U.S. patent application number 13/481307 was filed with the patent office on 2012-11-29 for providing roadside charging services.
This patent application is currently assigned to GREEN CHARGE NETWORKS LLC. Invention is credited to Ronald D. Prosser.
Application Number | 20120303259 13/481307 |
Document ID | / |
Family ID | 47218787 |
Filed Date | 2012-11-29 |
United States Patent
Application |
20120303259 |
Kind Code |
A1 |
Prosser; Ronald D. |
November 29, 2012 |
Providing Roadside Charging Services
Abstract
Methods for providing electrical charging services are
disclosed, including receiving dispatch information for a service
vehicle, receiving charging instructions including an amount of
charge to provide to a stranded or depleted EV, providing the
amount of charge, and providing a charging station location to the
EV or an EV passenger or occupant. Additional methods describe how
to determine a charging station location for the EV, reserving an
EV charger for the EV, and making roadside payment transactions.
Other methods disclosed include receiving information about an EV
in need of charging services, selecting and assigning a service
vehicle to assist the EV, and distributing relevant information to
the EV such as an amount of energy to provide to the EV that would
allow the EV to reach a charging station for a more complete
charge. Resupply of the service vehicle and providing guidance to
reach the EV may also be provided.
Inventors: |
Prosser; Ronald D.;
(Huntington Beach, CA) |
Assignee: |
GREEN CHARGE NETWORKS LLC
Huntington Beach
CA
|
Family ID: |
47218787 |
Appl. No.: |
13/481307 |
Filed: |
May 25, 2012 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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61489849 |
May 25, 2011 |
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61489879 |
May 25, 2011 |
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61493970 |
Jun 6, 2011 |
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61494878 |
Jun 8, 2011 |
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61497216 |
Jun 15, 2011 |
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Current U.S.
Class: |
701/400 ;
705/7.12 |
Current CPC
Class: |
H02J 7/342 20200101;
Y02T 10/7072 20130101; Y02T 90/12 20130101; H02J 2207/40 20200101;
B60L 2200/36 20130101; B60L 53/53 20190201; B60L 53/16 20190201;
Y02T 10/70 20130101; Y02T 90/167 20130101; B60L 53/80 20190201;
B60L 53/18 20190201; B60L 1/006 20130101; Y02T 90/16 20130101; B60L
53/00 20190201; Y04S 30/12 20130101; Y02T 90/14 20130101; B60L
58/21 20190201; B60L 50/66 20190201; B60L 53/305 20190201; B60L
53/57 20190201 |
Class at
Publication: |
701/400 ;
705/7.12 |
International
Class: |
G06Q 10/06 20120101
G06Q010/06; G01C 21/00 20060101 G01C021/00 |
Claims
1. A method of electrical charging service operation, the method
comprising: receiving dispatch information for a service vehicle,
the dispatch information comprising: identification information of
an electric vehicle (EV) in need of charging services, and a
location of the EV; receiving charging instructions, the charging
instructions comprising: a charging station location, and an amount
of charge to provide to the EV, where the amount of charge is
calculated based on the energy required by the EV to travel to the
charging station location for recharging; providing the amount of
charge to the EV using charging equipment transported by the
service vehicle; and providing the charging station location to the
EV or a passenger or occupant of the EV.
2. The method of claim 1, wherein the charging station location is
determined based on whether charging equipment at the charging
station location is compatible with charging equipment of the
EV.
3. The method of claim 1, wherein the charging station location is
determined based on the price of charging the EV at the charging
station.
4. The method of claim 1, wherein the charging station location is
determined based on proximity of the charging station location to
an intended destination of the EV or proximity of the charging
station location to a path leading to the intended destination
preferred by a passenger or occupant of the EV.
5. The method of claim 1, wherein the charging station location is
determined based on the amount of charge required by the EV to
travel to the charging station location for recharging.
6. The method of claim 5, wherein the amount of charge is
calculated based on the identification information of the EV.
7. The method of claim 5, wherein the amount of charge is
calculated based on an expected rate of energy consumption of the
EV between the location of the EV and the charging station location
or a distance between the location of the EV and the charging
station location.
8. The method of claim 5, wherein the amount of charge ranges from
a minimum of approximately 4 kilowatt-hours and a maximum of
approximately 8 kilowatt-hours.
9. The method of claim 1, the charging instructions further
comprising charging station reservation information or charging
station reservation availability information.
10. The method of claim 1, further comprising: reserving a charging
station for the EV at the charging station location; and providing
information about the reserved charging station to the EV or a
passenger or occupant of the EV.
11. The method of claim 1, further comprising: receiving payment
corresponding with the amount of charge provided to the EV.
12. A method of electrical charging service operation, the method
comprising: receiving identification information of an electric
vehicle (EV) in need of charging services and a location of the EV;
generating charging instructions, the charging instructions
comprising: a charging station location and, an amount of charge to
provide to the EV, where the amount of charge is calculated based
on the energy required by the EV to travel to the charging station
location for recharging; selecting a service vehicle, the service
vehicle having charging equipment, where the service vehicle is
selected based on: a location and a status of the service vehicle,
compatibility of the charging equipment with the EV, and ability to
provide the amount of charge to the EV using the charging equipment
when at the location of the EV; generating dispatch information for
the selected service vehicle, the dispatch information comprising:
the identification information of the EV, and the location of the
EV; sending the dispatch information to the service vehicle; and
sending the charging instructions to the service vehicle.
13. The method of claim 12, the dispatch information further
comprising driving directions for the service vehicle to reach the
location of the EV.
14. The method of claim 12, wherein the charging station location
is generated based on whether charging equipment at the charging
station location is compatible with charging equipment of the
EV.
15. The method of claim 12, wherein the charging station location
is generated based on proximity of the charging station location to
an intended destination of the EV or proximity of the charging
station location to a path leading to the intended destination
preferred by a passenger or occupant of the EV.
16. The method of claim 12, wherein the charging station location
is generated based on the amount of charge required by the EV to
travel to the charging station location.
17. The method of claim 12, further comprising: reserving a
charging station for the EV at the charging station location; and
sending reservation information regarding the reserved charging
station to the service vehicle, a service vehicle operator, the EV,
or a passenger or occupant of the EV.
18. The method of claim 12, the status of the service vehicle
comprising a fuel level of the service vehicle and an amount of
available charge onboard the service vehicle.
19. The method of claim 18, wherein the amount of available charge
onboard the service vehicle is determined by a number of battery
modules transported by the service vehicle, the battery modules
being connectable to the charging equipment of the service vehicle
for providing charge to the EV.
20. The method of claim 12, wherein the charging equipment of the
service vehicle provides charge from one or more battery
modules.
21. The method of claim 20, further comprising: determining that
the service vehicle needs to exchange battery modules; and sending
exchange instructions to the service vehicle, the exchange
instructions comprising instructions to exchange one or more
battery modules with a battery module storage location or a
resupply vehicle.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] Priority is claimed to the following related co-pending U.S.
Provisional patent applications, which are hereby incorporated by
reference in their entirety: (1) Ser. No. 61/489,849, filed May 25,
2011, (2) Ser. No. 61/489,879, filed May 25, 2011, (3) Ser. No.
61/493,970, filed Jun. 6, 2011, (4) Ser. No. 61/494,878, filed Jun.
8, 2011, and (5) Ser. No. 61/497,216, filed Jun. 15, 2011.
BACKGROUND
[0002] The present invention is directed to the fields of roadside
assistance, electric vehicle charging, modular energy storage
systems, and related fields.
[0003] In recent years, the popularity and affordability of
electric vehicles (EVs) such as battery-powered EVs, hybrid
gasoline-electric EVs (or HEVs), and other vehicles having motors
and engines powered by electrical energy has grown dramatically. As
these vehicles gain more market penetration and presence, there
will be a need for increased on-the-road-services for EVs, such as
providing a "boost charge" to the EV, similar to how service
vehicles provide a motorist with a gallon of gasoline to get them
to the next fueling station today. One of the challenges in
providing these services will be the numerous differing standards
used in the batteries of electric vehicles that are coming to
market, since their various battery chemistries, capacities, and
dimensions make the range and charging requirements of each vehicle
quite different. For example, small EVs will only need a small
amount of energy to allow them to travel safely to a dedicated
service or charging area, but large electric vehicles will require
a relatively large charge of energy to reach a service area due to
their larger energy consumption rates.
[0004] Furthermore, vehicles involved in roadside assistance will
be compelled to recharge or refill their boost charging equipment,
resulting in losses due to inefficiency and downtime. Recharging
energy storage takes time, so although batteries and chargers are
improving in their ability to accomplish this in less time, this
process will always set a lower limit on the time interval between
uses of a battery-based EV-recharging rescue vehicle with built-in
energy storage.
[0005] Removable batteries are common in electrical equipment, and
even some EVs have removable batteries to provide motive power to
the vehicle. One of the challenges in using removable batteries is
the danger to operators that arises from the high powered
connectors for the batteries. Some inventors use plastic shrouds or
robotic battery manipulation for personal protection from exposed
electrodes or simply use no protection at all, leaving the operator
and equipment at risk. These systems can make it dangerous to use
and store a battery-powered EV charging system. Some systems with
removable batteries insert a "dead" power supply or other
electronic device into a "live" backplane. This configuration is
not ideal since it doesn't allow for the de-activation of a "live"
battery tray during handling without some human intervention, like
opening a switch or removing a fuse, and since humans can forget to
take these safety measures there is a greater risk of personal
injury in these systems. Some systems envision large battery
swap-out stations for EV batteries instead of recharging them while
in the EV. The EV batteries swapped out therein can be
approximately 25 kWh in capacity, can weigh 500 pounds or more, and
require robotic devices to remove and install them. They also
typically have a multi-person crew. This is expensive, and the
proprietary nature of the swappable battery designs leads to
difficulties in compatibility of vehicle systems and swapping
stations.
[0006] Another challenge in this field relates to how to minimize
the size and weight of the battery and the balance of the onboard
systems of the rescue vehicle's onboard electrical generation
system. This optimization makes it more efficient to recharge an
energy store for repeated uses over relatively short time
intervals. Sizing an onboard battery pack for the most demanding,
worst-case stranded vehicle is impractical and expensive. Some
assistance solutions use permanently installed batteries which
occupy the battery housing at all times and can only be removed
with labor-intensive and time-consuming effort. Permanently
installed batteries render the host vehicle completely dependent on
said batteries both in charging time and charging frequency, since
it takes time for a charging event to complete, and the batteries
require a resting period between recharges to prevent overheating.
Large batteries are also expensive and heavy so a generator system
having them is burdensome and oversized when charging events are
relatively infrequent when compared to other activities of a rescue
vehicle.
[0007] Near-term future deployments of rescue vehicles are likely
to initially require minimal electrical storage capability due to
the limited market penetration of EVs. However with increased EV
market penetration it will become increasingly important to
gracefully grow rescue vehicle electrical capability to meet
customer demand without needlessly expending large capital outlays
for battery systems before such larger systems are required by the
marketplace. Even if charging systems are designed with removable
batteries and quick disconnects, swapping them out between one
location and another can raise challenges for operators. Operators
may need to rapidly respond to an emergency situation while on
heavy trafficked road, and there are many potential safety-related
issues associated with moving high-energy battery modules.
BRIEF SUMMARY
[0008] Various embodiments of the invention disclosed herein
provide a roadside assistance and rescue vehicle charging system
(which system may be alternately referred to herein as an Adaptable
Multifunction Emergency EV Charging System or "AMEECS") and related
systems and methods that allow the charging system to charge EVs in
need. An EV rescue vehicle of one such embodiment has a set of a
modular batteries (which modules may be alternately referred to
herein as Rescue Operation Battery Modules or "ROBM") which may be
linked together to form a high-capacity battery, such as a
high-capacity 12-volt battery bank, having much larger energy
storage capacity than the onboard battery of a traditional roadside
assistance vehicle or tow truck. The battery modules are used to
provide power to an EV charging station transported by the
vehicle.
[0009] The modular features of the battery system allow service
providers to anticipate and adapt to future growth of the rescue
vehicle's onboard recharging capacity by allowing the user to add
additional battery modules and thereby increase capacity of the
energy storage. In some embodiments, future battery module
additions may be placed inside an enclosure of the charging system
of the rescue vehicles or may be stowed elsewhere on the
vehicle.
[0010] In some embodiments the battery modules are linked to the
rescue vehicle or charging system with quick-disconnecting links
and contactors. Such quick-disconnecting apparatuses provide safety
by preventing users from electrical shock exposure or arcing due to
improper removal of the battery modules. In some embodiments the
battery modules in a vehicle have electrical and mechanical
disconnects so that, after one or more stranded EVs are charged,
depleted batteries can be quickly replaced with fully charged
batteries when they are available. A quick disconnect system
minimizes the need to wait for the charging system's battery module
to be recharged either at a charging location or by using the
onboard organic charging system/alternator and enables more
efficient redeployment of the rescue vehicle.
[0011] In some embodiments battery modules are sized to comply with
individual lifting recommendations, such as Occupational Safety and
Health Administration (OSHA) recommendations, to allow a rescue
vehicle operator to manually lift them and install them in a
vehicle, but in some embodiments the modules may be larger in size.
Therefore, in some embodiments, this means that the OSHA-approved
National Institute for Occupational Safety and Health (NIOSH)
lifting guidelines are followed. In many cases these rescue vehicle
battery modules are housed, charged and deployed from enclosures
(which may be unstaffed) that are conveniently located for rescue
vehicles to resupply when their battery modules are depleted.
Additionally, some embodiments of the invention include a system of
resupplying vehicles that deliver modules as needed to service
vehicles to keep the service vehicles operational.
[0012] In some embodiments the rescue vehicle's onboard battery
system is configured to provide energy for normal rescue vehicle
functions and electrical equipment but also has adequate capacity
to provide a boost charge to a stranded EV. In these embodiments
the built-in, inherent, or "organic" electrical system of the
vehicle (e.g., a commercial truck or van) is modified by adding
connections to the charging system and battery modules. In some of
these embodiments, battery modules are used to supplement the
energy supplied by the organic electrical energy storage of the
vehicle. In some embodiments the vehicle's alternator or other
electrical generation device will work with the modular battery
system to power the charger or recharge the battery modules at some
rate. In yet further embodiments the battery modules are recharged
by a connection to a distribution grid while carried by the rescue
vehicle or when stored at a grid-connected charging station.
[0013] Some embodiments of the invention allow the battery modules
to be recharged remotely and/or separately from the rescue
vehicle's onboard charging system, such as at a warehouse or other
facility. In effect, this system de-couples the time required for
charging an onboard energy storage system from the minimum time
required between EV service events performed by rescue vehicles. In
these embodiments, instead of having to wait for batteries to
recharge, the lower limit is constrained only by how long it takes
to disconnect a discharged battery module and reconnect a charged
module. In this embodiment any exposed electrodes are de-energized
as long as they are accessible to human hands.
[0014] Battery modules in a rescue vehicle may be discharged
sequentially or simultaneously. Sequential discharging means fewer
batteries are dealt with daily since only certain modules will need
recharging after a day of assisting EVs instead of all batteries
being partially discharged, but sequential discharging means the
batteries are subjected to deeper discharges before they are
replaced.
[0015] Embodiments of the invention using battery modules allow
rescue vehicles to follow economic incentives to be out and ready
to serve customers as many hours of the day as possible so that
they can maximize turnover of successful assignments. Running out
of electrical charge and having to return to a home base charging
station to recharge onboard energy storage is time consuming, and
therefore reduces the number of operations each rescue vehicle can
achieve. In some embodiments the rescue vehicles run on diesel and
do not have large battery modules.
[0016] Additional embodiments describe quick disconnectable battery
modules and enclosures that provide safety to users while providing
accessibility to components by using relays and disconnects to
energize battery modules when they are securely positioned. Some
embodiments use deliverable automotive batteries as a power source
of charging equipment, or charge the deliverable batteries using an
alternator or generator on the service vehicle while the batteries
are transported by the vehicle. Battery modules may be subject to
charging and discharging while on the vehicle in accordance with
reservation and prioritization systems and methods employed by a
system controller on the vehicle.
[0017] Some embodiments include service vehicles having ports for
connection of charging cables positioned on the service vehicle for
accessibility and efficiency. The charging cables may be segmented
to allow extension of the cables to greater distances and to allow
a single user to be able to move the cables longer distances while
being OSHA recommendation-compliant.
[0018] In some embodiments, a networked system for providing energy
to discharged batteries of electric vehicles (EVs) is provided
wherein service vehicles transporting EV charging equipment,
controllers, and removably-mounted battery modules and storage
locations storing battery modules compatible with the charging
equipment wherein the battery modules are manually exchangeable
between the storage location and the service vehicle. In some
additional embodiments, resupply vehicles are provided to deliver
and resupply batteries for service vehicles and/or storage
locations. A scheduling controller may be employed to reserve
battery modules at stations, and the stations may be configured to
recharge the battery modules while they are stored. In other
embodiments, the storage location is a mobile unit that is
repositionable when needed.
[0019] The networked system may also comprise three levels of
controllers configured to organize and implement the charging
service vehicles throughout a region.
[0020] Embodiments of methods of charging service operation are
also described, including charging an EV with a limited amount of
charge that is calculated based on the distance between the EV and
a grid-connected charging station or other factors. Routing of
service vehicles, routing of EVs being charged, and distributing
assignments and information may be performed at a control center
and then sent to relevant recipients.
[0021] Additional and alternative features, advantages, and
embodiments of the invention will be set forth in the description
which follows, and in part will be obvious from the description, or
may be learned by the practice of the invention. The features and
advantages of the invention may be realized and obtained by means
of the instruments and combinations particularly pointed out in the
appended claims. These and other features of the present invention
will become more fully apparent from the following description and
appended claims, or may be learned by the practice of the invention
as set forth hereinafter.
BRIEF DESCRIPTION OF THE DRAWINGS
[0022] In addition to the novel features and advantages mentioned
above, other objects and advantages of the present invention will
be readily apparent from the following descriptions of the drawings
and exemplary embodiments.
[0023] FIG. 1A shows a vehicle with a charging system powered by
battery modules according to an embodiment of the present
invention.
[0024] FIG. 1B shows a vehicle with a charging system powered by a
large battery module according to another embodiment of the present
invention.
[0025] FIG. 1C shows a vehicle with a charging system powered by a
large battery module according to yet another embodiment of the
present invention where the vehicle may use an electric or hybrid
motor or engine without a vehicle battery, or the large battery is
used as the vehicle battery, and an alternator is optionally also
included.
[0026] FIG. 1D shows a vehicle with a charging system powered by
battery modules and a vehicle alternator/generator according to yet
another embodiment of the present invention.
[0027] FIG. 2A shows a vehicle with a charging system powered by
battery modules disconnected from the electrical system of the
vehicle wherein the vehicle has additional battery module storage
according to another embodiment of the present invention.
[0028] FIG. 2B shows a vehicle with a charging system powered by
battery modules connected to the electrical system of the vehicle
wherein the vehicle has additional battery module storage according
to yet another embodiment of the present invention.
[0029] FIG. 2C shows a perspective view of a vehicle with
compartments for battery storage trays and additional battery
storage indicated.
[0030] FIG. 2D shows a perspective view of a vehicle section with a
compartment for battery storage and replaceable battery modules
connected according to an embodiment of the present invention.
[0031] FIG. 3 shows a vehicle with a charging system and enclosure
according to yet another embodiment of the present invention.
[0032] FIG. 4 shows a vehicle for transporting battery modules
according to an embodiment of the present invention.
[0033] FIG. 5A is a diagram of the relationship between a storage
facility, resupply vehicle, and roadside assistance or rescue
vehicle according to an embodiment of the present invention.
[0034] FIG. 5B is a diagram of the relationship between another
storage facility, resupply vehicle, and roadside assistance or
rescue vehicle according to an embodiment of the present
invention.
[0035] FIG. 5C is a diagram of the relationship between multiple
storage facilities, resupply vehicles, and roadside assistance or
rescue vehicles according to an embodiment of the present
invention.
[0036] FIG. 5D shows a side perspective view of a service vehicle
with detail showing the interior of the vehicle having a status
display component of an embodiment of the invention.
[0037] FIG. 5E shows a frontal perspective view of a status display
component installed in the interior of a service vehicle with
detail of the information presented on the display of an embodiment
of the invention.
[0038] FIG. 5F shows a rear perspective view of a service vehicle
with a status display component installed near the rear tailgate
and bumper of the vehicle.
[0039] FIG. 5G shows a rear perspective view of a service vehicle
with a status display component installed on the rear portion of a
charging system enclosure installed on the vehicle.
[0040] FIG. 6A is an isometric view of a quick-disconnect system
with a battery module drawer installed and a retaining bar closed
according to an embodiment of the present invention.
[0041] FIG. 6B is an isometric view of a quick-disconnect system
with a retaining bar open according to an embodiment of the present
invention.
[0042] FIG. 6C is a front plan view of a quick-disconnect system
with a battery module drawer installed and a retaining bar closed
according to an embodiment of the present invention.
[0043] FIG. 6D is a top plan view of a quick-disconnect system with
a battery module drawer installed according to an embodiment of the
present invention.
[0044] FIG. 6E is front plan view of a quick-disconnect system with
a battery module drawer installed and a retaining bar open
according to an embodiment of the present invention.
[0045] FIG. 6F is an isometric view of a quick-disconnect system
with a battery module drawer installed and a retaining bar open
according to an embodiment of the present invention.
[0046] FIG. 7A is an isometric view of a quick-disconnect system
with multiple battery module drawers installed and retaining bars
closed according to an embodiment of the present invention.
[0047] FIG. 7B is an isometric view of a quick-disconnect system
with multiple battery module drawers installed and retaining bars
open according to an embodiment of the present invention.
[0048] FIG. 8A is a side plan view of a modular battery system with
quick-disconnect capability according to an embodiment of the
present invention with stackable and/or chain-connecting
characteristics.
[0049] FIG. 8B is an exploded side plan view of the modular battery
system with stackable and/or chain-connecting characteristics
wherein battery modules are separated from one another according to
an embodiment of the present invention.
[0050] FIG. 9A is an isometric view of a quick-disconnect battery
module drawer and receptacle embodiment with the door open.
[0051] FIG. 9B is a left side plan view of a quick-disconnect
battery module receptacle embodiment.
[0052] FIG. 9C is a top plan view of a quick-disconnect battery
module receptacle embodiment.
[0053] FIG. 9D is a front plan view of a quick-disconnect battery
module drawer and receptacle embodiment.
[0054] FIG. 9E is a left side plan view of a quick-disconnect
battery module receptacle embodiment with section lines
indicated.
[0055] FIG. 9F is a section view of a quick-disconnect battery
module drawer and receptacle embodiment according to section line
B-B in FIG. 9E.
[0056] FIG. 10A shows various isometric perspective views of a
rescue vehicle and identifies a number of potential sites on the
vehicle where a charging cable connection port may be located.
[0057] FIG. 10B shows a top perspective view of a rescue vehicle
and identifies a number of potential sites on the vehicle where a
charging cable connection port may be located.
[0058] FIG. 11A shows a side view of exemplary charging equipment
connectors and cables.
[0059] FIG. 11B shows a perspective view of an exemplary female
cable connector and/or charging equipment connector.
[0060] FIG. 11C shows a perspective view of an exemplary male cable
connector and/or charging equipment connector.
[0061] FIG. 12A is a diagram of a rescue vehicle with a charging
cable and connectors and an EV.
[0062] FIG. 12B is a diagram of a rescue vehicle with charging
cables and connectors and an EV with a charging cable extension in
use.
[0063] FIG. 13A shows a side perspective view of a service vehicle
with storage capability according to an embodiment of the
invention.
[0064] FIG. 13B shows a side perspective view of a service vehicle
with open storage compartments according to an embodiment of the
invention.
[0065] FIG. 14A shows a top view of a service vehicle with
electrical lines indicated according to an embodiment of the
invention.
[0066] FIG. 14B shows a top view of a service vehicle with
electrical lines and converters indicated according to an
embodiment of the invention.
[0067] FIG. 14C shows a top view of a service vehicle with
alternate charging lines indicated according to an embodiment of
the invention.
[0068] FIG. 14D shows a top view of a service vehicle with
batteries that are connected to an alternator according to an
embodiment of the invention.
[0069] FIG. 14E shows a top view of a service vehicle with
batteries that are connected to charging equipment according to an
embodiment of the invention.
[0070] FIG. 14F shows a top view of a service vehicle with
batteries that are connected to charging equipment and batteries
that are connected to an alternator according to another embodiment
of the invention.
[0071] FIG. 15 is a process flowchart showing an example of a
monitoring and alert process performed by a first- and second-level
controller according to an embodiment of the invention.
[0072] FIG. 16 is a process flowchart showing an example of a
monitoring, notification, alert and direction process performed by
a second-level controller or control center according to an
embodiment of the invention.
[0073] FIG. 17 is a process flowchart showing an example of a
communication link management process performed by a first- and
second-level controller according to an embodiment of the present
invention.
[0074] FIG. 18 is a process flowchart showing an example of an
optimized EV recommendation and rescue process performed by a first
and second-level controller according to an embodiment of the
present invention.
[0075] FIG. 19 is a process flowchart showing an example of a fleet
optimization process performed by a first and second-level
controller according to an embodiment of the present invention.
[0076] FIG. 20 is a process flowchart showing an example of a
consumable management and optimization process performed by the
first- and second-level controllers and/or vehicles and control
centers according to an embodiment of the present invention.
[0077] FIG. 21 is a process flowchart showing an example of a fleet
optimization process performed by the second-level controller(s)
according to an embodiment of the present invention.
[0078] FIG. 22 is a process flowchart showing an example of a
regional fleet management process performed by the third-level
controller(s) according to an embodiment of the present
invention.
[0079] FIG. 23 is a hierarchical diagram of the controller levels
according to an embodiment of the present invention.
DETAILED DESCRIPTION
[0080] Vehicle-Mounted EV Charging System
[0081] Some embodiments of the invention may be referred to as an
Adaptable Multifunction Emergency EV Charging System ("AMEECS").
The AMEECS is designed to carry enough energy in a chemical battery
pile and, potentially, in onboard gasoline, diesel or other fuel,
to recharge an EV. Preferably, the EV is charged with sufficient
kilowatt-hours permit the EV to get out of a roadway and/or get to
a suitable charging station.
[0082] FIGS. 1A, 1B, 1C, and 1D show various examples of a
vehicle-mounted EV charging system according to embodiments of the
present invention. The system of FIG. 1A is a vehicle 100 that is
used to assist stranded EVs that has an internal combustion engine
102. The vehicle 100 may run on gasoline, diesel, or another
standard fuel. The vehicle engine 102 has an alternator 104 used to
provide electricity to the vehicle systems and to recharge the
vehicle battery 106, which may be a standard 12-volt type. In some
embodiments, the alternator 104 may be a generic electricity
generator powered by the engine 102 of the vehicle or an output
from the engine such as through a power take-off. This vehicle has
additional battery modules 108 (e.g., Rescue Operation Battery
Modules or "ROBM") connected to the electrical system of the
vehicle, and the battery modules 108, vehicle battery 106, and/or
the alternator 104 of the vehicle are the power source for the
charging electronics 110 used for recharging EV batteries. The
battery modules are preferably configured to be expandable (as
indicated by module 112), so that a user can insert more battery
modules into the system to increase overall storage capacity or
instantaneous available output power from the charging electronics
110 by using more modules 108 at once. In this embodiment, the
battery modules 108 essentially act as an oversized vehicle
battery, and can therefore also provide energy to the vehicle
electrical system (e.g., starter, lights, etc.) and can be
recharged by the vehicle's alternator 104.
[0083] In some embodiments the modules 108 are discharged according
to a predetermined sequence, and in other embodiments, the modules
108 are discharged simultaneously. If the modules 108 are
discharged according to a sequence, discharged modules may be
exchanged for fully charged modules with less work required since
fewer modules need to be exchanged. However, the circuitry may be
less expensive and complicated, and the time for recharging may be
reduced when the modules discharge simultaneously, so simultaneous
discharging may also be a feature of some embodiments.
[0084] The charging electronics 110 include electric vehicle supply
equipment (EVSE), indicators, EV connectors, step-up transformers
or DC-DC converters for converting the battery voltage to the
desired EV charging voltage, and/or inverters or other DC-AC
converters to provide the proper current to the EVs being charged.
Some embodiments use a 12-volt charge system of the service vehicle
along with a small battery pack (e.g., ROBM) to charge an EV using
a step-up transformer in order to comply with the TEPCO.RTM.
CHAdeMO specification, the SAE J1772 specification, or other
similar vehicle battery charging interface.
[0085] FIG. 1B shows a similar system to FIG. 1A, but the
interchangeable battery modules 108 are replaced by a large battery
114 that is designed to be changed as a whole instead of in parts.
The large battery has high capacity and supplements the vehicle
battery 106 in providing energy to the vehicle electrical system
and to the charging electronics 110. This large battery 114 can be
recharged by the alternator, and may also need to be recharged by
external means if a substantial charge is required. A vehicle
having a large battery 114 in place of interchangeable battery
modules 108 may have reduced maintenance requirements due to the
lower number of batteries in total and may be more efficient in
charging using the electronics 110 due to needing fewer inefficient
connections between the large battery 114 and the electronics 110.
The large battery 114 may be comprised of an array of smaller
batteries, but these batteries do not feature quick-disconnects,
individual lifting requirement compliance, and other modular
features that allow the interchangeable battery modules 108 to be
exchanged with fresh modules when the batteries are depleted. These
features make the large battery 114 more permanently installed than
the interchangeable battery modules 108 while still providing power
to the charging electronics 110 and being charged by an alternator
104. The large battery 114 is also integrated into electrical
systems of the vehicle 100 and supplements and replicates the
functions of the vehicle battery 106 in supplying energy to the
other vehicle electrical systems such as lighting, powered windows,
engine starter, and other electricity-consuming systems and devices
of the vehicle.
[0086] FIG. 1C shows another vehicle-mounted EV charging system. In
this embodiment the large battery 114 is the vehicle battery, and
no additional vehicle battery (e.g., 106) is provided to the
vehicle. Instead of merely supplementing or replicating the
functions of the vehicle battery as in FIG. 1B, the large battery
114 in this embodiment replaces the vehicle battery altogether.
Thus, this alternative vehicle 100 has an electric motor or hybrid
internal combustion/electric engine 116, where at least the
electrical portion of the propulsion system is powered by the large
battery 114 for locomotion of the vehicle 100. The rescue vehicle
100 is therefore itself an EV or partially electric vehicle that
uses its storage battery as the reserve energy storage for charging
other EVs using the charging electronics 110 that are linked to the
large battery 114. This storage battery can be supplemented by
battery modules in a manner similar to how battery modules are
added to the 12-volt standard vehicle batteries in FIG. 1A. The
vehicle 100 may also have onboard generation capabilities, such as
an alternator 104, that are used to recharge the large battery 114
using the fuel-based portion of the engine or hybrid engine
116.
[0087] FIG. 1D illustrates another embodiment with battery modules
108 where the battery modules 108 provide energy to the charging
electronics 110 and the alternator 104/vehicle battery 106 provides
energy to the charging electronics 110 along a separate power line
118. Thus, when the charging electronics 110 are used to recharge
an EV, the alternator 104 may be used to provide additional energy
to the charging electronics 110 along the additional power line 118
when desired. This embodiment may also connect the alternator 104
to the battery modules 108 to recharge them while the vehicle is in
motion if the connection between those parts is included. In this
embodiment, it may be preferable to exchange the alternator for a
higher-power generator operated by a power source such as a power
take-off when available in order to provide more support to the
charging electronics 110.
[0088] Spare Battery Module Management
[0089] FIG. 2A shows another embodiment of the vehicle charging
system. As shown here, the charging electronics 110 and battery
modules 108 may be isolated from the vehicle's electrical system.
In other embodiments, connection to the electrical system is also
contemplated (see, e.g., FIG. 2B). In either case, these vehicles
provide additional battery module storage 200, wherein the
additional or spare battery modules 200 are transported by the
vehicle without being electrically connected to power lines between
the vehicle engine and charging electronics 110 like the other
battery modules 108.
[0090] FIGS. 2A and 2B show vehicles with capacity to transport or
store additional battery modules 200. When they store additional
modules 200, this configuration allows the vehicle operator to
simultaneously connect as many modules at once as required to the
charging electronics for higher power requirement scenarios, swap
in or swap out modules when other modules are depleted, provide
modules to other parties such as other vehicle operators, or charge
the additional battery modules with the vehicle's electrical system
while the other modules are isolated or are busy charging an EV
battery.
[0091] In some embodiments, spare battery modules 200 can be
carried on the rescue vehicle, delivered to the rescue vehicle, or
can be made available at a battery swap-out station. Additional
spare electrical battery modules can be carried onboard the rescue
vehicle. See, for example, FIGS. 2A, 2B, 2C, 2D, and 3, where
additional battery modules are shown being stored on a vehicle.
This configuration enables the possibility of greater average
electrical capacity for the rescue vehicles and provides a means to
gracefully increase that overall total as demand for rescue
missions increases over time. Since the battery modules are
interchangeable, they can serve to gracefully increase the
electrical capacity of the rescue vehicle (such as its charging
capacity) without significant infrastructure cost. In some cases
the size or number of battery modules may increase or decrease over
time as mission requirements evolve, but quick disconnect points on
the vehicle will remain substantially in the same configuration.
Quick disconnect features of battery modules are discussed in more
detail below.
[0092] The modular feature of the battery system allows for future
growth of the rescue vehicle's onboard battery capacity. Future
battery module additions may be placed inside the rescue vehicle's
charging enclosure or may be stowed elsewhere on the vehicle. This
defers capital investment in expensive batteries until market
demand warrants that investment. Spare battery modules may in some
cases be located in the rescue truck main box/enclosure, a storage
rack, or at other locations on the vehicle. FIGS. 2C and 2D show
that storage compartments 202 for battery trays or modular racks
may be located on the rescue vehicle in some embodiments. FIG. 2D
is an example of a battery management tray apparatus. The battery
modules/cells are stowed on a retractable battery tray and have
quick-disconnects for easy replacement. Battery wiring is not shown
in FIG. 2D.
[0093] FIG. 3 depicts another embodiment of the charging system
mounted in a vehicle. Here, an enclosure 300 keeps the battery
modules 108 and charging electronics 110 under common protection,
and optionally has space for additional battery module storage 302
inside and/or outside the enclosure 300. The embodiments discussed
in connection with FIGS. 1A through 2B may also incorporate
enclosures to protect the equipment borne by the vehicle which may
or may not have storage capability.
[0094] Battery Module/ROBM Resupply Vehicles and Delivery
[0095] Rescue vehicle operators and administrators have an economic
incentive to maximize turnover of successful missions and as such
want to be out on the road and ready to serve the maximum number of
hours per day. Among other problems, running out of electrical
charge and having to return to a "home base" or other charging
location to recharge a built-in or large battery takes time and
reduces the number of recharging operations each vehicle can
achieve. Some embodiments of the invention provide that rescue
vehicle battery modules may be resupplied in the field by a battery
resupply vehicle. A resupply vehicle of these embodiments is in
communication with rescue vehicles and provides replacement battery
modules for depleted batteries.
[0096] FIG. 4 is a depiction of a dedicated resupply vehicle
according to an embodiment of the invention. Battery modules 108
are stored in the vehicle and are transported to rescue vehicles or
battery module roadside swap-out locations or battery charging
stations. The vehicle can store various types of battery modules
108 if its delivery destinations use different types of batteries
(see also FIG. 5C). The resupply vehicle's onboard electrical
system can be utilized to provide charge to the battery modules 108
in order to keep them at full charge at the time of delivery. In
some embodiments the resupply vehicle carries other EV
rescue-related equipment, handheld devices capable of providing EV
operators with essential information, and/or communication
links.
[0097] In some embodiments a smart controller optimizes the routes
of the rescue vehicles and of resupply actions. In some embodiments
resupply action may be initiated at the time the rescue vehicle
identifies that it is being routed to a stranded EV. In other
embodiments the controller optimizes based on rescue vehicle
location, resupply vehicle location, traffic, onboard ROBM status,
rescue call volume, and other factors. It may also wait until a
predetermined number of stranded EVs have been serviced by the same
rescue vehicle or until the rescue vehicle's onboard system
indicates that it is "low" or out of available energy storage, then
dispatch battery modules to replenish the storage of the rescue
vehicle.
[0098] FIGS. 5A and 5B illustrate the relationship between battery
module storage facilities 500, rescue vehicles 502, and resupply
vehicles 504. The modules 506 and/or 508 may be exchanged between
the storage facilities 500 and the resupply vehicles 504, between
the resupply vehicles 504 and the rescue vehicles 502, and/or
between the facilities 500 and the rescue vehicles 502.
[0099] Some embodiments would allow the resupply vehicle 504 to
provide multiple battery modules 506 and/or 508 to one or more
rescue vehicles 502 during a single delivery trip. Other
embodiments would permit the rescue vehicles 502 to act as resupply
vehicles when they have enough battery modules to respond to
another rescue vehicle's need for modules 506 and/or 508. See, for
example, FIG. 5C, wherein a rescue vehicle 502 is shown
transferring modules 506 and/or 508 to other rescue vehicles
510.
[0100] In additional embodiments, a smart controller routes the
resupply vehicle 504 to an optimal roadside battery swap-out
station 500 or to an optimal central battery module recharging
station 500 to keep the battery modules 506 and/or 508 of the fleet
at full capacity for the maximum length of time. To this end, in
additional embodiments, a system of quick disconnects is utilized
to facilitate fast and efficient battery module change out from the
resupply vehicle 504 and these battery modules 506 and/or 508 may
be sized to meet Occupational Safety and Health Administration
(OSHA) recommendations or other safety or regulatory lifting
requirements for manually exchanging the modules.
[0101] FIG. 5C shows the relationship between the resupply vehicles
504, the rescue vehicles 502 and 510, and the storage facilities
500. Resupply vehicles 504 transfer and/or recharge battery modules
506 and/or 508 and provide them to rescue vehicles 502 or storage
facilities 500. Different resupply vehicles 504 may be necessary to
provide different types of batteries (e.g., 506 or 508) to rescue
vehicles 502 and 510 or storage facilities 500, since in some
embodiments not all of the facilities/vehicles will be compatible
with the same battery modules.
Battery Module Optimization
[0102] In some embodiments, the battery modules are designed to be
lightweight and/or U.S. Occupational Safety and Health
Administration (OSHA) recommendation compliant, thereby allowing
manual removal and installation of the modules. The modules are
therefore analyzed under the National Institute for Occupational
Safety and Health (NIOSH) lifting equation, where a recommended
weight limit is calculated by multiplying a load constant (LC),
horizontal multiplier (HM), vertical multiplier (VM), distance
multiplier (DM), asymmetric multiplier (AM), frequency multiplier
(FM), and coupling multiplier (CM) from a NIOSH table described in
connection with the NIOSH lifting equation (last revised in 1991).
To avoid lifting injuries, the recommended weight limit is at or
below 3.0 as calculated by this formula. In some embodiments, this
means battery modules are light enough to be carried by a user and
are changed out either manually or with a labor-saving device, and
if manual labor is required, the weight of the device is 42 pounds
or less, and ideally 35 to 42 pounds each, in order to maximize the
capacity of each module by making them as large as possible. The
35-pound lower boundary is selected according to a recommendation
set by OSHA. These figures also assume that the battery modules are
stored in the service vehicle in such a manner that the lifting
does not take place at full arm-extension nor with the lifter's
trunk twisted to a significant degree. These weight and size
figures are not intended to define the absolute limits of the scope
of the dimensions and weight of the battery modules, but as a
preferred guideline for common embodiments of the invention.
[0103] These OSHA-recommendation-compliant embodiments are
advantageous because no special lifts or other equipment are
required for the quick disconnection and replacement of the
on-board energy store, so the overall system has the flexibility of
single-operator operation. Only the rescue vehicle driver is
required to operate the system, with no additional supporting
personnel or lifting equipment. Other embodiments use
OSHA-compliant lifting equipment to manipulate the battery modules
if the size and number of modules requires.
[0104] Some embodiments feature battery modules with a capacity
sized to correspond with logical units of charge required to move
an EV sufficient distance to reach an EV charging station. For
example, consider a typical EV assistance scenario. Since typical
EVs can currently travel approximately 4 miles per kWh of battery
storage, and since most rescue operations can be accommodated in 12
miles, and assuming a battery size of 4 kWh would weigh
approximately 85 pounds, two battery modules of approximately 42
pounds each would be used to perform this rescue recharging
operation. Other similarly optimized system sizes are envisioned
over time. Battery modules would be optimized to provide a boost
charge to less-efficient vehicles stranded on the roadways by
increasing the capacity or number of modules set to be used for
those charging events. This optimization allows standardized
battery modules to be used to charge EVs with a wide range of
different electrical efficiencies. The rescue vehicle is therefore
sized in some embodiments to carry many more battery modules than
are necessary for a charging event of a single, efficient EV, so
that the rescue vehicle can be dispatched to provide charge to less
efficient EVs, additional EVs, and can be loaded to meet other
demands of the charging assignments given.
[0105] Onboard Battery Module Charging
[0106] Some embodiments of the invention minimize the required
capacity of battery modules by leveraging the rescue vehicle's
onboard electrical system to provide additional charging capacity
when needed. See, for example, FIGS. 1A, 1B, 1C, 1D, and 2B, where
the alternator of the vehicle is used to assist in charging the
battery modules. In this manner the onboard energy storage modules
can be maximized beyond the physical constraints of the isolated
battery capacity since recharging supplies additional energy that
can then be used in rescue operations. The onboard organic charging
system typically comprises the vehicle's alternator, battery, and
other electrical components, but it may also include a more
substantial or modified electrical system used in the normal
function of the vehicle. The vehicle's electrical system may be
merely involved by recharging a storage battery or battery modules,
or the vehicle's system may be directly involved in providing power
to the charging electronics on the vehicle.
[0107] For example, some embodiments allow battery modules to be
stowed in a rack which provides a trickle charge from the rescue
vehicle's alternator or another onboard energy generation device.
This system ensures that fully charged batteries remain charged and
can eventually recharge a battery to a normal state of full charge
from a state of depletion.
[0108] Connecting and Managing Multiple Battery Modules
[0109] In some embodiments, battery modules are grouped together
into clusters of modules. These clusters can be reconfigured into
OSHA-recommendation-complaint weight groupings in some embodiments
when appropriate.
[0110] In some embodiments, the battery modules (ROBM) stowed in
the rescue vehicle's storage rack systems may be electrically
connected to the AMEECS, charging equipment, or vehicle's
electrical system. Each battery module or cluster of battery
modules may have a connector switch that can be enabled or
disabled, wherein when the switch is disabled, the battery module
is isolated from other modules. In some embodiments these switches
are opened or closed manually and in another embodiment they are
controlled through use of an onboard command panel of the vehicle
or module charging station. In one embodiment the command panel may
be manually overridden by a manual switch. In this manner
individual battery modules or clusters do not have to be moved to a
particular rack to be used or recharged. This reduction in battery
module movement improves field operations efficiency and reduces
exposure of operators to potential safety issues.
[0111] Some module storage locations may not have electrical
connectivity and require the battery module to be moved to be
utilized to support rescue operations. This condition may occur
during periods of capability expansion or to address unique storage
requirements.
[0112] Where practical, the systems are automated and/or provide
the operator with a mechanical advantage. This facilitates
installation and removal of the modules.
[0113] In some embodiments, depleted battery modules are identified
and displayed on an onboard controller or display. FIG. 5D shows
side perspective view of a rescue vehicle having an onboard display
512 for indicating the status of onboard charging electronics 514
and battery modules stored in compartments on the vehicle 516. In
this embodiment, the display 512 is located in the passenger or
occupant compartment 518 of the vehicle. The onboard controller is
a computer, microprocessor, or other similar programmable logic
device that reads and executes instructions or code. The controller
may have output connections, input connections, and displays or
other elements designed for user access and interaction. The
controller may be "smart," meaning the controller's functions may
be automated to some extent to serve the user with minimal user
input, such as by predicting and anticipating future user needs.
Furthermore, controls 520 and indicators 524 of the display 512,
which may be a touchscreen display 522, may allow the vehicle to
send and receive information about nearby stranded EVs,
instructions to or from a control center, or control the operation
of the onboard charging electronics 514 or battery modules 516. The
instrument panel 524 of the vehicle may also be available to the
user to integrate the controller and display with other functions
of the vehicle. Buttons may adjust the power, brightness, and/or
contrast, navigate through menus, or input commands into the
display 512. Lights may be used to indicate alternative information
such as charge status or power indication, for example. In this
embodiment, the display assembly 512 is positioned below the
instrument panel 524 of the vehicle, but it may also be placed in
other locations in the vehicle, such as, for example, above the
dashboard, near the vehicle dials or other controls, integrated
into a screen already installed in the vehicle (such as a global
positioning system (GPS) navigation client or media control
display), placed in a compartment or enclosure on the service
vehicle, or placed on the exterior of the vehicle.
[0114] The display 512 may present various pieces of data to the
user, as indicated in the frontal perspective view of FIG. 5E.
Here, the charging system status display 512 shows a status dial
526, status gauges 528, and status text/messages 530 on an LCD
screen. Buttons 532 on the status display 512 allow the user to
adjust the settings of the display and/or charging equipment. For
example, the buttons 532 may be used in one embodiment to adjust
the amount of charge transferred to a stranded EV in a single
charging event, enabling an automatic charging cutoff of energy at
a predetermined energy level. Graphics 534 are also shown on the
display, and may be modified to provide status information, alerts,
graphs, and other system information to the service vehicle
operator.
[0115] In this embodiment, the status dial 526 shows a
representation of the state of charge of the battery storage of the
charging station in a manner similar to a fuel gauge of a vehicle,
with full state of charge of the battery modules at "F" and
depleted state of charge at "E". Color coding with green near "F"
and red near "E" allows a user to quickly determine the health and
state of the batteries on one dial. Other charging system
information may be displayed on the status dial 526, such as, for
example, voltage of the batteries or converter.
[0116] The sliding gauges 528 in this embodiment show temperatures
of the battery module bank and the voltage converter of the
charging system, and the black bar overlaid on the gauge slides up
and down to indicate temperature rises and drops, respectively.
Color coding is also implemented in the gauges 528, such as with
red indicating high temperature to give a quick reading to the user
regarding whether temperatures are in a safe range. The gauges may
also show other or additional information as the user sees fit,
such as state of charge of batteries, battery health, or other
important factors for charging station operation.
[0117] The status text/messages 530 show detailed information about
the battery temperature, converter temperature, battery voltage,
and DC voltage of the charging system. This allows more detailed
information to be accessed by the user for statistical analysis or
data logging. The status text 530 may display any information
displayed using other indicators as well. Messages from other
vehicles and control centers may also appear on the display 512 to
notify the service vehicle operator of instructions or nearby needs
for charging or charged battery modules.
[0118] Some embodiments use a system of coded lights (such as red,
yellow, and green) at each battery module's rack storage location
visible to the operator which identifies the individual battery's
state of charge. This allows the user to quickly identify batteries
requiring a swap out or recharge. In an alternate embodiment the
state of charge of individual battery modules is displayed on
meters or a control panel or display such as display 512 that is
located out of the cabin area 518 of the vehicle.
[0119] FIGS. 5F and 5G show a rear perspective view of a service
vehicle 536 with a status display component 538 installed. The view
of FIG. 5F has a status display component 538 installed near the
rear tailgate 540 and bumper 542 of the vehicle 538, and the view
of FIG. 5F has a status display component 538 installed on the rear
portion of a charging system enclosure 514 installed on the vehicle
536. In these embodiments, lights 544, 546, 548 indicate connection
status, charging status, and done/fault status, respectively. A
start button 550 and emergency stop button 552 are provided as user
inputs for operation of the charging system, and other system
information 554 is recorded for convenience of the user.
[0120] The lights 544, 546, and 548 may vary in size, shape, color,
and signal indicated, and may be used to indicate multiple signals
using a single lamp. For example, the done/fault light 548 is used
to indicate when charging is done, but it can also indicate when
there has been a fault in the charging system by indicating a
different color, blinking pattern, brightness, etc. The start
button 550 and emergency stop button 552 may be used in similar
fashion by varying in size, shape, appearance, and function, and
may directly or indirectly adjust the operating conditions of the
charging system on the vehicle.
[0121] FIGS. 5F and 5G are an example of an exterior-mounted status
display, wherein the components are weatherproofed and designed for
operation in extreme and outdoor conditions and may be soiled
without serious interference with operation of the charging system
or display. The embodiment in FIG. 5F is advantageously positioned
for being accessed while charging a stranded EV that is behind the
service vehicle, or when cords and connectors for the charging
system are located at the rear of the service vehicle, and the
embodiment of FIG. 5G is advantageously positioned for access when
the user is charging a stranded EV that is positioned to the sides
of the service vehicle since he or she may look over the side of
the service vehicle without having to go to either end of the
service vehicle to check on the status of the charging equipment.
It is noted that the display may beneficially be located at the
front of the vehicle, on the sides or on the compartments of the
sides of the vehicle, on top of the vehicle at any point, or within
the vehicle or enclosure 514 of the charging system.
[0122] Battery Module/ROBM Resupply Facilities
[0123] In some embodiments depleted battery modules/ROBM on a
rescue vehicle are changed out at resupply stations. Such resupply
stations are not intended to provide batteries that power EV
propulsion systems, but instead provide batteries and battery
modules that are used in EV recharging stations, especially
recharging stations mounted in rescue vehicles, unless the rescue
vehicles themselves are incidentally propelled by energy from the
battery modules which power their onboard EV recharging stations.
Battery modules are not used for traction or providing motive power
directly to an EV motor, but are used to provide a boost charge to
stranded EVs, requiring, e.g., 4-8 kWh of charge.
[0124] In some embodiments, these stations are repositories for
battery modules capable of providing a boost charge through the
charging systems of the rescue vehicles. Resupply stations are
normally unmanned and can be conveniently located for use by
emergency rescue vehicles to respond to rescue calls in
high-traffic or freeway areas. The stations may also include quick
disconnect systems for the batteries to facilitate quick,
efficient, and safe battery exchanges.
[0125] In some embodiments, batteries are housed in a secured
recharge bin populated with level 1, 2 or 3 EV chargers at roadside
stations. The chargers provide different rates of charge and can
charge different types of modules depending on their power output
and other electrical characteristics. See, e.g., FIGS. 5A and 5C,
where a storage facility 500 stores more than one type of battery
module, and, in FIG. 5C, where the rescue vehicles use different
types of modules (e.g., 506 and 508). The battery modules stored in
the stations may therefore also vary in size and capacity. In that
case, the battery modules may be recharged and stored on shelves
holding similar types of battery modules to simplify the electrical
system of the facility.
[0126] In the storage area, a state of charge (SOC) indicator or
additional display may show the charge status of battery modules.
The battery modules' state of charge is therefore available locally
but may also be provided to remote rescue vehicles via cellular,
Wi-Fi, or other electronic communications transmission media. In
some embodiments, rescue vehicles may reserve battery modules
available at roadside resupply stations so as to provide time
economies. A controller or computer at the roadside battery module
exchange station can be programmed to reserve battery modules based
on first come first serve, state of emergency service required,
prepaid priority, or other reservation prioritization schemes. For
example, if the controller uses the state of emergency service
required in a reservation program, the relative urgency of
assignments given to various service vehicles is compared, and the
more urgent assignments are given heightened priority so that even
if the service vehicles having extra urgent needs are not first to
arrive at a storage location, those vehicles are still able to
complete their assignments due to a delay in allowing other service
vehicles to access batteries.
[0127] In some embodiments a controller at the station determines
which module is to be charged on a rack and manages facility
electrical load to avoid exceeding the facility or local grid load
requirements. The battery modules may be charged in groups or
phases in order to comply with overall facility loads or utility
requirements and preferences. For example, the scheduling or
reservation controller would not allow certain battery modules to
be reserved at a location if charging those modules before they are
picked up would cause the overall facility load to exceed a certain
limit, such as a demand charge-inducing limit or a utility service
limit or rating for the facility.
[0128] Chargers at the stations may be connected to individual or
multiple batteries. Systems with level 2 and/or level 3 chargers
may be configured to charge multiple battery modules sequentially
or simultaneously according to rules executed by a charging
controller. Larger charging systems may use multiple "hoses" or
cables per charger or may utilize a bus to connect to multiple
modules.
[0129] Embodiments with the smaller storage or swap out facilities
500 (as shown in FIGS. 5B and 5C) are advantageous in that the
smaller facilities can be more easily distributed in a service
area, thereby reducing the need for resupply vehicles since the
roadside assistance vehicle operators can more readily access the
battery modules stored in the smaller facilities.
[0130] In another embodiment a battery module roadside facility may
provide energy storage support to an adjacent facility such as an
office complex, convenience store, fast food store etc. In this way
the energy management capability could at times provide a secondary
service to load level a local facility or provide load relief to
congested areas on the local distribution grid by discharging the
stored battery modules into the electrical system of those areas
when provident.
[0131] In another embodiment, the battery module roadside facility
may be a mobile unit. It may have significant energy storage
capability and may be connected to the grid in different areas. A
facility such as this is dispatched when needed to areas having
temporary high demand for electricity. This could include being
dispatched to a sports arena on a weekend or to a truck stop near a
freeway during peak commuting hours. The mobile system plugs into
local grid power (e.g., 240-volt, 208-volt or 480-volt) at
locations that are configured to accept the system. This system
provides the advantage of enabling the system cost to be amortized
over multiple use cases and allows more strategic positioning of
roadside battery module facilities when needs are temporary.
[0132] Quick-Disconnecting Battery Modules
[0133] In some embodiments electrical energy for the AMEECS is
stored in modular battery packs. In some of these embodiments each
module has a mechanical quick-disconnecting apparatus to facilitate
rapid and convenient change-out of discharged batteries with
charged batteries. The quick-disconnect renders a battery easily
swappable, and the vehicle's onboard electrical generation system
is therefore not the only method of replenishing the energy store
in the short interval between uses since discharged modules can be
exchanged for charged modules. In other embodiments, the
quick-disconnectable energy storage battery uses an electrical
disconnect that does not use a mechanical switch for mechanical
safety interlocking, but instead uses a fully electrical safety
interlock.
[0134] The apparatus and processes described herein help to ensure
that any electrodes that are exposed during equipment operation or
maintenance are de-energized before they become accessible to human
hands. Replacement of battery trays/drawers or otherwise accessing
equipment internals necessitates an action on the part of the
person performing the operation to unfasten the tray, drawer, top
cover or other protective fixtures surrounding the high-powered
electronics inside. Each tray can contain one or more battery
module. According to these embodiments, the action required to
unfasten electronics is the same action required to de-energize the
electronics therein. This design helps to eliminate risks
associated with forgetting to shut down the system prior to
disassembly.
[0135] In one embodiment of the invention, tray fasteners for the
battery modules are equipped with a magnetically conductive
material such as iron or ferrite which would need to be moved out
of the way to unfasten a tray or module. This in turn would break
an otherwise continuous magnetic circuit. The loss of magnetic flow
is detected elsewhere in the system and used as a signal to shut
down (or disconnect from a contactor) the battery tray terminals.
The use of the magnetic circuit affords flexibility and
reliability. Flexibility is provided because the magnetic flow can
be routed anywhere in the system (similarly to electric flow) and
thus can be used to trigger the disconnect in places far removed
from the original source. This provides convenience and
practicality to the implementation of the safety interlock.
Reliability is provided because magnetic continuity is easier to
maintain than electric continuity; even in a small signal circuit
the battery disconnect electrical circuits are easily broken or
defeated by impatient operators. The magnetic flow would be
required to energize the system, so that either opening the
interlock or some other unforeseen failure of the magnetic path
would de-energize the battery tray with equal surety. Persons with
ordinary skill in the art will recognize several pre-existing
methods for detecting the magnetic flow in the system and causing
the battery de-energization triggered by the loss of magnetic
flow.
[0136] FIGS. 6A, 6B, 6C, 6D, 6E, and 6F show various views of one
possible embodiment of the present invention. These figures
generally show a battery module quick disconnect apparatus and
circuit 600 wherein a battery module drawer 602 is inserted into a
void between magnetic conductors 604 and a retaining bar 606, and
is held in place when the retaining bar 606 is brought down to
close contact with a magnetic conductor 604. The battery module
drawer 602 connects with a back-plane connector 608 when it is
fully inserted (as shown in FIG. 6D), and electrical flow through
the connector 608 is engaged when the retaining bar 606 contacts
the magnetic conductor 604. In this embodiment, the
magnetically-conductive retaining bar 606 closes a continuous
magnetic circuit driven by a permanent magnet 609 or electromagnet
and simultaneously locks the drawer 602 in place. When the
retaining bar 606 is opened, sensors, such as the hall-effect
sensor 610 shown, detect the loss of magnetic flow in the system
and shut down (disconnect with a contactor) the battery tray
back-plane connector.
[0137] FIGS. 7A and 7B show an embodiment of the quick disconnect
and battery module system with multiple drawers of modules 700 that
can be quickly installed or removed. Each drawer 602 can be
installed and removed independently, allowing uninterrupted power
supplied by the apparatus if a battery module needs to be changed
out. Also, if the charging system that the battery modules are
powering needs additional storage capacity, the system is
expandable to take on additional modules to meet those demands.
These figures may represent a battery quick-disconnect system that
is present on an apparatus that charges the battery modules when
they are removed from a charging station on a rescue vehicle in
addition to showing a rack in a vehicle-mounted charging
system.
[0138] In another embodiment, a battery tray is de-energized by
turning a handle (such as the latches 800 of FIGS. 8A and 8B) to
disconnect a control signal pathway connected to a de-energization
trigger. This embodiment minimizes the need to wait for the battery
to be recharged either at a charging location or by using the
onboard organic charging system, so the rescue vehicle can be more
quickly redeployed with new battery modules.
[0139] In another embodiment, the quick-disconnectable energy
storage battery (or ROBM) features an electrical disconnect and
interlock that prevent removal and replacement of the battery
unless the battery is electrically disconnected from the rest of
the system, and it is connectable only after mechanical connections
of the battery are complete and secure. One advantage provided by
the electrical disconnect and interlock is the protection of the
operator from electrical shock or burns associated with accidents
common to the manipulation of electrical energy storage devices
including shorts causing damage to equipment and electrocution
causing personal harm. Another advantage of the electrical
disconnect and interlock is the preservation of the delicate
contacts used in electrical connections by transferring the
function of making the initial electrical connection from the
connector contacts themselves to a more suitable device such as a
circuit breaker or electrical switch which is specifically designed
with springs and vacuum chambered contacts in order to handle the
sparks and surges associated with this function. This embodiment
may also incorporate the interlocking electrical disconnect with a
suitably-rated switch or circuit breaker attached to it such that
it cannot be moved into the "ON" position unless and until the
mechanical connections are complete and secure, and the electrodes
of the connector are safely removed from access by human hands.
[0140] In some embodiments, the quick-disconnectable energy storage
battery module uses a self-aligning connector at the back of the
battery drawer for connecting a battery (e.g., ROBM) to a backplane
of a battery connection point which employs extra conductors
arranged to complete the connection of a relay coil which, in turn,
energizes a larger contactor which completes the electrical
connection. In this embodiment, oversized yet delicate contacts in
the connector or a mechanical interlock are not needed to prevent
the inrush of current through the delicate contacts before they are
fully inserted and secure. This embodiment is advantageous because
it is fully automated and has no moving parts other than the one
necessary moving part inside the contactor that actually does the
contacting. Full automation allows for adaptability in function,
like a time delay or any other behavior that may be programmed into
a processor for deciding if and when to complete the high-current
connection. By closing the contactor the extra conductors in the
self-aligning connector merely enable the main contactor, but do
not necessarily immediately activate the main contactor.
[0141] In yet another embodiment, the extra electrical contacts in
the self-aligning connector at the back of the battery (e.g., ROBM)
tray are used to activate a fully electronic contactor such as a
MOSFET or other solid-state switching device inside the battery
tray and electrically positioned between the battery and the
connector at the back of the tray. This embodiment deactivates the
battery tray and makes the electrical contacts of the tray safe to
touch with human hands without human intervention. Using the
fully-electronic contactor confers benefits to the battery tray
including but not limited to: (1) the extra reliability of no
moving parts, (2) the gradual ramp-up of electrical current flow
which reduces thermal shock on associated components and the EM
pulse associated with sudden current flow, and (3) the option of
computer checking of safety conditions before the final decision is
made to complete the electrical connection.
[0142] In yet another embodiment, the battery modules are designed
to permit expandability of the charging system by connecting to
each other. The module housings may be designed much like building
blocks that interlink until they are finally connected to the
charging station at one end. In this embodiment, the battery
modules indicate their present charge capacity and may be
sequentially discharged to make a resupply action more fluid.
[0143] For example, if three out of five battery modules are used
during the course of a day of use of the charging equipment on the
rescue vehicle, the battery modules, arranged in a chain fashion,
the modules on the outside end of the chain are discharged and the
modules on the inside end of the chain are still charged, so when
the operator changes out the discharged batteries for charged
batteries, it is easier to see that three of the five need to be
switched out and easier to access them as well. Then, because the
modules are connected in a chain fashion, the three modules can be
removed while they are still interlinked by releasing a quick
disconnect latch 800 between the discharged and charged modules
without having to disconnect modules one at a time. Likewise, when
the battery modules are replaced, three replacement modules can be
interlinked and reconnected at the point of the latch at the same
time with only one quick-connect latch to reengage.
Additional/supplemental battery modules can be added to this
embodiment by latching a module to the end of the outermost
connected module as many times as possible. See also FIGS. 8A and
8B which show a sample embodiment of an expandable battery module
design arranged in a chain fashion. The chaining connection pattern
allows depleted modules to be positioned at the most convenient
(outermost) position in the chain and reduces complexity of adding
new modules or the need for additional wiring and connection points
that would be needed in another configuration such as a grid-like
connection pattern.
[0144] FIG. 8A shows a number of battery modules 802 connected with
closed latches 800 that keep the modules 802 from disconnecting
from the connection to the charging equipment 804 or from other
battery modules. FIG. 8B shows a number of disconnected battery
modules with open latches to show the individual shape of the
battery modules, their male and female electrical connectors 806
and 807, and indicators 808. The latches secure the battery modules
together by engaging latch receivers 810 on the modules that keep
them secured. In some embodiments, the latch receivers 810 have
electrical connections that are closed when a latch 800 is closed
on the receiver 810, and when the electrical connections are
closed, the female connectors 807 are energized to provide energy
to the charging equipment 804. The indicators 808 in these
embodiments can be gauges, lights, output connections such as VGA
ports, USB ports, simple electrical outputs (e.g., a voltage
signal), and other like means of indicating charge or connection
information.
[0145] FIGS. 9A, 9B, 9C, 9D, 9E, and 9F show an alternative
embodiment for a quick disconnect system for securing battery
modules with a safety relay. FIG. 9A is a perspective view of a
battery module drawer 900 loaded into an enclosure 902 that has an
open door 904. FIG. 9B is a left side plan view of the battery
module receptacle 906 indicating the door 904 and relay 908
portions. FIG. 9C is a top plan view of the battery module
receptacle 906. FIG. 9D is a front plan view of the drawer 900 and
door 904 with push buttons 910 indicated. FIG. 9E shows an
embodiment of the battery module enclosure 902 indicating the relay
908. FIG. 9F is a section view across section line B-B of FIG. 9E
showing the internal portions of the battery module drawer 900 and
receptacle 906 within the enclosure 902, including the push buttons
910, electrical connector 912 on the rear side of the module drawer
900, and the corresponding relay 908 on the module enclosure 902.
In this embodiment, the drawer 900 may be quickly disconnected from
the receptacle 906 with no risk of electrical shock-related injury
to the user. The relay 908 is not energized until the drawer 900 is
fully inserted, with the electrical connector 912 in position, and
the door is closed 904, thereby depressing the push buttons 910.
Since there are two push buttons 910, there is less opportunity for
a user to accidentally energize the relay 908 when the drawer 900
is removed by pressing a button inadvertently when the drawer 900
is open. Yet because the relay 908 is not energized unless the door
904 is closed, the battery module drawer 900 can be quickly
replaced by another without risk of electrical shock while the
drawer 900 is being or has been removed. Additionally, since the
relay 908 is at the rear of the cavity in which the drawer is
positioned in this embodiment, it is further removed from human
interaction, since the user-operative end of the drawer 900 and
receptacle 906 is the front end.
[0146] The principles embodied in the subparts of FIG. 9 may be
extended to other embodiments as well. For example, the door 904
may be enlarged to cover multiple battery module drawers at once,
and the push buttons may be configured to vary in size, position,
and number. In such an embodiment, when the door is opened,
multiple relays which are connected to the multiple battery module
drawers are preferably disengaged simultaneously. This embodiment
may be advantageous in reducing the complexity of the hardware used
to secure the battery module drawers and to allow the user to
quickly deactivate many modules at once. Additionally, the push
buttons may instead send a signal to a microcontroller or computer
controller of the battery module receptacles that uses other
sensors to detect whether energization of the power relays is safe
and appropriate.
[0147] Furthermore, combinations of the preceding embodiments are
possible. Module drawers 900 may comprise battery modules
themselves that are inserted into receptacles 906 and locked in by
doors 904, and the entire enclosures 902 may be used as battery
module drawers shown in embodiments having a retaining
bar-activated magnetic conduction system such as the apparatus 600
seen in FIGS. 6A through 7B inclusive. Combining these embodiments
allows the user to have an extra layer of protection against
accidental energization of battery modules since a door (e.g., 904)
and retaining bar (e.g., 606) must both be in the correct positions
in order for the battery modules to discharge.
[0148] Connection Between Service Vehicle and EV
[0149] Rescue vehicles for EVs may need charge depleted batteries
onboard distressed EVs using a charging cable that goes from the
charging device on the rescue vehicle to a charging port on the EV.
Some existing EV charging stations have charging cables that are
permanently attached to the charger that connect the charging
electronics to an EV charging port. The charging cables may be
permanently attached to the charging station, resulting in limits
on how far the cables can reach due to their positioning on the
service vehicle and their fixed length. Long cables, especially
those used in current standards for fast DC charging, are heavy and
their transportation is difficult and dangerous by a single human
operator. This danger is magnified in situations where the charging
station is transported by a vehicle where a misstep by an operator
may result in exposure to fast-moving traffic and other
hazards.
[0150] An aspect of some embodiments of the present invention is a
segmented EV charging cable that may be used to connect a service
vehicle charging system to a stranded EV. The segmented EV charging
cable system may include a port on the service vehicle's charging
system for attachment of one end of the segmented charging cable,
but it may also include multiple ports that are on the charging
system or that are at different points on the service vehicle but
are wired to the charging system components.
[0151] A charging equipment system may provide multiple charging
ports on the rescue vehicle, enabling the operator maximum
convenience and safety while setting up charging equipment by
allowing the user to choose the most convenient port to use. Having
multiple ports is particularly useful in allowing the rescue
vehicle operator to select a port that minimizes exposure to
vehicle traffic and road-related hazards when operating near a
roadway. Allowing the operator to select the outlet port most
convenient to his operation also permits him to reduce the length
of the cable required to support his operational need when
connecting to EVs at various distances from the charging cable port
on the charging system. Some embodiments of the invention use a
Risk Class 0 NFPA 70 E or equivalent connector which enables an
operator who is not a certified electrician to assemble the
segmented EV charging cable in the field. The charging ports of the
service vehicle and/or charging equipment are preferably capable of
performing level 2, level 2 "fast charge", level 3, or otherwise
comparable fast EV charging rates and standards in order to
minimize the time that the service vehicle is charging the stranded
EV and exposing the users, service vehicle, stranded EV, and
associated charging equipment to dangers.
[0152] The segmented charging cable system also permits the user to
change overall length of the charging cable into user-manageable
segments or lengths. The length of the charging cable required to
service EV rescue operations depends on how close the rescue
vehicle is to the charging port on the EV. In many cases a charging
cable of 5 to 15 feet in length is sufficient to service a
distressed EV, but in certain configurations the EV's charging port
could be a full car length or more away from the rescue vehicle.
Charging an EV from such a distance necessitates that the charging
cable be longer than a standard length of 5 to 15 feet, and it
could require 30 feet or more in length. Due to the bulk of the
wiring and wire sheathing used in EV charging cables and their
connectors, the cabling may weigh more than the Occupational Safety
and Health Administration (OSHA) lifting recommendations set by the
United States Department of Labor, and is typically too weighty and
cumbersome to handle manually. Therefore, by segmenting the
charging cable, a user can transport manageable lengths of
extension cables without having to carry too much weight at once to
connect to an EV. For example, instead of having a cumbersome and
heavy 25 to 35 foot cable the cabling system may enable the
operator to use multiple cable segments of approximately 6 to 15
feet and a charging connector to accommodate routine rescue
missions. These shorter cable segments are therefore ideally 35 to
42 pounds in weight to fit within OSHA recommendations when the
NIOSH lifting equation of 1991 is used, as discussed in connection
with the battery module sizes in this document. When the charger
operator is confronted with a rescue operation requiring a longer
cable he may add a second and/or third cable segment to extend its
effective range without having to reposition the service vehicle or
charging system. These weight and size figures are not intended to
define the absolute limits of the scope of the dimensions and
weight of the cables, but as a preferred guideline for common
embodiments of the invention.
[0153] In some embodiments a basic or standard cable segment
includes a charging connector designed to mate with the EV at a
charging port, and this basic cable segment can be augmented with
other extension cable segments to increase its length. Connections
between the segments may include NFPA 70 E compliant connectors (or
equivalent) which do not require a certified electrician to make
connections in the field. A second modular extension segment may be
roughly 12 to 30 feet in length, one end of which having a
connector shaped for attaching to a charging port on the service
vehicle or another modular segment, and the other end having a
connector shaped for attaching to an extension port on the basic
cable segment or another end of another modular segment. One end of
this cable segment attaches to the charger while the other end
attaches to either another charging cable segment or the cable
segment that contains the connector to the EV. Such component cable
segments may be designed to stay within OSHA weight lifting
recommendations.
[0154] FIG. 10A shows various isometric perspective views of a
rescue vehicle and identifies a number of exemplary sites on the
vehicle where a charging cable connection port 1000 may be located.
The thickened ovals and circles show some advantageous positions
for a charging cable connection port that may be installed to
provide power from an onboard charging system to an EV. FIG. 10B
shows a top perspective view of a rescue vehicle and also
identifies a number of potential sites on the vehicle where a
charging cable connection port 1000 may be located.
[0155] When two or more of these ports 1000 on the service vehicle
are installed, the user may select an advantageous position to
connect an EV charging cable, such as on the side of the service
vehicle that is closest to the stranded EV's charging port or on
the side of the service vehicle that is safest (e.g., farthest)
from nearby roadway traffic. In some instances, the user may
connect the charging cable to one of the ports because another port
is blocked or inaccessible, such as, for example, if one side of
the service vehicle is too close to a wall or a restricted police
zone or roadside construction zone. In other cases, one port may be
preferable because the surroundings near the other port would pose
a danger to the charging cord or the user, such as if the ground
near that port was covered in glass shards, thorny plants, deep
mud, or water. In yet other embodiments, the port selected would be
determined by whether the nearby surroundings could properly
support the charging cable, such as when one side of the service
vehicle is on a downward slope and the charging cable would have to
hang down a long distance to reach the ground and cause strain in
the charging cable and connectors.
[0156] By selecting one port over another, the user gains the
benefit of safer conditions, easier access to the target stranded
EV, and less risk to himself and the charging equipment used with
the EV. Alternatively, the presence of multiple charging ports on
the service vehicle may give rise to the benefit of connecting
multiple target stranded EVs to the vehicle for simultaneous
charging, with each EV being connected to the nearest or otherwise
most appropriate charging port on the service vehicle. These ports
are even more beneficial when they are capable of level 2 charging,
level 2 fast charging, level 3 charging, or another fast charging
standard, as they may allow the EV and service vehicle to return to
the roadway in a short time, thereby minimizing exposure to
dangerous conditions and maximizing the time that the service
vehicle may be out servicing other stranded vehicles. In some
embodiments, the charging electronics are capable of output of
multiple different charging standards, such as J1772 and TEPCO.RTM.
CHAdeMO.RTM., and the charging electronics can route the charging
output of either standard to the same port. The user then attaches
the appropriate charging cable to the port, such as a J1772 cable
with a J1772 connector when the charging electronics provide a
J1772 level 2 output from the port. When another charging standard
is set to output from that port, then the user replaces the
charging cable or an attachment of the charging cable such as the
charging connector with a cable or attachment that is compatible
with the different charging standard.
[0157] The depictions of a rescue or service vehicle and EV in the
figures are not intended to introduce limitation into the size,
shape, and type of vehicles that may be compatible with the present
invention, but are merely presented as exemplary embodiments of one
potential application of the invention. For instance, a truck is
seen as a rescue vehicle in these figures, but a car, van, bus,
watercraft, motorcycle, or other vehicle may be selected as well
without departing from the invention. Likewise, connection ports
1000 may be positioned on the vehicle at positions other than those
illustrated in the figures.
[0158] FIG. 11A depicts a segmented charging cable with two
segments. A first segment is a standard charging cable 1100 having
at a first end an EV charging connector 1102 and at a second end a
cable connector or receptacle 1104. In some embodiments, a
TEPCO.RTM. CHAdeMO.RTM. connector is the EV charging connector
1102, but other EV connector types may be used. The other end 1104
of the first segment may be a NFPA 70 E compliant connector capable
of being mated to either a charging equipment connector/receptacle
on the rescue vehicle charger or on a cable extension 1106. FIGS.
11B and 11C show perspective views of an exemplary cable connector
or receptacle that may be used for this purpose. FIG. 11B is a
female connector, and FIG. 11C is a male connector. The male
connector is inserted into the female connector, then turned to
secure a locking edge and clipped into place by a retention
clip.
[0159] Referring again to FIG. 11A, a second segment of the
charging cable is a charging cable extension 1106 having a cable
connector or receptacle 1104 on both ends that is NFPA 70 E
compliant. A first end of the charging cable extension is a cable
connector or receptacle 1104 capable of being mated to a cable
connector or receptacle 1104 on the standard charging cable 1100. A
second end of the charging cable extension is a cable connector or
receptacle 1104 compatible with being mated to the charging
equipment connector or receptacle 1108 on the service vehicle or
the service vehicle charging station. All connectors of FIG. 11A
may be NFPA 70 E compliant connectors capable of being field
installed without the help of a certified electrician. This may
allow a user to quickly set up and break down a charging cord in
the field to minimize the exposure of the user, the charging
equipment, the service vehicle, and the stranded EV to potentially
hazardous roadside conditions.
[0160] FIG. 12A is a diagram of a rescue vehicle with a charging
cable and connectors and an EV. The rescue vehicle in this diagram
has multiple charging ports 1200, one of which has a standard
charging cable 1202 used to charge an EV located near the rescue
vehicle. By selecting the charging equipment connector or
receptacle that is nearest to the stranded EV, the operator may use
the standard cable 1202 without need for extensions, resulting in
reduced tripping hazards and risk of damage to the cable from
exposure to the roadway. A charging cable extension in this case
may be stored in the rescue vehicle, allowing further reach for the
charging station if necessary, but protecting the cable extension
from potential wear and damage while stored.
[0161] FIG. 12B is a diagram of a rescue vehicle and stranded EV
with charging cables and connectors partially connected with the
stranded EV beyond the range of a standard charging cable 1200. In
a configuration such as this, the rescue vehicle requires a longer
charging cable than is normally needed, so the operator elects to
use a charging cable extension 1204 and combine the extended length
with a selection of the most opportune charging equipment connector
on the rescue vehicle. The standard charging cable 1200 is
transported near to the stranded EV, the charging cable extension
1204 is moved and mated to the standard charging cable 1200, the
charging cable extension 1204 is connected to the rescue vehicle,
and the EV charging connector 1208 is connected to the EV charging
port 1210. In this manner, the user is not forced to transport a
single extra-long heavyweight charging cable to the stranded EV
over a long distance, but only has to travel with two smaller and
more manageable cables. This may help reduce the manual labor
performed by the operator and keep the operation of the charging
equipment within OSHA recommendation standards while helping the
operator remain away from traffic and other hazards and providing a
direct route from the rescue vehicle charging equipment to the EV
charging port. In this figure additional vehicles are between the
rescue vehicle and the stranded EV, resulting in the inability of
the rescue vehicle to reach the stranded EV without a charging
cable extension, but other obstacles or hazards may result in a
need for connecting to a far-away stranded EV, such as, for
example, terrain, structures, other emergency vehicles, fire,
oversized stranded EVs, stranded EVs with irregularly-placed
charging ports, or even just operator neglect in parking the rescue
vehicle too far away from the stranded EV.
[0162] Use and Integration of Deliverable Automotive Service
Batteries
[0163] In some embodiments, service vehicles are used to transport
and transfer automotive batteries to and from disabled vehicles
when their batteries fail. Generally, the deliverable batteries are
12-volt lead-acid batteries (which may also be referred to as
starting, lighting, ignition batteries or SLI batteries)
transported and used in internal combustion engine (ICE)-based
vehicles to start the vehicles and provide electricity when the
alternator is not providing electricity to the vehicle. Service
vehicles bearing the batteries of these embodiments store them in
compartments and bring them to vehicles in need for switching out,
and in some embodiments, the service vehicles charge the SLI
batteries or use them for supplying energy to EV charging equipment
of the service vehicle.
[0164] In another embodiment, the batteries are connected to the
alternator of the service vehicle but are not connected to charging
equipment on the vehicle. This may allow the batteries to remain at
maximum charge when self-discharge would otherwise slowly deplete
the batteries. It may also allow the service vehicle to restore
energy to a battery if it is placed in the service vehicle having
less than full charge. Some more embodiments have connections to
allow the batteries to provide power to vehicle electrical systems
such as lighting, radio, an electric motor, a winch, or other
electrical devices on the vehicle.
[0165] In some embodiments the service batteries may be enabled or
disabled for charging/discharging to the charging equipment, such
as would be desired if the service vehicle operator received a call
for a reservation of a particular type of battery. He or she could
then disable discharging of that battery to ensure that it was
fully charged for the customer who made the reservation. In other
embodiments, some of the batteries stored on the vehicle may be
used to transfer charge to another battery on the vehicle. For
example, if a certain battery type is needed for a service call,
but it is not currently fully charged, the other batteries may
transfer charge to that battery to ensure that it has maximum
charge when it is provided to the customer.
[0166] In some embodiments a controller is provided that may switch
charging and discharging of individual batteries on and off as
desired, may control the operation of power converters of the
batteries, monitor and control charging equipment, and perform
other monitoring, recording, and controlling tasks. In some
embodiments the power converters are DC-DC converters or AC-DC
converters/inverters that are unidirectional or bidirectional, have
manual or remote control features, and can be set to receive and
output a variety of signals, voltages, and currents.
[0167] These embodiments of the invention may provide cost savings
to service vehicle fleet operators that wish to provide charging
services to EVs. The service batteries are put to multiple uses by
assisting internal combustion engine customers with failed
batteries, and may be additionally used to assist charging stranded
EVs. Customer satisfaction is improved because the batteries they
receive are more fully charged and the service vehicle may also
serve their EVs. Providing charging services to EVs has lower
barriers to entry for service vehicle fleet operators since the
batteries purchased for EV charging may also be used in a battery
replacement program using the same service vehicles and
transporting structures.
[0168] FIG. 13A shows a side perspective view of a service vehicle
1300 with storage capability according to an embodiment of the
invention. Such a service vehicle 1300 may be dispatched with
batteries in the closed storage compartments 1302, the cab 1304,
the bed 1306, or a charger enclosure 1308 (if present) that may be
given to stranded vehicles with failed or depleted batteries. The
batteries in the service vehicle 1300 may also be electrically
connected for charging electric vehicles (EV5). FIG. 13B shows a
side perspective view of a service vehicle 1300 such as the one
shown in FIG. 13A with open storage compartments 1310. The open
storage compartments 1310 may contain storage racks 1312 or shelves
1314 and may contain service batteries 1316, charging cables 1318,
and other electrical equipment. One or more of the service
batteries 1316 is connected to other electrical equipment in the
service vehicle 1300 by power lines 1320. The compartment doors
1322 may be closed to protect the sensitive electronics within the
compartments 1310.
[0169] FIG. 14A shows a top view of a service vehicle 1400 with
electrical lines indicated according to an embodiment of the
invention. The service vehicle 1400 has an engine 1402 that drives
an alternator 1404. The alternator 1404 may include a standard
vehicle alternator, an increased output capacity or heavy duty
alternator, or other means of converting power from the engine 1402
into electrical power. Other means of electricity generation may
also be implemented with the vehicle 1400, such as renewable energy
generation from solar panels or windmills that are also directly or
indirectly connected to the power line 1408 or other electrical
systems of the vehicle 1400.
[0170] The alternator 1404 is linked to service batteries 1406 by a
power line 1408 running through the vehicle. The service batteries
1406 may include electrochemical cells, arrays, or banks of
lead-acid, lithium-ion, nickel metal hydride, nickel cadmium,
zinc-based batteries, combinations thereof, and other similar
rechargeable energy storage devices, such as, for example,
capacitors, supercapacitors, and fuel cells. Preferably, the
service batteries 1406 are comprised of models having standardized
sizes, voltages, capacities, and other physical characteristics so
that they may be more readily connected to disabled vehicles with
standardized receptacles and electrical requirements, such as
automotive SLI batteries. There may be one service battery 1406,
two, three, four, five, ten, twenty, fifty, or more in the service
vehicle 1400. Each battery 1406 has a positive and negative
terminal that can provide a voltage difference when the battery
1406 is charged.
[0171] One or more of these batteries 1406 is connected to the
power line 1408 in the vehicle 1400 to send and receive electricity
to and from the alternator 1404, charging equipment 1412,
controller 1410, and other batteries 1406. It may also be the case
that there are no service batteries 1406 present in or on the
service vehicle 1400, but provided that sufficient connectors exist
on the vehicle to connect a service battery 1406 to the power line
1408 for the purposes mentioned in this document, a vehicle having
this absence of batteries 1406 is still appraised to be within the
scope of the invention. These connectors may include wires, plugs,
clamps, clips, sockets, conducting racks, or other similar means
for linking the electrical connections on the service batteries
1406 to the power line 1408.
[0172] A controller 1410 and charging equipment 1412 are also
connected to the power line 1408. The controller 1410 may include a
computer, processor with associated memory, control panel, or other
means for monitoring, controlling, or recording the flow of
electricity through the power line 1408 and charging line 1414, and
possibly other electrical systems of the service vehicle 1400.
Preferably the controller 1410 may be able to measure voltage,
state of charge, current, temperature, and other factors related to
the status and operation of the service batteries 1406, power line
1408, alternator 1404, charging equipment 1412, charging line 1414,
and charging cables and connectors 1416. However, in some
embodiments the controller 1410 may only be able to observe and
control a subset of these portions of the systems on the vehicle.
The controller 1410 may also be able to issue instructions to these
portions of the systems of the vehicle, such as, for example,
setting the charging equipment 1412 to a certain output voltage, or
electrically disconnecting certain service batteries 1406 from the
power line 1408 when appropriate. The controller 1410 may also be
able to send and receive information from a remote controller or
server via a wired or wireless connection means such as infrared or
optical transmission, Wi-Fi, Bluetooth.RTM., cellular, or other RF
transmission.
[0173] A charging line 1414 comes from the charging equipment 1412
to EV charging cables and connectors 1416. In some embodiments, one
structure comprises the charging line 1414 and the cables and
connectors 1416. The charging equipment 1412 may include one or
more DC-DC buck/boost converter, one or more single- or
bi-directional inverters, signal conditioning circuitry such as
filters and stabilizing capacitors, and combinations thereof. The
selection of these elements is significant in relation to the
electrical signal(s) required for charging an EV. In some
embodiments the settings of the components of the charging
equipment 1412 may be set and adjusted by the controller 1410. For
example, in order to comply with the SAE J1772 AC charging
standard, an inverter would be included in the charging equipment
1412 to convert the DC voltage of the service batteries 1406 into a
single-phase 240-volt AC signal that would be supplied to the
charging line 1414, and a boost converter may be required to
upconvert the voltage of the batteries 1406 to a DC voltage
suitable for conversion by the inverter. The charging equipment
1412 may be stored in a charger enclosure 1308, or may be
integrated into other portions of the service vehicle 1422
including the cab, the bed, and the storage compartments in which
the batteries 1406 are shown. Additionally, charging equipment 1412
may be removable from the vehicle and in that case it may have
quick disconnecting connectors between the equipment 1412 and the
power line 1408.
[0174] The charging cables and connectors 1416 may include wires,
cords, and similar conductors to link the charging equipment 1412
to a nearby EV. The connectors may be standardized connectors such
as the SAE J1772 connector or may be non-standardized, popular
connectors such as the TEPCO.RTM. CHAdeMO.RTM. connector, or
unpopular or customized connectors, as necessary for EV charging.
The charging cables and connectors 1416 may be stored in
compartments or other areas of the vehicle, and may be
disconnectable from the charging line 1414 to be replaced with
other charging cables and connectors 1416 or safety caps to prevent
soiling or tampering with the vehicle.
[0175] In some embodiments, it may be advantageous to program the
controller 1410 to allow one or more service batteries 1406 to
discharge to another service battery 1406 or number of service
batteries 1406. For example, if a customer needs a fully charged
service battery 1406, but it has recently been used to supply
energy to the charging equipment 1412, the controller 1410 may
direct other batteries 1406 to discharge into the customer's needed
battery in order to increase its state of charge prior to turning
it over to the customer. The alternator 1404 may then be used to
restore charge to the remaining service batteries 1406 and a
battery collected from the customer, if any.
[0176] FIG. 14B shows top view of a service vehicle 1418 similar to
FIG. 14A but with power converters 1420 disposed on the power line
1408 between the service batteries 1406 and the charging equipment
1412, controller 1410, and alternator 1404. The power converters
1420 may be useful to install on one or more battery 1406 or on a
group of batteries to stabilize and standardize the electrical
signals provided to the charging equipment 1412. It may also
increase efficiency of charging differing batteries 1406 with the
alternator 1404 by preventing circulating currents through the
batteries 1406. It may also be advantageous to implement power
converters according to the apparatuses described in U.S. patent
application Ser. No. 13/100,152 (which is hereby incorporated by
reference) that render the service batteries 1406 parallelable
without regard to the voltage, capacity, or other characteristics
of the batteries 1406 to enhance compatibility of the service
vehicle 1418 with a wider range of batteries 1406. Another
advantage of using converters 1420 with some or all of the
batteries 1406 is realized when a controller 1410 is connected to
the converters 1420 to enable or disable the converters 1420 to
connect or disconnect batteries 1406 from the power line 1408.
[0177] FIG. 14C shows a top view of a service vehicle 1422 with
alternate charging lines indicated according to an embodiment of
the invention. In this embodiment the charging line 1424 extends to
multiple charging ports 1426 that serve as connectors to a
detachable charging cable and charging connectors 1428. The
charging cable and connectors 1428 may be selectively connected to
a charging port 1426 that is most convenient and/or safe for
charging an EV to which the service vehicle 1422 is brought. For
example, a detachable cable and connector 1428 may be connected to
the left side of the vehicle if it is closer to the stranded EV
than the right side, or if the right side of the service vehicle
1422 is more exposed to traffic or other hazards.
[0178] FIG. 14D shows a top view of a service vehicle 1430 with
batteries 1406 that are connected to an alternator 1404 without
being connected to charging equipment. This alternate configuration
shows that the batteries 1406 are not required to be used in
charging EVs. This figure also shows that an unoccupied battery
port 1432 may be present in the system without negatively affecting
the operation of the service vehicle. Likewise, all of the battery
ports may be unoccupied while still practicing the invention as
long as when a service battery 1406 is electrically connected to
the power line 1408 in one of the storage port areas of the vehicle
1430, the battery may be charged by the alternator 1404 or
discharged to other batteries in the vehicle. A service vehicle
1430 of this embodiment may be routed to a disabled vehicle,
exchange a service battery 1406 to the disabled vehicle and take
its battery to be recharged via the alternator 1404 and power line
1408 when it is connected to an unoccupied battery port 1432.
[0179] FIG. 14E shows a top view of a service vehicle 1434 with
batteries 1406 that are connected to charging equipment 1412 and a
controller 1410 without being connected to an alternator. In this
embodiment, the batteries 1406 are not recharged while borne by the
service vehicle 1434, but may still be leveraged as an energy
source of the charging equipment 1412. This system would eventually
exhaust its energy storage and would have to be connected to a
charging station to restore charge to the batteries 1406 either by
connecting directly to the batteries or by connecting the power
line 1408 or charging line 1414 to a power source and charging the
batteries 1406 indirectly through the power line 1408 and/or
charging equipment 1412.
[0180] FIG. 14F shows a top view of a service vehicle 1436 with
service batteries 1406 that are connected to a first power line
1438 that is linked to an alternator 1404, and service batteries
1406 that are connected to a second power line 1440. In this
configuration, the user may opt to use service batteries 1406 as a
source of power for the charging equipment by connecting them to
the second power line 1440, or may connect the batteries 1406 to
the first power line 1438 for recharging (or maintenance of charge)
via the alternator 1404. In this embodiment, the controller 1410
may be able to control the charging operations of the devices
connected to the second power line 1440, and may also be able to
monitor and control the charging of the service batteries 1406 in
the first power line 1438. This embodiment allows the user to
easily manage whether the batteries 1406 on the service vehicle
1436 will be charging or discharging by deciding which power line
the batteries should be connected to. Thus it may be advantageous
to arrange the power lines 1438 and 1440 in the vehicle so that it
is clear to the user whether a battery receptacle is connected to a
charging line or a discharging line, such as, for example, making
all battery receptacles or connections on the left side of the
vehicle charging connections and making all battery receptacles or
connections on the right side of the vehicle discharging
connections. This embodiment may also be advantageous in
simplifying a battery reservation system, since if a battery is
reserved on the service vehicle 1436, the vehicle operator can
reserve that battery by simply connecting the battery to the first
power line 1438 with an assurance that it will not discharge any
more until the reserved battery is delivered to the entity that
made the reservation. In an alternative embodiment, the first and
second power lines 1438 and 1440 are connected to a switch at each
service battery 1406 receptacle/connector such that the vehicle
operator may selectively choose a preferred power line for each
battery 1406 without having to move the battery to a new receptacle
or connector.
[0181] Monitoring, Management, and Control of Service Vehicles and
Battery Modules
[0182] In some embodiments a network of system controllers tracks
the status of a number of rescue vehicle charging systems,
evaluates options, recommends actions, and, at times, takes
automated action regarding the control of the service vehicles or
battery modules. In one embodiment, "first-level" controllers in
the network are associated with each of the rescue vehicles, where
they monitor the health and status of the vehicle and its systems.
They record vehicle location, operational status, fuel level, and
vehicle maintenance alerts. In some embodiments, the first-level
rescue vehicle controllers communicate this information to the
rescue vehicle operator and in some embodiments this information is
sent to a second level of controllers (that may, for example,
reside in a control center) for analysis and optimization of
multiple first-level controller operations. The first-level
controllers may use one or more computers or other interfaces
located on the vehicle or a handheld device to gather and serve
this information to the rescue vehicle operator.
[0183] In some embodiments the first-level controllers communicate
with "second-level" controllers via cellular, radio or other
electronic communication systems. In the case of communication link
failures, the first and second level controllers search for
alternate link pathways while storing accumulated relevant data for
future transmission. The first-level controllers may also take
automated actions where appropriate.
[0184] The second-level controllers receive data feeds from the
first-level controllers on rescue vehicles in their service area.
The data feeds may include, for example, location, the state of
energy storage available for EV charging, and health management
data from vehicle systems including alerts and trends for key
systems. The rescue vehicle power electronics data may include, for
example, temperature, high and low voltage, current draw, electric
fault exceedances, and unusual trends of the energy storage,
chargers, inverters, and other power electronics. The
second-level/control center controller may maintain a maintenance
log and may recommend preventative maintenance actions and
schedules and communicate this information to the rescue system
operators and/or their supervisors.
[0185] In some embodiments the control center controllers optimize
overall rescue systems scheduling based on the availability of
assets, state of preparedness, location, lack or presence of system
rescue vehicle alerts, customer rescue requests and locations, etc.
In some embodiments the control center controllers also schedule
rescue vehicle recharging or swap-out of battery module/Rescue
Operations Battery Modules (ROBM) procedures based on vehicle
location, work load, and asset status (including but not limited to
energy storage status).
[0186] In some embodiments the control center controllers optimize
decisions regarding whether fully charged ROBM should be sent to a
rescue vehicle by a ROBM resupply/replacement vehicle or to route
the rescue vehicle to a ROBM swap out station. Either way, ROBM are
reserved for specific rescue vehicles based on a rules-based
prioritization system. In this manner, every rescue vehicle is
guaranteed availability of a ROBM swap out at a specific time and
location. In some cases, the controller directs a rescue vehicle to
recharge without unloading any modules, as that may be the most
efficient operation at the time.
[0187] A third level of controllers may be utilized in large areas
to support long-term asset optimization and logistics coordination
and facilitate economies of scale in purchasing and deploying
assets. In another embodiment the "third-level" controllers provide
recommendation of targeted preventative maintenance, elimination of
high failure rate equipment, and provide recommendations for
preventative maintenance, training, and order delivery.
[0188] The controller systems may be designed to optimize rescue
operations in some of the following ways: (1) minimizing the time
required for a rescue vehicle to respond to the stranded vehicle,
such as by coordinating rescue vehicles so that the nearest vehicle
is assigned to respond to the stranded vehicle, (2) minimizing the
time required for the rescue vehicle to recharge the stranded
vehicle by deselecting rescue vehicles who do not have adequate
consumables (energy storage, fuel, etc.), (3) minimizing the time
required for a stranded vehicle to reach a location where a greater
charge can be obtained, such as by measuring the distances to the
nearest charging locations and selecting the nearest one to which
to direct the stranded EV and/or by verifying and reserving a
charging location for the stranded EV, (4) minimizing the time
required for the rescue vehicle to recharge its charging system's
batteries, such as by coordinating the exchange of fully charged
battery modules for discharged modules onboard the rescue vehicle,
(5) minimizing the fuel consumed by the rescue vehicle and time to
respond in assisting a stranded vehicle, such as by keeping rescue
vehicles near areas with high incidence of EV rescue events, (6)
increasing rescue vehicle or energy storage device service lifetime
and reliability, such as by monitoring the characteristics of the
charging systems and scheduling maintenance, (7) minimizing
charging equipment costs by increasing its utilization, (8)
minimizing rescue vehicle downtime due to maintenance or refueling,
(9) minimizing strain of rescue vehicle operators, such as by
sending notifications of required maintenance and/or by allowing
operators to override commands sent from a control center, and (10)
increasing ease of use of rescue vehicle-transported charging
systems, such as by displaying important information and automating
maintenance decisions.
[0189] In some embodiments a first-level rescue vehicle controller
is used to report status information to a rescue vehicle operator,
and potentially also report this information to a second-level
controller and/or provide charging system control commands to
ensure safe and efficient operation of a service vehicle. (See FIG.
23 for a diagrammatic view of the hierarchy of controllers.)
[0190] In this embodiment, as shown in FIG. 15, the rescue vehicle
controller monitors vehicle location, vehicle system status,
charging system status (step 1500) and reports alerts and system
status information to the vehicle operator (step 1502) and,
optionally, to a second level of controllers located in a control
center (step 1504). Alerts include system-safety-related alerts.
Safety-related alerts may involve exceedances of electric fault
indication, equipment temperature, vibration, current draw, high or
low voltage and other indicators related to system safety. If the
system controller detects a safety-related issue it will alert the
vehicle operator and the control center controller to take
appropriate action (step 1506). Depending on the nature of the
alert the controller may command the system to cease charging
operations and/or safe the system (step 1508), and report the
status to the vehicle to the vehicle operator and, in some cases, a
control center (step 1510). The controller will also recommend
appropriate actions to the vehicle operator which may include
instructions about how to get the vehicle off a freeway and or
maintenance actions to take (step 1512).
[0191] In another embodiment the first-level system controller
monitors vehicle system status and communicates this to vehicle
operator and the second-level control center controller. This may
include vehicle fuel status. The first-level controller working
with the control center controller could recommend refueling at a
specific location or recommend alternative locations prior to
commencing another EV charging session. Alternatively it can
recommend taking actions to correct a system overheating
indication.
[0192] FIG. 15 is a process flowchart showing an example of a
process performed by a first-level controller on a vehicle
according to an embodiment of the invention to optimize and
coordinate safety and maintenance instructions. Optional paths are
indicated by dashed lines.
[0193] In another embodiment the rescue vehicle may receive alerts
or unfavorable rescue vehicle operational data from a control or
operational center (step 1514). For example, this may include
unfavorable trend data from a fleet of rescue vehicles or data that
the control center has analyzed and believes action is warranted.
The rescue vehicle may be put on alert and asked to monitor certain
vehicle systems or types of activities and may be instructed
concerning certain remedial actions to take. The rescue vehicle may
be pulled from operations and either safed at its current location
or advised to relocate to a new location which may have repair or
replacement capability. Optimum routing information may be provided
to the rescue vehicle operator as part of this communication.
[0194] In one embodiment the second-level controller analyzes
vehicle system trends, safety or critical operational alerts, and
analyzes maintenance records may recommend maintenance proactively
(in preference to reacting to system failures after the fact) to
minimize unplanned downtime for the rescue vehicle or its EV
charging system. In the case of safety critical alerts or emergent
action required, the second level controller may alert and/or
command the rescue vehicle to take certain actions to keep the
rescue vehicle and or its operations safe. It may follow these
actions with a closed loop system to ensure the vehicle is safe and
that no further safety or mission-critical actions or support is
required. If support is deemed to be required, the rescue vehicle
may initiate a support request or the second level controller may
recommend support. In either case, the second-level controller may
review available assets and send appropriate requests for support
and provide a closed loop follow up to ensure required support has
been provided and the situation has been remedied.
[0195] FIG. 16 is a process flowchart showing an example of this
process performed by a second-level controller or control center
according to an embodiment of the invention to optimize and
coordinate safety and maintenance instructions. The second-level
controller monitors the vehicle, vehicle's location, and charging
system status for individual rescue vehicles (step 1600), and when
a potential defect or problem is detected in the rescue vehicle
(step 1602), a report is sent to the rescue vehicle operator (step
1604) with that information, and the operator is given directions
to repair, refuel, go to a service location, etc. (step 1606).
[0196] The rescue vehicle controller in some embodiments is
designed to safely operate without communication with the control
center controller in the event of a lapse of communication
connectivity or control center unavailability for any other reason.
The first-level system performance may degrade in this case as
insight into customer rescue requests becomes stale. Operations
will continue to be conducted based on the rules based software and
firmware on the onboard system controller which includes a
comprehensive operational set of rules. This ensures safe operation
with potential for appropriate local overrides by the rescue
vehicle operator. In a period of interrupted communications with a
control center system, data may be stored on board for later
communication to the control center when communication links are
reestablished. Relevant information from the control center from
other pertinent sources may be updated manually, such as, for
example, location and vehicle status data for the next customer
that may have been received through an alternate communication
path.
[0197] Communication paths include onboard cellular transceiver or
transmitter systems, radio-based systems, personal cell phone
systems, land line telephone communication systems, and the like.
Additionally, voice and/or data communication may be relayed to a
rescue vehicle through another rescue vehicle or other associated
vehicles to and from a control center, operational center, or
operating entity.
[0198] FIG. 17 is a process flowchart showing an example of a
process performed by a first-level controller or vehicle controller
according to an embodiment of the present invention that is used
when there is a communication disruption between a first-level
controller and its source of instructions. The first-level
controller monitors a vehicle communication system link to a
second-level controller (step 1700) and if a communication
disruption is detected (step 1702), alternate communication links
are polled and a new connection through other channels is attempted
(step 1704). If a communication link is reestablished, status and
alert information is exchanged between the levels of controllers
for the time that the communication disruption took place (step
1706) and normal operations are resumed (step 1708). If a link is
not reestablished in step 1704, the first-level controller stores
available vehicle data and operates under a vehicle-stored protocol
(step 1710) and continues attempting to reconnect the communication
link (step 1712). When the communication link resumes (step 1714),
the stored data is sent to the second-level controller, and any
alert information from the second-level controller that was not
transmitted to the vehicle in that time is sent (step 1716).
[0199] In another embodiment the vehicle controller provides
recommendations as to how much charge is required to get the EV off
of a roadway and to one or more EV charging stations (e.g., in
kilowatt-hours). In this manner the amount of charge provided by a
rescue vehicle is tailored to the need of the particular EV being
assisted. Here the controller identifies nearby charging station
location options and recommends one or more of the options to the
rescue vehicle operator, along with instructions regarding how much
charge to dispense to the EV battery, and then provides driving
instructions to the EV operator that direct him or her to the
selected location. In some embodiments the controller may also
communicate information to the selected charging station regarding
the EV operator's arrival time and make a reservation for a
charging session, if possible. A discounted rate could also be
applied for using the roadside assistance service in finding a
vehicle charging customer.
[0200] FIG. 18 is a process flowchart showing an example of a
process performed by a first- and second-level controller according
to an embodiment of the present invention that optimizes charge
provided to a disabled EV. At the start, the second-level
controller dispatches a selected rescue vehicle to a disabled or
depleted EV (step 1800). This may include sending dispatch
information to the service vehicle that comprises the location of
the EV and other identifying information about the EV, such as the
EV's state of charge, the model of the EV, charging standards
supported by the EV, the length of time that the EV has been in
need of charge, the EV operator's identification information, a
license plate number, customer number, and other EV information
that assists the service vehicle operator or first-level controller
to provide effective or efficient service.
[0201] The first level controller evaluates EV charging location
options given traffic and related factors (step 1802) and
determines the best available charging location (step 1804). For
example, the first level controller may determine the best route
that the EV driver would follow to reach a charging location due to
traffic, the range of the EV, the change in elevation between the
EV and the dedicated charging location, whether the EV would be
compatible with the charging equipment at the charging location,
the price of recharging the EV at the charging station, the
expected average rate of energy consumption of the EV between the
location of the EV and the charging station location, the distance
between the EV and the charging location, and other factors
relevant to selecting the most efficiently accessed and utilized
charging point. Additionally, a charging station may be selected
based on the proximity of the charging location to an intended
destination of the EV or proximity of the charging location to a
path that would be used to reach the intended destination. For
example, a charging location that is in a direction toward the EV's
home garage may be preferred over a charging location that is in
the opposite direction, even if the charging location in the
opposite direction is closer to the distressed EV. Likewise, if a
charging location is close to the route the EV driver would use to
reach his intended destination, it may be preferred over charging
locations in other directions even if the other locations are
closer at the time the EV is charged by the service vehicle.
[0202] In the execution of step 1804, functions may be performed in
parallel by the second-level controller to improve or confirm the
decision making of the first-level controller, since the second
level controller will typically have more information available,
including but not limited to the location of other service
vehicles, replacement battery module locations for the service
vehicle, other distressed EVs in the range of the service vehicle,
and more. Thus, in steps 1806 and 1808 the second-level controller
monitors and supports the first level controller. Additionally, the
first-level controller determines an amount of charge to provide to
the EV, preferably including a safety factor, and the second-level
controller may support the service vehicle in this action such as
by approving a point-of-sale transaction that takes place between
the EV and the service vehicle (steps 1810 and 1812). The first- or
second-level controller may then reserve a charging station for the
disabled EV (if the charging station supports reservations
compatible with the first-level controller) (step 1814), and the
service vehicle provides directions and/or reservation information
to the EV (step 1816). Such reservation process may include
electronically reserving a charging station for the EV or gathering
charging station reservation availability information to be given
to an occupant of the EV. Charging station reservation availability
information is information that allows the EV occupant to make his
own reservation or alternatively may define how long a reservation
will remain available to the EV. The service vehicle is connected
to the EV and provides an optimized amount of charge from its
onboard charging system so that the EV can safely reach the
charging station (step 1818). At this time, if a second-level
controller communication link is available, the second-level
controller validates the payment and the recommendation determined
by the first-level controller (step 1820). Finally, the first-level
controller may confirm the arrival of the EV at the charging
location and that charge has been restored, such as through an
internet- or cellular-network-based LAN or WAN messaging
confirmation sent to or from the EV (step 1822). Alternatively, the
service vehicle may accompany the EV to the charging station. The
second-level controller validates that the EV has been served and
logs status information about the EV and/or service vehicle such as
the remaining charge in the charging equipment of the service
vehicle, the fuel level of the service vehicle, and other
service-related metrics (step 1824).
[0203] In this embodiment, with a sufficient communications link
between the first- and second-level controllers, the second-level
controller may replicate the steps performed by the first-level
controller in near real-time. When the first-level controller
experiences degraded performance, the second-level controller may
actively provide recommendations and commands to the service
vehicle in lieu of the first-level controller.
[0204] In some embodiments, a first-level rescue vehicle controller
interacts with a second-level controller or operational center or
control center and receives commands and/or status update
information from the second level controller or operational control
center. The rescue vehicle receives information regarding (1)
future customers requiring rescue or other support, (2)
availability of recharging capacity for its onboard battery-driven
EV recharger, (3) optimum location and routing for the rescue
vehicle to be refueled or repaired, (4) optimum routing to other
planned stops, (5) information regarding rescheduling of
operations, and (6) off-normal events and alerts including trend
data regarding its onboard systems and recommended actions.
[0205] In another embodiment shown in the flowchart of FIG. 19,
pairing information for a rescue vehicle and recharging mission is
evaluated at an operations or control center. The controller
determines that a rescue vehicle has the requisite equipment and
capacity to charge the stranded vehicle for a potential mission and
selects that vehicle for performing that mission (step 1900). Once
selected, the rescue vehicle receives a rescue request including
location and job information from a control or operational center
located at a fixed (or potentially mobile) location (step 1902).
Optimum routing from his current location to the rescue location is
provided. In some variations of this embodiment, the rescue vehicle
operator may have to first decide to accept or override the request
(step 1904). In these embodiments, the second-level controller
reassigns the task to another rescue vehicle if the vehicle
operator rejects or overrides the instruction (step 1906).
[0206] The second-level controller then monitors the rescue vehicle
location its status, including point-of-sale information when the
rescue vehicle performs some charging (step 1908), as the rescue
vehicle controller communicates its location and vehicle status
information to the control center controller while the rescue
vehicle is en route and performing rescue operations (step 1910).
The command center controller updates its database, and rerouting
information and status information may be provided to the rescue
vehicle while in transit or at the service location (step
1912).
[0207] In some other embodiments, the rescue vehicle is sent
instructions to deviate from currently planned or known operations
and to proceed to a new operational assignment. For example, this
may include performing rescue related operations or other
operations as assigned from the control or operational center, such
as, for example, delivering battery modules to another rescue
vehicle or transferring battery modules between a charging location
and another service vehicle.
[0208] FIG. 20 shows some other embodiments of routing rescue
vehicles and the interaction between first-level controllers and
second-level controllers. In steps 2000 to 2010, a rescue vehicle
receives a recommendation from an operational control center that
its onboard energy storage battery capacity is depleted or needs to
be changed out. The rescue vehicle may receive a command to
rendezvous with a battery resupply vehicle and change out some
number of depleted or partially depleted energy storage battery
modules. Routing information may be provided to optimize time spent
and expense. In some embodiments, these steps instead define a
rendezvous or exchange instruction for the service vehicle to
exchange one or more battery modules with a battery module storage
location or another service vehicle instead of exchanging with a
resupply vehicle.
[0209] In another embodiment, a rescue vehicle may receive a
recommendation to proceed to an energy storage battery module
resupply station specially designed to accommodate battery modules
from rescue vehicle charging systems, as shown in steps 2012
through 2016. Optimum routing information may be provided from the
rescue vehicle's current location to the resupply station. The
onboard charging system batteries are swapped out for fully-charged
battery modules, and the rescue vehicle is provided information
requisite to proceed on other rescue missions.
[0210] In another embodiment, the rescue vehicle controller
monitors a rescue vehicle's location and the availability of energy
storage on the vehicle and reports this information to the vehicle
operator and to the second-level/control center controller. The
rescue vehicle controller receives recommendations from the control
center controller relative to changing out batteries or charging up
existing batteries. Based on actual status, customer requests and
other factors, the control center controller may reserve a battery
for the rescue vehicle's charging system at an energy storage swap
out station and recommend the rescue vehicle to proceed to that
location after an EV rescue operation is completed. In this case,
the rescue vehicle operator will review the recommendation and may
accept or override it. Alternatively, the control center controller
may recommend to the first-level controller that one or more
battery modules be delivered by a vehicle battery delivery truck
based on location, battery availability, anticipated EV battery
charging service needs, and other factors. The vehicle operator may
be allowed to either accept or override this recommendation. In
some of these embodiments, the primary objective of this process is
to maximize vehicle rescue timeliness while also maximizing
equipment utilization and minimizing operational costs over
time.
[0211] In another embodiment the rescue vehicle receives
instructions regarding an optimum time to refuel and is given
routing instructions to a nearby refueling station, as shown in
steps 2018 through 2024. The consumables referenced in these steps
may include battery modules, charging devices, vehicle parts, and
other components used in vehicle service operations. Instructions
to the vehicles may be modified by including consideration for
current traffic in the area near the service vehicle, queuing at a
refueling station, and other relevant routing considerations.
[0212] In another embodiment the control center controller may
recommend that a rescue vehicle take time out to refuel at a
specific location in preparation for other planned or probabilistic
activity. Optimized routing information may be developed and pushed
to the rescue vehicle along with other related instructions.
Similarly, the second-level controller may recommend other onboard
consumables or other operational equipment to be repaired or
replaced when such action is most cost-effective.
[0213] In the process depicted in FIG. 21, a second-level
controller optimizes to actions of a fleet of EV-charging rescue
vehicles. Here, the second-level/control center controller receives
status-related information and requests from a fleet of rescue
vehicles and other sources (step 2100) and optimizes rescue
vehicles' performance across a service area, determining
maintenance needs and schedules of rescue vehicles in the fleet,
minimizing response times between receiving EV charging requests
and performing EV charging, and otherwise optimizing fleet asset
utilization (step 2102). In this embodiment the second-level
control center controller is designed to optimize rescue vehicle
fleet or system performance at a higher level than an individual
rescue vehicle controller. The control center controller receives
customer rescue requests and optimizes rescue vehicles' response to
the requests based on availability of the rescue vehicles, their
respective locations, and the condition of other assets across a
designated service area in combination with the suitability and
readiness of their systems.
[0214] In this embodiment the second-level controller may recommend
optimization actions as to when and where to utilize specific
rescue vehicles. It may match availability of GPS-based asset
location communicated to it from the onboard rescue vehicle systems
with status information for onboard systems, customer requests,
routing information, traffic information, status of on board fuel,
refueling options, energy storage recharge battery status, and
location of battery replacement options and other relevant
information. It may then assign specific rescue vehicles to
specific job assignments. It may use a closed loop system to verify
that requisite actions are taken or recommend subsequent actions to
address residual operational needs, if such needs exist.
Optimization criteria may include response time, safety
optimization, customer satisfaction factor optimization, vehicle
utilization optimization, cost optimization, probabilistic impact
to planned or unplanned but probable operations, and other
factors.
[0215] In some embodiments, the second-level controller distributes
tasks to rescue vehicles and ensures that all necessary tasks are
accepted by reassigning tasks that are not accepted by rescue
vehicle operators (steps 2104 and 2106). After tasks are accepted
and completed, the success of the tasks is validated and new assets
are given assignments as required by the second-level controller
(step 2108).
[0216] Third-level controllers are another hierarchical tier of
controls used to optimize staging and prepositioning of assets in a
large area, primarily managing and advising multiple local regional
control centers and their rescue vehicle fleets. In the embodiment
shown in FIG. 22, the third level of controllers is implemented at
a regional level. The controller implementing this process may be
non-real-time server-based controller designed to optimize top
level and system wide needs. It may be co-located with a second
level controller in a control center or may be associated with a
separate server and/or location. The third-level controller
aggregates operational needs for replacement parts and systems of
the tiers of controllers and fleets below it (step 2200). For
example, it may aggregate energy storage battery failure
information across the country or around the world and recommend
new parameters for battery reordering or reusing based on
widespread failure rates. The controller may aggregate failure data
and identify equipment and systems having unusually high failure
rates or undesirable reliability characteristics for further
review. This may also include other components such as inverters or
chargers that are associated with rescue vehicles. The third-level
controllers may also coordinate changing out system-level assets
across a region. This may include eliminating specific rescue
vehicles or a class of rescue vehicles having a poor history of
safety issues and reassigning other assets to replace them from
areas of lower demand. The third-level controller's data
compilations and analysis serve to provide a basis for bulk
ordering and implementation of critical components and systems
(steps 2202 and 2204).
[0217] Another task suited for these controllers is the aggregation
of critical requirements for operational support to meet certain
future needs such as a surging of assets to support a large
near-term temporary localized need for EV charging services. For
example, a World Series baseball game could require mobilizing
special EV charging support vehicles for a few days in a localized
area around a stadium or in a city, where the support vehicles are
drawn from a regional or global inventory of assets. The
third-level controller would recognize assets managed by different
second-level controllers that could be used to meet the temporary
charging needs that arise in this situation and identify how to
resume normal operations afterward.
[0218] FIG. 23 provides an overview of the hierarchy of controllers
at the first, second, and third levels as described previously.
This figure sets forth that the first-level controller or
controllers operate in real-time control onboard a rescue/service
vehicle to provide real-time control of aspects of the service
vehicle and its charging equipment, the second-level controller or
controllers operate in real-time (or near real-time) from a central
control or operational center to optimize assets across an area,
region, or globally, distribute vehicle assignments, and schedule
vehicle service/maintenance and EV assistance services, and the
third-level controller or controllers are located in central
control or operational centers and provide business management
optimization across the entire system and coordinate special needs
of regions or areas that are managed on a day-to-day basis by
first- and second-level controllers.
[0219] Miscellaneous Definitions and Scope Information
[0220] Battery modules are described herein as a preferable means
for storing and transporting electrical energy, but other
equivalent means for storing energy may be used, such as, for
example, electrochemical batteries, compressed gas storage, pumped
hydro storage, flywheel energy storage, capacitive energy storage,
superconductive magnetic energy storage, fuel cell energy storage,
combinations thereof, and other similar devices for energy storage
known in the art. If the modules are battery-based, the battery
types may include rechargeable or non-rechargeable chemistries and
compositions, such as, for example, lead-acid, alkaline, secondary
lead acid, lithium-ion, sodium (zebra), nickel-metal hydride,
nickel cadmium, combinations thereof, and other energy storage
chemistries known in the art. Energy storage devices such as these
may be comprised of small or large numbers of cells, capacities,
voltages, amperages, and other battery properties. They may be
configured in unitary or modular designs and may follow
standardized guidelines or customized specifications.
[0221] Some methods and systems of the embodiments of the invention
disclosed herein may also be embodied as a computer-readable medium
containing instructions to complete those methods or implement
those systems. The term "computer-readable medium" as used herein
includes not only a single physical medium or single type of
medium, but also a combination of one or more tangible physical
media and/or types of media. Examples of a computer-readable medium
include, but are not limited to, one or more memory chips, hard
drives, optical discs (such as CDs or DVDs), magnetic discs, and
magnetic tape drives. A computer-readable medium may be considered
part of a larger device or it may be itself removable from the
device. For example, a commonly-used computer-readable medium is a
universal serial bus (USB) memory stick that interfaces with a USB
port of a device. A computer-readable medium may store
computer-readable instructions (e.g. software) and/or
computer-readable data (i.e., information that may or may not be
executable). In the present example, a computer-readable medium
(such as memory) may be included to store instructions for the
controller to operate the heating of the ESD and historical or
forecasted temperature data for the ESD or its surroundings.
[0222] The present invention may be embodied in other specific
forms without departing from its spirit or essential
characteristics. The described embodiments are to be considered in
all respects only as illustrative and not restrictive. The scope of
the invention is, therefore, indicated by the appended claims
rather than by the foregoing description. All changes which come
within the meaning and range of equivalency of the claims are to be
embraced within their scope.
[0223] In addition, it should be understood that the figures
described above, which highlight the functionality and advantages
of the present invention, are presented for example purposes only
and not for limitation. The exemplary architecture of the present
invention is sufficiently flexible and configurable, such that it
may be utilized in ways other than that shown in the figures. It
will be apparent to one of skill in the art how alternative
functional, logical or physical partitioning, and configurations
can be implemented to implement the desired features of the present
invention. Also, a multitude of different constituent module or
step names other than those depicted herein can be applied to the
various partitions. Additionally, with regard to flow diagrams,
operational descriptions and method claims, the order in which the
steps are presented herein shall not mandate that various
embodiments be implemented to perform the recited functionality in
the same order unless the context dictates otherwise.
[0224] Although the invention is described above in multiple
various exemplary embodiments and implementations, it should be
understood that the various features, aspects and functionality
described in one or more of the individual embodiments are not
limited in their applicability to the particular embodiment with
which they are described, but instead can be applied, alone or in
various combinations, to one or more of the other embodiments of
the invention, whether or not such embodiments are described and
whether or not such features are presented as being a part of a
described embodiment. Thus, the breadth and scope of the present
invention should not be limited by any of the above-described
exemplary embodiments.
[0225] Terms and phrases used in this document, and variations
thereof, unless otherwise expressly stated, should be construed as
open ended as opposed to limiting. As examples of the foregoing:
the term "including" should be read as meaning "including, without
limitation" or the like; the term "example" is used to provide
exemplary instances of the item in discussion, not an exhaustive or
limiting list thereof; the terms "a" or "an" should be read as
meaning "at least one," "one or more" or the like; and adjectives
such as "typical," "conventional," "traditional," "normal,"
"standard," "known" and terms of similar meaning should not be
construed as limiting the time described to a given time period or
to an item available as of a given time, but instead should be read
to encompass conventional, traditional, normal, or standard
technologies that may be available or known now or at any time in
the future. Likewise, where this document refers to technologies
that would be apparent or known to one of ordinary skill in the
art, such technologies encompass those apparent or known to the
skilled artisan now or at any time in the future.
[0226] A group of items linked with the conjunction "and" should
not be read as requiring that each and every one of those items be
present in the grouping, but rather should be read as "and/or"
unless expressly stated or context dictates otherwise. Similarly, a
group of items linked with the conjunction "or" should not be read
as requiring mutual exclusivity among that group, but rather should
also be read as "and/or" unless expressly stated or context
dictates otherwise. Furthermore, although items, elements or
component of the invention may be described or claimed in the
singular, the plural is contemplated to be within the scope thereof
unless limitation to the singular is explicitly stated. The
presence of broadening words and phrases such as "one or more," "at
least," "but not limited to" or other like phrases in some
instances shall not be read to mean that the narrower case is
intended or required in instances where such broadening phrases may
be absent.
[0227] Additionally, the various embodiments set forth herein are
described in terms of exemplary block diagrams and other
illustrations. As will become apparent to one of ordinary skill in
the art after reading this document, the illustrated embodiments
and their various alternatives can be implemented without
confinement to the illustrated examples. For example, block
diagrams and their accompanying description should not be construed
as mandating a particular architecture or configuration.
[0228] Further, the purpose of the Abstract is to enable the U.S.
Patent and Trademark Office and the public generally, and
especially the scientists, engineers, and practitioners in the art
who are not familiar with patent or legal terms or phraseology to
determine quickly from a cursory inspection the nature and essence
of the technical disclosure of the application. The Abstract is not
intended to be limiting as to the scope of the present invention in
any way.
* * * * *