger. For example, if an electric vehicle charger is set to discharge mode, the charger may provide the system with updates regarding the current battery charge level. These updates may be provided at regular intervals (e.g., every few minutes, or at other appropriate time intervals) or based on changes in the battery charge rate (e.g., every time the charge level changes by 1%). Based on these updates, the system can control and switch the electric vehicle charger between charging, standby, and discharge modes as the truth or falsity of the conditions changes.

[0033] As another example, user comfort settings may include the planned usage time of the electric vehicle. In this case, the charging conditions may include stopping charging the electric vehicle battery only if it is not within a threshold time range of the planned usage time. Alternatively, the user comfort settings may be integrated into a single charging condition. For example, the charging condition may include stopping charging only if it is within a threshold time range of the planned usage time and the battery charge level exceeds a desired charge level.

[0034] According to the third aspect of this disclosure, A method for controlling a vehicle-to-everything (V2X) compatible electric vehicle charger is provided. The method includes: To operationally connect a multi-port electricity meter to the power grid via its grid port. To operationally connect a multi-port electricity meter to an electric vehicle charger via its auxiliary port. To operationally connect a multi-port electricity meter to the demand equipment load via its load port. Open the grid switch to electrically disconnect the grid port from the load port. This involves sending a signal to an electric vehicle charger and switching its V2X output to output mode. To supply the output of an electric vehicle charger to demand equipment loads via auxiliary ports and load ports.

[0035] According to the fourth aspect of this disclosure, A method for controlling a vehicle-to-everything (V2X) compatible electric vehicle charger is provided. The method includes: To operationally connect a multi-port electricity meter to an electric vehicle charger via its auxiliary port. In response to the first condition, determine that the electric vehicle charger should stop charging the electric vehicle's battery. Sending a signal to an electric vehicle charger to stop battery charging. In response to the second condition, determine whether the electric vehicle charger should resume battery charging. Send a second signal to the electric vehicle charger to restart battery charging.

[0036] As described above, this disclosure encompasses systems including an energy meter and one or more external control units, as well as energy meters with integrated control functions. For example, the system may comprise a multiport energy meter and a control unit including a non-volatile storage medium and one or more processors. The storage medium may store computer-readable instructions that, when read by the processor, cause the processor to control the energy meter to perform a desired method step.

[0037] These examples are not intended to limit or define the scope of the subject matter, but are illustrative to aid in its understanding. Exemplary embodiments are discussed and further explained in the following detailed description. The benefits provided by the various examples may be further understood by examining this specification or by performing one or more embodiments of the claimed subject matter. [Brief explanation of the drawing]

[0038] Brief Description of the Embodiment Some embodiments of the present disclosure are described below by illustrative means only, with reference to the accompanying drawings.

[0039] [Figure 1] Figure 1 shows a schematic diagram of an example system as described herein. [Figure 2] Figure 2 shows a flow diagram of an example method according to this disclosure. [Figure 3] Figure 3 shows a flow diagram of yet another example of the method described herein. [Figure 4] Figure 4 shows a flow diagram of yet another example of the method described herein. [Figure 5] Figure 5 shows a schematic block diagram of an example of an electricity meter according to this disclosure. [Figure 6] Figure 6 shows a flow diagram of yet another example of the method described herein. [Figure 7]Figure 7 shows a flow diagram of yet another example of the method described herein. [Modes for carrying out the invention]

[0040] Detailed description of the embodiment Aspects of the present invention will be described below with reference to exemplary embodiments. It will be understood that the embodiments shown and described herein are illustrative only and are not intended to limit the scope of the present invention to these embodiments.

[0041] Figure 1 shows a schematic diagram of a system 100 according to one embodiment of the present disclosure. The system includes a multiport energy meter 102 having a first port 110, a second port 112, and a third port 114. The first port 110 is configured as a grid port for connecting to a utility grid 104 or another power source such as a building-specific generator. The third port 114 is configured as a load port for supplying power to a load 108 such as a house or other building or facility. The energy meter may be an ANSI Form 43S multiport energy meter or another suitable energy meter.

[0042] The second port 112 is an auxiliary port configured as a distributed energy resource (DER) port. DERs include, but are not limited to, controllable loads such as solar panels, small natural gas generators, electric vehicles (EVs), wind power units (residential or commercial), energy storage systems, smart appliances, HVAC systems, and electric water heaters. In system 100, the auxiliary port or DER port 112 is operationally connected to a V2X-enabled EV charger 106. The charger may have V2X functionality by being connected to the EV via an appropriate connection 106a, such as CHAdeMO, CCS standard connection, or a communication standard such as ISO 15118. The EV charger 106 may include a communication module that enables communication between the EV charger 106 and the energy meter 102. This communication module may be configured to use a communication technology or protocol suitable for communication with the energy meter 102, such as the IEEE 2030.5 protocol.

[0043] The system may further include one or more communication channels. For example, the energy meter 102 may have a bidirectional communication channel for communication with the utility grid 104, a second bidirectional communication channel for communication with the EV charger 106, and a third unidirectional communication channel for communication with the demand equipment load 108. If an external control unit is provided, these communication channels may be provided between the control unit and each load. The external control unit may further include a communication channel that enables communication between the control unit and the energy meter. More generally, the system or the energy meter itself may have one or more communication channels for each potential load, and these communication channels may be configured as unidirectional or bidirectional communication channels.

[0044] The communication channel may be controlled by a power meter 102 or a communication module (not shown) of the control unit. The communication module may be configured to use appropriate means of communication, such as wireless, wired, or power line communication. Examples of wireless communication technologies include, but are not limited to, WiFi, radio frequency (RF), ultra-high frequency (including Bluetooth®), cellular communications, satellite, ZigBee, WiMax, WiSun, and other wireless communication technologies. Examples of wired means of communication include Ethernet and other wired communication technologies. Examples of power line means of communication include technologies that conform to the P2030.5 standard or other alternative standards. The communication module may also use one or more of the following communication protocols: Modbus, CIP, EtherCAT, DNP, IEEE2030.5, and others. Other protocols and communication technologies are also obvious to those skilled in the art.

[0045] The communication channel may be a direct wireless or wired channel using any of the methods described above, or it may be another method obvious to those skilled in the art. Alternatively, the communication channel may be implemented via an intermediary system. For example, a V2X system (i.e., an EV or EV charger) may first connect to a cloud system via a communication method such as Wi-Fi, and the energy meter and / or control unit may also connect to the same cloud system via mesh, WiSun, cellular communication, etc., thereby enabling communication between the EV charger and the energy meter system via the cloud server.

[0046] The following disclosure refers to an energy meter with an integrated control unit for controlling energy metering functions, but it will be understood that the discussion of the advantages and functions of system 100 is also applicable to corresponding energy meters, such as energy meter 102, and their connected external control units.

[0047] System 100 may be configured to perform V2X coordination in the electricity meter 102 itself. Compared to V2X systems coordinated by external devices (e.g., the processor or other computing devices in an EV), coordination in the electricity meter 102 improves visibility of V2X operation to utility operators and thus improves coordination between the power company and DER devices such as EVs. For example, a V2X system may include, but is not limited to, the following functions: - Vehicle-to-Grid (V2G) function: Allows you to return energy from the EV battery to the grid 104, or "sell" it, so that you can take advantage of higher electricity rates during peak usage hours, for example. - Vehicle-to-Home (V2H) function: Discharge the EV battery to supplement the energy demand of building 108 during high-rate hours, or disconnect building 108 from grid 104 (islanding) during a power outage and supply power to building 108 using the EV battery. - Optimal charging time adjustment: Adjust charging time based on predicted or real-time solar power (PV) output or other low-cost electricity.

[0048] Advantageously, the decision to transition to these operating modes, or to transition the building to islanding mode, may be made at the electricity meter. By making the decision to switch the operating mode of the EV charger at the electricity meter, the electricity meter can adapt the operation of the EV charger in response to, or in anticipation of, changes in power grid output, planned changes in power grid output (e.g., due to construction), or other conditions that affect the availability of power supply.

[0049] As a result, by utilizing, for example, the local intelligence built into the power meter 102, and the intelligence of a comprehensive adjustment system that can visualize and control multiple devices connected to the power meter 102, the power meter 102 can manage the charging and discharging of the EV and achieve some or all of the following objectives: - Minimize end-user energy costs and / or reduce carbon emissions (e.g., allow users to use EVs as needed, charge at the cheapest rate, and discharge when it is advantageous). - As part of the utility system, utilize the power stored in EV batteries and manage EV charging times to reduce the need to increase the transmission and distribution capacity of the power grid. - To provide resilience to end users by supplying power during power outages.

[0050] To support these processes, the energy meter 102 may include first and second switches 102a,b connected to first and second ports 110,112. In the illustrated example, the first switch 102a is connected to the first port (grid port) 110 and may therefore be called the “grid switch”. Similarly, the second switch 102b is connected to the second port (auxiliary / DER port) 112 and may be called the “auxiliary switch” or “DER switch”. These switches may be configured to control the flow of power to and from the energy meter 102 via the first and second ports 110,112. The energy meter 102 may be powered, for example, by a suitable power source from the power grid or a DER port (e.g., 240V), or by a combination of both based on the open / closed states of the grid switch and the DER switch. Alternatively, a dedicated power source (e.g., a battery) may be provided for the energy meter. An advantage is that by equipping the power meter 102 with a battery power supply, it can continue to operate for a certain period of time even if external power is lost, such as during a power outage in the utility grid 104.

[0051] To ensure clarity, system 100 is illustrated as a 3-port multi-port energy meter 102, but may instead include other suitable energy meters. These include conventional 2-port energy meters and any N-port energy meters having 4, 5, 6 or more ports. Conventional energy meters may constitute a V2X-enabled EV charger as one device on the load side, and suitable N-port energy meters may have a DER port connected to a V2X-enabled EV charger. In either case, the system may include a bidirectional communication channel with the EV charger or electric vehicle.

[0052] Each DER device 106a,b may be operationally connected to an inverter (not shown). The inverter can adjust the power generated by the DER devices 106a,b so that its phase, amplitude, and frequency conform to the required electrical ratings of the devices in the microgrid or power grid 104. The inverter may provide a synchronous output, in which case the amplitude, frequency, and phase of the output voltage follow the voltage amplitude, frequency, and phase of the grid 104. In contrast, if the inverter provides an isochronous output, the amplitude, frequency, and phase of the output voltage may be determined without following the grid 104.

[0053] As mentioned above, in order to implement V2X functionality, electric vehicle chargers may be controlled to transition to or maintain one of the following three common states: 1. Charging Mode: This is the mode for charging the EV battery, and the charging speed may be less than 100% of the potential or maximum available charging speed. 2. Hibernation or Standby Mode: A mode that maintains the current charge level of the EV battery. 3. Discharge Mode: A mode that uses V2X to supply energy from the EV battery to an external source.

[0054] Based on the output of the optimization algorithm, various additional states can also be implemented. These states are used for smart charging and flexibility services for EVs, integrating user preferences, vehicle needs, and grid needs. For example, these states may include: [Table 1]

[0055] Figures 2 to 4 illustrate various exemplary methods that may be implemented by the energy meter 102. Each method may correspond to the implementation of a specific V2X function controlled and coordinated by the energy meter 102. This function may be implemented by a controller integrated into the energy meter 102 or by an external controller connected to or communicating with the energy meter 102. In either case, the controller may include a storage device for storing computer programs, computer code, and other computer implementation instructions, and one or more processors configured to read and process these instructions.

[0056] Figure 2 is a flow diagram illustrating method 200 of adjusting V2H functionality with a power meter according to the present disclosure. Method 200 generally relates to implementing V2H functionality in response to a blackout or other power loss. In the initial step 202, a power meter, such as power meter 102, may detect a blackout. For example, the power meter may detect a loss of input received from the utility grid via a grid port. In implementations where the power meter is powered from a utility power source, the power meter may include a hold-up power source or other power storage means to provide temporary backup power after a commercial power outage.

[0057] In response to this detection, the electricity meter may open the grid switch in step 204, disconnecting the electricity meter from the utility grid. Opening the grid switch may result in the "isle-landing" of the electricity meter and its associated loads. An example of appropriate island-landing behavior is described in U.S. Patent Application Publication No. 2022 / 0261026, which is incorporated herein by reference in its entirety.

[0058] In step 206, the energy meter may transmit a signal to the EV charger connected via the DER port. This signal may include an instruction to the EV charger to switch its V2X output to a V2H output. In V2H mode, the EV charger may discharge the battery of the connected EV and supply the V2H output to the connected load. In summary, the inverter associated with the DER device may be configured to support island landing by providing synchronous and isochronous outputs.

[0059] In step 208, the V2H output of the EV charger is supplied to connected loads such as houses and other buildings by an electricity meter.

[0060] As a result, Method 200 enables islanding of the electricity meter and connected load, allowing power stored in the battery of an EV connected to the electricity meter via a DER port and bidirectional communication channel to be supplied to the load. It will be understood that the islanding function of Method 200 may also be applicable in response to other conditions. For example, step 202 may detect that the electricity price has exceeded a threshold, or receive a notification indicating that the usage of the utility grid has exceeded a threshold percentage of its capacity.

[0061] Figure 3 is a flow diagram illustrating a second method 300 for adjusting V2H functionality using a power meter according to the present disclosure. Method 300 generally relates to the restoration of normal functionality of an EV charger. For example, the steps of Method 300 may occur after the steps of Method 200, when the relevant conditions of Step 202 are no longer met. In Step 302, the power meter may detect, or receive notification that utility power supply capacity has been restored. In another implementation, the power meter may detect that the electricity price has fallen below a threshold, or receive notification that the usage of the utility grid has fallen below a threshold percentage of its capacity. More generally, the steps of Method 300 do not necessarily precede Method 200 and may be implemented in any situation in which an EV charger is currently providing V2H or other vehicle-to-load functionality.

[0062] In step 304, the energy meter may send a signal to the EV charger connected via the DER port. This signal may include an instruction to the EV charger to shut off its V2H output. Optionally, in step 306, the energy meter may receive a response from the EV charger confirming that the V2H output has been shut off. In step 308, the energy meter may close the grid switch and restore input from the utility grid via the grid port. Finally, in the optional step 310, the energy meter may send a signal to the EV charger to start or restart charging the EV.

[0063] Figure 4 is a flow diagram showing a method 400 for adjusting the EV battery charging function using a power meter according to the present disclosure. The power meter may be configured to send control messages to an EV charger to set the EV charger to one of three modes: a charging mode for charging the EV battery, a discharging mode for discharging the EV battery, and a standby mode for maintaining the current charge level of the battery. In step 402, the EV charger connected to the power meter via a DER port is in charging mode for charging the EV battery.

[0064] In step 404, the electricity meter detects that the electricity price exceeds a threshold, or receives a notification thereof. This threshold may be set, for example, by the user or the power company.

[0065] In step 406, the energy meter receives notification from the EV charger regarding the current charge level of the EV battery. Based on the current charge level, the energy meter may send a control message to set the EV charger to discharge mode 408b (if the current charge level exceeds a threshold) or standby mode 408a (if the current charge level falls below a threshold). In discharge mode, V2G functionality is implemented, allowing the EV battery to sell or supply power to the utility grid. Step 406 is optional, and the user may instead configure the energy meter to stop charging in direct response to the detection in step 404. Similarly, when in discharge mode, the energy meter may periodically receive updates regarding the EV battery's charge level and instruct the EV charger to switch to standby mode if the charge level falls below a threshold.

[0066] In step 410, the electricity meter detects or receives notification that the electricity price has fallen below a threshold. This threshold is set, for example, by the user or the power company, and may be the same as or different from the threshold in step 404. Finally, in step 412, the electricity meter instructs the EV charger to resume charging the EV battery.

[0067] It will be understood that Method 400 is an example implementation and is not limited to the steps shown. For example, due to losses inherent in battery charging and discharging, the energy meter may set the EV charger to standby mode when the electricity cost exceeds a first threshold in step 404, and only switch to discharge mode when the electricity cost exceeds a second, higher threshold. Furthermore, Method 400 may be applied to systems other than the system shown in Figure 1. For example, the energy meter may be an N-port energy meter equipped with a second DER port and connected to a DER power source such as a wind turbine or solar panel. In step 404, the energy meter may detect the current output level of the DER power source and instruct the EV charger to start or stop charging the EV battery based on this output level.

[0068] In the disclosure described above, thresholds (e.g., electricity price threshold, EV battery charge level threshold) may be selected by the user or set by the utility company. Additional “comfort settings” or conditions may be provided to the user. For example, the user may select a time period when the electricity meter cannot implement V2G or V2H functionality (e.g., to ensure the EV battery is charged before commuting time). Alternatively, the user or utility company may want to charge the EV battery from “green” or renewable energy sources such as wind or solar power. In this case, step 404 of method 400 may detect that a predetermined percentage of the utility power is generated by a renewable energy source and, based on this detection, continue, stop, or restart charging the EV battery.

[0069] Available comfort settings include, but are not limited to, the following: - Battery charge threshold - Allowable charge / discharge time - Required charge / discharge time - Planned EV usage time - Maximum allowable energy cost per unit for EV battery charging - Minimum allowable energy cost per unit when discharging an EV battery to the utility grid (i.e., related to the implementation of V2G functionality) - Preferred power source types for EV battery charging (e.g., renewable energy sources) - The maximum amount of electrical energy input to and output to the battery within a certain period (e.g., based on input and output in kWh units to the EV battery) - Maximum number of discharges or charge cycles per unit time - Maximum discharge kW - Maximum discharge per unit time kWh

[0070] In either case, comfort settings may be time-dependent. For example, a user may want to maintain a high minimum charge level in the EV battery between 7 a.m. and 9 p.m. (when the EV is most likely to be used) and tolerate a lower minimum charge level between 9 p.m. and 7 a.m. (when the EV is less likely to be used). Similarly, a user or power company may want to charge the EV battery primarily from renewable energy sources during periods of high renewable energy output (e.g., when solar power output is high in the summer) and reduce or eliminate the requirement during periods of low productivity (e.g., when solar power output is low in the winter).

[0071] Comfort settings may be controlled, for example, via a website or an application on a computing device (such as a mobile phone application). Alternatively, comfort settings may be remotely controlled by the power company.

[0072] Based on comfort settings, the system may be configured to implement user-centric smart charging behavior. For example, a user can implement charging rules using comfort settings. This may include specifying, for example, a "charge completion time" (controlling the time when the vehicle should be charged), a desired maximum battery level (e.g., 100%), the days of the week when the rule is valid (e.g., weekdays), a desired safety distance (the minimum driving distance required for the vehicle at any given time, e.g., going to the hospital, responding to an emergency), and a preconditioning time (how far before the charge completion time the charging should begin, e.g., to warm up the battery before departure).

[0073] Based on these user settings, the system may determine effective charging rules. For example, the system may implement charging rules so that the EV charger charges to the desired maximum battery level as close as possible to the time when charging is complete.

[0074] Based on the charging rules, a charging plan is calculated that takes all of the aforementioned user settings into consideration. In addition to these user settings, the system may further consider optimization signals (e.g., based on CO2 emission forecasts or electricity prices), information about the vehicle and charger (e.g., battery capacity, current battery level, expected charging power), and other relevant information that is not readily available to the user.

[0075] For example, if selected by the user, the charging plan may include a preconditioning period. In such a plan, part of the charging is allocated to the time immediately preceding the charging completion time. For example, if the preconditioning period is 30 minutes, the charging plan may include charging the battery to 80% during off-peak hours when electricity is cheaper (e.g., at night) and then charging it to 100% only in the 30 minutes immediately preceding the charging completion time.

[0076] When configuring a charging plan, the system may convert the desired safe distance into a percentage of battery capacity. If the current battery level is below the desired safe distance percentage, the charging plan may include immediately charging the EV battery to the safe distance percentage. If the current battery level is above the desired safe distance percentage, normal smart charging will occur, and the system may wait for the optimal charging timing according to the charging plan.

[0077] Figure 5 shows a schematic block diagram of an example of a power meter 500. The power meter has multiple ports 506a-n. The power meter may further have one or more communication channels 508 and optionally a switch 510 for each port. Each communication channel may be a unidirectional channel (allowing one-way communication) or a bidirectional channel (allowing transmission and reception) and may be configured to enable communication with a load or power supply connected to the corresponding port. The power meter may have any number of ports 506, for example, 2, 3, 4, 5, 6 or more. At least one port is connected to or can be connected to a V2X-enabled EV charger.

[0078] The energy meter 500 further includes a storage medium 502, such as memory, and a processor 504. The storage medium 502 may store a computer program or code that, when read by the processor, causes the energy meter 500 to implement the steps of method 200, 300, or 400. The storage medium 502 and the processor 504 together may form a controller or other control unit. The controller may be an integrated controller as a component of the energy meter 500, or it may be an external controller that connects to or communicates with the energy meter 500. Similarly, the functions of the controller may be implemented in hardware or software. If an external controller is provided, one or more communication channels 508 may be provided by the control unit rather than the energy meter 500, and the energy meter 500 may instead have one or more communication channels for communication with the control unit.

[0079] As can be understood from the above disclosure, the adjustment of the system's functions may be performed by the energy meter itself or by an external control unit. The control unit may be a dedicated control unit for controlling the energy meter functions or may be provided by the processor or processing unit of the EV or EV charger.

[0080] In embodiments, the system may include multiple energy meters and an aggregation system configured to coordinate the functions of multiple energy meters. Advantageously, the aggregation system facilitates the implementation of a frequency suppression reserve (FCR) system and helps stabilize the frequency of the power grid. The aggregation system may be configured to coordinate the functions of energy meters and / or EV chargers based on power grid requirements and other regulations. For example, if an average EV charger can provide about 11 kW of output and the FCR requirement is 2 MW, the aggregation system may be configured to control about 181 EV chargers. Similarly, if the FCR requirement is 600 kW, the aggregation system may be configured to control about 54 EV chargers.

[0081] Figure 6 is a flow diagram showing an exemplary FCR method 600 implemented by an aggregation system. This method includes obtaining the current power consumption from an energy meter in step 602. Preferably, the aggregation system may periodically obtain (or receive) updated power consumption information from the energy meter. For example, the aggregation system may be configured to obtain updated information at intervals of 10 seconds or less, i.e., at intervals of 1, 2, 3, 4, 5, 6, 7, 8, 9, or 10 seconds. Step 602 may also include the energy meter or its control unit transmitting consumption information to the aggregation system at these intervals.

[0082] In step 604, the aggregation system may send commands to one or more connected energy meters based on the consumption information. These commands may include commands to control the power output of the EV charger. The aggregation system may allow complete control of the output of the EV charger (e.g., in the range of 0 to 100% of the potential output), or it may restrict the output of the EV charger to a predetermined threshold range (e.g., in the range of 30 to 70% or 50 to 100% of the total potential output of the EV charger). The aggregation system may configure the EV charger to respond to commands quickly, for example, within 5 seconds, or within a time frame shorter than the interval at which the aggregation system acquires consumption information.

[0083] As yet another use case, the system of the present invention may be configured to operate according to a demand-side response (DSR) or peak shaving program. Under a DSR program, the system may be configured to respond to notifications from grid operators regarding power outages or planned maintenance in specific areas and reduce the load on the power grid.

[0084] Figure 7 is a flow diagram showing an exemplary DSR method 700. This method includes, in step 702, a power meter or control unit receiving a notification from a power grid operator regarding a power outage or planned maintenance. In step 704, the system may respond to the notification by controlling the output of an EV charger connected to the power meter, for example, by reducing the output of the EV charger. To support the DSR method, the EV charger may be configured to periodically provide consumption and / or output information, for example, every 5 minutes or less. The system may also be configured to enable the EV charger to respond to control commands quickly, for example, within 1 minute.

[0085] Although this disclosure has been described based on preferred embodiments as described above, it should be understood that these embodiments are illustrative only and the claims are not limited to these embodiments. Those skilled in the art will be able to modify or substitute in light of this disclosure, and such modifications and substitutions will be considered to fall within the scope of the appended claims. Each feature disclosed or illustrated herein may be incorporated into any embodiment, either alone or in appropriate combination with any other feature disclosed or illustrated herein.

Claims

1. A system for controlling a vehicle-to-everything (V2X) compatible electric vehicle charger, The aforementioned system, Includes a multi-port electricity meter, The aforementioned multi-port power meter is A grid port configured to connect the aforementioned multi-port electricity meter to the power grid, The multi-port power meter has an auxiliary port configured to connect to an electric vehicle charger, A load port configured to connect the aforementioned multi-port electricity meter to a demand equipment load, A grid switch connected to the aforementioned grid port and configured to connect the grid port to the aforementioned load port, Equipped with, The aforementioned system further, A bidirectional communication channel configured for communication between the system and the electric vehicle charger or an electric vehicle connected to the electric vehicle charger, A control unit comprising one or more processors configured to process power grid data measured by the multi-port power meter and to control the state of the grid switch, The aforementioned system, The grid switch is opened to electrically disconnect the grid port and the load port. A signal is sent to the aforementioned electric vehicle charger to switch its V2X output to output mode. The output of the electric vehicle charger is supplied to the demand equipment load via the auxiliary port and the load port. It is structured in such a way. system.

2. The system according to claim 1, configured to open the grid switch in response to detecting a power loss from the power grid.

3. The system according to claim 1 or 2, which is configured to open the grid switch in response to information indicating that the electricity price from the power grid has exceeded a threshold.

4. The system according to any one of claims 1 to 3, which is configured to open the grid switch in response to information indicating that the usage of the power grid exceeds a threshold percentage of its total capacity.

5. The system transmits a second signal to the electric vehicle charger to stop its V2X output. Close the aforementioned grid switch. The system according to any one of claims 1 to 4, configured in such a way.

6. The system is configured to receive a confirmation signal indicating that the V2X output from the electric vehicle charger has been stopped, and The system is configured to close the grid switch in response to the receipt of the confirmation signal. The system according to claim 5.

7. A system for controlling a vehicle-to-everything (V2X) compatible electric vehicle charger, The aforementioned system, Includes a multi-port electricity meter, The aforementioned multi-port power meter is A grid port configured to connect the aforementioned multi-port electricity meter to the power grid, The multi-port power meter has an auxiliary port configured to connect to an electric vehicle charger, A load port configured to connect the aforementioned multi-port electricity meter to a demand equipment load, A grid switch connected to the aforementioned grid port and for connecting the aforementioned grid port to the aforementioned load port, The auxiliary switch is configured to connect the auxiliary port to the grid switch and the load port. Equipped with, The aforementioned system further, A bidirectional communication channel configured for communication between the system and the electric vehicle charger or an electric vehicle connected to the electric vehicle charger, and A control unit comprising one or more processors configured to process power grid data measured by the multi-port power meter and to control the state of the grid switch and the auxiliary switch. Includes, The aforementioned system, In response to the first condition, it is determined that the electric vehicle charger should stop charging the electric vehicle's battery. A signal is sent to the electric vehicle charger to stop charging the electric vehicle's battery. In response to the second condition, it is determined that the electric vehicle charger should resume charging the electric vehicle's battery. A second signal is transmitted to the electric vehicle charger to restart charging the electric vehicle's battery. It is structured in such a way. system.

8. The first condition is that the price of electricity from the power grid exceeds a first threshold price, and the second condition is that the price of electricity from the power grid falls below a second threshold price. The system according to claim 7.

9. The first threshold price and the second threshold price are equal. The system according to claim 8.

10. The aforementioned system, In response to the third condition, it is determined that the electric vehicle charger should output energy to the power grid. A third signal is transmitted to the electric vehicle charger to switch its V2X output to output mode. The output of the electric vehicle charger is supplied to the power grid via the auxiliary port and the grid port. It is configured in such a way The system according to any one of claims 7 to 9.

11. The first condition is that the price of electricity from the power grid exceeds a first threshold price. The second condition is that the electricity price from the power grid falls below the second threshold price. The third condition is that the price of electricity from the power grid exceeds the third threshold price. The system according to claim 10.

12. The first threshold price and the second threshold price are equal, and the third threshold price is greater than the first threshold price. The system according to claim 11.

13. The third condition is receiving an instruction to output energy to the power grid. The system according to any one of claims 10 to 12.

14. The third condition is to determine that the current charge level of the electric vehicle's battery exceeds a threshold charge level. The system according to any one of claims 10 to 13.

15. The system receives user comfort settings from the user, the user comfort settings include one or more charging conditions, and the first condition includes the one or more charging conditions. The system according to any one of claims 7 to 14.

16. The user comfort setting includes the planned usage time of the electric vehicle, and the one or more charging conditions include stopping the charging of the electric vehicle's battery only if the planned usage time is not within a threshold time range. The system according to claim 15.

17. The aforementioned multiport energy meter is an ANSI Form 43S multiport energy meter. The system according to any one of claims 1 to 16.

18. A method for controlling a vehicle-to-everything (V2X) compatible electric vehicle charger, A process of operationally connecting a multi-port electricity meter to the power grid via its grid port, The process of operatively connecting the multi-port power meter to an electric vehicle charger via its auxiliary port, The process of operationally connecting the multi-port electricity meter to the demand equipment load via its load port, The process involves opening the grid switch to electrically disconnect the grid port and the load port, The process of sending a signal to the aforementioned electric vehicle charger and switching its V2X output to output mode, A step of supplying the output of the electric vehicle charger to the demand equipment load via the auxiliary port and the load port. A method that includes this.

19. The aforementioned method, In response to detecting a power loss from the power grid, the grid switch is opened. The method according to claim 18.

20. The method includes opening the grid switch in response to information indicating that the electricity price from the power grid has exceeded a threshold. The method according to claim 18 or 19.

21. The method includes opening the grid switch in response to information indicating that the usage of the power grid exceeds a threshold percentage of its total capacity. The method according to any one of claims 18 to 20.

22. A second signal is transmitted to the aforementioned electric vehicle charger to stop its V2X output. Close the aforementioned grid switch. The method according to any one of claims 18 to 21, including the method described in that claim.

23. A method for controlling a vehicle-to-everything (V2X) compatible electric vehicle charger, A process of operationally connecting a multi-port power meter to an electric vehicle charger via its auxiliary port, A step of determining that the electric vehicle charger should stop charging the electric vehicle's battery in response to the first condition, The process of sending a signal to the aforementioned electric vehicle charger to stop battery charging, A step of determining whether the electric vehicle charger should resume battery charging in response to the second condition, The process involves transmitting a second signal to the electric vehicle charger to restart battery charging. A method that includes this.

24. The first condition is that the price of electricity from the power grid exceeds a threshold price, and the second condition is that the price of electricity from the power grid falls below the second threshold price. The method according to claim 23.

25. In response to the third condition, it is determined that the electric vehicle charger should output energy to the power grid. A third signal is transmitted to the aforementioned electric vehicle charger to switch its V2X output to output mode. The output of the electric vehicle charger is supplied to the power grid via the auxiliary port and grid port. Including, The method according to claim 23 or 24.

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