Patent Application
20140167694
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1. Technical Field
The embodiments described and claimed herein relate generally to systems, apparatus, and methods for simultaneously charging the batteries of multiple Electric Vehicles. More specifically, at least some of the embodiments described herein relate to systems, apparatus, and methods for charging Electric Vehicles independent from the electric grid, using Liquid Natural Gas (referred to herein as “LNG”) or Natural Gas (“NG”) as an energy source.
2. Background Art
Concern about global climate change and the increasing cost of gasoline has reinvigorated the public's interest in and demand for “green” technology. The use of electric drive systems in vehicles has the potential to be inexpensive and to greatly reduce the emission of greenhouse gases. However, it is believed that electric vehicles will never be successful until they are made to feel like ordinary, gasoline-powered vehicles. Manufacturers have begun to address this concern. For example, some electric cars will “creep” when you take your foot off the brake, just like an ordinary car. There is no reason to do this except to give it the feel of an ordinary vehicle.
One area in which the electric vehicle industry is lacking is the time required to fully charge an electric vehicle. It is understood that existing charging systems which rely on the electric grid (even those dubbed “fast” charging systems) require thirty (30) minutes or longer to fully charge an electric vehicle. It is believed that electric vehicles will not gain wide acceptance by the public until it is possible to drive an electric vehicle up to a service station, plug it in for a charge, swipe a credit card, go inside to buy a cup of coffee, come out, disconnect the electric vehicle, and drive off, just like you can in an ordinary vehicle. It is also believed that existing charging systems cannot be widely implemented in a cost effective manner due to their heavy reliance on the electric grid. The existing electric power generation and distribution system is not capable of providing for the peak time charging of significant numbers of electric vehicles. Expansion of the power generation and distribution system will be required. Since a fast charge places a very heavy load on the grid, utilities will likely impose significant demand premiums on each charge.
Thus, there are at least two drawbacks to existing charge systems that rely upon the electric grid: the time required for a charge and the ultimate cost of electricity from the grid. The Fast Charge System disclosed and claimed herein solves both of those problems.
The Fast Charging System provides a method for simultaneously charging the batteries of multiple electric vehicles, largely independent from the electric grid (the power that is used to charge the Electric Vehicle does not originate from the grid; however, certain components of the embodiments described and claimed herein may be powered by the grid), using LNG or NG as an energy source. It can efficiently provide DC charging power tailored to the requirements of the individual vehicles being charged. It is estimated that a vehicle with a battery capacity of 85 kWh can be fully charged in less than 10 minutes using the Fast Charging System.
In a first embodiment, an electric vehicle charging facility is provided that includes a power generation component, a fuel component, and a charging component. The power generation component generates DC electric power and includes at least one fuel cell. The fuel component supplies fuel to the power generation component. The charging component is electrically connected to the power generation component for charging an electric vehicle using the DC electric power and includes at least one customer charging station.
In a second embodiment, an electric vehicle charging facility is provided that includes a power generation component, a fuel component, a charging component, and a control system component. The power generation component generates DC electric power and includes a plurality of polymer electrolyte membrane fuel cells each having a capacity of 100 kW or less. The fuel component supplies natural gas to the power generation component. The charging component is electrically connected to the power generation component for simultaneously charging a plurality of electric vehicles using the DC electric power and includes a plurality of customer charging stations. The control system component comprises a processor, a data storage, and instructions stored in the data storage and executable by the processor to activate the plurality of fuel cells sequentially to meet an energy demand of the charging component.
In a third embodiment, an electric vehicle charging facility is provided that includes a power generation component, a fuel component and a charging component. The power generation component generates DC electric power and includes at least one fuel cell having a capacity of between approximately 400 kW and approximately 500 kW. The fuel component supplies natural gas to the power generation component. The charging component is electrically connected to the power generation component for charging an electric vehicle using the DC electric power and includes at least one customer charging station. The power generation component also includes a converter for converting at least a portion of the DC electric power to an AC electric power.
Other embodiments, which include some combination of the features discussed above and below and other features which are known in the art, are contemplated as falling within the claims even if such embodiments are not specifically identified and discussed herein.
These and other features, aspects, objects, and advantages of the embodiments described and claimed herein will become better understood upon consideration of the following detailed description, appended claims, and accompanying drawings where:
It should be understood that the drawings are not necessarily to scale and that the embodiments are sometimes illustrated by graphic symbols, phantom lines, diagrammatic representations and fragmentary views. In certain instances, details which are not necessary for an understanding of the embodiments described and claimed herein or which render other details difficult to perceive may have been omitted. It should be understood, of course, that the inventions described herein are not necessarily limited to the particular embodiments illustrated. Indeed, it is expected that persons of ordinary skill in the art may devise a number of alternative configurations that are similar and equivalent to the embodiments shown and described herein without departing from the spirit and scope of the claims.
Like reference numerals will be used to refer to like or similar parts from Figure to Figure in the following detailed description of the drawings.
Referring first to
Referring now to FIG. A1-1, the Automated Control System Component 100 controls the system. At the individual customer charging station 410A, 410B, the customers will select the charging time, with the shorter the time the higher the price. More particularly, the customer inputs the time of charge and the amount of charge. For instance, the customer might select a charge time of 15 minutes and a total charge of 80% of the total capacity of the vehicle battery system. Alternatively, the customer can be presented with multiple charging options representing different charging times, different total charges, different rates of charge, and different prices, from which the customer can select. The connection plug from the vehicle to the charging station 410A, 410B will communicate the level of charge in the vehicle system before the charging begins as well as the vehicle battery system characteristics and capabilities. The Automated Control System 100 will register the customer payment information, the amount and rate of charge, and compute the volume of Natural Gas 273 required for the Power Generation Component 300 to generate the DC Power 302 required to charge all vehicles at the station and the amount of LNG necessary to produce that Natural Gas 273. More particularly, the Automated Control System 100 computes the amount of power required to charge the customer's battery in the time selected. The volume of Natural Gas 273 required is based upon the efficiency and productivity of the Fuel Cell(s) 310. The volume of LNG required is based upon the efficiency and productivity of the Liquid to Natural Gas Fast Transformer (referred to herein as “LNFT”) 230.
The Automated Control System 100 also controls and monitors other components in the system. The Automated Control System Component 100 also keeps track of LNG supply, provides an accounting and billing system and monitors the performance of various components. The Fast Charge System 1 can be monitored locally, remotely or both.
In the shown embodiment in
The LNG Storage Tank 210 is a standard LNG cryogenic double-wall container able to keep the LNG 214 at the needed temperature. The LNG Storage Tank 210 is a conventional or standard tank. LNG 214 is stored at approximately −260 degrees F. Although at that temperature, it exists at atmospheric pressure, LNG tanks are usually rated at 200 psig. The LNG 214 is usually stored at 40 psig. The size of the tank will depend upon the market at the location of the installation as well as the frequency of delivery of LNG 214 replacement. It is expected that in no case will the tank be larger than that with a capacity of about 3,000 gallons of LNG.
The LNG Storage Tank 210 may include an internal submerged variable speed pump 212 to send LNG 214 to the LNFT 230. The size of the variable speed pump 212 will depend upon the number of charging stations 410A, 410B, the capacity of the LNFT 230 and the expected market. To charge an 85 kWh battery in approximately five minutes will require the simultaneous operation of one 500 kW fuel cell stack or five 100 kW fuel cell stacks. In either case, the fuel stack(s) will require approximately ½ gallon of LNG per minute worth of energy. If the service station installation had ten 100 kW fuel cell stacks, then the maximum flow rate from the variable speed pump would be 1 gallon per minute. The pressure rating required for the pump will be specific to the piping design at the individual site. As an option, the pump 212 can be external or included within the LNFT 230.
The LNFT 230 produces the fuel (Natural Gas 243) needed for the Power Generation Component 300 by a fast and automated pressure and flow controlled transformation of the LNG 214 into Natural Gas 243. The pumped LNG 214 is received by the LNFT 230 and then boosted internally by a high-pressure pump 232 and sent to the Vaporizer 234. The size of the pump 232 will depend upon the specific piping pressure loss at the site as well as the specific pressure requirements of the Vaporizer 234. The heating of the boosted LNG 233 in the Vaporizer 234 is done initially using electric resistance and later through hot water 502 from the heat recovery system in the Customized Fuel Cell 310. The Vaporizer 234 is similar to the Electric Heated Water Bath LNG Vaporizer as manufactured by DenEB Solutions, or equal, modified to accept hot water 502 that is heated using reclaimed heat from the Power Generation Component 300. From the Vaporizer 234, the Natural Gas 235 is sent to the Gas Heater 236. Rather than being released to the environment, the Boil Off Gas (referred to herein as “BOG”) 216 from the LNG Storage Tank 210 is recovered, received by the LNFT 230 and sent directly to the BOG Compressor 238. Compressed BOG 239 is sent by the BOG Compressor 238 to the Gas Heater 236. The heating of the gas 235, 239 in the Gas Heater 236 is also done initially with electric resistance heating and later with hot water 502 from the heat recovery system in the Fuel Cell(s). The purpose of the gas heater is to heat the combined gas from the vaporizer 234 and the BOG Compressor 238 to ambient air temperature, or within the input gas temperature requirements of the Fuel Cell Stack Assemblies. After the Gas Heater 236, the flow and pressure of the Natural Gas 240 is controlled internally by the Flow and Pressure Control Unit 242. The Flow and Pressure Control Unit 242 is a standard part of all standard vaporizer assemblies.
The Gas Flow Buffering System 260 is intended to provide for instantaneous flow of Natural Gas 243 from the Fuel Component 200 to the Power Generation Component 300 upon system start up, and to allow quick adjustments in fuel flow by throttling in stored Compressed Natural Gas 267 from a Gas Buffering Tank 266. Flow and pressure controlled Natural Gas 243 is received by the Gas Flow Buffering System 260 and can be sent to the Power Generation Component 300 either directly or indirectly. In the direct route, Natural Gas 243 passes through a gas pressure and flow sensor 263, a gas temperature sensor 265, an In Line Gas Heater 270, and a Fuel Component Output Control Valve 272. The purpose of the Gas Buffering System 260 is to buffer the flow of natural gas and to be able to alter the flow quicker, and not necessarily to increase the overall capacity. The flow of natural gas 273 exiting the Fuel Component 200 will depend upon the demand of the Power Generation Component 300. If there were ten 100 kW Fuel Cell stacks operating simultaneously at peak output then the natural gas flow would be approximately 120 cubic feet per minute, as shown in the chart below.
The temperature of the Natural Gas 273 should be close to ambient temperature and within the operating parameters of the fuel cell system. The pressure should be close to atmospheric pressure.
In the indirect route, Natural Gas 243 bypasses the Gas Pressure and Flow Sensor 263, and is directed through a Gas Buffering System Supply Valve 264 on route to the Gas Buffering Tank 266 for later use by the Power Generation Component 300. Pressure in the Gas Buffering Tank 266 is monitored using Pressure Sensing Device 261. The Gas Buffering Tank 266 allows for instantaneous response when a customer calls for a DC charge. While there is nearly an instantaneous response from the Power Generation Component 300 (e.g., if a Polymer Electrolyte Membrane fuel cell is used), meaning that when gas is introduced to the Customized Fuel Cell 310, power is generated almost instantaneously, such is not the case with the regasification process of the LNFT 230. The Gas Buffering Tank 266, on the other hand, can provide instantaneous Natural Gas 273 to the Power Generation Component 300, allowing time for the LNFT 230 to spool up. In addition, during periods of instantaneous demand that exceeds the capacity of the LNFT 230, or to stabilize the mass flow rate of Natural Gas 273 to the Power Generation Unit 300, stored Natural Gas 267 can be throttled in via Gas Buffering Tank Relief Valve 268 at the outlet side of the Gas Pressure and Flow Sensor 263. The Gas Buffering Tank 266 should be a Type 1 CNG Storage Tank capable of storing up to 10,000 cu. Ft. of natural gas under 5,000 psi, which is the industry standard. Natural Gas 246 may be stored in the Buffering Tank at approximately 3,600 psi. When the Natural Gas exits the tank 266, it will be cold as it expands to atmospheric pressure and will need to be heated. The amount of heating required will depend upon the actual pressure in the Buffering Tank 266. The in line gas heater 270 is a standard system for treating gas. From the Gas Flow Buffering System 260, Natural Gas 273 is delivered to the Fuel Processing System 312 in the Power Generation Component 300.
In an alternative embodiment, the Fuel Component 200 omits LNG, the LNG Storage Tank 210, the LNFT 230 and the Gas Buffering System 260, and instead simply supplies low pressure, natural gas through appropriately sized piping with flow regulators and other necessary components known in the art to the Power Generation Component 300. In this embodiment, the natural gas would be supplied to the Fuel Component, for example, by a local natural gas utility through high capacity pipelines.
The Power Generation Component 300, using the Natural Gas 273 from the Fuel Component 200, produces, at a controlled and varying rate, DC Power 302 for the Charging Component 400, hot water 323 that is used in the LNFT 230 to convert LNG 214 to Natural Gas 243, and, optionally, AC current 304 , where appropriate, that can be sold back to the grid. The Power Generation Component 300, shown in
In the alternative, the Fuel Cell Assembly 314 can comprise one or more customized fuel cells, each one of which is capable of producing up to, e.g., approximately 400-500 kW of DC power, designed to work with other components of the Fast Charge System. In this case, it is contemplated that the fuel cell will be operating full time. Excess capacity not being used by the Charging Component 400 would be converted to AC power 304 and either used by the facility or sold to the grid. For this embodiment, a Gas Flow Buffering System 260 would not be necessary.
PEM fuel cells typically operate at 50 to 100 degrees centigrade. The Thermal Management System 320 recovers excess heat generated by the fuel cells for use in the LNG vaporization process. A closed loop water cooling system 500, shown in
The Charging Component 400 is the element used to dispense the DC Power 302 to the customer through separate Customer Charging Stations 410A, 410B. Two Customer Charging Stations 410A, 410B are shown, although any number can be provided. Customer Charging Station 410A, 410B may be any type of appropriate device for communicating with the Automated Control System Component 100. The Customer Charging Station may include one or more processors, storage devices, and communication interfaces, all communicatively interconnected. Each processor may include, for example, one or more integrated circuit microprocessors, and each storage may be a ROM, flash memory, non-volatile memory, optical memory, magnetic medium, combinations of the above, or any other suitable memory. Each storage may include more than one physical element, and may also include a number of software routines, program steps, or modules that are executable by a processor to carry out the various functions and processes described herein.
A typical site will include from four to eight Customer Charging Stations 410A, 410B. Since the voltage of the DC Power 302 generated by the Power Generation Component 300 varies in magnitude, it has to be converted by an Isolated DC/DC Converter 402 within the Charging Component 400. Each Customer Charging Station will have its own Constant Voltage Regulator 412A, 412B, Power Control Management Module 414A, 414B, and Customer Input Data and Metering Device 416A, 416B.
The Automated Control System Component 100 provides an Accounting and Billing Interface 110, a System Control 140, and a System Monitor 170. The Automated Control System Component 100 may include one or more processors, storage devices, and communication interfaces, all communicatively interconnected. Each processor may include, for example, one or more integrated circuit microprocessors, and each storage may be a ROM, flash memory, non-volatile memory, optical memory, magnetic medium, combinations of the above, or any other suitable memory. Each storage may include more than one physical element, and may also include a number of software routines, program steps, or modules that are executable by a processor to carry out the various functions and processes described herein.
The System Control 140 communicates with and/or controls the Internal Submerged Variable Speed Pump 212, the Gas Pressure and Flow Sensor 263, the Gas Temperature Sensor 265, the Gas Buffering system Supply Valve 262, the Gas Buffering Tank Relief Valve 268, the Gas Compressor 264, the Pressure Sensing Device 261, the DC/AC Converter 318, and the Customer's Input Data and Metering Device 416A, 416B. The System Monitor 170 communicates with and/or monitors the LNG level in the LNG Storage Tank 210, the Gas Pressure and Flow Sensor 263, the Gas Temperature Sensor 265, the Pressure Sensing Device 261, the DC Electrical System 316, and the Customer's Input Data and Metering Device 416A, 416B. The network interconnections between the Automated Control System Component 100 and the other components of the Fast Charge System can be implemented through a shared, public, or private network and encompass a wide are or local area. The network may be implemented through any suitable combination of wired and/or wireless communication networks. By way of example, the network may be implemented through a wide area network (WAN), local area network (LAN), an intranet, or the Internet.
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Although the inventions described and claimed herein have been described in considerable detail with reference to certain embodiments, one skilled in the art will appreciate that the inventions described and claimed herein can be practiced by other than those embodiments, which have been presented for purposes of illustration and not of limitation. Therefore, the spirit and scope of the appended claims should not be limited to the description of the embodiments contained herein.
This application is based on and claims priority to U.S. Provisional Patent Application Ser. No. 61/737,260, filed on Dec. 14, 2012. U.S. Provisional Patent Application Ser. No. 61/737,260 is incorporated herein in its entirety by reference.
| Number | Date | Country | |
|---|---|---|---|
| 61737260 | Dec 2012 | US |
