U.S. patent application number 12/950298 was filed with the patent office on 2012-05-24 for battery charger having non-contact electrical switch.
This patent application is currently assigned to DELPHI TECHNOLOGIES, INC.. Invention is credited to JEFFREY S. KIKO, Steven William Marzo, Brian D. Pasha, Joseph Matthew Senk.
Application Number | 20120126747 12/950298 |
Document ID | / |
Family ID | 46063735 |
Filed Date | 2012-05-24 |
United States Patent
Application |
20120126747 |
Kind Code |
A1 |
KIKO; JEFFREY S. ; et
al. |
May 24, 2012 |
BATTERY CHARGER HAVING NON-CONTACT ELECTRICAL SWITCH
Abstract
The handle of a charge coupler includes a mechanical latch that
securely mechanically locks the handle to the vehicle passively
when the handle is manually attached to the vehicle by a human
operator to create an electrical connection between the vehicle and
the charger. The handle also has an actuator movable by the
operator from a deactivated state to a first and a second position
activated state. The mechanical latch operates independently of the
state of the actuator when the handle is being manually attached
but being mechanically released by the actuator when it is moved to
its second activated state. A non-contact electrical switch means
associated with the actuator breaks the electrical connection when
the actuator is moved to the first position activated state before
releasing the mechanical latch at said second activated
position.
Inventors: |
KIKO; JEFFREY S.; (Kent,
OH) ; Senk; Joseph Matthew; (Cortland, OH) ;
Pasha; Brian D.; (Cortland, OH) ; Marzo; Steven
William; (Cortland, OH) |
Assignee: |
DELPHI TECHNOLOGIES, INC.
Troy
MI
|
Family ID: |
46063735 |
Appl. No.: |
12/950298 |
Filed: |
November 19, 2010 |
Current U.S.
Class: |
320/109 |
Current CPC
Class: |
Y02T 90/14 20130101;
B60L 53/305 20190201; Y02T 10/7072 20130101; B60L 53/18 20190201;
B60L 11/1818 20130101; Y02T 90/167 20130101; Y04S 30/14 20130101;
Y02T 90/169 20130101; B60L 2240/36 20130101; Y02T 90/12 20130101;
B60L 53/65 20190201; Y02T 10/70 20130101; B60L 3/0069 20130101;
Y02T 90/16 20130101; B60L 53/16 20190201 |
Class at
Publication: |
320/109 |
International
Class: |
H02J 7/00 20060101
H02J007/00 |
Claims
1. An electric vehicle charge coupler for both mechanically and
electrically coupling and decoupling a charger to said vehicle,
comprising: a handle including a mechanical latch that securely
mechanically locks said handle to said vehicle passively when said
handle is manually attached to said vehicle by a human operator to
create an electrical connection between said vehicle and said
charger, said handle also having an actuator movable by said
operator from a deactivated state to a first and a second position
activated state, said mechanical latch operating independently of
the state of said actuator when said handle is being manually
attached but being mechanically released by said actuator when it
is moved to its second activated state, a non-contact electrical
switch means associated with said actuator to break said electrical
connection when said actuator is moved to said first position
activated state before releasing said mechanical latch at said
second activated position, and biasing means to automatically move
said actuator back to its deactivated state when released by said
operator.
2. The charge coupler according to claim 1, wherein said switch
means comprises a hall-effect sensor and the activator comprises a
dual-mode push button including a magnet to supply magnetic flux to
operatively control said hall-effect sensor.
3. The charge coupler according to claim 2, wherein the dual-mode
push button includes, (i.) a rest position associated with the
deactivated state, (ii.) a first depress position associated with
the first position activated state, (iii) a second depress position
associated with the second position activated state, the first
depress position having at a first travel distance from the rest
position and the second depress position having a second travel
distance from the rest position, said second travel distance being
greater than said first travel distance in relation to the rest
position, said magnetic flux being supplied to the hall-effect
sensor when the push button is disposed in the rest position when
in said electrical connection and said magnetic flux being removed
from affecting the hall-effect sensor when the push button is urged
to one of the first depress position and the second depress
position.
4. The charge coupler according to claim 2, further including, an
electrical switching device intermediate the hall effect sensor and
the electrical connection.
5. The charge coupler according to claim 1, wherein said switch
means comprises an electrical circuit comprising a reed switch and
the activator includes a dual-mode push button.
6. The charge coupler according to claim 1, further including, a
thermal shutdown device for sensing an over-temperature condition
in an environment proximate said coupler, and when said
over-temperature condition is sensed by said thermal device, said
thermal shutdown device is operable to determine an operational
state of the electrical connection.
7. The charge coupler according to claim 1, wherein said vehicle
includes a connector having a shoulder and the activator engages
the mechanical latch so that an end of the mechanical latch
disengages from the shoulder so that said coupler is removeably
disengageable from said connector.
8. The charge coupler according to claim 3, wherein said electrical
connection comprises electrical resistance states, a first
resistance state being a low resistance state when said dual-mode
push-button is in a rest position and a second resistance state
being a high resistance state when said electrical connection is
broken.
9. An electric vehicle charging system comprising: a charger being
releasably coupled to a power source to provide power means for the
charger and at least one power electrical signal; and a charge
coupler for both mechanically and electrically coupling and
decoupling said charger to said vehicle, said charge coupler
including, a handle including a mechanical latch that securely
mechanically locks said handle to said vehicle passively when said
handle is manually attached to said vehicle by a human operator to
create an electrical connection between said vehicle and said
charger, said handle also having an actuator movable by said
operator from a deactivated state to a first and a second position
activated state, said mechanical latch operating independently of
the state of said actuator when said handle is being manually
attached but being mechanically released by said actuator when it
is moved to its second activated state, a non-contact electrical
switch means associated with said actuator to break said electrical
connection when said actuator is moved to said first position
activated state before releasing said mechanical latch at said
second activated position, and biasing means to automatically move
said actuator back to its deactivated state when released by said
operator.
10. The charging system according to claim 9, wherein the switch
means is a hall-effect sensor and the activator includes a
dual-mode push button including a magnet to supply magnetic flux to
operatively control the hall-effect sensor.
11. The charging system according to claim 10, wherein the
dual-mode push button includes, (i.) a rest position associated
with the deactivated state, (ii.) a first depress position
associated with the first position activated state, (iii) a second
depress position associated with the second position activated
state, the first depress position having at a first travel distance
from the rest position and the second depress position having a
second travel distance from the rest position, said second travel
distance being greater than said first travel distance in relation
to the rest position, said magnetic flux being supplied to the
hall-effect sensor when the push button is disposed in the rest
position when in said electrical connection and said magnetic flux
being removed from affecting the hall-effect sensor when the push
button is urged to one of the first depress position and the second
depress position.
12. The charging system according to claim 9, wherein the switch
means includes an electrical circuit having a reed switch and the
activator includes a dual-mode push button.
13. The electrical charging system of claim 9, wherein the power
source is one of, (i.) 120 V.sub.AC, and (ii) 240 V.sub.AC.
14. A method to mechanically and electrically couple and decouple a
charger to a vehicle, comprising: passively mechanically connecting
a mechanical latch in a handle of a charge coupler that
mechanically locks the handle to the vehicle when the handle is
manually attached by a human operator to said vehicle to create an
electrical connection between said charger and said vehicle, said
charge coupler being in electrical communication with said charger
and said handle including an actuator movable by said operator from
a deactivated state to a first and a second position activated
state, said mechanical latch operating independently of the state
of said actuator when said handle is being manually attached but
configurable to be mechanically released by said actuator when it
is moved to its second activated state; partially inducing the
activator to the first position activated state to operatively
control a non-contact electrical switch means associated with said
actuator to break said electrical connection before releasing said
mechanical latch at said second activated position; and completely
inducing said activator to the second position activated state such
that the mechanical switch engages the mechanical latch to
mechanically unlock the handle from the vehicle so that the handle
is manually removeable by said operator from the vehicle.
15. The method according to claim 14, wherein the steps in claim 14
occur in the order recited.
16. The method according to claim 14, wherein the step of partially
inducing the activator further includes the switch means being a
hall-effect sensor and the activator being a dual-mode push button
that includes a magnet that moves with depression of the dual-mode
push button.
17. The method according to claim 14, wherein the steps of the
method further include the activator being a dual-mode push button,
the dual-mode push button including, (i.) a rest position
associated with the deactivated state, (ii.) a first depress
position associated with the first position activated state, (iii)
a second depress position associated with the second position
activated state, the first depress position having at a first
travel distance from the rest position and the second depress
position having a second travel distance from the rest position,
said second travel distance being greater than said first travel
distance in relation to the rest position, said magnetic flux being
supplied to the hall-effect sensor when the push button is disposed
in the rest position when in said electrical connection and said
magnetic flux being removed from affecting the hall-effect sensor
when the push button is urged to one of the first depress position
and the second depress position.
18. The method according to claim 14, wherein the step of partially
inducing the activator further includes the switch means being a
reed switch and the activator being a dual-mode push button that
includes a magnet that moves in a direction of travel associated
with depression of the dual-mode push button.
19. The method according to claim 14, wherein the vehicle comprises
one of, (i) an electric vehicle, and (ii) a hybrid electric
vehicle.
Description
TECHNICAL FIELD
[0001] This invention is directed to a battery charger for a
vehicle, more particularly, a charge coupler includes a handle in
electrical communication with the charger and provisions in the
handle electrically manage an electrical connection state with the
vehicle independent from a mechanical connection state with the
vehicle.
BACKGROUND OF INVENTION
[0002] It is known, referring to FIG. 1, to electrically charge a
battery of an electric vehicle (2) using a battery charging system
(3) that is connected to the vehicle (2). The charging system (3)
includes a control box (4) connected to a vehicle coupler (5). The
vehicle coupler (5) is attached to the vehicle (2) to charge the
battery. The vehicle coupler includes a mechanical switch (6). When
the mechanical switch (6) is closed, an electrical output changes
state so that the vehicle (2) senses the presence of the vehicle
coupler (5) and enables charging of the battery by the system (3).
When a latch mechanism (not shown) is operated by a pulling of
another trigger (not shown) or a pressing of a button (not shown),
mechanical switch (6) is cycled, that is, mechanical switch (6)
moves from a closed to an open position. When mechanical switch (6)
is released, it returns back to its closed position. The contacts
(not shown) of the mechanical switch (6) are subject to wear and
may actually wear out with repeated use of the mechanical switch
(6) that may lead to a decreased product life and require early
undesired servicing of the mechanical switch (6). Additionally, a
potentially unsafe situation may develop if the vehicle coupler (5)
is disconnected from the vehicle (2) by an operator of the system
(3) while the battery is simultaneously being electrically charged,
otherwise known as a hot disconnect of the vehicle coupler (5). The
electrical circuit as shown in prior art FIG. 1 is described in a
SAE J-1772 standard for hybrid electric vehicles and electric
vehicles.
[0003] Hybrid electric vehicles and electric vehicles are gaining
in popularity with consumers in the marketplace. And because these
vehicles may use little or no hydrocarbon fuel, they rely more
heavily on the energy provided by the vehicle's battery to power a
vehicle along a road. As an energy charge state of the battery of
the electric vehicle decreases, the battery may need to be
electrically recharged back to a fully charged energy state. As
electric vehicles become more prominent, the need for battery
charging systems to recharge batteries for these vehicles
increases. It is desirable to provide a battery charging system
that eliminates the shortcomings of the prior art as shown in FIG.
1. It is also desirable to recharge a battery with a system that
provides increased safety and convenience for a user of the battery
charging system.
[0004] Accordingly, what is needed is a reliable battery charging
system that provides increased safety and convenience for a human
operator of the battery charging system.
SUMMARY OF THE INVENTION
[0005] According to one aspect of the invention, a charge coupler
for an electric vehicle both mechanically and electrically couples
and decouples a charger to the vehicle. The charge coupler includes
a handle having a mechanical latch. The mechanical latch securely
locks the handle to the vehicle passively when the handle is
manually attached to the vehicle by a human operator to create an
electrical connection between the vehicle and the charger. The
handle also includes an actuator moveable by the operator from a
deactivated state to a first and a second position activated state.
The mechanical latch operates independently of the state of the
actuator when the handle is being manually attached but being
mechanically released by the actuator when it is moved to its
second position activated state. A non-contact electrical switch
means is associated with the actuator to break the electrical
connection when the actuator is moved to the first position
activated state before releasing the mechanical latch at the second
position activated position. A biasing means automatically moves
the actuator back to its deactivated state when released by the
operator.
[0006] In another aspect of the invention, a charging system for an
electrical vehicle includes the handle having the mechanical latch
that operates independently of the state of the actuator when the
handle is being manually attached but is mechanically released by
the actuator when it is moved to its second position activated
state. The charging system also includes the non-contact electrical
switch means associated with the actuator to break the electrical
connection when the actuator is moved to the first position
activated state before releasing the mechanical latch at the second
position activated position.
[0007] In a further aspect of the invention, the non-contact
electrical switch means is a hall-effect sensor and the activator
is a dual-mode push button.
[0008] In yet another aspect of the invention, a method of
mechanically and electrically coupling and decoupling a charger to
a vehicle is presented.
[0009] According to an alternate embodiment of the invention, the
non-contact electrical switch means is a reed switch and the
activator is a dual-mode push button.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] This invention will be further described with reference to
the accompanying drawings in which:
[0011] FIG. 1 is a prior art electrical circuit for providing an
output signal to facilitate electrical charging of a battery of a
vehicle;
[0012] FIG. 2 is perspective view of an electrical charging system
that includes a charging station coupled to a charge coupling
handle containing a switch means and an activator according to the
invention;
[0013] FIG. 3A is a partial cut-away view of the charge couple
charge coupling handle of FIG. 2 with the activator in a rest
position;
[0014] FIG. 3B is a partial cut-away view of the charge couple
charge coupling handle of FIG. 2 with the activator in a first
depress position;
[0015] FIG. 3C is a partial cut-away view of the charge couple
charge coupling handle of FIG. 2 with the activator in a second
depress position;
[0016] FIG. 4 is a magnified view of an extending portion of a
dual-mode push button of the charge coupling handle of FIG. 3C that
includes a magnet;
[0017] FIG. 5 is an electrical circuit schematic diagram of the
switch means of FIG. 2 that includes a hall-effect sensor;
[0018] FIG. 6 is a block diagram of a method to mechanically and
electrically couple and decouple the electrical charging system of
FIG. 2;
[0019] FIGS. 7A-7C are truth tables showing operation states for
elements associated with the switch means and the activator in the
electrical charging system of FIG. 2; and
[0020] FIG. 8 is an electrical circuit schematic diagram of the
switch means that includes a reed switch according to an alternate
embodiment of the invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0021] A drivetrain of a vehicle is a group of components in the
vehicle that generate power and deliver this power through the
wheels of the vehicle to a road surface. A hybrid electric vehicle
and an electrical vehicle each use a battery to power the
drivetrain of their respective vehicles. A hybrid electrical
vehicle uses a hydrocarbon fuel engine in combination with a
battery disposed on the vehicle to power the drivetrain of a
vehicle. An electric vehicle powers the drivetrain solely by using
energy from a battery. The battery of the hybrid electric vehicle
and the electric vehicle may include a plurality of batteries
connected in series or parallel connection to form a single
battery. As the vehicle is driven, or otherwise used by a human
operator of the vehicle such as when powering the radio or
windshield wipers apart from powering the drivetrain, the
electrical charge on the battery may decrease such that the battery
needs to be electrically recharged back to a fully charged
electrical state. Recharging a battery may be accomplished using an
electrical charging system that releasably connects with the
vehicle. The charging assembly supplies the electrical charge to
provide and fill the battery with electrical charge in a similar
manner to a fuel pump that pumps hydrocarbon fuel into a fuel tank
to supply an engine that operates using hydrocarbon fuel. A portion
of the charging assembly may be connected with the electric vehicle
and another portion of the assembly may be connected to an
electrical power source to allow the charging assembly to
electrically charge the battery of the vehicle.
[0022] According to FIG. 2, a charging system 10 is presented to
electrically charge a battery 12 of an electric vehicle 14.
Alternately, the vehicle may be a hybrid electrical vehicle or any
other type of motorized transportation where a battery needs
electrically charged. System 10 includes a charger, or charging
station 16, a charge coupling handle 18, and a cord, or cable 20
that electrically links station 16 with handle 18. System 10 is of
a size suitable to package in electric vehicle 14 for storage when
not in use. For example, system 10 may be stored in a trunk or an
interior space of vehicle 14. Thus, system 10 may be portable with
vehicle 14. System 10 may be removed from storage in vehicle 14
when battery 12 of vehicle 14 requires electrical charging of
battery 12 back to a fully charged electrical state.
[0023] Handle 18, as illustrated in FIG. 2, is being coupled to a
vehicle inlet receptacle, connection, or connector 22 disposed on
vehicle 14. Inlet connector 22 passes electrical charge from
charging system 10 to electrically charge battery 12. Inlet
connection 22 is disposed at a rear exterior portion of vehicle 14
at a height suitable to allow handle 18 to be easily mated to inlet
connector 22. Alternately, the vehicle inlet connection may be
disposed at any interior or exterior location on the vehicle.
Locating the vehicle inlet connection away from a rear portion of
the electric vehicle may assist vehicle operators and other
consumers to identify the vehicle as an electric vehicle in
contrast to a vehicle that operates on hydrocarbon fuel that has
typically and historically been fueled in the rear portion of the
vehicle.
[0024] Referring to FIGS. 2-3, handle 18 contains one or more wire
conductors 24 that may provide uni-directional or bi-directional
flow of electrical signals between handle 18 and vehicle 14. Some
of the wire conductors 24 are routed through cable 20 to charger
16. At least one of the wire conductors 28 of the one or more wire
conductors 24 carries a power signal to charge battery 12 of
vehicle 14. Wire conductors routed in cable 20 may be enclosed with
an insulative, protective outer cover 26. For example, the
insulative outer cover may be formed of a plastic sheath or formed
using electrical tape wound about the wire conductors. Wire
conductors 28 carrying power signals are sufficiently sized to
carry a current or voltage load to effectively charge battery 12 of
vehicle 14. In one embodiment, two wire conductors carrying power
signals are routed through cable 20 and handle 18 into vehicle 14.
Other wire conductors in cable 20 routed through handle 18 may
carry electrical control signals that communicate between charging
station 16 and a charge controller 89 to facilitate electrical
charging of battery 12. For example, one such control signal is a
pilot signal that the controller uses to handshake, and communicate
with the charging station. Controller 89 manages the electrical
charging of battery 12. Controller 89 receives current through the
wire conductors 28 carrying power signals from handle 18 and may
select to not transmit these signals to battery 12. Controller 89
may further process, or filter these power signals before supplying
the filtered power signals to battery 14. Alternately, the vehicle
may use other vehicle-side electrical circuit configurations and
charge controller types that are effective to supply the electrical
energy from the one or more power signals using the other control
signals routed through the charge couple handle to the power
station to electrically charge the battery of the vehicle. These
other configurations are left for contemplation by the
artesian.
[0025] Charging station 16 includes a housing 29. Housing 29 may be
constructed of solid material such as metal or plastic. Electrical
circuits that form the at least one power signals carried on wire
conductors 28 in cable 20 are disposed in housing 29 and receive
the voltage and/or the current from a power source (not shown).
Station 16 receives power from the power source into housing 29
through an electrical cord 30. A plug end 32 of cord 30 is received
by a 120 volt alternating current (AC) receptacle outlet. This
voltage level is typical of what may be found when connected to an
AC electrical outlet in a garage of a vehicle owner in the United
States. Alternately, the charging station may have a power source
with 240 volts of alternating current. Using a charging station
that is powered by a power source of 240 volts AC provides more
current or voltage load to charge a battery that results in
charging, or recharging a battery in a less amount of time than
system 10 that uses a power source of 120 volts AC. Alternately, a
battery charging station may be provided that requires connection
to a power source that is a voltage level other than 120 or 240
volts AC including power sources that operate on direct current
(DC).
[0026] Handle 18 includes a body 34 formed from a left portion 36
and a right portion 38. Portions 36, 38 are mateable together, and
when assembled together, define a space, or passage 40 through
handle 18. Portions are 36, 38 are formed of a molded material such
as plastic. Preferably, handle 18 is formed of a flame retardant
material that may be approved and listed by Underwriters Laboratory
(UL). Alternately, the body of the charge coupling handle may be
integrally formed. Portions 36, 38 may be fastened together with
fasteners such as screws, rivets, an adhesive, and the like. In
another embodiment, seven screws attach the left and the right
portion together.
[0027] Referring to FIG. 3A-3C, handle 18 includes a handle
connector 42. Handle connector 42 is attached to one end of handle
18 adjacent passage 40. Handle connector 42 is suitable to mate
with vehicle inlet connector 22 which receives handle connector 42.
Handle connector 42 is a male connector and vehicle inlet connector
42 is a corresponding female connector 22. Alternately, the
connections means may be a female connector and vehicle inlet
connector be a male connector. Preferably, handle connector 42 is
formed of a connector that is a SAE J-1772 approved connector.
Alternately, the handle connector may be of any type connector that
has a corresponding mating vehicle inlet connector that is
attachable to the body of the handle. As previously described
herein, charge couple handle 18 is electrically tethered to station
16 by cable 20. Wire conductors 24 are received in passage 40 at
another end of handle 18 remote from handle connector 42. Wire
conductors 28 carrying power signals are routed through passage 40
and received into handle connector 42. Handle connector 42 and
passage 40 are suitable to route any electrical signal through wire
conductors 24 in handle 18 needed to charge battery 12 of vehicle
14. A grommet 44 is attached to an end of handle 18 that receives
cable 20. Grommet 44 is effective to provide strain relief for
cable 20 into handle 18. Preferably, grommet 44 and handle
connector 42 are secured in body 34 when portions 36, 38 are joined
together.
[0028] Handle 18 mechanically and electrically couples and
decouples charging station 16 with vehicle 14. Handle 18 includes a
non-contact electrical switch means 48 and a mechanical latch 54
that are operatively associated with an activator 50. Switch means
48 is disposed on a printed circuit board (PCB) 81 in handle 18 and
includes a wire conductor that serves as an electrical output for
switch means 48, or an electrical connection 52 that communicates
with handle connector 42 to vehicle 14 when handle connector 42 is
connected to vehicle inlet connector 22. Mechanical latch 54
securely mechanically locks handle 18 to vehicle 14 passively when
handle 18 is manually attached to vehicle 14 by a human operator
between vehicle 14 and charger 16. Activator 50 in combination with
switch means 48 is adapted to alter the resistance state of
electrical connection 52 between a high and a low resistance state.
Preferably, the high resistance state is about 480 ohms and the low
resistance state is about 150 ohms. Electrical connection 52 is
provided a 5 V.sub.DC supply voltage through vehicle 14 when handle
connector 42 of handle 18 is connected to vehicle inlet connector
22. Alternately, a different level of supply voltage may be
utilized. Actuator 50 is movable by the operator from a deactivated
state 73 to a first and a second position activated state 74, 76
and mechanical latch 54 operates independently of the state of
actuator 50 when handle 18 is being manually attached to inlet
connector 22 but being mechanically released from inlet connector
22 by actuator 50 when it is moved to its second activated state
76. Switch means 48 is associated with actuator 50 to break
electrical connection 52, or put electrical connection 52 in a high
resistance state, when actuator 50 is moved to first position
activated state 74 before releasing mechanical latch 54 at second
activated position 76. Electrical connection 52 is still physically
electrically connected to inlet connector 22, but electrical
connection is broken by being altered to a high resistance state.
In this manner, switch means 48 combines with activator 50 to
affect a resistance state of electrical connection 52 to vehicle 14
when handle 18 is connected to vehicle 14, and vehicle 14 responds
back to system 10 so that system 10 electrically manages, or
controls the flow of electrical current through wire conductors 28
carrying power signals in handle 18 and into vehicle 14 to allow
electrical charging of battery 14 apart from independently
mechanically managing a connection state of handle connector 42 in
communication to vehicle inlet connector 22. Unplugging of
electrical connection 52 from vehicle inlet connection 22 may not
easily occur until electrical connection 52 is electrically broken,
or in a high resistance state as seen by controller 89 of vehicle
14.
[0029] Referring to FIGS. 3A-3C, activator 50 is a momentary
dual-activation push button 56. Momentary is defined as lasting for
the moment the push-button is actually depressed. Push button 56 is
disposed along a longitudinal axis A as best illustrated in FIG.
3A. Push button 56 is mounted to body 34 of handle 18 so that a
head portion 58 of push-button 56 is accessible to a human operator
(not shown) of handle 18. Push button 56 is fitted into an aperture
59 in handle 18. Flanges 57 surround the aperture 59 so that
flanges 57 provide an interference fit for push button 56 in
combination with a force supplied by biasing means, or spring 62.
Spring 62 is effective to automatically move actuator 50 back to
its deactivated state when released by the operator. Preferably,
handle 18 is ergonomically designed so as to be grasped with a hand
of the operator of system 10. One such handle is described in
United States application Ser. No. 29/376,111 and is incorporated
by reference herein. Alternately, push-button portion may be
disposed anywhere along the external surface of handle 18.
[0030] Push button 56 includes a spring 62 to bias head portion 58
and an extending portion 64 that depends axially away from head
portion 58 adjacent spring 62. Push button 56 is constructed of a
rigid, dielectric material such as plastic. Extending portion 64
includes a magnet 66 that is secured in extending portion 64.
Preferably, magnet 66 is cylindrical. Referring to FIG. 4, magnet
66 is secured in extending portion 64 that includes a magnet
retainer 67. Magnet retainer 67 receives magnet 66 at a start
position 61 being installed with a tool (not shown) that allows
placement of magnet 66 into start position 61 of retainer 67 so
that magnet 66 is urged to slide down a ramp 63 using the tool into
a locked position 65 in retainer 67. The tool used to install the
magnet may be similar to a terminal pick having a pointed end
having a custom form used to capture magnet 66 on its cylindrical
axis and prevents magnet 66 from tipping over during installation
in retainer 67. When head portion 58 is in a rest position as best
illustrated in FIG. 3A, magnet 66 is proximate and overlying switch
means 48. Extending portion 64 moves in a forward axial direction
of axis A toward passage 40 when head portion 58 is depressed by
the operator. Correspondingly, referring to FIGS. 3B and 3C, magnet
66 travels to move away from switch means 48. Extending portion 64
moves in a rearward axial direction of axis A away and outwardly
from passage 40 when push-button portion is released by the
operator.
[0031] The deactivation position, or rest position of push button
56, is best illustrated in FIG. 3A. Rest position 73 of push button
56 occurs when push button 56 is not pressed, or depressed by the
operator of handle 18. Magnet 66 in rest position 73 of head
portion 58 supplies magnetic flux to switch means 48. Spring 62
provides bias to push button 56 to position head portion 58 above
external surface 60 of handle 18. A first mode of push button 56 is
push button 56 being activated, or depressed in an axial first
travel direction by the operator to first position activated state,
or first depress position 74 as best illustrated in FIG. 3B. First
depress position 74 is also a partial depress position for push
button 56. First depress position 74 axially submerges a section of
head portion 58 below external surface 60. Magnet 66 is moved
remotely from being over switch means 48 in first depress position
74. For example, the first travel direction of head portion 58 to
the first depress position 74 from rest position 73 may be a
distance of 6 millimeters from rest position 71 of push button 56.
A second mode of push button 56 is push button 56 being activated,
or depressed in an axial second travel direction further from the
first travel direction by the operator to a second position
activation state, or a second depress position 76 as best
illustrated in FIG. 3C. Second depress position 76 is a complete
depress position of push button 56. Magnet 66 in second rest
position 76 of head portion 58 is moved even more remotely from
being over switch means 48 from rest position 73 and also is
further remote from first depress position 74. Second depress
position 76 axially substantially submerges head portion 58 below
external surface 60 so that a surface of head portion 58 is about
level with external surface 60. For example, a distance of the
second travel direction may be 9 millimeters to second rest
position 76 from rest position 71 of push button 56. Second depress
position 76 has a length of travel along axis A that is greater
than a length of travel of first depress position 74 where the
second travel direction is greater than the first travel direction.
A force provided by spring 62 moves head portion 58 back to a rest
position from first depress position 74 or a second depress
position 76.
[0032] Mechanical latch 54 of handle 18 includes a hook portion 70
and an engaging portion 72 opposite hook portion 70 that engages
with push button 56. Latch 54 may be made of any solid material,
such as metal or wood. Preferably, latch 54 is made of a dielectric
material that is a plastic material. Latch 54 is disposed in
passage 40 in handle 18 being secured to handle 18 with a fastener
69. Fastener 69 may be a screw or rivet, and the like. Latch 54 is
also disposed in a rest position to engage a boss 77 in handle 18.
Latch 54 is in a neutral, or rest position when push button 56 does
not engage latch 54 as best illustrated in FIGS. 3A and 3B. Boss 77
provides a resting point for a portion of latch 54 nearest push
button 56 when latch is not engaged by head portion 58. Boss 77
also provides an anchor to stabilize latch 54 when latch 54
communicates with nib 82 of vehicle inlet connector 22 when handle
18 is connected to vehicle inlet connector 22. Depression of push
button 56 into second depress position 76 engages a bottom surface
78 of head portion 58 adjacent extending portion 64 against latch
54 so as to move hook portion 70 away from a shoulder 71 on vehicle
inlet connector 22 so that handle connector 42 is removeable, or
releaseable from vehicle inlet connector 22.
[0033] Referring to FIGS. 3-6, switch means 48 includes an
electrical circuit 79 including a hall-effect sensor 80. Switch
means 48 and hall-effect sensor 80 operate according to the truth
table shown in FIG. 7A-&C. The primary output resistance shows
the resistance states of electrical connection 52 as shown in FIGS.
5 and 7A-7C, and is the resistance as measured between electrical
connection 52 and ground when looking into electrical connection 52
from vehicle 14. Hall-effect sensor 80 is disposed in an integrated
circuit package that is mounted on PCB 81 along with associated
other circuitry to produce electrical connection 52. The associated
other circuitry on PCB 81 may include resistors, capacitors,
inductors, diodes, and the like. The hall-effect sensor 80 and
other associated circuitry may be attached to PCB 81 by soldering.
PCB 81 is disposed in passage 40 of handle 18. PCB 81 may be
secured to handle 18 in passage 40 using any suitable fastener.
Preferably, circuit board 18 is secured in passage 40 of handle 18
using screws. Hall-effect sensor 80 (U1) is positioned on circuit
board 81 and circuit board 81 has an orientation in passage 34 so
that hall-effect sensor 80 (U1) proximate to magnet 66 on push
button 56 that overlies hall-effect sensor 80 (U1) when push button
56 is in rest position 71 as best shown in FIG. 3A. When magnet 66
overlies hall-effect sensor 80 (U1) a sufficient amount of magnetic
flux radiates into sensor 80 that results in proximity output, or
electrical connection 52 having a first output state when handle
connector 42 is mated with vehicle inlet connector 22. A suitable
hall-effect sensor is commercially available from Allegro
Microsystems, Incorporated under the trade designation Omnipolar
Hall-Effect Digital Switches. A DC voltage power line 47 is
supplied by charging station 16 to PCB 81 of handle 18 to operate
circuit 79 and supply voltage to power hall-effect sensor 80 and a
lamp 75. Lamp 75 may need to operate even if handle 18 is not
connected to vehicle inlet connection 22. DC voltage power line 47
may be a 5 V.sub.DC electrical signal. Alternately, the DC voltage
power line may have a voltage level different from 5 V.sub.DC.
Circuit 79 is grounded to charging station 16 through ground 49.
Ground 49 may be connected with the battery charging system and the
battery charging system ground may be an earth ground. Alternately,
the grounds between the charging system and the vehicle may have a
common ground being the chassis ground of the vehicle. The chassis
ground may be earth ground.
[0034] Lamp 75 is useful to provide light that emits through
passage 40 and out from an aperture (not shown) in connector means
42 in handle 18 to illuminate a dark environment to locate vehicle
inlet connector 22. Lamp 75 is a light emitting diode 83 (LED1).
Alternately, lamp 75 may be any element or device that emits light
such as an incandescent bulb. A light pipe 84 focuses and transmits
the light provided by diode 83 (LED1) thru passage 40 and out
aperture in handle 18. Light pipe 84 may be secured in passage 40
by any suitable fastener, such as adhesive. Alternately, the lamp
may not be employed in the handle.
[0035] A thermal cutout device 85 (F1) is disposed on PCB 81 in
handle 18 and is suitable to sense if an over-temperature condition
exists at least in handle 18 which encompasses an environment about
thermal device 85. This environment may further extend out to
include vehicle inlet connection 22 when charge couple handle 18 is
connected with vehicle inlet connection 22. For example, an
over-temperature condition may be experienced if a hot thermal
failure develops in the handle when the handle is connected to
vehicle inlet connector 22. If thermal device 85 (F1) is activated
due to an over-temperature event, device 85 determines the output
state of electrical connection 52 as shown in truth table 167 in
FIG. 7C. Device 85 cuts out, or opens to determine the primary
output resistance of electrical connection 52 to a high resistance
state so controller 89 of vehicle 14 stops transmission of power
signals 28 through handle 18. Advantageously, this feature may
prevent handle 18 from becoming undesirably hot, emit a burning
odor, or becoming deformed due to the over-temperature condition.
Preferably, device 85 is tripped, or activated to be cut-out when a
temperature sensed by thermal device 85 exceeds 105 degrees Celsius
(.degree. C.).+-.5.degree. C. A suitable thermal shutdown device is
commercially available from Cantherm under the trade designation
Thermal Cutouts. If the over-temperature condition is induced due
to a vehicle side thermal failure, thermal device 85 is resettable
to allow handle 18 of station 10 to recover from the
vehicle-induced thermal failure. For example, device 85 is
recoverable when the temperature of device 85 is sensed to be about
70.degree. C., which is about 35.degree. C. below the 105.degree.
C. threshold. Preferably, thermal device 85 is strategically
positioned in handle 18 intermediate two power signals 28 disposed
within handle 18. Thermal device 85 is configured to be in physical
contact with the wire insulation of both wire conductors 28
carrying power signals to achieve the best response time in sensing
an over-temperature condition permeating through the wire
conductors 28 carrying power signals. Alternately, the thermal
cutout device may not be employed in the handle.
[0036] When handle connector 42 of handle 18 is not connected with
vehicle inlet connector 22, charging of battery 12 of vehicle 14
will not occur. Referring to FIG. 7A-C, reference numeral 164 shows
various states of operation associated with switch means 48 in
combination with activator 50 when handle 18 is not connected to
vehicle inlet connector 22. If head portion 58 of push button 56 is
depressed by the operator to at least first depress position 74,
LED 83 emits light through the aperture in handle 18 to provide
light in a darkened environment to locate vehicle inlet connection
22. LED 83 will stay on when head portion 58 is depressed past
first depress position 74 and also stays on when in second depress
position 76. The other operation states operate as shown in
reference numeral 164, but are irrelevant as handle 18 is not
connected to vehicle inlet connection 22.
[0037] Referring to FIGS. 3A-3C, 7A-7C, when station 16 is
connected to the 120 V.sub.AC power source, and handle connector 42
is connected to vehicle inlet connector 22, and head portion 58 is
in rest position 71, charging of battery 12 of vehicle 14 may
commence. Referring to FIGS. 6 and 7, method 150 is presented to
control electrical charging of battery 12 and reference numeral 165
shows the various states associated with switch means 48 in
combination with activator 50 when handle 18 is being mated to
vehicle inlet connection 22. One step 152 in method 100 is to
connect handle 18 to vehicle inlet connector 22 that passively
connects mechanical latch 54 with vehicle inlet connector 22. The
operator of system 10 grasps handle 18 and moves handle 18 towards
inlet connector 22. When inlet connector 22 is located by the
operator, handle connector 42 of handle 18 is mated to vehicle
inlet connector 22. Hook portion 70 of mechanical latch 54 rides
over nib 82 with insertion of handle connector 42 to engage
shoulder 71 of inlet connector 22. Nib 82 includes a ramp portion
that transitions into the outer surface of inlet connector 22.
Engagement of hook portion 70 against shoulder 71 prevents
inadvertent removal of handle 18 from inlet connector 22. This
secures latch 54 to vehicle inlet connection 22 in a locked state.
When handle 18 is mated to vehicle inlet connection 22 the supply
voltage for electrical connection 52 is provided by vehicle 14.
Terminals (not shown) in handle connector 42 are in electrical
communication with corresponding terminals (not shown) in vehicle
inlet connection 22 before hook portion 70 engages shoulder 71. For
example, the hook portion may engage the shoulder after about 1
millimeter of travel past where the terminals of the handle
connector and the terminals of the vehicle inlet connectors are
connected. When handle connector 42 is electrically connected with
vehicle inlet connection 22, wire conductors 28 carrying power
signals are provided for transmission through handle 18 to
electrically charge battery 12 on vehicle 14.
[0038] When handle 18 is mated to inlet connection 22 and head
portion 58 is in rest position 71 and push button 54 is not
depressed, electrical connection 52 is at a low resistance state
looking into electrical connection 52 as seen by vehicle 14. Magnet
66 is overlying hall-effect sensor 80 supplying magnetic flux to
hall-effect sensor 80 to ensure circuit 79 keeps electrical
connection 52 in a low resistance state. When controller 89 of
vehicle 14 senses the low resistance state of electrical connection
52, controller 89 communicates with charging system 10 to transmit
at least one power signal on wire conductor 28 through handle 18 to
charge battery 12 in vehicle 14.
[0039] When the operator desires to disconnect system 10 by
uncoupling handle 18 from vehicle inlet connector 22, the operator
depresses head portion 58 of push button 56 to second depress
position 76 which is step 162 in method 150. This may occur, for
example, when battery 14 has been completely electrically charged
and has a full electrical charge. When battery 12 has a full
electrical charge, system 10 is no longer needed. Second depress
position 76 cannot be attained until dual-mode push button is
induced, or moved initially through first depress position 74. The
depression of head portion 58 to first depress position 74 is
defined as a partial depress of head portion 58, as captured in
step 160 of method 150. The depression of head portion 58 to second
depress position 76 is defined as a complete depress of head
portion 58. When head portion 58 is induced to first depress
position 74, magnet 66 travels away from hall-effect sensor 80.
Magnetic flux no longer influences hall-effect sensor 80 and the
performance of circuit 79 operates to change the electrical state
of electrical connection 52 to a high resistance state. Controller
89 in vehicle 14 senses the high resistance state of electrical
connection 52 and configures system 12 to stop transmission of one
or more power signals 28 through handle 18. When wire conductors 28
carrying power signals are not transmitted, battery 12 is not being
electrically charged. In first depress position 74, latch 54 is
still in the locked state and handle 18 is not releasable from
vehicle inlet connection 22. When head portion 58 is depressed to
second depress position 76, surface 78 of head portion 58 engages
latch 54 to move latch 54 to a position that is outwardly away from
shoulder 71 of vehicle inlet connector 22 so that hook portion 70
of latch 78 is clear of shoulder 71. When latch 54 is clear of
shoulder 71, handle connector 42 of handle 18 may be removeably
uncoupled from vehicle inlet connection 22. Thus, the transmission
of power signals on wire conductors 28, which is defined as a hot
signal, is stopped before handle connector 42 of handle 18 is
removeable from vehicle inlet connector 22 to prevent handle 18
from being removed while battery 12 is still being charged. This
feature enhances the safety to the operator that uses charging
system 10. If the battery continued to be electrically charged
while the handle is also being disconnected from the vehicle inlet
connection, undesired electrical arcing across the terminals of the
handle connector and vehicle inlet connection may result which may
degrade these connections. Arcing may degrade these connections by
causing material of terminals in these connections to break away
resulting in high impedance in the connection which lowers the
effective electrical conductivity in the connection.
[0040] Referring to FIGS. 5 and 7A-7C, and turning our attention to
the operation of circuit 79, switch means 48 includes hall-effect
sensor 80 (U1) that has four modes of circuit operation when handle
connector 42 is mated to vehicle inlet connector 22. A first
operation state occurs when head portion 58 of push button 56 is in
rest position 71, or not depressed and thermal device 85 (F1) does
not sense an over-temperature condition in handle 18. A second
operation state occurs when head portion 58 is depressed to first
depress position 74 and thermal device 85 (F1) does not sense an
over-temperature condition. A third operation state occurs when
head portion 58 is depressed to second depress condition 76. A
forth operation mode occurs when thermal device 85 (F1) senses an
over-temperature condition in handle 18.
[0041] Referring to FIG. 5, thermal device 85 (F1) is electrically
connected to hall-effect sensor 80 (U1) and diode 83 (LED1) is in
electrical communication with hall-effect sensor 80 (U1) through
electronic transistor devices 86 (Q1), 87 (Q3). Transistor 86 (Q1)
provides the necessary current to operate diode 83 (LED1) when
transistor 86 (Q1) is turned on. Transistor 87 (Q3) provides a
buffer between the output of hall-effect sensor 80 (U1) and
transistor driver 87 (Q3). Electrical switching device, or
transistor device 88 (Q2) is in electrical communication with
hall-effect sensor 80 (U1) and with inlet connector 22 through PROX
line, or electrical connection 52, to controller 89 in vehicle 14.
Voltage suppressor 90 (TVS 1) is used to protect hall-effect sensor
80 (U1) from transient voltages that could be coupled onto the 5
V.sub.DC supply line by limiting the maximum voltage that may be
applied to hall-effect sensor 80 (U1). Resistors 91-101 are used to
provide proper biasing levels for respective transistors 86-88
(Q1-Q3). Capacitors 111, 113-114 provide additional electrical
filtering for electrical signals in circuit 79.
First Circuit Operation State--Hall-Effect Sensor
[0042] As previously described herein, the first state of operation
using hall-effect sensor 80 (U1) is where thermal device 85 (F1)
does not sense an over-temperature condition and head portion 58 of
push button 56 is in rest position 71. Referring to FIGS. 3A, 5,
and 6, the first operation state includes electrical connection 52
(prox) being in a low resistive state. The low resistance state is
attained when head portion 58 is in the rest position regardless of
whether handle 18 is connected or not connected to vehicle inlet
connection 22. Referring now to FIG. 3A, head portion 58 is not
depressed so that magnet 66 is centered over hall-effect sensor 80
(U1). A threshold of magnet flux supplied to sensor 80 (U1) ensures
an output of hall-effect sensor 80 (U1) electrically connecting
with transistor 87 (Q3) is at a low resistance state. This low
resistance state is output to transistor 86 (Q1) turns transistor
87 (Q1) off which subsequently turns off transistor 87 (Q3). With
transistors 86 (Q1), 87 (Q3) turned off, each transistor device has
an open collector output. With transistor 87 (Q3) being turned off,
diode 83 (LED1) is also turned off so no light emits from diode 83
(LED1) through aperture of handle connector 42 and out of handle
18. With transistors 86 (Q1) and 87 (Q3) being turned off, and the
collector of transistor 87 (Q3) being pulled near the 5V supply,
transistor 88 (Q2) is turned on and electrical connection 52 is at
a low voltage level or ground voltage potential.
Second Circuit Operation State--Hall-Effect Sensor
[0043] Referring to FIG. 3B and step 160 of method 150 in FIG. 6,
the second operation state is attained when the operator activates,
or depresses head portion 58 of push button 56 to a partially
induced position, or first depress position 74. Thermal device 85
(F1) does not sense an over-temperature condition in handle 18 and
electrical connection 52 is in a high resistive state. When push
button 56 is depressed to first depress position 74, magnet 66
moves away from hall-effect sensor 80 (U1). Magnetic flux decreases
such that the output of hall-effect sensor 80 (U1) is electrically
changed to be an open circuit having high impedance. With the
output of hall-effect sensor 80 (U1) being an open circuit, the
voltage on transistor 87 (Q3) is pulled up near the 5 V.sub.DC
supply voltage turning transistor 87 (Q3) on, which effectively
puts the collector of transistor 87 (Q3) at ground voltage
potential. With transistor 87 (Q3) turned on, transistor 87 (Q3
becomes saturated allowing the collector of transistor 87 (Q3) to
be pulled near the 5V supply voltage and transistor 86 (Q1) to be
turned on allowing current flow through transistor 87 (Q3) to
supply current to diode 83 (LED1) so that diode 83 (LED1) turns on.
Light from diode 83 (LED1) is provided through lightpipe 84 and
emits out from aperture of handle 18 illuminating an area beyond
the aperture of handle 18 in a dark environment to assist the
operator to locate vehicle connector 22. With transistors 86 (Q1)
and 87 (Q3) being turned on, and the collector of transistor 87
(Q3) being pulled near the ground voltage potential, transistor 88
(Q2) is turned off and electrical connection 52 attains a high
resistance state. The high resistance state is sensed by controller
89 in vehicle 14 and controller 89 electrically communicates with
station 16 through other wire conductors 24 in handle 18 to
transmit power signal on wire conductor 28 to charge battery 12 of
vehicle 14.
Third Circuit Operation State--Hall-Effect Sensor
[0044] In a third state of operation of hall-effect sensor U1, head
portion 58 is completely depressed, or depressed into second
depress position 76. The high resistance state of electrical
connection 52 is maintained as magnet 66 is even further removed
from hall-effect sensor 80. In second depress position 76, head
portion 58 engages latch 54. The cantilever action of the latch 54
causes hook portion 70 of latch 54 to move out and away from inlet
connection 22 and allow handle connector 42 to be removed from
inlet connection 22. As previously discussed herein, when push
button 56 is depressed to at least first depress position 74, light
emitting diode 83 (LED1) is activated. Diode 83 (LED1) also stays
on if head portion 58 is disposed between first depress position 74
and second position 76 or if push button 56 is in second depress
position 76.
Fourth Circuit Operation State--Hall-Effect Sensor
[0045] In a fourth state of operation thermal device 85 (F1) senses
on over-temperature condition in handle 18 and configures
electrical connection 52 in a high resistive state. Thermal device
85 cuts out, or breaks when the temperature in handle exceeds 105
degrees Celsius. The other elements associated with switch means 48
and activator 50 are `don't care` or irrelevant as illustrated by
reference numeral 167 in FIG. 7C. Thermal device 85 ensures
electrical connection 52 is configured to the high resistive state
that ensures transmission of power signals on wire conductors 28
are stopped. This provides enhances safety to the operator of
handle 18 of system 10. If the power signals transmit electrical
energy when an over-temperature condition occurs device 85
essentially mitigates overheating that may occur in handle 18 if
the contact resistance between the power terminals attached to wire
conductors 28 carrying of power signals of handle connector 42 and
vehicle inlet connection 22 increased for any reason, such as if
undesired dirt or debris gets trapped between this terminals. If
the power signals are not shut down, a constant current would
continue to be supplied through this increased resistance that
eventually results in undesired deformation of the terminal
contacts of wire conductors 28 carrying power signals. If the
deformation is severe, electrical conductivity may not occur.
[0046] Referring to FIG. 8, in an alternate embodiment of the
invention where similar elements have reference numerals differing
by 200, a non-contact electrical switch means 248 is disposed in an
electrical circuit 279. Switch means 248 is a reed switch 211 (SW1)
used in combination with an activator (not shown) that manages, or
controls an electrical connection 252 independently from unsecuring
the handle connector (not shown) from the vehicle inlet connection
(not shown). Reed switch 211 (SW1) is a magnetically activated
switch. The activator is a dual-mode push button similar to the
dual-mode push button of the embodiment of FIGS. 2-7, and is
previously described herein. The truth table for the embodiment of
FIG. 8 may be similar to that of the embodiment of FIGS. 2-7, as
previously described herein, and as shown in FIGS. 7A-7C. The reed
switch interacts with the magnet associated with the dual-mode push
button, similar to the embodiment of FIGS. 2-7. The alternate
embodiment of FIG. 8 is also similar to the embodiment of FIG. 5
that includes the hall-effect sensor in that there are four modes
of operation when the handle connector is mated to vehicle inlet
connector. A first operation state occurs when reed switch 211
(SW1) is in a normally closed position as illustrated in FIG. 8.
When the dual-mode pushbutton of the embodiment of FIGS. 2-7 is not
depressed by the operator of the charging system the dual-mode
pushbutton is in a rest position and reed switch 211 (SW1) is in a
normally closed position as illustrated in FIG. 8. Thermal device
285 (F1) does not sense an over-temperature condition in the charge
coupling handle. A second operation state occurs when the dual-mode
pushbutton is depressed to first depress position (not shown) and
thermal device 285 (F1) does not sense an over-temperature
condition in the charge coupling handle. A third state of operation
is when the dual-mode push button is depressed into the second
depress position (not shown) and thermal device 285 (F1) does not
sense an over-temperature condition in the charge coupling handle.
A fourth operation mode occurs when thermal device 285 (F1) does
sense an over-temperature condition in the charge coupling handle.
Voltage suppressor 291 (TVS 1) is used to limit the supply voltage
supplied from vehicle 14 to 5V. Resistors 213, 215, 217, 219, 221,
226 are used to provide proper biasing levels for transistor 287
(Q1), 283 (LED1) and electrical connection 252. Capacitor 225
provides additional filtering for signals in circuit 279. A DC
voltage supply line 247 assists to supply operating voltage for
circuit 279. Power line 247 may supply voltage for diode 283 (LED1)
disposed on a printed circuit board (not shown) in the charge
coupling handle. Power line 247 is supplied from the charging
station (not shown). Circuit 279 is grounded to charging station
through ground 249. The ground 249 is similar to ground 49 in the
embodiment of FIGS. 2-7.
First State of Operation--Reed Switch
[0047] The first state of operation uses reed switch 211 (SW1)
where thermal device 285 (F1) does not sense an over-temperature
condition. Referring again to FIG. 8, the first operation state
includes electrical connection 252 (prox) being in a low resistive
state with thermal device 285 (F1) being closed. Preferably, the
low resistance state between electrical connection 252 and ground
voltage potential is about 150 ohms. The head portion (not shown)
of the dual-mode push button (not shown) is not depressed so that a
sufficient amount of magnet flux is applied to reed switch 211
(SW1) from the magnet (not shown) to keep reed switch 211 (SW1) in
a normally closed position, as illustrated in FIG. 8, keeping
electrical connection 252 at a low impedance state. As shown in
FIG. 8, electrical connection 252 is at about ground voltage
potential. Transistor 227 (Q1) is turned off with the base of
transistor 227 (Q1) being at a voltage above the voltage drop
across diode 299 (D1). With transistor 227 (Q1) off the current
flow through diode 283 (LED1) is minimal and diode 283 (LED1) is
turned off. With diode 283 (LED1) turned off, no light is provided
through the charge couple handle.
Second State of Operation--Reed Switch
[0048] Thermal device 285 (F1) does not sense an over-temperature
condition in the charge coupling handle and electrical connection
252 is in a high resistive state. Preferably, the high resistance
state between electrical connection 252 and ground voltage
potential may be a resistance of about 480 ohms. When the head
portion of the dual-mode push button is depressed to first depress
position, the magnet moves away from reed switch 211 so that the
magnetic flux applied to reed switch 211 decreases. Reed switch 211
now switches to an open position allowing current to flow through
resistors 213 (R1), 215 (R2). The voltage increases at the base of
transistor 227 (Q1) sufficiently to turn transistor 227 (Q1) on.
Turning 227 (Q1) on, allows current to flow through resistor 217
(R3) and diode 283 (LED1) to turn on diode 283 (LED1) and provide
light emitting through the charge couple handle. Electrical
connection 252 transitions to a high resistance state.
Third State of Operation--Reed Switch
[0049] In a third state of operation, the dual-mode push button is
depressed to a second depress position. In the second depress
position, the dual-mode push button engages the latch similar to
the embodiment of FIGS. 2-7.
Forth State of Operation--Reed Switch
[0050] A fourth state of operation, thermal device 285 (F1) does
sense an over-temperature condition in the charge coupling handle.
When device 285 (F1) senses an over-temperature condition, device
285 (F1) breaks, or cuts out. When device 285 (F1) cuts out,
electrical connection 252 is configured to a high impedance state.
Preferably, the high impedance state is a high resistance state
between electrical connection 252 and ground voltage potential. The
resistance in the high resistance state may be about 1 Megaohm.
[0051] If electrical circuit 279 is employed without using diode
283 (LED1), a wire conductor, typically, a 16 AWG sized wire, in
the bundle of wire conductors received from the charging station to
the charge couple handle may be eliminated that decreases the cost
of manufacture of the charging system. When diode 283 (LED1) is not
used a DC power line 247 received from the charging station to the
printed circuit board is not needed. Electrical connection 252 is
supplied power from the vehicle similar to the embodiment of FIGS.
2-7. Reed switch 211 (SW1) does not require electrical power to
operate since it operates on magnetic energy, which is to say the
contacts of reed switch 211 (SW1) are open and closed magnetically
dependent on the magnet position where the magnet position is
determined by the state of the push button.
[0052] Circuits 79 and 279 are solid-state electrical circuits
having non-contact electrical switches, respectively, where the
non-contact electrical switches do not have moving mechanical parts
or contact wear as does the mechanical switch in the prior art of
FIG. 1. Each non-contact switch is resistant to environmental
effects, such as dust, dirt, and water. Alternately, snap action
microswitches may be used as the non-contact electrical switch.
However, the microswitches preferably need to be sealed against
undesired environmental effects, such as dirt and water, to ensure
a robust design. Sealing of the microswitches adds additional
undesired cost.
[0053] Alternately, what is described herein should not be limited,
rather any charging system that includes electrical circuits,
techniques, or methods that allow the electrical connection to be
managed, or controlled independent from the unsecuring of the
handle connector, preferably so the transmission of the power
signals are stopped before the handle connector of the handle is
releasable from the vehicle inlet connection is within the spirit
and scope of the invention as described herein.
[0054] In another alternate embodiment, the bipolar devices in the
hall-effect and reed circuits may include other types of electronic
switch devices, such as FETS, MOSFETS, and the like.
[0055] Alternately, the resistance output states at the electrical
connection may be voltage or current levels that establish
different types of output states. Yet alternately, the logic levels
may be edge-triggered output configurations that establish a
difference between to operational output states. Still yet
alternately, the electrical connection may be electrically
manipulated in any possible way to establish a difference in an
operational characteristic of the electrical connection.
[0056] Alternately, the activator may be a pull-lever mechanism,
such as is similar to that found on a typical gasoline pump that
allows displacement of the magnet away from the switch. Still yet
alternately, any mechanism that allows displacement of the magnet
away from the switch is covered by the spirit and scope of the
invention.
[0057] Still yet alternately, the electrical output to the vehicle
inlet connection may be supplied with voltage resident in the
handle and supplied from the charging station.
[0058] Alternately, the vehicle inlet connection may also be
included in the charging system. This ensures that a provision on
the shoulder more easily communicates with the securing mechanism
when the handle connector is connected to the vehicle inlet
connection. Should the provision be different than that required by
the securing mechanism undesired difficulty may arise connecting
and unconnecting the handle connector where recharging the battery
may not occur.
[0059] Alternately, the system may be used to supply power signals
to supply electric charge to a battery such as a marine battery,
truck battery, and the like.
[0060] Still yet alternately, other motorized vehicles in the
transportation may use the charging system as described herein if
the SAE J-1772 standard is adopted by non-automotive industries to
switch AC power to the load. The SAE J-1772 standard is an
automotive industry standard and an on-board vehicle charger is the
electrical load.
[0061] Thus, a reliable charging system to charge a battery on an
electric vehicle has been provided. The handle includes a
mechanical latch that securely mechanically locks the handle to the
vehicle passively when the handle is manually attached to the
vehicle by a human operator to create an electrical connection
between the vehicle and the charger. The handle has an actuator
movable by the operator from a deactivated state to a first and a
second position activated state where the mechanical latch operates
independently of the state of the actuator when the handle is being
manually attached but being mechanically released by the actuator
when it is moved to its second activated state. A non-contact
electrical switch means associated with the actuator breaks the
electrical connection when the actuator is moved to the first
position activated state before releasing the mechanical latch at
the second activated position. A dual-activation push button
includes a magnet that works in combination with the non-contact
switch means where the non-contact switch means is a hall-effect
sensor to operatively determine resistance operational states of
the electrical connection. The dual-activation push button and
magnet may also be combined with a reed switch to provide the
similar beneficial features. An ergonomically designed handle is
easily grasped by the operator of the handle to connect the handle
to the vehicle inlet connection. The hall-effect sensor or reed
switch is strategically located in passage of a handle on a printed
circuit board to allow magnetic flux interaction with the magnet
disposed on an extendable portion of a dual-mode push button. The
handle may include a lamp that is activated with at least partial
activation of the push-button to provide light to accurately locate
the vehicle inlet connection in a dark environment for connection
of the handle to the vehicle inlet connection. A thermal shutdown
cutout device senses for an over-temperature event in the handle
and alters the electrical connection to a high resistance state to
electrically break the electrical connection during a sensed over
temperature event. The high resistance state, as seen by the
vehicle, prevents transmission of current on wire conductors
carrying power signals through the handle for increased safety to
the operator. A charging system powered by 120 V.sub.AC is
constructed in a compact size that is suitable for storage in a
trunk of the vehicle for remote use anywhere the vehicle travels as
long as a 120 V.sub.AC power source is available when the battery
needs to be electrically charged. The charging system any also be
configured to be run off 240 V.sub.AC to charge the battery in a
shorter time period in contrast with the charging station being
connected to the 120 V.sub.AC power source.
[0062] While the present invention has been shown and described
with reference to certain preferred embodiments thereof, it will be
understood by those skilled in the art that various changes in form
and details may be made therein without departing from the spirit
and scope of the present invention as defined by the appended
claims.
[0063] All terms used in the claims are intended to be given their
broadest ordinary meanings and their reasonable constructions as
understood by those skilled in the art unless an explicit
indication to the contrary is made herein. In particular, use of
the singular articles such as "a," "the," "said," . . . et cetera,
should be read to recite one or more of the indicated elements
unless a claim recites an explicit limitation to the contrary.
* * * * *