Patent Application
20240198827
The present disclosure relates to the field of electric vehicle charging stations. It also relates to the retrofitting of existing lampposts and other poles wired with power cables with functional units.
Greenhouse gases (GHG) made this past decade the hottest ever recorded. Temperature rise at this level generates dangerous impacts to environmental ecosystems that threaten human survival. Transportation accounts for 31% of GHG emissions across the United States. Globally, transportation is 16% of total emissions with internal combustion engine light-duty vehicles as the largest source of these emissions.
Currently about 2% of total cars across the United States are electric. Installing reliable access to charging stations on residential city streets, rather than just in central locations such as shopping malls, is critical to increase adoption. According to the U.S. Department of Energy, over 80% of electric vehicle (EV) charging happens at home. However, the majority of city cars park on the street. Although many city residents want to purchase electric vehicles, the top adoption barrier is the lack of public charging stations causing range anxiety. Convenient public charging access is needed for drivers without garages.
This Summary is provided to introduce a selection of concepts in a simplified form that are further described below in the Detailed Description. This Summary is not intended to identify key aspects or essential aspects of the claimed subject matter.
This disclosure provides generally, a function unit with modules that can be mounted on a lamppost, lamp pole, light pole, or other pole wired with power cables with the modules of the function unit surrounding the lamppost. While, in general, the disclosed principles have initial applicability to lampposts, they also are applicable to other situations involving poles wired with power cables. It is to be understood that while references herein are mainly to lampposts, the concepts encompass other poles wired with power cables, with “lampposts” being a subset of the more generic term “poles.” As defined below, only two of the modules need have the same dimensions, although it is preferred that more than two or all of the modules have the same dimensions. For example, some of the modules might be dimensioned such that two or more of them having a first set of dimensions can be exchanged for a module having a second set of dimensions. Further, the modules need not have the same functional capabilities. A module of such a station can include a charging function capability. Alternatively, a module can have no function capability. Yet further, a module can include a non-charging function capability such as a cellular signal radio unit, an environmental condition sensing capability (e.g., to measure a weather condition, allergen condition, or pollution condition, to name a few), or a non-environmental condition sensing capability (e.g., a proximity sensor, a camera, audio and/or visual functions, or and RFID sensor, to name a few).
The following definitions are provided for terms used herein:
“Charging function capability” means operatively configured to effect and control the delivery of wired or wireless electrical charging power.
“Non-charging function capability” means operatively configured to effect a function other than delivery and control of delivery of electrical charging power, such as an environmental condition sensing capability, a non-environmental condition sensing capability, or a communications function capability.
“Environmental condition sensing capability” means having one or more sensors that can sense an environmental condition such as temperature, humidity, air pressure, precipitation, pollen, air ionization, radioactivity levels, toxic particles, air borne contaminants, and smoke.
“Non-environmental condition sensing capability” means having one or more sensors that can sense a condition other than an environmental condition such as a radio frequency identifier (RFID tags), electromagnetic information, proximity, visual information, and audio/audible information.
“Communications function capability” means operatively configured to receive or deliver a communication such as a panic alert, a public address communication, a voiced communication, machine or device to machine or device communication, network peerage communication, a wireless (e.g., Wi-Fi®, Bluetooth®, or other standard) communication, or an audible communication such as an alarm).
“No function capability” means devoid of a charging function capability, a non-charging function capability, and a communications function capability.
“Lamppost” means a structure with a pole configured for holding up a light and includes lamp poles and light poles.
“Module” means, in the context other than software or circuitry, a physical unit of a function unit or technical unit, which when assembled with other modules surround a periphery of a lamppost pole. The units preferably are, but need not be, modular. In the context of software or circuitry, the term has its normally accepted meaning.
“Modular” means that two or more, but not necessarily all, modules of a function unit or a technical unit have the same dimensions and are physically or mechanically interchangeable in the same space. The space may be occupied by two or more modules having other dimensions.
“Function unit” or “technical unit” means an assembly of modules, at least one of which as a charging function capability, a non-charging function capability, or a communications function capability.
This description also relates in part to systems used to transform city lampposts into public electric vehicle smart charging stations that can be managed by a mobile application that can appear on a smart phone or an in-car display. These systems use the existing infrastructure by retrofitting lampposts that are already on public streets or in parking lots. These EV charging systems can be located curbside on city streets where drivers currently park to increase access to charging and reduce friction. By retrofitting existing lampposts, the systems fits in diverse public spaces without taking up additional space in the built environment. The design includes responsive LED lights that indicate charging status, an electricity meter to track electricity consumption, connectivity to mobile phones, and a pedestrian-friendly charging socket. Such systems reduce the footprint, timing, and cost of charging station deployment.
The mobile application provides drivers access to power from the electric grid with available station discovery, booking, charging, billing, and impact features. Via the mobile application, drivers gain visibility of charging stations on a map, reserve a charging station in advance, track charging progress remotely, pay based on electricity consumed, and gain insights on financial and environmental savings. Via the well-known Open Charge Point Protocol (see, openchargealliance.org), the location of charging stations can surface on the mobile application and other in-car display systems and applications.
In some embodiments, a charging system for use with a lamppost for charging an electric vehicle (EV) from a power source inside the lamppost is described that includes a base unit configured to surround a base of the lamppost, the base unit comprising a first base portion and a second base portion that are configured to connect to each other and thereby surround the base of the lamppost and a functional or technical unit configured to surround an upper portion of the lamppost. The technical unit has a shell configured to surround the upper portion of the lamppost and to house electronic components therein, the electronic components being electrically connected to the power source inside the lamppost, and at least one charging port accessible from outside the shell and configured to allow a charging plug to be attached thereto and thereby electrically connect the charging plug to the power source inside the lamppost, wherein the shell has a first half and a second half that are configured to connect to each other and to the upper portion of the lamppost and thereby enclose the upper portion of the lamppost.
Embodiments can include one or more of the following features: one of the first base portion and the second base portion comprises an access door. The at least one charging port comprises a charging port light. The charging port light is configured to change color when the charging plug is connected to the charging port. The light is an LED. The charging port is a J plug. The electronic components are mounted on a component housing within the shell. The electronic components comprise a power meter configured to measure the power being used at the at least one charging port. A communication system configured to communicate the power being used at the at least one charging port. A motorized charging port door that moves between a closed-charging port position to an open-charging port position. Gaskets that create a liquid seal and separates an interior and an exterior of the technical unit. The gaskets include an upper gasket that seals an upper edge of the technical unit from the exterior of the technical unit. The gaskets include a central gasket that mates with a hook that at least partly attaches the technical unit to the lamppost. A light that shows a status of the charging station. The light is an LED. The charging port is a Level 1 charging port. The charging port is a Level 2 charging port.
In some embodiments, an electric vehicle (EV) charging system, includes a charging station as described above, a communication network configured to receive electricity usage information from an electric meter inside the technical unit, a charge manager connected to the communication network, configured to analyze the usage information received from the technical unit, and a mobile application configured to allow a user to us the charging station.
In an embodiment, an electric charging station comprises:
In an embodiment, the pole is a lamppost.
In an embodiment, the electric charging station comprises a base unit with portions that can be assembled about a base of the pole, one of the portions comprising an access door.
In an embodiment, all of the function unit modules have a charging function capability.
In an embodiment, the at least one function unit module comprises an electronic display with a transparent bullet proof pane overlaying the electronic display.
In an embodiment, the at least one function unit comprises a lockable door.
In an embodiment, the at least one function unit module comprises a retractable charging cable which is accessible once the lockable door is in an open position.
In an embodiment, an charging system comprises:
In an embodiment, the pole is a lamppost.
In an embodiment, one of the charging station base unit portions comprises an access door.
In an embodiment, all of the charging station modules are capable of providing electric charging power to the vehicle.
In an embodiment, the at least one of the charging station modules comprises an electronic display with a transparent bullet proof pane overlaying the electronic display.
In an embodiment, the at least one of the charging station modules comprises a motorized door.
In an embodiment, the at least one of the charging station modules comprises a retractable charging cable which is accessible once the motorized door is in an open position.
In an embodiment, the at least one of the charging station modules comprises a retractable charging cable.
In an embodiment, a system comprises:
In an embodiment, the pole is a lamppost.
In an embodiment, at least two of the modules are modular.
In an embodiment, the system includes a base unit with panels that can be secured to the lower bracket and to each other to surround a base of the lamppost.
In an embodiment, at least one of the modules has a charging function capability.
In an embodiment, at least one of the modules has a non-charging function capability.
In an embodiment, at least one of the modules has a communications function capability.
Advantages of the systems described herein accrue due to quick installation of non-invasive components on existing city infrastructure and so maintain the smallest possible footprint, with a design approach that blends naturally into neighborhoods. These systems transform city lampposts into public electric vehicle charging stations to increase mainstream adoption and achieve national, state, and city decarbonization targets. The system components are constructed with weatherproof materials, and so are rugged, durable, and low in overall maintenance costs over the long term.
All features of exemplary embodiments which are described in this disclosure and are not mutually exclusive can be combined with one another. Elements of one embodiment can be utilized in the other embodiments without further mention. Other aspects and features of the present invention will become apparent to those ordinarily skilled in the art upon review of the following description of specific embodiments in conjunction with the accompanying Figures.
In the drawings, exemplary embodiments are illustrated by way of example. It is to be expressly understood that the description and drawings are only for the purpose of illustrating certain embodiments and are an aid for understanding. They are not intended to be a definition of the limits of the invention.
This description relates in part to systems used to transform city lampposts into, among other things, public electric vehicle smart charging stations that can be managed, e.g. by a mobile application that can appear on a smart phone or an in-car display. These systems use the existing infrastructure by retrofitting lampposts that are already on public streets. These EV charging systems can be located curbside on city streets where drivers currently park to increase access to charging and reduce friction. By retrofitting existing lampposts, the systems fits in diverse public spaces without taking up additional space in the built environment. The design includes responsive LED lights that indicate charging status, an electricity meter to track electricity consumption, connectivity to mobile phones, and a pedestrian-friendly charging socket. Such systems reduce the footprint, timing, and cost of charging station deployment.
This description also relates in part to modular stations mounted on lamppost poles in which a plurality (two or more) of modules matingly surround the poles. One or more of the modules can have a charging function capability. One or more of the modules can have a non-charging function capability. One or more of the modules can have no function capability. One or more of the modules can have a communications function capability.
Various terminology used herein can imply direct or indirect, full or partial, temporary or permanent, action or inaction. For example, when an element is referred to as being “on,” “connected” or “coupled” to another element, then the element can be directly on, connected or coupled to the other element and/or intervening elements can be present, including indirect and/or direct variants. In contrast, when an element is referred to as being “directly connected” or “directly coupled” to another element, there are no intervening elements present.
Although the terms first, second, etc. can be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not necessarily be limited by such terms. These terms are used to distinguish one element, component, region, layer or section from another element, component, region, layer, or section. Thus, a first element, component, region, layer, or section discussed below could be termed a second element, component, region, layer, or section without departing from various teachings of this disclosure.
Terminology used herein is for describing particular embodiments and is not intended to be necessarily limiting of this disclosure. As used herein, various singular forms “a,” “an” and “the” are intended to include various plural forms as well, unless a context clearly indicates otherwise. Various terms “comprises,” “includes” and/or “comprising,” “including” when used in this specification, specify a presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence and/or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
As used herein, a term “or” is intended to mean an inclusive “or” rather than an exclusive “or.” That is, unless specified otherwise, or clear from context, “X employs A or B” is intended to mean any of a set of natural inclusive permutations. That is, if X employs A; X employs B; or X employs both A and B, then “X employs A or B” is satisfied under any of the foregoing instances.
The lower base unit 125 is separate from the upper technical unit 140 and rests on the sidewalk. The lower base unit 125 encases the base of the lamppost 105 and has an access door 129 that when fitted onto the lamppost 105 can be oriented so that the access door 129 aligns with the preexisting lamppost access 107 of the lamppost base 109 that permits access to the inside of the lamppost 105. Encasing the lamppost 105 in this manner allows technicians to reach through the lamppost access 107 for power connection of the technical unit 140 to the power grid without drilling access holes into the lamppost 105. Aligning the access door 129 with the lamppost access also allows city technicians to service the lamppost 105 as needed without disrupting the technical components of the EV charging station 110 that are in the technical unit 140. In some embodiments, a small hole can be drilled into the existing lamppost 105 to accommodate varying lamppost design including those without an access door 129. Cabling can also be wired up the lamppost 105 for overhead electric wiring configurations.
The EV charging station 110 uses a detachable custom charging cable 135 that attaches to the charging port 121 of the vehicle 120 at one end and the charging port 170 of the technical unit 140 on the other end. The charging port 170 can include an LED light ring 175 surrounding the port that can guide and provide information to the user plugging in the charging plug 137. When the charging plug 137 is plugged into the charging port 170, magnetic cable guides 190 can hold the charging cable 135 close to the EV charging station 110 and reduce the risk of trip hazards. More specifically, the magnetic cable guides can include two components that are magnetically attracted to each other to maintain the charging cable in the orientation shown in
Also note that the orientation of the charging cable as it projects from the connection 137 on the technical unit 140 is selected such that it is aligned with the desired cable path, that is downwardly.
The various components that allow the base unit 125 and the separate technical unit 140 to attach to the lamppost 105 are shown in more detail in
The technical unit 140 is configured to house the electronic components of the EV charging station 110. The technical unit 140 is made of two halves, a first technical half 141 and a second technical half 143. In some embodiments, the first technical half 141 and a second technical half 143 can be identical, or at least symmetrical. Such a configuration allows a user to choose which side of the EV charging station 110 is more convenient to use and provides redundancy in situations where one of the ports available for charging on the technical unit 140 is malfunctioning or otherwise unavailable. For example, the port on the first technical half 141 can already be occupied by a plug from a different vehicle, in which case the port on the second technical half 143 can be independently available to the user.
In contrast to currently available charging stations where the charging cable exists the charging station from a fixed location, the arrangement shown in
The following description of first technical half 141 can likewise apply to the second technical half 143. However, in some embodiments only the first technical half 141 or the second technical half 143 can include a port. In further embodiments, three of more ports can be included in the technical unit 140.
The first technical half 141 includes an outer shell 145 which in turn fits around a component housing 149 that is sized and shaped to fit around the lamppost 105 and to the second, symmetric component housing 149 and be fastened thereto via suitable fasteners as is known in the art. The component housing 149 can be made of suitably durable materials, e.g., metal, or hard plastics. A station status LED light 150 and top cover 155 is attached at a top region of the component housing 149. The outer shell 145 also can be made of suitably durable materials, e.g., metal, or hard plastics. Various gaskets 160 ensure a watertight seal between the parts of the technical unit 140 and the lamppost 105.
The outer shell 145 has an aperture 147 that allows access to the charging port 170. The charging port 170 is further accessible through an aperture in the component housing 149 (positioned beneath the aperture 147 of the outer shell 145 when they are assembled). Also attached to the component housing 149 is a charging port door 171. The charging port door 171 can be motorized so that it can be automatically moved between a closed configuration where the charging port 170 is protected from the elements and an open configuration where the user can attach their charging plug. The LED light ring 175 can surround the charging port 170 and act to guide and provide information to the user (e.g., show that charger attachment has been correctly made by e.g., changing color or blinking in a pattern).
Two gaskets 160 are visible, a top gasket 160A and a central gasket 160B. The gaskets also include the gasket 160C visible in
The central gasket 160B is placed around the lamppost 105 below the top gasket 160A. The central gasket 160 can be made of the same material (e.g., same type of rubber) or different material as the top gasket 160A. Like the top gasket 160A, the central gasket 160B is sized to fit circumferentially and snugly around the lamppost 105 and forms a seal e.g., by attaching at two halves or joining at a single joint. In the illustrated example, the central gasket 160B has a central extension 161 that protrudes from a central portion around the outer circumferences of the central gasket 160B. This central extension 161 is sized and shaped to mate with the inner surface of two hook support halves 165 that snap together around the central gasket 160B. The two hook support halves 165 provide a circumferential fastening slot 166 that engages with a hook 167 on the inner surface of the component housing 149. Via the fastening slot 166 formed by the support hook halves 165 and the hook 167, the two component housings 129 (and outer shells 145) can be affixed to the lamppost 105 atop the base unit 125. The various gaskets allow the EV charging station 110 to adapt and mount the technical unit 140 to any standard city lamppost 105 while easily accounting for different lamppost shapes.
The EV charging system 100 is designed to be resilient. All materials used can be vandalism safe and absorb potential impact to keep maintenance cost down as well as being weather-proof and built to last.
The electric vehicle charging system 100 uses a minimal invasive installation process that is quick and easy. This requires fewer structural engineering approvals to streamline installation. Installation can take a technician minimal time with no construction required. Only one NYCDOT standard 1¼″ hole is needed to connect the EV charging station 110 to the electric grid available via a lamppost 105 if access is made by creating a hole in the lamppost. Alternatively, the EV charging station 110 can access power via the existing lamppost access 107 on the lamppost base 109 leaving no mark at all.
The electric vehicle charging system 100 can include the different charging configurations that are used for charging EVs, Level 1, 2 and 3. Level 1 charging stations are 120-volt installations, which are standard household outlets that deliver power as from any wall to the vehicle's on-board charger. Charging times for Level 1 installations can be slow, with time from fully depleted to fully charged anywhere between 7 to more than 24 hours. Level 2 EV charging stations use a higher-output 208- to 240-volt installation. A 240-volt installation is similar to the ones used for oven or clothes dryers and delivers AC power from the wall to the EV's on-board charger with charging times that are much faster than with a Level 1 EV charging station, e.g., between 2-10 or more hours depending on the vehicle. Level 3 EV charging stations are 400-600 volts and are fast-charging installations that use very high voltage and can charge a fully depleted vehicle in about 30 minutes. They are expensive compared to Level 1 and 2 chargers.
Typically, the electric vehicle charging system 100 uses lampposts that provide Level 2 standard 240 power. The EV charging station 110 can also accommodate Level 2 low level 208-volt power or Level 1 120-volt configurations. An internal electric meter 199 within the technical unit 140 tracks electricity being used at a given charging port 170. The electricity being tracked by the electric meter 199 inside the unit could be isolated from the power from the luminaire on the lamppost 105 or could be reported together depending on the configuration desired by the municipality, utility company, or other agency managing the EV charging station 110.
At
In some examples, the charging port 170 is configured to use a charging plug 137 that is a pedestrian-safe charging socket, preferably, SAE J1772 J charging socket, also known as a J plug. The charging cable 135 is also designed such that the cable extends downwards against and nearly flat against the outer surface of the EV charging station 110 when the charging cable 135 is attached thereto. Various cable guides can keep the charging cable 135 in proximity to the outer surface of the EV charging station, helping to avoid pedestrians tripping over the cord. In some embodiments, the charging cable 135 is affixed to the charging port 170 using a magnetic attachment as discussed previously. The charging cable 135 can include a gasket cover 139 that seals the charging port 170 and avoids ingress of rain and snow.
In a possible variant, the charging port 170 may include a lock to prevent removal of charging plug 137 installed therein, such as to prevent theft or vandalism. In such example of implementation, the charging port 170 is unlocked to allow removal of the charging plug 137 inserted therein, or insertion of a charging plug, only when a successful user authentication has been performed which can be done wirelessly or otherwise. For instance, when a user wants to charge his or her vehicle, the user performs user authentication which includes a transaction to charge the consumption of the electrical energy to the user account, the charging port 170 unlocks the charging plug 137 allowing the user to remove the charging plug and reposition it in a different charging port of the charging station. Once the charging port 137 has been repositioned, the charging operation starts and the charging port 170 in which the charging plug 137 is now placed locks the plug into place and the plug cannot be removed. In some embodiments, an additional door on the system (e.g., on the technical unit 140 or the base unit 125) houses a station-specific charging cable 135 that unlocks through a particular user's mobile application 115.
To enable such selective locking or unlocking operation of the charging port 170, the charging port is provided with a locking mechanism that can acquire two operational states, that is, a locked state and an unlocked state. In the locked state, a charging plug 137 received in the charging port 170 cannot be removed or inserted. Removal or insertion of the charging plug 137 can be effected only when the charging port 170 is switched to the unlocked state.
The technical unit 140 has a control entity, which manages the operation of the charging port 170. That control entity, not shown in the drawings, is software based and is responsive to authentication of the user to lock or unlock the charging port 170. When a user is successfully authenticated the control entity will generate an unlock signal to the charging port 170 to place the charge port 170 in the unlocked state and then send a lock signal to place the charging port 170 in the locked state when the charging operation has begun or when the charging operation has ended, and the user has left.
Referring to
The cloud-based charge management system 200 allows information to be provided to and from a central location for managing multiple EV charging stations 110 that make up an entire distributed electric vehicle charging system. Information can be provided through a network 204 to exchange information with a collection of EV charging stations 110 (stations 110, 110B, 110C are illustrated but will be referred to collectively as 110) that all provide information to the CIM 205.
One or more technologies may be used for exchanging information among the CIM 205, the network 204 and EV charging stations 110. For example, wireless technology (capable of two-way communication such as Wi-Fi, 2G, 3G, 4G, 5G, or potential future 6G networks) may be incorporated into the EV charging stations 110 for exchanging information with the CIM 205. The CIM 205 can include a server 218 that is capable of being provided information from the network 204, and from a storage device 220 that is located at the CIM 205 and from external information sources 216. Along with providing and collecting information from the EV charging stations, the CIM 205 may be capable of processing information using a charge manager 214. The charge manager 214 can include algorithms with multiple functions, e.g., noting which EV charging stations 110 connected by the network 204 are being underutilized, which charging stations 110 are the most profitable, suggesting to users which charging stations 110 are likely to be available at a given time, etc. As such, the CIM 205 may be considered as being implemented as a cloud computing architecture in which its functionality is perceived by users (e.g., EV drivers) as a service.
Along with information being provided by the EV charging stations 110 (e.g., received from their electric meters 199, etc.), the CIM 205 may utilize data from other sources to improve and identify cost-saving opportunities, etc. For example, information sources 216 external to the CIM 205 may provide charge-related information such as the cost of electricity at the moment, or the predicted cost of electricity over the next week (based on an algorithm that provides historical usage trends). The charge manager 214, as part of the CIM 205, can dynamically monitor the EV charging stations 110 and this cost-related information to mitigate peak demand. For example, the CIM 205 may send notifications to users via the mobile application 115 alerting them that electricity prices will rise soon and advising them of the closest available EV charging stations 100 that will allow them to charge at the current lower electricity cost.
The network 204 sends data to and from the mobile application 115, which enables users to communicate with the EV charging station 110 via the mobile application 115 on a mobile device 195. The mobile application 115 includes discovery, status, and payment features, and manages charging reservations, proximity, pricing, status, payments, and billing. The mobile application 115 also dynamically converts KW charged into CO2e to provide drivers insights on the environmental impact compared to gas vehicle averages on a per charge, weekly, monthly, and annual basis. This can be calculated based on data for the energy mix on a national, State, or city level. The billing system also provides insights comparing prices to gas in the GPS surrounding area of the driver.
The mobile application 115 includes a map that provides visibility of real-time EV charging station 110 availability to users so as to maximize system utilization and efficiency for drivers. Drivers can reserve an EV charging station 110 to guarantee availability at specified times. When the driver parks their vehicle 120 in the spot at the reserved time, the mobile application 115 recognizes that the driver is parking for the charging event.
The driver's mobile device 195 unlocks the EV charging station 110 by opening the motorized charging port door 171 along providing light animation feedback via the LED light right 175 to start charging (as described with respect to
Via the mobile application 115, the driver can receive notifications pertaining to the time remaining for the particular charging event. For example, a notification can appear on the mobile application 115 when 30 minutes remain, 15 minutes remain, or 5 minutes remain for the particular charging event. Upon completing charging, the driver unplugs the charging cable 135 and drives away. Billing details are stored in the mobile application 115 and emailed to the driver via the cloud-based charge management system 200. The billing details can also be accessed by third-party mobile applications that interface with the cloud-based charge management system 200. The information available to the user can include an impact section describing financial savings and environmental benefits. In some instances, “impact badges” can be shared among users of the electrical vehicle charging system 100 to build community and encourage use. Other community- and awareness-building features include indicators of economic and environmental impact that can be shared across digital platforms including all mobile messaging and social media channels.
When a driver opens the mobile application 115, they can create an account with credit card details and by authenticating an account with an existing mobile payment platform. The next screen confirms a welcome kit with a charging cable 135 that will be mailed to the user. Once the welcome kit arrives, the driver enters a code to link their personal charging cable 135 to the mobile application 115. Upon turning on location services, the mobile application 115 displays a digital map with EV charging station 110 locations.
When a driver taps an icon representing an EV charging station 110 while a car is charging, the time remaining is displayed. Drivers can make a reservation at an available EV charging station 110. Once confirmed, they are prompted to turn on notifications. The driver parks their car in the spot at the reserved time. The mobile application 115 recognizes that the driver is parking for the first charging event and shows how to get started.
The driver holds their phone up to the EV charging station 110. This starts light animation (e.g., the LED light ring 175 and/or the station status LED light 150) and opens the motorized charging port door 171. Once the driver plugs their charging cable 135 into the charging port 170, charging starts automatically. A status screen on the mobile application 115 estimates full charge time remaining plus cost incurred based on electricity consumed.
In some instances, the mobile application 115 enables drivers to select Level 1 charging in the mobile application 115 for a lower price point.
The CIM 205 measures and analyzes real-time data from charging events and can display such data on the dashboard 210. The dashboard 210 can be viewed on the same mobile device 195 as hosts the mobile application 115 or can be shown on a different device. The dashboard 210 allows policy and business stakeholders to establish benchmarks to forecast demand while optimizing grid performance. Charging station utilization will inform future deployment.
In some embodiments, the mobile application 115 can be hosted on an in-car touchscreen map to start charging events. In additional embodiments, the functions of mobile application 115 can be integrated into car manufacturer mobile applications. For instance, a car manufacturer may want dashboard visibility on all vehicles the company has manufactured that are using the charging network. In some embodiments, charging station locations can be viewed in third-party mobile and web applications via the open charging point protocol.
The electric vehicle charging system 100 includes a throttle sensor that enables network operators to adjust electricity distribution via the charge management system to maximize grid stability.
In one example implementation, the electric vehicle charging system 100 system has a SAE International North American SAE J1772 J plug EV connector. The electric vehicle charging systems disclosed herein can be adapted for use with many different types of lampposts. As one example, the electric vehicle charging system 100 retrofit system can be coupled with the Standard Octagonal NYC streetlight. This lamppost has a tapered steel pole with LED Cobra Head lamp with 18- and 30-foot height models. Also, the electric vehicle charging system can be adapted for use with the Standard Davit NYC streetlight that has a curved pole with 30- and 16-foot configurations. Both have a 22″ steel base cover.
In some embodiments, the EV charging station 110 can include Wi-Fi router connectivity to provide a strong electric vehicle signal connection. Such a charging station configuration enables drivers to download larger data packets while charging the car, of particular use to city drivers who park on streets and who lack internet connectivity to complete EV software updates. The option to initiate a software update via the EV charging station could be selected via the mobile application 115 (accessible on a smart phone or in-car system).
In some embodiments, the vehicle 120 itself can include an internal metering system to track kilowatts of electricity consumed during a charging session. In this configuration, the EV charging station 110 may or may not have an internal physical meter (e.g., electric meter 199) and the vehicle's metering system would be the primary source to provide a dataset via the driver's authenticated mobile device 195 to the cloud-based charge management system 200. These data could be sent exchanged with utilities and/or OEM-owned charge management systems.
In
Also, as explained below, in contrast to the “bring your own cable” embodiment described above in connection with
As illustrated, a lamppost 300 typically includes a pole 302 and base 304 with an access door 306. The access door 306 provides access to the lamppost wiring providing or delivering electrical power to the lamp 306. The wiring is shown in
The base unit 304 is illustrated as a truncated pyramid, but other shapes are possible. The truncated pyramid shape is merely a typical shape given the greater stability it can impart due to the bottom, pavement-facing, edge 304a being of perimeter that is greater that of the top, upward-facing edge 304b.
As illustrated, preferably, an upper bracket or collar 320 and a lower bracket or collar 322 are attached to the pole 302 of the lamppost 300. The upper bracket 320 preferably is comprised of two halves 320a and 320b that are joined together around pole 302, with the two halves 320a and 320b secured to each other by any suitable means such as interlocking parts or bolts and nuts with the bolts extending through unillustrated mating flanges. Similarly, the lower bracket 322 preferably is comprised of two halves 322a and 322b that are joined together about the pole 302, with the two halves 320a and 320b secured to each other by any suitable means such as interlocking parts or bolts and nuts with the bolts extending through unillustrated mating flanges. The lower bracket 322 preferably is located at or just above the upper surface of the base unit 304, and at a distance appropriate for securing thereto panels of charging station base unit 400 to be described below.
Each of the upper bracket 320 and the lower bracket 322 preferably are ring brackets, each with an inner periphery, 320d and 322d, respectively, that conforms to the outer diameter and shape of the pole 302. In this embodiment, the inner peripheries 320d and 322d are circular. However, the inner peripheries can be any suitable shape conforming to a lamp pole such as polygonal, e.g., rectangular, pentagonal, or hexagonal. Preferably, the lower bracket 322 has a mostly rectangular outer periphery 322e with rounded corners, to match the shape of the upper surface of the base unit 304. However, other shapes can be used, e.g., brackets with circular outer peripheries, depending on how the charging modules, described below are designed to engage with the brackets. Additionally, preferably, each of brackets 320 and 322 also includes a gasket (preferably made of rubber) surrounding the pole 302 to combat moisture ingress
As illustrated in
The base unit panels 402 are secured to the lower bracket 322 in any of a number of suitable ways. The panels 402 can be bolted or screwed to the lower bracket 322, or can have a lip that engages with a catch at or near the outer periphery 322b of the lower bracket 322. In
The panels 402 also preferably engage with and are secured to each other along lateral edges 414 of the panels 402 via suitable engagement means such as mortise and tenon arrangements, latching arrangements, or bolting arrangements. As one example, the panels can have interiorly extending tabs (preferably in-molded) that align when the panels are assembled, and the panels 402 can be secured together by bolts extending through aligned holes in the tabs. It can be appreciated that the panel 402a with the access door 402b would be the last panel to be installed so as to provide access to the engagement means between it and the adjacent two panels 402, if securing the panels 402 requires accessing the interior of the charging stating base unit 400. In
As can be seen, the tabs 410 are hooked with an engaging recess 410a in the downward facing edge 410b while the tabs 412 are hooked with an engaging recess 412a in the upward facing edge 412b. During assembly, adjacent panels 402 are slide relative to each other until the engaging recesses 410a and 412a engage each other and the tabs 410 and 412 become hooked together. As can be appreciated, one set of panels 402 on opposite sides of the base unit 400 will have only tabs 410 while the other set of panels 402 on the orthogonal opposite sides of the base unit 400 will have only tabs 412.
As illustrated in
In
Other arrangements for securing the base unit panels 402 and the charging station modules 502 to the lower bracket 322 and the upper bracket 320, respectively, and to each other are described above in connection with
In
Each charging function capable module 502 also preferably includes a lockable door 506 behind which is stored a ratcheting retractable charging cable 508 accommodated within a charging port 510. The door 506 preferably is motorized, but can be a manually, electronically lockable door. Ratcheting cable retractors are well known and utilized for many different types of power cables. Ratcheting retractors are also employed in many other areas such as seatbelts and fuel pump hoses. The ratcheting retractor in this situation would be sufficiently robust and strong to withstand a large number of extractions and retractions of a charging cable while maintain a strong spring loading for retraction. The mechanism by which the cable is retracted could also be electrically controlled or motorized, and the aforementioned embodiment is one such non-motorized method. The charging cable 508 can conform to any of the well-known SAE J1772, SAE J1772/Combined Charging System, or IEC 62196 vehicle interface standards.
The motorized door 506 preferably is controlled by a local controller system that communicates with the CIM 205 via the network 204, both described above, or a suitable controller app on a handheld device, e.g., a cellular telephone. Each door 506 preferably is associated with a respective electronically readable code, e.g., a QR code, that can be imaged and read by an app on the handheld device or the CIM 205 after transmission of the image by the handheld device to the CIM 205.
Preferably, the motorized door 506 is supported on tracks so that when the door is opened, the door 506 will rise vertically and slide in behind or over the electronic display 505, thereby giving access to the retractable charging cable. Following a charging event, after the charging cable retracted into the charging station module, the door 506 is activated into its closed position by the local controller. Of course, safety is taken into consideration and closing of the door may be delayed sufficiently to allow ample time for a user to remove their hand from the path of the closing door.
As also illustrated in
As mentioned above, it can be appreciated that modules lacking a charging function capability might not include all of the physical characteristics and features of the charging function capable modules. For example, non-charging function capable module or no function capable module need not include a motorized door, a charging cable, an electronic display, or even a transparent pane. Preferably, such a non-charging function capable module or no function capable module could have a smooth outer surface without any openings by would still have a similar appearance as the charging function capable modules to provide an consistent ornamental appearance.
As further illustrated in
Again, for curbside placement of a charging system, the charging station preferably includes only two oppositely facing charging function capable modules 502 to provide charging capabilities to adjacent curbside parking spots, or perhaps only a single charging-capable charging station module facing away from the curb.
In
The top 520 preferably includes two concavities in the form of holes or detents 522 for receiving convexities, e.g., spring loaded balls, pins, or other protrusions used to secure the module 502 against lateral movement with respect to the upper bracket 320. The concavities 522 can be in-molded into the top end 520 or be provided as bar or bracket attached to or in-molded into the top end 520. As best seen in
In
Alternatively, the bracket 320, the bracket 322, or both of the brackets 320 and 322 can include concavities for receipt of spring-loaded convexities provided at the top end, bottom end, or both the top end and the bottom end of a module 502. In one embodiment, the convexities 322a of the lower bracket or the bottom end of the module 502 can be fixed bosses. In this case the bottom end of the module is first engaged with the lower bracket 322 and then tilted into position with respect to the upper bracket 320.
After the modules 502 are secured in place relative to the brackets 320 and 322, the bracket 320 is concealed by means of quarter-ring shaped (for circular poles) cap pieces 540. Preferably, each module 502 has a respective cap piece 540 that is snap fit into place thereby to conceal the upper bracket 320.
In
In accordance with principles herein, preferably separate wiring is used to supply power to the modules 50s. In order to do so, preferably, the existing wiring 602 is used as a pull-through guide for new wiring. To that end the existing wires 602 will be cut within the lamppost base 304, and the existing wiring 602 will be securely attached to a new wiring bundle 604 either at its distribution box end or its lamppost base end. The old wiring 602 is then used to pull the new wiring bundle 604 through a conduit.
As can be seen in
In
The controller 700 can comprise any suitable computer processor-based controller with one or more data processors capable of executing processor readable and executable instructions or code and non-transient memory for storing such instructions or code. Alternatively, the controller 700 can comprise field programmable gate arrays or the like that effectively serve the same function. Further, the controller 700 can comprise analog logic and/or machine logic devices.
The communications module 702 can be any well-known module that uses a wireless communication protocol or a wired protocol. In this embodiment the communications preferably are via a wireless communication protocol. Additionally, the communications module 702 may be physically distinct from the controller 700 or integrated with the controller 700, both of which types of configurations are well known. The communications module 702 in turn communicates with a network (Internet or cloud servers) via a wireless communications provider, e.g., the cellular transmitters and receivers of cellular towers or other well-known access points. The controller 700 can employ any of the known electric vehicle charging station protocols such as the Open Charge Point Protocol (OCPP) mentioned above to exchange information about the charging station 500 and back-office management systems. There are a number of other different known open protocols that can be employed depending on the amount and type of information to be exchanged.
A device of a user 708, such a mobile device or computer 706 can execute an installed application or access a web application that also communicates via the network with the communications module 702, and then with the controller 700. Via the installed application or the web application, a user can activate a charging station module to enable charging of a vehicle, to make payments, and otherwise engage with the charging station, e.g., as described in the other embodiments.
The controller 700 provides information to the user 708 via the display 710, e.g., by displaying information about the status of the charging station module, amount of charging, cost of charging incurred, instructions for activating the motorized door, instructions for use of the charging station/function unit module, etc. The controller 700 can also communicate other information such as advertisements, news, weather, specials, etc. to the display, much like occurs at many gasoline service stations currently do.
The controller 700 communicates with the motorized door motor controller 712 in response to activation by the user in accordance with the processor instructions or code executed by the one or more data processors. The controller 700 will communicate open and close or unlock and lock commands, as well as receive feedback as to the open/closed status of the associate door, or even the status of the progress of the opening or closing or unlocking or locking of the door.
The controller 700 also can communicate with a target electric vehicle while the vehicle is connected to the charging cable. For the purpose, the International Standard Organization provides protocol ISO 15118 that defines such interactive communications and the interface.
The controller 700 can also communicate with a physical payment system 716 embedded in the module 502. Such as system can include a credit card reader such as presently are available on the pumps of retail fuel stations.
The controller 700 communicates with a power switch 718 to turn the charging function on and off. The power switch 718 is configured to pass or block electrical power from the primary power source 720 to the target electric vehicle 714. The primary power source 720 comprises the incoming power line bundle 604 described in connection with
The controller 700 preferably receives energy consumption data from an electrical energy meter which is coupled between the control 700 and the primary power source 720.
The controller 700 may also communicate with a meter 708 operatively connected to measure the amount of power consumed in a charging operation so as to enable a calculation of charges for the charging operation. Alternatively, the processor can simply determine usage and charges based on timing of the charging activity. Preferably, the controller 700 is capable of adapting to variations in the cost of the electricity used to power the charging station module and/or used for changing operations.
Finally, the controller 700 is coupled to receive conditioned power from a charger power system 724. The conditioned power can include down-transformed and AC/DC converted power suitable for use by a digital controller 700. The charger power system 724 can be connected to the incoming primary electrical power 720 for that purpose.
Today's wireless charging technologies have efficiencies above 90 percent, which is very close to those of plug-in systems. These systems employ induction coupling technologies to transfer energy with inductively magnetically coupled coils: a primary coil associated with a source of electrical power, and a secondary coil associated with an electric vehicle.
Care must be taken to minimize fields outside the vehicle footprint, to reduce the risk of exposure to humans. Fields are shaped by the types of coils involved and controlled to remove potential interference or exposure to humans. Technologies are known to provide for foreign object detection and living object protection. Foreign object detection technologies can identify the presence of a metallic between the primary coil housed in a primary pad, and the secondary coil housed in a vehicle pad. Even small metallic objects can cause the primary coil to heat up and thus pose a burn risk during power transfer. Living object detection technologies can identify the presence of humans or animals close to the power transfer system and can be helpful in those situations where the fields exceed acceptable levels.
The automotive industry is working on standardization of wireless power transfer standards and protocols. Standards such as SAE J2954 include provisions for safety and electromagnetic limits, testing, and efficiency and interoperability.
In
Preferably, the power cables are covered and protected by a set of cover plates 814 that are firmly secured to the pavement 816 of the parking spots by means of bolts or screws 818. Similarly, the primary pads 810 and 812 are firmly secured to the pavement by means of bolts or screws 820. The cover plates 814 preferably have a curvature so that while the thickness of the cables 802 and 804 can be accommodated, the edges of the cover plates 814 are flush with the pavement 816. Similarly, the edges or peripheries of the primary pads 810 and 812 are secured flush to the pavement 816.
It can be appreciated that the cables and primary pads could be buried under the pavement or placed in recesses so as to be flush with a top surface of the pavement, in this embodiment, the wireless system can be easily installed without have to cut into the pavement, and thus risk providing a weakness in the pavement. This could be especially true in norther climates where ingress of freezing and thawing liquids tends to destroy pavement by expanding and contracting within crevices and cracks in the pavement. Additionally, this solution avoids any need for trenching and construction and the permitting required for them.
As can also be seen, the base unit 830 of the charge station/function unit 800 includes a suitable opening in a panel thereof via which the power cables 802 and 804 exit the base unit 830. A plate 834, which preferably is a tab or extension of a sidewalk cover plate 836 covers the opening when the sidewalk cover plate 836 is firmly secured to the sidewalk by means of bolts or screws 838. A t-shaped cover plate 840 is used to cover and protect the cable at the point where the power cables diverge and extend to their respective primary pads.
In most, if not all, cases, the secondary pad of a vehicle 842 is positioned at a front portion of the vehicle 842. This would be in conformity with most wireless vehicle charging standards. Accordingly, it is preferred that each of the primary pads 810 and 812 be located in the vicinity of the front of a vehicle, and thus in a forward location of its respective parking spot. For that purpose, assuming the charging station 800 is located a position where the two parking spots are adjacent to each other, if follow that the runs of the power cables will differ because the run of one, e.g., power cable 804, need only reach the primary pad at the forward position of its associated parking spot, while the other, e.g., power cable 802 need extend past the rearward portion of its associated parking spot in order to reach its primary pad. Thus, the shorter run will employ fewer cover plates than does the longer run. In the embodiment of
In
A baseband processing unit (BBU) is a unit that processes baseband signals in telecommunications systems. A typical wireless telecommunications station consists of the baseband processing unit and a radio frequency processing unit (also referred to as a remote radio unit or RRU). The baseband unit typically is placed in an equipment room and connected with the RRU via an optical fiber. The BBU is responsible for communication through a physical interface. BBUs can have the following characteristics: modular design, small size, low power consumption and easily deployed.
As can be appreciated, one or more of the modules 906 can include a BBU, an RRU, or both. It is not necessary for each module to have both a BBU and an RRU and those functions can be performed in one modular station or be distributed among plural modular stations depending on system configuration. However, preferably, at least the module 908 includes a remote radio unit/RRU.
Another module 912 (and others), can have no function capability and thus serve as a dummy or filler module. However, one or more of the modules, such as the module 912, can have an environmental condition sensing capability or a non-environmental condition sensing capability. The sensors themselves and the manner in processing signals from them are well known. Also, one of the modules can have a communications function capability.
In this embodiment, racks 1010 can be disposed along a sidewalk 1012 or other suitable surface, e.g., a parking lot. Each rack 1010 includes an outlet 1012 in electrical communication with a module having charging function capability such as module 1002. The electrical communication is via one of power cables 1014a and 1014b that are disposed under a protective cover 1016 comprised of one or more cover plates 1018, 1020, and 1022 that are secured by bolts or screws 1023 to the sidewalk 1012. The cover plates 1018 extend between the racks 1018 while the cover plates 1020 cover the power cable take offs for the racks 1010. Thus, cover plates form a T-connection to a cover plate 1022. Preferably, as seen in
A T-shaped cover plate 1026 covers the cable 1014 as it exits the base unit 1028 of the charging system. The cover plate 1026 includes an upstanding tab 1028 that covers an opening in the base unit 1028. The cover plate 1026 also includes and upstand tab 1030 that covers an opening in the base unit 1028 through which the cables 1014a and 1014b extend.
As can be seen, the cables 1014a and 1014b diverge under the cover plate 1026 and extend in different directions, in this illustration in opposite directions. In this way, the racks 1010 can be spaced along a length of the sidewalk 1016.
As illustrated best in
As for control over management and operation of the charging system, the scheme outlined in connection with
One may appreciate that further modifications can be made without departing from the scope of the invention, which is defined by the claims appended hereto. Accordingly, other embodiments are within the scope of the following claims.
The present application claims priority to and the benefit of U.S. Provisional Patent Application No. 63/177,551 filed Apr. 21, 2021, which is incorporated herein by reference to the extent permitted by law.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/US2022/025504 | 4/20/2023 | WO |
| Number | Date | Country | |
|---|---|---|---|
| 63177551 | Apr 2021 | US |
