U.S. patent application number 15/071198 was filed with the patent office on 2016-12-01 for electric vehicle docking station with embedded evse controller.
This patent application is currently assigned to AeroVironment, Inc.. The applicant listed for this patent is AeroVironment, Inc.. Invention is credited to Scott BERMAN, Michael BISSONETTE, Albert Joseph FLACK, Larry HAYASHIGAWA, Ronald Lee NORTON, David Paul SODEN, Herman Joseph STEINBUCHEL, IV, Thomas Michael ZEVIN.
Application Number | 20160347191 15/071198 |
Document ID | / |
Family ID | 46516354 |
Filed Date | 2016-12-01 |
United States Patent
Application |
20160347191 |
Kind Code |
A1 |
HAYASHIGAWA; Larry ; et
al. |
December 1, 2016 |
ELECTRIC VEHICLE DOCKING STATION WITH EMBEDDED EVSE CONTROLLER
Abstract
A portable electric vehicle supply equipment (EVSE) kit or
system includes a docking connector having a docking head engagable
with the charging port of an electric vehicle and a barrel or
handle fixed to the docking head and having a barrel electrical
connector. An EVSE controller is embedded within the docking
connector. An electric power cable has a first connector for
engaging the barrel electrical connector and a second connector at
an opposite end of the cable for connection to an electrical
utility receptacle. The embedded EVSE controller enables the
docking connector to function as an EVSE unit.
Inventors: |
HAYASHIGAWA; Larry; (Downey,
CA) ; FLACK; Albert Joseph; (Lake Arrowhead, CA)
; STEINBUCHEL, IV; Herman Joseph; (Pasadena, CA) ;
SODEN; David Paul; (Mission Viejo, CA) ; BERMAN;
Scott; (Los Angeles, CA) ; NORTON; Ronald Lee;
(Monrovia, CA) ; ZEVIN; Thomas Michael; (Valencia,
CA) ; BISSONETTE; Michael; (Laguna Hills,
CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
AeroVironment, Inc. |
Simi Valley |
CA |
US |
|
|
Assignee: |
AeroVironment, Inc.
Simi Valley
CA
|
Family ID: |
46516354 |
Appl. No.: |
15/071198 |
Filed: |
March 15, 2016 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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13980854 |
Oct 4, 2013 |
9308825 |
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PCT/US2012/021751 |
Jan 18, 2012 |
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15071198 |
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PCT/US2011/031843 |
Apr 8, 2011 |
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13980854 |
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61434282 |
Jan 19, 2011 |
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61437001 |
Jan 27, 2011 |
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61467068 |
Mar 24, 2011 |
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61550849 |
Oct 24, 2011 |
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61567018 |
Dec 5, 2011 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60L 2240/529 20130101;
B60L 3/04 20130101; B60L 2240/545 20130101; B60L 2240/36 20130101;
Y02T 90/12 20130101; Y02T 10/70 20130101; H02J 7/0029 20130101;
Y02T 90/16 20130101; Y04S 30/14 20130101; B60L 2250/16 20130101;
B60L 53/305 20190201; B60L 2240/547 20130101; B60L 53/16 20190201;
B60L 53/65 20190201; B60L 53/18 20190201; Y02T 90/167 20130101;
B60L 11/1818 20130101; Y02T 10/7072 20130101; Y02T 90/14 20130101;
B60L 2240/527 20130101; B60L 3/0023 20130101; B60L 2240/549
20130101 |
International
Class: |
B60L 11/18 20060101
B60L011/18 |
Claims
1. An electric vehicle supply equipment (EVSE) kit for charging an
electric vehicle through a charging port of the electric vehicle,
comprising: a) a docking connector; and b) an embedded EVSE
controller inside said docking connector, the EVSE controller being
configured to: i) set a control pilot pulse duty cycle to
correspond to a maximum charging current limit for a corresponding
charging voltage; and ii) monitor a charging current and provide an
indication if the current exceeds the maximum charging current
limit.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of U.S. patent
application Ser. No. 13/980,854, filed Oct. 4, 2013, by Hayashigawa
et al., entitled ELECTRIC VEHICLE DOCKING CONNECTOR WITH EMBEDDED
EVSE CONTROLLER, which is a 371 National filing of
PCT/US2012/021751 filed Jan. 18, 2012 entitled ELECTRIC VEHICLE
DOCKING CONNECTOR WITH EMBEDDED EVSE CONTROLLER, by Hayashigawa et
al., which claims priority of U.S. Provisional Application Ser. No.
61/434,282 filed Jan. 19, 2011 entitled LEVEL 1-2 PORTABLE EV
CHARGER CABLE, by David Paul Soden, et al.; U.S. Provisional
Application Ser. No. 61/437,001 filed Jan. 27, 2011 entitled
PORTABLE ELECTRIC VEHICLE CHARGING CABLE WITH IN-LINE CONTROLLER,
by David Paul Soden, et al.; U.S. Provisional Application Ser. No.
61/467,068 filed Mar. 24, 2011 entitled PORTABLE CHARGING CABLE
WITH IN-LINE CONTROLLER, by David Paul Soden, et al.; PCT
Application Serial No. PCT/US2011/031843 filed Apr. 8, 2011
entitled PORTABLE CHARGING CABLE WITH IN-LINE CONTROLLER, by David
Paul Soden, et al.; U.S. Provisional Application Ser. No.
61/550,849 filed Oct. 24, 2011 entitled ELECTRIC VEHICLE DOCKING
CONNECTOR WITH EMBEDDED IN-LINE CONTROLLER, by David Paul Soden, et
al; and U.S. Provisional Application Ser. No. 61/567,018 filed Dec.
5, 2011 entitled ELECTRIC VEHICLE DOCKING CONNECTOR WITH EMBEDDED
EVSE CONTROLLER, by Larry Hayashigawa, et al. All of the above
applications are hereby incorporated by reference in their
entireties.
TECHNICAL FIELD
[0002] The invention concerns electrical supply equipment such as
charging devices for electric vehicles.
BACKGROUND
[0003] Electric vehicle supply equipment (EVSE) for residential
charging of an electric vehicle (EV) is implemented at present as
stationary units connected to the electric utility grid through a
household electric utility panel, and are not readily portable. The
possibility of a loss of battery power when the EV is far from a
commercial recharging station or personal home charging equipment
is a problem that has not been solved.
SUMMARY OF THE INVENTION
[0004] An electric vehicle supply equipment (EVSE) kit is provided
for charging an electric vehicle through a charging port of the
electric vehicle. The EVSE kit includes a docking connector with an
EVSE controller embedded inside the docking connector, and a power
cable for connecting the docking connector to an AC power
outlet.
[0005] The docking connector comprises a head having a head end
engagable with the charging port of the electric vehicle, and a
barrel having one end joined with said head, and a barrel
electrical connector on an opposite end of said barrel, said
docking connector further comprising a first plurality of
conductors extending into said barrel from said barrel electrical
connector and a second plurality of conductors extending into said
head from said head end. The embedded EVSE controller inside the
docking connector is connected between the first and second
pluralities of conductors. The power cable included with the kit
has a pair of cable ends, and a first cable connector at one of
said cable ends, said first cable connector being engagable with
said barrel electrical connector, and a second cable connector at
the other one of the cable ends, the second cable connector being
engagable with an AC electrical power outlet.
BRIEF DESCRIPTION OF THE DRAWINGS
[0006] So that the manner in which the exemplary embodiments of the
present invention are attained and can be understood in detail, a
more particular description of the invention, briefly summarized
above, may be had by reference to the embodiments thereof which are
illustrated in the appended drawings. It is to be appreciated that
certain well known processes are not discussed herein in order to
not obscure the invention.
[0007] FIG. 1 illustrates an EVSE kit including an electric vehicle
docking connector disconnectable from an electric power cable, the
docking connector containing an embedded EVSE controller, enabling
the docking connector to function as an EVSE unit.
[0008] FIG. 2 illustrates a modification of the EVSE kit of FIG.
1.
[0009] FIG. 3 depicts the EVSE kit of FIG. 1 or FIG. 2 connected
between an electric vehicle and an AC power outlet.
[0010] FIG. 4 is a schematic diagram corresponding to FIG. 1.
[0011] FIG. 5 is a schematic diagram corresponding to FIG. 2.
[0012] FIG. 6 illustrates an embodiment of the EVSE kit in which
the power cable and the docking connector with the embedded EVSE
controller are permanently connected together through a flexible
strain relief.
[0013] FIG. 7 is a schematic diagram corresponding to FIG. 6.
[0014] FIG. 8 is a simplified block diagram of the connections
through the docking connector between the embedded EVSE controller
and elements within the electric vehicle.
[0015] FIG. 9 is a flow diagram depicting a method performed in the
embodiment of FIG. 1 for automatically adjusting to different
utility supply voltages.
[0016] FIG. 10 is a simplified block diagram depicting an
embodiment in which the portable cable facilitates file uploading
from an external computer through a special interface tool.
[0017] FIG. 11 is an orthographic view of a robust handheld
embodiment of the special interface tool of FIG. 10.
[0018] FIG. 12 is a simplified schematic block diagram of the
special interface tool of FIG. 11.
[0019] FIGS. 13A and 13B together constitute a flow diagram
depicting methods of operation in the embodiment of FIG. 10.
[0020] FIG. 14 is a block diagram depicting the contents of a
memory used in the method of FIGS. 13A and 13B.
[0021] FIG. 15 is a flow diagram depicting methods of operating the
embodiment of FIG. 1 for prevention of overheating during EV
charging.
[0022] FIG. 16 depicts an embodiment of the EVSE kit including the
docking connector with the embedded EVSE controller, in which
proximity sensing between mating connectors is provided.
[0023] FIGS. 17A through 17C illustrate provision of mechanical
barriers in the form of external posts and matching holes in
opposing surfaces of the plug and outlet in the EVSE kit of FIG. 1,
FIG. 2 or FIG. 6.
[0024] FIGS. 18A and 18B are side views depicting disengagement and
engagement, respectively, of the plug and outlet of any one of
FIGS. 17A-17C.
[0025] FIGS. 19A and 19B correspond to FIGS. 18A and 18B, and
showing in addition of a flexible insulating skirt around the
plug.
[0026] FIGS. 20 and 21 depict embodiments corresponding to FIGS.
17A through 17C with proximity sensing features including in-post
sensors and exciters and in-hole sensors and exciters.
[0027] FIGS. 22 and 23 are schematic diagrams of respective
embodiments of the EVSE kit incorporating the in-post and in-hole
proximity sensing features of FIGS. 20 and 21.
[0028] FIGS. 24A and 24B depict a first embodiment of an electrical
in-post and in-hole proximity-sensing sensor and exciter pair as
unengaged (FIG. 24A) and fully engaged (FIG. 24B).
[0029] FIGS. 25A and 25B depict a second embodiment of an
electrical in-post and in-hole proximity-sensing sensor and exciter
pair as unengaged (FIG. 25A) and fully engaged (FIG. 25B).
[0030] FIGS. 26A and 26B depict a third embodiment of an electrical
in-post and in-hole proximity-sensing sensor and exciter pair as
unengaged (FIG. 26A) and fully engaged (FIG. 26B).
[0031] FIGS. 27A and 27B depict an in-hole proximity-sensing sensor
as a mechanical position sensor as unengaged (FIG. 27A) and fully
engaged (FIG. 27B).
[0032] FIGS. 28A and 28B depict a first embodiment of a magnetic
in-post and in-hole proximity-sensing sensor and exciter pair as
unengaged (FIG. 28A) and fully engaged (FIG. 28B).
[0033] FIGS. 29A and 29B depict a second embodiment of a magnetic
in-post and in-hole proximity-sensing sensor and exciter pair as
unengaged (FIG. 29A) and fully engaged (FIG. 29B).
[0034] FIGS. 30A and 30B depict a first embodiment of an optical
in-post and in-hole proximity-sensing sensor and exciter pair as
unengaged (FIG. 30A) and fully engaged (FIG. 30B).
[0035] FIGS. 31A and 31B depict a second embodiment of an optical
in-post and in-hole proximity-sensing sensor and exciter pair as
unengaged (FIG. 31A) and fully engaged (FIG. 31B).
[0036] FIG. 32 is a schematic diagram of an embodiment of the EVSE
kit having ground fault detection and interruption control elements
distributed between the plug and the embedded EVSE controller in
the docking connector.
[0037] FIG. 33 is a schematic diagram of an embodiment of the EVSE
kit having a conductive sheath in the cable and a sheath sensor in
the embedded EVSE controller for sensing penetration of the sheath
in which the sheath sensor is an RF impedance sensor.
[0038] FIG. 34 is a cross-sectional end-view of the cable in the
embodiment of FIG. 33.
[0039] FIG. 35 depicts an embodiment in which the sheath sensor is
an electrical resistance sensor.
[0040] FIG. 36 depicts an embodiment in which the sheath sensor is
a gas pressure sensor.
[0041] FIG. 37 depicts an embodiment in which the EVSE controller
115 is mounted on the end of the docking connector handle.
[0042] FIG. 38 depicts a modification an embodiment in which the
EVSE controller is a module removably connectable at one end to the
docking handle barrel and at the other end to the power cord.
[0043] FIG. 39 is a plan view of a version of the docking connector
having an enclosed hand-grip.
[0044] To facilitate understanding, identical reference numerals
have been used, where possible, to designate identical elements
that are common to the figures. It is contemplated that elements
and features of one embodiment may be beneficially incorporated in
other embodiments without further recitation. It is to be noted,
however, that the appended drawings illustrate only exemplary
embodiments of this invention and are therefore not to be
considered limiting of its scope, for the invention may admit to
other equally effective embodiments.
DETAILED DESCRIPTION
[0045] Embodiments of the present invention facilitate charging an
EV using commonly available electricity outlets with a light
transportable EVSE unit. The light transportable EVSE unit can be
easily carried in an EV and independently used at remote locations
to charge the EV from standard electric power outlets. Electrical
and electronic components required to perform the functions of an
EVSE are integrated into an EVSE controller that is embedded in a
docking connector for connection to the EV charging port, in one
embodiment.
[0046] Referring to FIG. 1, an electric vehicle supply equipment
(EVSE) docking connector 105 has an external enclosure defining an
interior volume. An EVSE controller 115 is contained or embedded
within the volume defined by the external enclosure of the docking
connector 105, and therefore may be referred to as the embedded
EVSE controller 115. The embedded EVSE controller 115 provides the
docking connector 105 with the complete functionality of an EVSE
unit. A charging cable 101 has a docking end 101-1 and a utility
end 101-2. The exterior surface of the cable 101 is formed by a
cylindrical flexible sleeve of an insulating material such as
rubber or flexible plastic, for example. The cable 101 contains
multiple insulated conductors described below. The docking end
101-1 of the charging cable 101 is directly connected to the
docking connector 105 in a manner described below.
[0047] The docking connector 105 includes a barrel or handle 105-1
and a docking head 105-2 extending at an acute angle from the
barrel 105-1 and engagable with the EV charging port 107. The
docking head 105-2 has discrete conductor surfaces (not
illustrated) disposed so as to make electrical contact with
conductors in the EV charging port 107 upon insertion of the
docking head 105-2 into the EV charging port 107. In the embodiment
of FIG. 1, the embedded EVSE controller 115 is contained within the
barrel 105-1. However, the embedded EVSE controller 115 may occupy
a portion of both the barrel 105-1 and the head 105-2 or it may be
located entirely within the head 105-2.
[0048] The docking connector 105 is provided with a barrel
electrical connector 105-3 on the end of the barrel 105-1 for
furnishing electrical power to the embedded EVSE controller 115. In
the embodiment of FIG. 1, the barrel electrical connector 105-3 is
female. FIG. 2 depicts another embodiment of the docking connector
105 in which the barrel electrical connector 105-3 is male. FIG. 3
depicts the docking connector 105 charging an electric vehicle
109.
[0049] Referring to FIG. 4, the embedded EVSE controller 115
includes a first contactor 206 providing interruptable power flow
between respective power conductors 202-1 and 202-2, and a second
contactor 208 providing interruptable power flow between respective
conductors 204-1 and 204-2. The embedded EVSE controller 115
further includes a control pilot conductor 209 and a neutral
conductor 211. As shown in FIG. 4, the docking connector 105
contains a pair of internal insulated power conductors 902, 904
connected to the power conductors 202-1 and 204-1, respectively, a
control pilot conductor 909 connected to the control pilot
conductor 209 and a neutral conductor 911 connected to the neutral
conductor 211. The conductors 902, 904, 909 and 911 extend through
the head 105-2 to docking head connection elements (not shown) that
are removably engagable with the EV charging port 107, as noted
above.
[0050] The barrel electrical connector 105-3 provided on a near end
of the barrel 105-1 includes individual barrel connector conductors
105a, 105b and 105c connected to the conductors 202-2, 204-2 and
211, respectively, of the embedded EVSE controller 115.
[0051] The cable 101 contains a pair of insulated power conductors
802, 804 and a neutral conductor 811. The docking end 101-1 of the
cable 101 is terminated at a cable electrical connector 102 having
cable connector conductors 101a, 101b, 101c connected to the cable
power conductors 802, 804 and the neutral conductor 811,
respectively. The cable connector conductors 101a, 101b, 101c are
engagable with the barrel connector conductors 105a, 105b and 105c,
respectively, upon engagement of the cable electrical connector 102
with the barrel electrical connector 105-3. In the embodiment of
FIGS. 1 and 4, the barrel connector conductors 105a, 105b and 105c
are female sockets while the cable connector conductors 101a, 101b,
101c are male prongs. However, the male and female roles may be
reversed, as in the embodiment of FIGS. 2 and 5, in which the
barrel connector conductors 105a, 105b and 105c are male prongs
while the cable connector conductors 101a, 101b, 101c are female
sockets.
[0052] FIG. 3 depicts the charging of an EV 109 from a utility A.C.
power outlet 113 by the EVSE system including the power cable 101,
the cable utility connector (plug) 110 and the docking connector
105 containing the embedded EVSE controller 115. The power cable
101 and the docking connector 105 containing the embedded EVSE
controller 115 are portable and are readily stored within the EV
109 during travel.
[0053] The utility end 101-2 of the charging cable 101 has the
cable utility connector (plug) 110 connectable to a standard 240
Volt AC power outlet. In one embodiment, the plug 110 and the AC
power outlet 113 conform with National Electrical Manufacturers
Association Specification NEMA 6-50 for 240 Volt A.C. electrical
connectors.
[0054] Optionally, as depicted in FIG. 1, a 120 Volt-to-240 Volt
plug adapter 112 connectable to a standard 120 Volt AC power outlet
may be tethered to the utility end 101-2 of the cable 101.
[0055] The plug 110 may include an internal ground-fault interrupt
(GFI) circuit housed inside the plug 110, as will be described
later in this specification. The plug 110 may be enclosed or
encased in an insulating material forming the exterior surface of
plug 110, this exterior surface being visible in the drawing of
FIG. 1. The volume enclosed by the exterior surface, in one
embodiment, is sufficient to contain the plug conductors and, in
addition, the internal GFI circuit. If the GFI circuit senses a
ground fault, it interrupts power flow from the plug 110 to the
cable 101.
[0056] The barrel electrical connector 105-3, the cable electrical
connector 102, the plug 110 and the outlet 113 may all be 240 Volt
AC standard male/female connectors or other suitable
connectors.
[0057] In an alternative embodiment depicted in FIGS. 6 and 7, the
cable electrical connector 102 and the barrel electrical connector
105-3 are replaced by a permanent connection of the cable 101 to
the docking connector 105 through a flexible cable strain relief
105-4.
[0058] In the foregoing embodiments, the embedded EVSE controller
115 provides the docking connector 105 with the complete
functionality of an EVSE unit, including the capability to perform
charging of an EV and to perform the communication protocols
required by the EV on-board systems. For this purpose, the embedded
EVSE controller 115 includes circuit elements and programmable
controller elements adapted to implement the required
functionality, as will now be described with reference to FIG.
4.
[0059] Within the embedded EVSE controller 115, the contactors 206,
208 are opened and closed by an actuator 207 which may be a
solenoid or other suitable device, and will be referred to herein
as a solenoid. Communication between EVSE controller 115 and the EV
109 is carried over the control pilot conductor 209. Such
communication may be implemented in accordance with the
communication protocols defined in Section 5.3 of the Society of
Automotive Engineers Specification SAE J1772. The neutral grounded
conductor 211 extends through the entire length of the charging
cable 101.
[0060] The embedded EVSE controller 115 may include various
sensors, such as a ground-fault sensor 210, a sensor 212 connected
to the power conductors 202-2 and 204-2 and adapted to sense
voltage (and/or phase and/or frequency) of the incoming power from
the power outlet 113, and a temperature sensor 214 to monitor
temperature inside the embedded EVSE controller 115. Operation of
the embedded EVSE controller 115 is governed by a computer or
processor 216. Each of the sensors 210, 212 and 214 has an output
connected through an appropriate input signal buffer to an input of
the processor 216. The processor 216 has a central processing unit
(CPU) or microprocessor 217 and a memory 218 storing a set of
program instructions in the form of firmware. The microprocessor
217 executes the program instructions to perform various functions
including implementing the required communication protocols with
the on-board systems of the EV. If the communication protocols are
those defined in Society of Automotive Engineers Specification SAE
J1772, they are implemented by the embedded EVSE controller 115 and
the on-board computer 360 of the EV 109 imposing a sequence of
voltage changes on the control pilot conductor 209. For this
purpose, analog circuitry 220 of the embedded EVSE controller 115
is coupled between the microprocessor 217 and the control pilot
conductor 209. This feature enables the microprocessor 217 to
impose the required voltage changes on the control pilot conductor
209 (and to sense voltage changes imposed on the control pilot
conductor 209 by the internal systems of the EV 109). Pulse
modulation of the voltage on the control pilot conductor 209 is
performed by a pulse generator 222 whose pulse duty cycle is
controlled by the microprocessor 217. The pulse duty cycle
signifies to the EV the maximum allowable charging current that may
be drawn from the EVSE.
[0061] If the microprocessor 217 determines from the sensor 212
that the utility connector or plug 110 is connected to a voltage of
120 volts, then the microprocessor 217 sets the pulse duty cycle to
a value signifying a particular current level (e.g., a Level 1
current level defined by SAE J1772). If the microprocessor 217
determines that the utility connector 110 is connected to a voltage
of 240 volts, then the microprocessor 217 may set the pulse duty
cycle to a value signifying another current level (e.g., a Level 2
current defined by SAE J1772). Such current levels may be
predetermined in accordance with the current ratings of the
charging cable 101, and the current ratings of the 220 Volt plug
110 and the 120 Volt adapter 112.
[0062] The D.C. voltage on the control pilot conductor 209 is
controlled and sensed through the analog circuitry 220 by the
microprocessor 217 in accordance with the required communication
protocol. The microprocessor 217 controls the solenoid 207 to open
or close the contactors 206, 208. The microprocessor 217 monitors
the outputs of the ground fault interrupt sensor 210, the
voltage/frequency/phase sensor 212 and the temperature sensor 214
to determine whether any conditions arise that are outside of a
prescribed set of conditions (e.g., voltage beyond a prescribed
range, temperature outside of a prescribed range, ground fault
occurrence, etc.), and if so, opens the contactors 206 and 208.
Such an occurrence may be indicated under control of the
microprocessor 217 on a user interface or by external lights or
light emitting diodes (LEDs) 117 provided on the docking connector
105 as shown in FIG. 1. The LED's 117 are controlled by the
microprocessor through an interface 117-1. The light patterns for
different conditions may be specified for the user and are
implemented by the microprocessor 217.
[0063] FIG. 8 is a simplified diagram depicting certain components
of the EV 109 of FIG. 3 and their connection through the EV
charging port 107 to the embedded EVSE controller 115 of FIGS. 1
and 4. These components include a battery pack 352 and a charge
controller or battery management unit 354. In addition, analog
circuitry 356 may be provided to enable the charge controller 354
to respond to and impose changes in voltage on the control pilot
conductor 209 of the embedded EVSE controller 115. This feature
enables the charge controller 354 to respond appropriately to
changes in voltage on the control pilot conductor 209 in accordance
with the required communication protocol referred to above.
[0064] The embedded EVSE controller 115, in one embodiment,
automatically detects (through the sensor 212) the voltage input
through the cable 101, and ascertains the appropriate voltage
range, which is either Level 1 (i.e., 120 VAC.+-.10%) or Level 2
(i.e., 240 VAC.+-.10%). Once the appropriate range has been
ascertained, the microprocessor 217 constantly compares the actual
voltage measured by the sensor 212 with the appropriate voltage
range, and issues an alarm or halts charging whenever (for example)
an over-voltage condition occurs. Therefore the docking connector
105 containing the embedded EVSE controller 115 can be operated as
a Level 1 or Level 2 EVSE depending upon the attached plug
connector.
[0065] FIG. 9 depicts one method for automatically adapting to the
voltage range. In this method, the microprocessor continually
monitors the utility supply voltage using the sensor 212 (block 240
of FIG. 9). The microprocessor 217 determines whether the sensed
voltage is closer to 120 VAC--"Level 1", or 240 VAC--"Level 2"
(block 242). If the sensed voltage is closer to 120 VAC (YES branch
of block 242), then the microprocessor 217 establishes the
allowable voltage range as 120 VAC.+-.10% (block 244a). If the
sensed voltage is closer to 240 VAC (NO branch of block 242), then
the microprocessor 217 establishes the allowable voltage range as
240 VAC.+-.10% (block 244b).
[0066] In a further aspect, the designer may have established a
maximum allowable current level, which may be the same for both
possible voltage ranges (i.e., Level 1 and Level 2) or may be
different for the two ranges. For example, the maximum allowable
current level may be higher for the Level 2 voltage range than for
the Level 1 voltage range, to take advantage of the higher current
levels allowed by the specification SAE J1772 for Level 2 voltages.
The microprocessor 217 sets the maximum allowable current level
(block 248 of FIG. 9), which may depend upon whether the allowable
voltage range is a Level 1 voltage or a Level 2 voltage. The
microprocessor 217 sets the pulse generator 222 to a duty cycle
corresponding to the maximum allowable current level (block
250).
[0067] The microprocessor 217 monitors the current using the output
of the sensor 212 (block 252) and produces an alarm and a trouble
code if the current exceeds the limit (block 254). The
microprocessor 217 continues to monitor the utility supply voltage,
and if the sensed voltage deviates outside of the allowable voltage
range, the microprocessor 217 generates a fault alarm to the user
and stores a corresponding trouble code in the memory 218 (block
255).
File Uploading/Downloading Via Control Pilot Serial Port:
[0068] In accordance with one embodiment, provision is made for
serial data transfer from and to the microprocessor 217 over the
control pilot conductor 209. Referring now to FIG. 10, the
microprocessor 217 has a serial port 400 that provides serial data
transfer in accordance with a suitable serial data transfer
protocol such as Universal Serial Bus (USB) or RS232. The
appropriate driver firmware may be stored in the memory 218 to
enable the microprocessor 217 to implement data transfer via the
control pilot conductor 209 in both directions. A serial bus or
conductor 410 connects the serial port 400 with the control pilot
conductor 209. The control pilot conductor 209 thus functions as
(A) a communication channel for the analog D.C. voltage level
changes by which the EVSE and the EV communicate with each other
and (B) a two-way serial bus for digital communication.
[0069] External access to the serial port 400 via the control pilot
conductor 209 is provided through a stand-alone interface tool 415
shown in FIG. 10. The interface tool 415 has an interface tool
connector port 420 able to mate with the EVSE connector 105
whenever the EVSE connector 105 is not mated to the EV charging
port 107. Whenever the EVSE connector 105 is mated with the
interface tool connector port 420, one pin 420a of the interface
tool connector port 420 is coupled to the control pilot conductor
209, while a second pin 420b is coupled to the neutral conductor
211. A user-accessible serial port 425, such as a USB port, is
provided on the interface tool 415 and is connected to the pins
420a and 420b through internal conductors inside the interface tool
415.
[0070] Whenever it is desired to communicate with the
microprocessor 217 or verify contents of the memory 218 or to
perform file transfers (e.g., to upload a latest revision of
firmware) to the microprocessor 217 and/or memory 218, the EVSE
connector 105 is disconnected from the EV charging port 107 and
connected instead to the interface tool connector port 420. The
interface tool connector port 420 provides for connection between
the control pilot conductor 209 and the user-accessible serial port
425. The serial port 425 may be implemented as a USB connector
which may be connected to a computer 430 (e.g., a personal computer
or a notebook computer) or to a handheld programmable communication
device 435, such as a PDA (personal digital assistant) or a smart
phone or equivalent device. Both the processor 216 and the computer
430 (or PDA 435) contain respective firmware program instructions
that enable a user to perform various tasks, such as downloading
and interpreting EVSE trouble codes, verifying the software version
of programs stored in the memory 218, deleting obsolete software
stored in the memory 218 and uploading updated versions of the
software from the computer 430 or PDA 435 to the memory 218. The
character representation of each EVSE trouble code and the
conditions under which it is to be issued by the microprocessor 217
are predetermined by the system designer.
[0071] Provision may be made for the EV 109 to transmit diagnostic
trouble codes to the EVSE. In this case, these trouble codes may be
stored in the memory 218 of the in-line controller 115, and later
(when the EV 109 and EVSE 100 are no longer connected) downloaded
through the interface tool 415 for evaluation or diagnosis by a
technician.
[0072] The interface tool 415 may be provided as a portable tool
that the user may store at home. The interface tool 415 may be
provided as standard equipment stored in the EV along with the
portable charging cable 100. The interface tool 415 may be provided
in a kiosk at a vehicle dealer for example, that can be visited by
the user. The interface tool 415 may be provided as a professional
technician's tool for use by repair facilities or dealers. In this
latter case, the interface tool 415 may include most or all of the
functionality of a computer 430 (including a microprocessor and
memory, a display, and program firmware for downloading and
interpreting trouble codes), so as to be a self-contained hand-held
diagnostic tool. Software updates may be obtained by the computer
430, the handheld communication device 435, or by the interface
tool 415 itself, via a communication channel such as a dedicated
radio link, a local area network or via the internet.
[0073] FIGS. 11 and 12 depict a versatile handheld embodiment of
the interface tool 415. FIG. 11 depicts how the interface tool may
be shaped while FIG. 12 depicts its internal architecture. In FIG.
11, the interface tool 415 includes the connector port 420. The
connector port 420 may be compatible with the type specified by the
Society of Automotive Engineers Specification SAE J1772, for
connection to the docking connector 105 of FIG. 1 (or FIG. 2). The
interface tool 415 of FIGS. 11 and 12 further includes a
microprocessor 436, a memory 437 and a display or video monitor
screen 438. The microprocessor 436 includes a serial port 436a that
is connected to the connector port pins 420a, 420b to facilitate
communication with the EVSE's microprocessor 217. The
microprocessor 436 controls the display 438 and is coupled to the
memory 437. The memory 437 stores firmware including an operating
system 437a, a USB driver 437b for communication with the EVSE's
microprocessor 217 and a video driver 437c for controlling the
display 438. In addition, the memory 437 may store diagnostic
firmware 437d enabling the microprocessor 436 to interpret trouble
codes and status data received from the EVSE microprocessor 217 and
to generate representative images on the display 438 that enable
the user to understand the status of the EVSE controller 115 and to
understand the trouble codes. A communication module 439 coupled to
the microprocessor 436 enables the microprocessor 436 to access new
information via a communication network such as the internet or a
local area network (e.g., within a facility such as a vehicle
dealership). For example, the communication module 439 may include
conventional wireless local area networking hardware. A keypad 440
may be provided on the interface tool 415 to enable the user (e.g.,
a technician) to enter commands to the EVSE microprocessor 217
(e.g., requesting a particular data transfer or information) and/or
to respond to prompts on the display 438 generated by the
diagnostic firmware. The display 438 may be a touch screen,
enabling the user to communicate to the microprocessor 436. In this
case, the key pad 440 may not be required.
[0074] The information obtained from the EVSE controller 115 by the
interface tool 415 may include the current status of the EVSE
controller 115 (e.g., temperature within range, supply voltage
within range, frequency within range, no GFE faults, etc.). This
information may be displayed on a monitor of the computer 430 or on
a display screen of the PDA 435, for example. Or, if the interface
tool 415 is the versatile embodiment of FIGS. 11 and 12, then the
information may be displayed on the screen or display 438 of the
interface tool 415.
[0075] In an alternative embodiment, the information obtained from
the microprocessor 217 via serial data communication on the control
pilot conductor 209 may be displayed on the driver's display of the
EV 109. This would be possible whenever the EVSE docking connector
105 is connected to the EV charging port 107, not to the interface
tool 415. In such a case, an on-board computer of the EV 109 may be
programmed to obtain the information through the EV battery
management system. With regard to such a feature, the EV 109 of
FIG. 8 includes a serial port 358 that is coupled to the control
pilot conductor 209 of the EVSE controller 115 whenever the EVSE
docking connector 105 is connected to the EV 109. In addition, FIG.
8 depicts further elements of the EV 109, including an on-board
computer 360 and an EV driver display 362 controlled by the
on-board computer 360. The on-board computer 360 may access
firmware 364 that enables it to communicate with the battery
management system 354 to obtain information via the serial port 358
(or the on-board computer 360 may communicate directly with the
serial port 358). In this way, during the time that the EV 109 is
being charged through the docking connector 105, information
concerning the status of the EVSE controller 115 may be displayed
on the EV driver display 362. As noted above, the displayed
information may include current status of the EVSE controller 115,
a history of past trouble codes, identification of the firmware
version stored in the EVSE memory 218, and related information.
[0076] FIGS. 13A and 13B depict a method using the control pilot
conductor as a serial bus to communicate digital information to and
from the EVSE memory 218 and microprocessor 217 using the interface
tool 415 of FIG. 11 with the computer 430 or using the interface
tool of FIGS. 11 and 12. The operations depicted in FIGS. 13A and
13B rely upon the EVSE memory 218 containing certain components as
depicted in FIG. 14.
[0077] Referring to FIG. 14, the components stored in the memory
218 may include an operating system 401, and a set of instructions
402 that may be used control the microprocessor 217 to perform
particular data transfer operations. These operations may include
downloading specified information in the memory 218, erasing
specified locations in the memory 218, and uploading new files to
specified locations in the memory 218. The components stored in the
memory 218 may further include a firmware package or program 404
that enables the microprocessor 217 to perform the required
communication protocols and charge the EV 109 in accordance with
the required procedures. The memory 218 may further contain a
program 406 that enables the microprocessor 217 to generate
appropriate trouble codes whenever a fault (or condition violating
the requirements of a controlling specification) is detected. The
memory 218 may also contain a list of allowed voltage ranges 408,
current limits 410, temperature limits 412 and a may contain a USB
driver 414.
[0078] Referring again to FIGS. 13A and 13B, a first operation
(block 500) is to download data or information files from the
memory 218 to the computer 430 via the control pilot conductor 209
serial port 400 using the interface tool 415. There are various
tasks this operation can perform. A first task may be for the
computer 430 to download the data transfer instruction set of the
microprocessor 217 via the serial port 400 (block 502). This would
enable the user to select the proper instruction to command the
microprocessor 217 to perform specific data transfer tasks. One
such task may be to download current trouble codes (block 504),
which may be used, for example, in testing the EVSE 100 in the
absence of the EV 109. Another task may be to download the present
EVSE status (block 506). This task may be performed in one of three
modes, depending upon the command asserted by the computer 430: (1)
manually, upon request (block 508), (2) continuously, in streaming
mode (block 510), and (3) an automatic dump of information upon
status change (block 512).
[0079] A further download task may be to download the entire
history of trouble codes stored in the memory 218 (block 514).
Another download task may be to download from the memory 218 the
identity (or date) of the firmware currently stored in the memory
218 (block 516) to determine whether it has been superseded or
needs updating.
[0080] A next operation using the control pilot conductor 209 as a
serial data bus is to display the downloaded information (block
520). This operation may use the display on a screen of the
computer 430 or on a display or screen of the PDA 435 (block 522).
The downloaded information may be displayed on the interface tool
display screen 438 of FIG. 11 (block 524). In an alternative
embodiment, the downloaded information is displayed on the EV
driver display 362 of FIG. 8 (block 526 of FIG. 13B). In this
embodiment, the EVSE docking connector 105 is connected to the EV
charging port 107, not to the interface tool 415. The information
to be displayed is communicated to the EV on-board computer 360 via
the control pilot conductor 209 (block 528).
[0081] A third type of operation is to upload program files to the
memory 218 via the control pilot conductor 209 (block 530). The
uploaded files may be furnished from a computer 430 or PDA 435
connected to the interface tool 415. Alternatively, the uploaded
program files may be furnished by the interface tool 415 itself,
using its communication module 439, for example. A first step is to
connect the docking connector 105 to the interface tool 415. If
necessary, the interface tool 415 is connected to the computer 430
or PDA 435, in the manner illustrated in FIG. 12 (block 532). The
next step is for the computer 430 (or PDA 435) to obtain the latest
firmware files from a source, for example over the internet (block
534). The memory 218 may be cleared by erasing selected (or all)
firmware files previously loaded into the memory 218 (block 536).
The operation is completed by writing the new files to the memory
218 (block 538).
[0082] Because of the compact size and insulation of the EVSE
controller 115, it may operate at fairly high internal
temperatures, which need to be controlled in order to avoid
overheating. In accordance with a further aspect, the
microprocessor 217 may be programmed to prevent shutdown of the
charging operation due to overheating of the EVSE controller 115 of
FIG. 1. It does this by reducing the charging current before the
temperature reaches the maximum allowed limit. Specifically, the
EVSE microprocessor 217 (FIG. 4 or FIG. 5) may be programmed to
override the nominal setting of the pulse duty cycle and reduce the
duty cycle of the pulse generator 222, in response to the output of
the temperature sensor 214 exceeding a predetermined threshold
temperature (e.g., 70 degrees C.) that is 10%-30% below the maximum
operating temperature of the microprocessor 217 (e.g., 85 degrees
C.). It does this so as to reduce the charging current (set by the
pulse duty cycle) by an amount proportional to the approach of the
measured temperature to the maximum operating temperature of the
microprocessor 217 (e.g., 85 degrees C.). The nominal pulse duty
cycle is stored in the memory 218 at one location, the
predetermined threshold temperature is stored in the memory 218 at
another location and the maximum operating temperature is stored in
the memory 218 at third location. The reduction in charging current
may be by an amount proportional to the rise of the measured
temperature above the predetermined threshold temperature. The
operation is represented as a series of program instructions stored
in the memory 218 and executed by the microprocessor 217, and is
illustrated in FIG. 15.
[0083] Referring now to FIG. 15 the EVSE controller 115 and the EV
109 perform the prescribed handshake protocol via the control pilot
conductor 209 after the docking connector 105 has been inserted
into the EV charging port 107 (block 710 of FIG. 15). The duty
cycle of the pulse generator 222 is set to the maximum allowable
current draw that was previously determined by the system designer
(block 715). The output of the temperature sensor 214 is sampled to
obtain a present temperature of inside the EVSE 100 (block 720). A
comparison of the present temperature to the predetermined
threshold temperature (e.g., 70 degrees C.) is performed (block
725). If the present temperature is below the predetermined
threshold temperature (YES branch of block 725), then the operation
returns to the step of block 715. Otherwise (NO branch of block
725), the present temperature is compared with the maximum
operating temperature (e.g., 85 degrees C.) in block 730. If the
present temperature is less than the maximum operating temperature
(YES branch of block 730), then the microprocessor 217 overrides
the previously set nominal duty cycle value and reduces the duty
cycle from the nominal value by a factor proportional to either the
ratio between the measured present temperature and the maximum
operating temperature or the difference between them (block 735).
In the unlikely event that the measured temperature exceeds the
maximum operating temperature (NO branch of block 730), charging is
halted (block 740), and the operation returns to the step of block
720. The occurrence of such an event is unlikely because the onset
of charging current reduction (block 735) occurs at the
predetermined threshold temperature, which is 10% to 30% below the
maximum operating temperature. Thus, in the examples provided
herein, the predetermined threshold temperature may be 70 degrees
C. for a maximum operating temperature of 85 degrees C.
[0084] In an exemplary embodiment, the step of block 735 may be
performed by reducing the control pilot pulse duty cycle by a
factor F, so that the duty cycle is changed from the current duty
cycle D by multiplying D by (1-F), so that the new duty cycle is
(1-F)D. F depends upon the present temperature sensed by the sensor
214. One example of how to define F is as follows:
F=(present temp-70 deg C.)/(85 deg C.-70 deg C.),
where "present temp" is the measured temperature from the sensor
214 in degrees C., 85 deg C. is the maximum operating temperature,
and 70 deg C. is the predetermined threshold temperature. The
skilled worker may use suitable definitions of F other than the
foregoing.
[0085] In accordance with a further embodiment, proximity sensing
between the cable utility connector (plug) 110 and the A.C. power
outlet 113 is provided. Referring to FIG. 16, the utility connector
(plug) 110 has a sensor 820 on a receptacle-facing surface 110-1 of
the utility connector (plug) 110. The power outlet 113 has an
exciter 822 on a plug-facing surface 113-1 of the power outlet 113.
The sensor 820 and the exciter 822 are in mutual registration
whenever the plug 110 is engaged with the power outlet 113. The
sensor 820 may be magnetic, electrical or optical, respectively, in
which case the exciter 822 is a magnetic material, a conductor or
an optically visible pattern, respectively, or any other suitable
sensor-exciter pair. The output of the sensor 820 (e.g., a voltage
signal) is connected to a logic circuit 824 provided within the
plug 110. A power switch or contactor 826 within the plug 110 is
connected between conductive prongs 828-1 and 828-2 of the plug 110
and the AC power conductors of the cable 101. The logic circuit 824
controls the power switch 826. The logic circuit 824 may be
implemented so as to cause the power switch 826 to remain open
unless or until the sensor 820 indicates that the exciter 822 is
near the sensor 820. In one embodiment, the sensor 820 and exciter
822 are designed so that the sensor 820 produces a signal above a
threshold recognized by the logic circuit 824 only when the plug
110 is fully inserted into the outlet 113.
[0086] The utility connector (plug) 110 has an exciter 830 on the
receptacle-facing surface 110-1. The power outlet 113 has a sensor
832 on the plug-facing surface 113-1. The sensor 832 and the
exciter 830 are in mutual registration whenever the plug 110 is
engaged with the outlet 113. The sensor 832 may be magnetic,
electrical or optical, respectively, in which case the exciter 830
is a magnetic material, a conductor or an optically visible
pattern, respectively, or any other suitable sensor-exciter pair.
The output of the sensor 832 (e.g., a voltage signal) is connected
to a logic circuit 834 provided within or behind the outlet 113. A
power switch or contactor 836 within or behind the outlet 113 is
connected between conductive sockets 838-1 and 838-2 of the outlet
113 and AC power conductors furnishing A.C. power to the outlet 113
from a utility distribution panel (not shown). The logic circuit
834 controls the power switch 836. The logic circuit 834 may be
designed or programmed so as to cause the power switch 836 to
remain open unless or until the sensor 832 indicates that the
exciter 830 is near the sensor 832. In one embodiment, the sensor
832 and exciter 830 are designed so that the sensor 832 produces a
signal above a threshold recognized by the logic circuit 834 only
when the plug 110 is fully inserted into the outlet 113.
[0087] The power outlet 113 may be of a design that is optimized
for use with the docking connector 105 containing the embedded EVSE
controller 115. In a first embodiment, the plug 110 and the outlet
113 have mechanical barriers separate from the conductive prongs of
the plug 110 or the conductive sockets of the power outlet 113. The
mechanical barriers prevent connection of the plug 110 to any
receptacle except the optimized power outlet 113, or prevent
connection of the power outlet 113 to any plug except the optimized
utility plug 110, or prevent both possibilities. These mechanical
barriers are embodied as external posts and matching holes in
opposing surfaces of the plug 110 and outlet 113. Referring to FIG.
17A, in a first embodiment the outlet 113 has one or more
non-conductive posts 840-1 through 840-4 protruding from the
plug-facing surface 113-1, while the plug 110 has one or more holes
842-1 through 842-4 matching and aligned with the posts 840-1
through 840-4. This feature prevents connection of any plug to the
outlet 113 except the plug 110 containing the holes 842-1 through
842-4.
[0088] Referring to FIG. 17B, in a second embodiment the plug 110,
which may meet a desired specification (e.g., NEMA 6-50), has one
or more posts 840-1 through 840-4 protruding from the
receptacle-facing surface 110-1, while the outlet 113 has one or
more holes 842-1 through 842-4 matching and aligned with the posts
840-1 through 840-4. This feature prevents connection of the plug
110 to any receptacle except the outlet 113 containing the holes
842-1 through 842-4.
[0089] Referring to FIG. 17C, the plug 110 has posts 840-1 and
840-3 and holes 842-2 and 842-4, while the outlet 113 has holes
842-1 and 842-3 matching the posts 840-1 and 840-3 and posts 840-2
and 840-4 matching the holes 842-2 and 842-4. In the embodiment of
FIG. 17C, only the optimized plug 110 and the optimized outlet 113
may be connected together.
[0090] In FIGS. 17A, 17B and 17C, the posts 840-1 through 840-4 are
non-conductive and the holes 842-1 through 842-4 are formed in
non-conductive materials.
[0091] FIGS. 18A and 18B depict the insertion of the posts 840-1
through 840-4 into the holes 842-1 through 842-4, showing that the
posts and holes engage before the conductive prongs of the plug 110
reach the conductive sockets of the outlet 113. This feature
prevents electrical connection until proper alignment and
registration between the posts and holes assures a safe connection.
FIGS. 19A and 19B depict the insertion of the posts 840-1 through
840-4 into the holes 842-1 through 842-4, with an elastic
insulating skirt 850 attached to the plug 110 and covering the
protruding conductive prongs of the plug 110. The skirt 850 is
compressed in the view of FIG. 19B as the plug 110 approaches the
outlet 113, preventing accidental touching of the conductive prongs
of the plug 110 during insertion into the outlet 113.
[0092] Referring to FIG. 20, an in-hole sensor 852 is provided in
one of the holes of FIGS. 17A-17C (e.g., the hole 842-3), and an
in-post exciter 854 is provided in the corresponding one of the
posts of FIGS. 17A-17C (e.g., the post 840-3). This arrangement may
be reversed, as depicted in FIG. 21, in which an in-hole exciter
856 is provided in one of the holes of FIGS. 17A-17C (e.g., the
hole 842-3), while an in-post sensor 858 is provided in the
corresponding one of the posts of FIGS. 17A-17C (e.g., the post
840-3). The sensor 852 or 858 may be a magnetic, electrical,
optical or mechanical sensor, for example, in which case the
corresponding exciter 852 or 856 may be, respectively, a permanent
magnet, a conductor, an optical pattern or the post itself.
[0093] FIG. 22 depicts how the sensors 852 and 858 and exciters 854
and 856 of FIGS. 20 and 21 can provide control over electrical
power based upon the insertion position of the plug 110 relative to
the outlet 113. As shown in FIG. 22, the plug 110 has
non-conductive posts 840-1 and 840-3, while the outlet 113 has
non-conductive holes 842-1 and 842-3 that are configured to receive
the posts 840-1 and 840-3, respectively. AC power prongs 828-1 and
828-2 of the plug 110 are connected to respective power conductors
829-1 and 829-2 of the cord 101 through respective power switches
or contactors 826-1 and 826-2 within the plug 110. The post 840-3
of FIG. 22 has the in-post sensor 858. The matching hole 842-3 in
the power outlet 113 has the in-hole exciter 856. A logic circuit
860 has an input connected to the in-post sensor 858. The logic
circuit 860 controls the contactors 826-1 and 826-2 and is designed
or programmed to maintain the contactors 826-1 and 826-2 open
unless or until the sensor 858 provides a predetermined signal
indicative of an alignment between the sensor 858 and the exciter
856. In one embodiment, the sensor 858 and exciter 856 are designed
so that the sensor 858 produces a predetermined signal (e.g., a
voltage above a certain threshold) recognized by the logic circuit
860 only when sensor 858 and exciter 856 are adjacent and aligned
with one another. The location of the sensor 858 and exciter 856 is
such that the predetermined signal is produced only when the plug
110 is fully inserted into the outlet 113.
[0094] As shown in FIG. 22, the hole 842-1 of the power outlet 113
has the in-hole sensor 852 while the corresponding post 840-1 in
the plug 110 has the in-post exciter 854. The outlet 113 has
conductive sockets 838-1 and 838-2 configured to receive the prongs
828-1 and 828-2, respectively. The conductive sockets 838-1 and
838-2 are connected to respective power conductors 841-1 and 841-2
(from a utility distribution panel not shown) through respective
power switches or contactors 846-1 and 846-2. In FIG. 22, the hole
842-1 of the outlet 113 has the in-hole sensor 852. The matching
post 840-1 of the plug 110 has the in-post exciter 854. A logic
circuit 861 of the outlet 113 has an input connected to the in-hole
sensor 852. The logic circuit 861 controls the contactors 846-1 and
846-2 and is designed or programmed to maintain the contactors
846-1 and 846-2 open unless or until the sensor 852 provides a
predetermined signal indicative of an alignment between the sensor
852 and the exciter 854. In one embodiment, the sensor 852 and
exciter 854 are designed so that the sensor 852 produces a
predetermined signal (e.g., a voltage above a certain threshold)
recognized by the logic circuit 861 only when the sensor 852 and
the exciter 854 are adjacent and aligned with one another. The
location of the sensor 852 and exciter 854 is such that the
predetermined signal is produced only when the plug 110 is fully
inserted into the outlet 113.
[0095] FIG. 23 illustrates a modification of the embodiment of FIG.
22, in which the post 840-1 with the in-post exciter 854 and the
post 840-3 with the in-post sensor 858 are provided on the outlet
113 rather than the plug. Furthermore, in the embodiment of FIG. 23
the hole 842-1 with the in-hole sensor 852 and the hole 842-3 with
the in-hole exciter 856 are provided in the plug 110 rather than
the outlet 113.
[0096] The features of FIGS. 16 through 17C and 20-22 have been
described being incorporated into the plug 110 and the outlet 113.
In addition, the features of FIGS. 16-17C and 20-22 may be
incorporated into the barrel electrical connector 105-3 of FIG. 1
or FIG. 2 and into the cable electrical connector 102 of FIG. 1 or
FIG. 2. In such a case, for example, the barrel electrical
connector 105-3 of FIG. 2 would contain the features of the plug
110 of FIG. 22 (or of FIG. 23), and the cable electrical connector
102 of FIG. 2 would contain the features of the outlet 113 of FIG.
35 (or of FIG. 36). Alternatively, the barrel electrical connector
105-3 of FIG. 1 would contain the features of the outlet 113 FIG.
22 (or of FIG. 23), and the cable electrical connector 102 of FIG.
1 would contain the features of the plug 110 of FIG. 35 (or of FIG.
36).
[0097] FIGS. 24A and 24B depict one embodiment of an electrical
version of the in-post exciter 854 and in-hole sensor 852, of which
FIG. 24A depicts the assembly prior to post-hole insertion and FIG.
24B depicts the assembly upon post-hole insertion. The in-post
exciter 854 is a conductive band, while the in-hole sensor 852 is
provided as a pair of conductive contacts that form a closed
circuit upon post-hole insertion.
[0098] FIGS. 25A and 25B depict another embodiment of an electrical
version of the in-hole exciter 856 and in-post sensor 858. The
in-hole exciter 856 is a conductive band, while the in-post sensor
858 is provided as a pair of conductive contacts that form a closed
circuit upon post-hole insertion.
[0099] FIGS. 26A and 26B depict a further embodiment of an
electrical version of the in-hole exciter 856 and in-post sensor
858. The in-hole exciter 856 is a pair of conductive bands held at
different voltages, while the in-post sensor 858 is provided as a
pair of conductive contacts that transmit that voltage difference
to a logic circuit whenever the two sets of contacts are in mutual
engagement upon post-hole insertion.
[0100] FIGS. 27A and 27B depict an embodiment in which the in-hole
sensor 852 is a spring-loaded end-of-travel sensor actuated by the
distal end of the post upon complete plug insertion.
[0101] FIGS. 28A and 28B depict an embodiment in which the in-post
sensor 858 is a magnetic sensor such as a coil or a
magnetically-actuated relay, while the in-hole exciter 856 is a
magnet or permanent magnet.
[0102] FIGS. 29A and 29B depict an embodiment in which the in-hole
sensor 852 is a magnetic sensor such as a coil or a magnetically
actuated relay while the in-post exciter 854 is a magnet or
permanent magnet.
[0103] FIGS. 30A and 30B depict an embodiment in which the in-hole
sensor 852 is an optical sensor or image array, while the in-post
exciter 854 is an optical pattern that stimulates a predetermined
output from the sensor 852 only when the post is fully inserted as
in FIGS. 30B.
[0104] FIGS. 31A and 31B depict an embodiment in which the in-post
sensor 858 is an optical sensor or image array, while the in-hole
exciter 856 is an optical pattern that stimulates a predetermined
output from the sensor 858 only when the post is fully inserted as
in FIGS. 31B.
[0105] Referring again to FIGS. 22 and 23, a ground fault interrupt
(GFI) capability may be included in the plug 110 by providing a
ground fault detector 870 in the plug 110. The detector 870 has two
inputs connected to the two prongs 828-1 and 828-2 of the plug 110.
The output of the fault detector 870 is connected to an input of
the logic circuit 860. The logic circuit 860 is designed or
programmed to open the contactors or switches 826-1 and 826-2 if
the fault detector 870 issues a fault indication, or if one of the
in-hole or in-post sensors does not register full engagement of the
plug 110 with the outlet 113. Alternatively, the fault detector 870
and the logic circuit 860 may be provided in the plug 110 without
the in-hole sensors or exciters and in-post sensors and
exciters.
[0106] As shown in FIGS. 22 and 23, a ground fault interrupt (GFI)
capability may be included in the outlet 113 by providing a ground
fault detector 871 in or with the outlet 113. The detector 871 has
two inputs connected to the two AC power conductors 841-1 and 841-2
from the utility distribution panel (not shown). The output of the
fault detector 871 is connected to an input of the logic circuit
861. The logic circuit 861 is designed or programmed to open the
contactors or switches 846-1 and 846-2 if the fault detector 871
issues a fault indication, or if one of the in-hole or in-post
sensors does not register full engagement of the plug 110 with the
outlet 113. Alternatively, the fault detector 871 and the logic
circuit 861 may be provided in the outlet 113 without the in-hole
sensors or exciters and in-post sensors and exciters.
[0107] FIG. 32 depicts a distributed ground fault interrupt (GFI)
feature for the plug 110, in which the principal components
required for GFI are located in the docking connector 105 (i.e., in
the embedded EVSE controller 115), and only the contactors 826-1
and 826-2 are contained in the plug 110. This minimizes the
contents and size of the plug 110. The distributed GFI feature for
the plug 110 of FIG. 32 utilizes the GFI detection capability of
the embedded EVSE controller 115 described above to control the
contactors 826-1 and 826-2 in the plug 110. For this purpose, an
insulated signal path conductor 880 is provided through the length
of the cable 101. The signal path conductor 880 carries an
interrupt command signal from the processor 216 of the embedded
EVSE controller 115 to the contactors 826-1 and 826-2 in the plug
110. The processor 216 in the embodiment of FIG. 32 is programmed
to issue an interrupt command signal whenever the sensor 212 in the
embedded EVSE controller 115 detects a ground fault.
[0108] Referring to FIGS. 33 and 34, the cable 101 has a
conventional outer cover 101-A. A cylindrical sheath 890 is
contained under the outer cover 101-A. The sheath 890 preferably
extends the entire length of the cable 101 and surrounds the
electrical conductors of the cable 101, and may be formed of a thin
conductive material such as a metal foil, for example. A sensor 892
within the embedded EVSE controller 115 is attached to the sheath
890. The sensor 892 may be of any suitable type adapted to sense a
change in a characteristic of the sheath indicative of a tear or
penetration of the sheath 890. The output of the sensor 892 is
connected to a logic circuit 894 whose output is connected to the
processor 216. In the embodiment of FIG. 33, the processor 216 is
programmed to open the contactors 206 and 208 (shown in FIG. 32) in
response to the output of the sensor 892. Alternatively, or in
addition, the output of the logic circuit 894 may be connected
through the signal path conductor 880 of FIG. 32 to the contactors
826-1 and 826-2 in the plug 110, so that power flow through the
plug 110 is interrupted whenever the integrity of the sheath 890 is
violated.
[0109] In FIG. 33, the sensor 892 senses changes in RF impedance of
the sheath 890 with reference to the neutral conductor in the cable
101. In one implementation, the sensor 892 may consist of an
impedance bridge 892-1 connected to a low level RF generator 892-2,
one node of the impedance bridge 892-1 being the sensor output
connected to the logic circuit 894.
[0110] In the embodiment of FIG. 35, the sensor 892 senses the
electrical resistance between the two ends of the sheath 890. In
FIG. 35, the sensor 892 is connected to the end of the sheath 890
at the embedded EVSE controller 115. An insulated return conductor
896 within the cable 101 is attached to the end of the sheath 890
at the plug 110, and extends through the cable 101 back to the
sensor 892. This enables the sensor 892 to measure DC resistance
along the length of the sheath 890.
[0111] In the embodiment of FIG. 36, the sensor 892 senses air
pressure inside the sheath 890. In this case, the sheath 890 forms
a sealed (air tight) enclosure, and its interior volume is
initially pressurized to a predetermined pressure exceeding
atmospheric pressure. The logic circuit 894 responds to an
indication by the sensor 892 of a loss of pressure inside the
sheath 890, indicating violation of the integrity of the sheath
890. The sheath 890 is sealed at each of its two ends, namely at
the end near the plug 110 and at the end terminated at the embedded
EVSE controller 115. For example, an end cap 891 seals the end of
the sheath 890 at the embedded EVSE controller 115.
[0112] In the embodiments of FIGS. 33 through 36, the logic circuit
894 is designed or programmed to respond to changes in a
characteristic of the sheath 890 (e.g., such as electrical
resistance, RF impedance, internal pressure or other
characteristic) beyond a threshold change and/or exceeding a
threshold rate of change, for example.
[0113] The proximity detection embodiments of FIG. 16, the
insulating post embodiments of FIGS. 17A-17C, the in-post sensor
embodiments of FIGS. 20-23, the distributed GFI embodiment of FIG.
32 and the in-cable conductive sheath embodiments of FIGS. 33-34
may be combined with in suitable combinations with the embodiments
of FIGS. 1-8 and/or in suitable combinations with one another.
[0114] FIG. 37 depicts an embodiment in which the EVSE controller
115 of FIG. 4 is contained in a housing 115a mounted on one end of
the docking connector handle 105-1. The EVSE controller 115 is
electrically connected to the docking connector 105 without an
intervening external cable. In the embodiment of FIG. 37, the power
cord 101 is connected to the EVSE controller 115 in the manner
depicted in FIG. 7. The external lights 117 are provided on the
EVSE housing 115a.
[0115] FIG. 38 depicts a modification of the embodiment of FIG. 37,
in which the housing of the EVSE controller 115 is a module having
a pair of opposing module ends 930 and 940. The module end 930 has
a female electrical connector removably engagable with a male
electrical connector provided in the end 105-3 of the docking
connector barrel 105-2. The module end 940 has male electrical
connector removably engagable with a female electrical connector
110' provided on one end of the power cord 101. In another
embodiment, the locations of the male and female electrical
connectors are reversed with respect to the arrangement depicted in
FIG. 38.
[0116] FIG. 39 is a plan view of a version of an embodiment of the
docking connector 105 having an enclosed hand-grip. In the
embodiment of FIG. 39, the docking connector 105 has a barrel 105-1
connected at an outer end 105-3 to the power cable 101, and a head
105-2 extending at an angle from the barrel 105-1. A rounded
hand-grip 954 extends from the barrel 105-1, and a gripping space
955 is defined between the hand-grip 954 and the barrel 105-1.
Finger rests 957 are provided in a surface 954a of the hand-grip
954 facing the gripping space 955. The docking connector head 105-2
of FIG. 39 may include a night light 958 to illuminate the EV
charging port 107. The external lights 117 are provided on a
surface near the barrel 105-1 and/or near the hand-grip 954.
[0117] While the foregoing is directed to embodiments of the
present invention, other and further embodiments of the invention
may be devised without departing from the basic scope thereof, and
the scope thereof is determined by the claims that follow.
* * * * *