Patent Application
20230278443
Micro-mobility electric vehicles, such as electric bicycles, electric scooters, electric wheelchairs, electric skateboards, and the like, are an increasingly popular mode of personal transportation in urban and other environments. Conventional micro-mobility electric vehicles are battery powered, and provide advantages of reducing automobile traffic, decreasing air/noise pollution, increasing energy efficiency, and providing a socially-distant alternative to public transportation. While micro-mobility electric vehicles are available for private ownership, many micro-mobility electric vehicles are part of fleets that are available for short-term rental, or may otherwise be available for public use.
While micro-mobility electric vehicles provide a number of different advantages, their utilization also presents various challenges for owners, fleet operators, and municipalities in which micro-mobility electric vehicles are utilized. For example, charging the batteries of micro-mobility electric vehicles can present significant logistical challenges. Most micro-mobility vehicles may be charged using typical alternating current (AC) to direct current (DC) chargers that plug into conventional AC wall outlets. When utilized in connection with a fleet system, micro-mobility electric vehicles may be located in various locations (e.g., across a city), and may need to have the option to be charged in different locations—such as when a micro-mobility vehicle is picked up from one location and returned to another location. With relatively large fleets, it can become difficult to track the location, condition, status, and/or availability of each fleet-operated micro-mobility electric vehicle. Furthermore, theft is also a concern, particularly when vehicles are left unattended at a charging station.
When utilized as a privately-owned micro-mobility electric vehicle, additional challenges may be presented. Conventional AC wall outlets are often not widely available in desirable public locations where an owner may want to leave their micro-mobility electric vehicle for charging. Owners may be required to transport their own AC to DC charger, which could likewise be stolen if left unattended. Moreover, charging stations may be brand specific and may only be compatible with a particular brand, or a limited number of brands, of micro-mobility electric vehicles. Even if not brand specific, charging stations may have certain charging parameters, interfaces, and the like, and may only be compatible with micro-mobility electric vehicles of a certain type.
Additionally, micro-mobility vehicles themselves can present a significant source of clutter to a municipality. Many fleet operators allow vehicles to be scattered across city streets without meaningful storage options. For example, micro-mobility electric vehicle users may leave vehicles piled-up at popular destinations where there are no orderly storage options, leading to physical and aesthetic clutter.
Accordingly, there remains a need in the art for overcoming one or more of the aforementioned challenges.
The following presents a simplified summary of one or more embodiments of the present disclosure in order to provide a basic understanding of such embodiments. This summary is not an extensive overview of all contemplated embodiments, and is intended to neither identify key or critical elements of all embodiments, nor delineate the scope of any or all embodiments.
A system for charging electric vehicles, such as micro-mobility electric vehicles, is disclosed. The system includes a vehicle coupling mechanism and a hub. The vehicle coupling mechanism is associated with a vehicle and includes a docking member. The hub includes a main tube and a station. The station comprises a hub coupling mechanism and a hub component assembly. The hub coupling mechanism includes a receptacle for receiving the docking member, the coupling mechanism being provided on the main tube and being accessible by a user. The hub component assembly comprises a locking assembly, charging plungers, and induction sensors. When the receptacle receives the docking member, the charging plungers are moved towards the induction sensors, the locking assembly locks the vehicle in place, and the induction sensors sense a vehicle locked in the station and activate the hub to begin charging the vehicle. In some embodiments, the at least one receptacle is a slot and the at least one docking mechanism is a tang. The station may include a control panel associated therewith, wherein the control panel includes a push button for unlocking the station, a port identification number, and a status light ring, wherein the status light ring provides a visual indication of a status of the station.
In some embodiments, the hub component assembly may further comprise a port assembly, wherein the port assembly includes a port controller board and a low power board. The port controller board may include 36v power supply and the low power board may include a variable power supply.
In some embodiments, when the induction sensors sense a vehicle locked in the station, the induction sensors start a charging authentication process and activate the hub to being charging the vehicle upon a positive authentication process. The vehicle coupling mechanism may include a having an identification number associated therewith and the charging authentication process may involve scanning the tag.
The locking assembly may include a solenoid lock body and a locking lug wherein insertion of the docking member into the receptacle moves the locking lug towards the induction sensor. The station nay include a light source for illuminating a portion of the at least one receptacle.
In a further embodiment, a system for charging electric vehicles is provided including at least two stations. The system includes a vehicle coupling mechanism and a hub. The vehicle coupling mechanism is associated with a vehicle and includes a docking member. The hub includes a main tube and at least two stations. Each station comprises a hub coupling mechanism and a hub component assembly. The hub coupling mechanism includes a receptacle for receiving the docking member, the coupling mechanism being provided on the main tube and being accessible by a user. The hub component assembly comprises a locking assembly, charging plungers, and induction sensors. When the receptacle receives the docking member, the charging plungers are moved towards the induction sensors, the locking assembly locks the vehicle in place, and the induction sensors sense a vehicle locked in the station and activate the hub to begin charging the vehicle. In some embodiments, the at least one receptacle is a slot and the at least one docking mechanism is a tang. The hub component assembly further comprises a port controller board for providing power to the station. The hub may further a single low power board associated with all of the at least two stations for powering auxiliary components. The port controller board may include 36v power supply and the low power board may include a variable power supply. The station may include a control panel associated therewith, wherein the control panel includes a push button for unlocking the station, a port identification number, and a status light ring, wherein the status light ring provides a visual indication of a status of the station.
While multiple embodiments are disclosed, still other embodiments of the present disclosure will become apparent to those skilled in the art from the following detailed description, which shows and describes illustrative embodiments of the invention. As will be realized, the various embodiments of the present disclosure are capable of modifications in various obvious aspects, all without departing from the spirit and scope of the present disclosure. Accordingly, the drawings and detailed description are to be regarded as illustrative in nature and not restrictive.
In the following figures like reference numerals are used to identify identical components in the various views. The present disclosure will become more fully understood from the detailed description and the accompanying drawings.
A system for docking and charging micro-mobility electric vehicles is provided. The system may be used for docking and charging one or more micro-mobility electric vehicles. Moreover, the system may be used for docking and charging a plurality of types of micro-mobility electric vehicles.
A system for docking and charging micro-mobility electric vehicles is provided. The system includes a vehicle coupling mechanism and a hub. The vehicle coupling mechanism is associated with a vehicle and includes a docking member. The hub includes a station comprising a hub coupling mechanism and a hub component assembly. The hub coupling mechanism includes a receptacle for receiving the docking member. The hub component assembly comprises a locking assembly, charging plungers, and induction sensors. When the receptacle receives the docking member, the charging plungers are moved towards the induction sensors, the locking assembly locks the vehicle in place, and the induction sensors sense a vehicle locked in the station and activate the hub to begin charging the vehicle.
As described in PCT/US2020/042973, entitled “System For Use In Docking and Charging Micro-Mobility Electric Vehicles”, filed on Jul. 22, 2020, which is hereby incorporated by reference, the system 100 is configured for use in docking electric vehicles 102 and for charging batteries of electric vehicles 102 via a power source via engagement occurring between the receiver 106 of the hub 104 and the adapter 108 secured to the electric vehicle 102. Notably, the system 100 is configured for charging different types of electric vehicles 102 (e.g., an electric bicycle, an electric scooter, an electric wheelchair, an electric skateboard, an autonomous delivery robot, and the like), and can facilitate charging different types of batteries.
The receiver on the hub and the adapter, for mounting on the electric vehicle, are configured to engage such that power may be drawn from the hub to the electric vehicle. While a male-female engagement, with the adapter being male and the receiver being female, is shown, this is merely an illustrative embodiment. It is to be appreciated that the receiver and adapter may engage in any manner and, if a male-female connector is employed, the receiver may alternatively be a male connector and the adapter a female connector. The receiver and adapter may alternatively be referred to as a hub coupling mechanism and a vehicle coupling mechanism respectively.
The system for docking and charging micro-mobility electric vehicles and the hubs and adapters for such charging may be provided as part of a charging network for micromobility. In some embodiments, shared or rentable electric vehicles may be associated with the charging network. The shared or rentable electric vehicle may be unlocked from one station, used, and then returned to that station or a different station, where it is again locked and available for rental.
In some embodiments, one or more portions of the vehicle coupling mechanism 108 may be integrated into the electric vehicle 102 during manufacture of the electric vehicle 102. However, it is also contemplated that adapters 108 may be secured to pre-manufactured electric vehicles 102 as an aftermarket option, accessory, module, and the like.
In some embodiments, each vehicle coupling mechanism may have an associated identification number or ID that may be used with the charging system and for communication within the charging network for micromobility and specifically with the charging app. Each adapter may further include an NFC (near field communication) tag, RFID (radio-frequency identification) tag, or similar technology to transmit vehicle charging details or a vehicle profile to the hub.
In some embodiments, when a user installs an adapter on their electric vehicle, the user may set up the vehicle on a charging app associate with the charging network for micromobility. This may include any of creating a profile, registering the adapter ID with the charging network for micromobility, linking the adapter ID to the charging app, choosing a primary location for population of a map with charging stations, inputting billing information, and the like.
In the embodiment shown, the adapter 108 includes a front cover 300, a first docking member 302a and a second docking member 302b. The docking members are configured for engagement with the receiver or hub coupling mechanism. While two docking members are shown, a single docking member or more than two docking members may be used. The docking members 302a and 302b extend from the front cover 300 of the adapter 108. More specifically, the first and second docking members 302a, 302b may extend from the adapter 108 to engage the receiver 106 to releasably dock and retain the electric vehicle 102 relative to the hub 104 and to charge the electric vehicle 102.
The docking members conduct material from the hub to the electric vehicle. Accordingly, the docking members may be comprised of a conductive material, such as a metal. In some embodiments, the docking members may have a bent profile to facilitate engagement of the first and second docking members with the internal circuitry of the adapter 108 to facilitate charging of the battery of the electric vehicle 102. In general, any suitable shape of docking member may be used that is complementary with receptacles of the receiver (described below).
In the embodiment shown
In some embodiments, the hub may include first and second vertically extending legs 111 and a main tube 109, also referred to as a horizontal bar, extending therebetween. Space may be provided below the main tube 109 to accommodate the body of an electric vehicle. In other embodiments, a single vertically extending leg may be provided with at least one horizontal bar extending therefrom. In an embodiment involving a single vertically extending leg, for example, one horizontal bar may be provided to provide an L configuration, two horizontal bars may be provided in line with one another to provide a T configuration, or four horizontal bars may be provided at right angles to one another. The exact configuration of the hub may be customized based on space available at a site for receiving the hub. Each leg 111 may terminate in a foot 113. The foot 113 may include one or more apertures for receiving a bolt to bolt the hub in place.
Each hub, and optionally each station of each hub, may include a nightlight illuminating port openings to indicate where an electric vehicle should be placed on the hub, via coupling of the adapter to the receiver. More specifically, the nightlight may illuminate all or a portion of the receptacles of a hub coupling mechanism.
Each station may include one or more light indicators 326 disposed on the hub 104 for providing visual indication regarding the status of the station. For example, the light indicator 326 may have distinct colors assigned for different operating conditions of the associated station receiver 106 of the hub 104 such as open, docked, charging, done charging, experiencing an error, etc. In some embodiments, a light indicator 326 may change colors, such as from green to yellow, or patterns, such as from solid to flashing, to signify that an electric vehicle 102 has been docked to its corresponding receiver 106.
In the embodiment of
In some embodiments, the hub may have a speaker system that can be used for communication with a user. The hub may audibly indicate when a port is locking or unlocking, when an error has occurred, how much charging time a user has purchased, and/or other information.
The hub may further be equipped with an alarm system. For example, the hub may have sensors for detecting when a port is being forced to unlock, shaking, or moving. The hub may generate an audible alarm upon detection of movement consistent with theft.
The hub has internal circuitry for supplying power to each receiver, or hub coupling mechanism, such that power may be drawn by an adapter, or vehicle coupling mechanism, and supplied to an associated electric vehicle.
As shown, the receiver 106 of the hub 104 may further include a weather seal 324 coupled to the front of the receiver 106 to shield the receiver 106 from moisture and/or debris. In some configurations, a gasket (now shown) may be disposed between the weather seal 324, also referred to as a weather cover or a faceplate, and the hub 104 and/or the receiver 106. The components of the receiver 106 behind the weather seal 324 may be referred to as a port assembly.
As shown in
The electrical contacts 310 may be configured to abut the first and second docking members 302a, 302b when they are engaged with the first and second receptacle 308a, 308b. For example, the electrical contacts 310 may be biased toward the first and second receptacle 308a, 308b to ensure contact with the first and second docking members 302a, 302b when they are engaged with first and second receptacle 308a, 308b. Accordingly, when the first and second docking members 302a, 302b are engaged with the first and second receptacle 308a, 308b, the hub 104 is placed in electrical communication with the adapter 108 of the electric vehicle 102 to communicate with the electric vehicle 102 and/or charge the batteries of the electric vehicle 102.
As previously discussed, the receiver 106, or hub coupling mechanism, may include at least one locking assembly 314 for retaining at least one of the first and second docking members 302a, 302b within the first receptacle 308a and/or the second receptacle 308b, respectively, to limit movement of the adapter 108 relative to the receiver 106 of the hub 104. In the configuration shown, the receiver 106 includes two locking assemblies 314 to retain both the first and second docking members 302a, 302b relative to the first and second receptacles 308a, 308b, respectively. In one embodiment, each of the locking assemblies 314 includes a latch 316 configured to move between the locked position 316L and the unlocked position 316U. In the locked position 316L, the latch 316 is configured to engage one of the catches 312a, 312b to selectively retain its corresponding docking members 302a, 302b within their corresponding receptacles 308a, 308b. In the unlocked configuration 316L, the latch 316 is spaced from the catches 312a, 312b such that the docking members 302a, 302b may translate relative to their corresponding receptacles 308a, 308b.
It is to be appreciated that while a plurality of embodiments are disclosed, components or aspects of each embodiment may be readily interchanged with similar components or aspects of another embodiment.
The first port component box and the second port component box encapsulate the first and second ports within a main tube of the hub. Main tubes may be connected together to create larger continuous hubs for increased parking.
An IoT is provided and used to connect to, for example, a cellular network, to communicate with a backend system. Communication may include information about the status of each hub and the stations or ports within that hub. Status include, for example, electric vehicle parked, parking available, port down, charging enabled, charging disabled, supercharging enables, vehicle batter SOC (status of charge), and the like.
The hubs are in communication with a backend system. The backend system may be in communication with a micromobility charging network app and may include a partner mobile app. In some embodiments, the backend system may be in constant communication with the micromobility charging network app and/or the partner mobility app. The partner apps may be integrated over an outward API.
A nightlight may be provided to illuminate port openings of a station in low light. The port assembly has status lights showing status of each station. The station may be unlocked via a push button or communication from a tag associated with the adapter on the electric vehicle.
Induction sensors check whether a vehicle is docked in the port of a station. When a vehicle is properly docked, solenoid locks may be actuated to lock the vehicle into the port for security. The charging rail(s) provide physical connection to the electric vehicle for charging.
Several configurations have been discussed in the foregoing description. However, the configurations discussed herein are not intended to be exhaustive or limit the invention to any particular form. The terminology which has been used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations are possible in light of the above teachings and the invention may be practiced otherwise than as specifically described.
As used herein, the terms “substantially” or “generally” refer to the complete or nearly complete extent or degree of an action, characteristic, property, state, structure, item, or result. For example, an object that is “substantially” or “generally” enclosed would mean that the object is either completely enclosed or nearly completely enclosed. The exact allowable degree of deviation from absolute completeness may in some cases depend on the specific context. However, generally speaking, the nearness of completion will be so as to have generally the same overall result as if absolute and total completion were obtained. The use of “substantially” or “generally” is equally applicable when used in a negative connotation to refer to the complete or near complete lack of an action, characteristic, property, state, structure, item, or result. For example, an element, combination, embodiment, or composition that is “substantially free of” or “generally free of” an element may still actually contain such element as long as there is generally no significant effect thereof.
To aid the Patent Office and any readers of any patent issued on this application in interpreting the claims appended hereto, applicants wish to note that they do not intend any of the appended claims or claim elements to invoke 35 U.S.C. § 112(f) unless the words “means for” or “step for” are explicitly used in the particular claim.
Additionally, as used herein, the phrase “at least one of [X] and [Y],” where X and Y are different components that may be included in an embodiment of the present disclosure, means that the embodiment could include component X without component Y, the embodiment could include the component Y without component X, or the embodiment could include both components X and Y. Similarly, when used with respect to three or more components, such as “at least one of [X], [Y], and [Z],” the phrase means that the embodiment could include any one of the three or more components, any combination or sub-combination of any of the components, or all of the components.
In the foregoing description various embodiments of the present disclosure have been presented for the purpose of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise form disclosed. Obvious modifications or variations are possible in light of the above teachings. The various embodiments were chosen and described to provide the best illustration of the principals of the disclosure and their practical application, and to enable one of ordinary skill in the art to utilize the various embodiments with various modifications as are suited to the particular use contemplated. All such modifications and variations are within the scope of the present disclosure as determined by the appended claims when interpreted in accordance with the breadth they are fairly, legally, and equitably entitled.
This application claims priority to U.S. Provisional Application 63/293,307, entitled “SYSTEM FOR USE IN DOCKING AND CHARGING MICRO-MOBILITY ELECTRIC VEHICLES”, filed Dec. 23, 2021.
| Number | Date | Country | |
|---|---|---|---|
| 63293307 | Dec 2021 | US |
