U.S. patent application number 15/254915 was filed with the patent office on 2017-05-18 for multi-vehicle communications and control system.
The applicant listed for this patent is NextEv USA, Inc.. Invention is credited to Christopher P. Ricci.
Application Number | 20170140603 15/254915 |
Document ID | / |
Family ID | 58691968 |
Filed Date | 2017-05-18 |
United States Patent
Application |
20170140603 |
Kind Code |
A1 |
Ricci; Christopher P. |
May 18, 2017 |
MULTI-VEHICLE COMMUNICATIONS AND CONTROL SYSTEM
Abstract
A system for vehicle fleet management comprising: a base
management system configured to enable one or more fleet vehicles
to receive a vehicle service, the base management system comprising
a database, a communications module and an analysis module, the
communications module in communication with the one or more fleet
vehicles, the analysis module and the database; one or more fleet
vehicles, each fleet vehicle comprising a vehicle database and each
configured to receive a charging service and to communicate a
vehicle charging state to the communication module, wherein at
least one of the one or more fleet vehicles operates in a deficient
charging state; at least one fleet service site configured to
communicate a charging price to the communications module and
provide the charging service at the charging price; wherein the
analysis module receives the charging price and determines if the
at least one fleet service site is selected to provide the charging
service to the at least one of the one or more fleet vehicles
operating in a deficient charging state; wherein the at least one
of the one or more fleet vehicles operating in a deficient charging
state is provided a charging service by the at least one fleet
service site if the analysis module selects the at least one fleet
service site.
Inventors: |
Ricci; Christopher P.;
(Saratoga, CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
NextEv USA, Inc. |
San Jose |
CA |
US |
|
|
Family ID: |
58691968 |
Appl. No.: |
15/254915 |
Filed: |
September 1, 2016 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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62255214 |
Nov 13, 2015 |
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62259536 |
Nov 24, 2015 |
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62266452 |
Dec 11, 2015 |
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62269764 |
Dec 18, 2015 |
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62300606 |
Feb 26, 2016 |
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62310387 |
Mar 18, 2016 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
H02J 7/35 20130101; B60L
53/38 20190201; Y02T 90/128 20130101; G07C 5/008 20130101; B60L
5/16 20130101; B60L 5/18 20130101; G06Q 10/06313 20130101; H02J
7/025 20130101; Y02T 90/125 20130101; B60L 3/0015 20130101; B60L
3/0023 20130101; H04B 10/806 20130101; B60L 53/126 20190201; B60L
3/0092 20130101; B60L 11/182 20130101; B60L 53/36 20190201; Y02T
10/70 20130101; B60L 5/005 20130101; G07B 15/02 20130101; B60L 5/06
20130101; B60L 2250/16 20130101; G07F 15/005 20130101; Y02T 10/7094
20130101; Y02T 90/16 20130101; Y02T 10/7072 20130101; Y02T 90/12
20130101; H02J 7/00034 20200101; Y02T 90/122 20130101; B60L 2250/10
20130101; G06Q 50/06 20130101; Y02T 90/121 20130101; G08G 1/20
20130101; B60L 5/08 20130101; B60L 53/14 20190201; H02J 50/30
20160201; Y02T 10/7005 20130101; B60L 53/35 20190201; Y02T 90/14
20130101; B60L 53/32 20190201; H04B 10/807 20130101 |
International
Class: |
G07F 15/00 20060101
G07F015/00; G06Q 50/06 20060101 G06Q050/06; G08G 1/00 20060101
G08G001/00; G06Q 10/06 20060101 G06Q010/06; G07C 5/00 20060101
G07C005/00; B60L 11/18 20060101 B60L011/18 |
Claims
1. A vehicle fleet management system comprising: a base management
system configured to enable one or more fleet vehicles to receive a
vehicle service, the base management system comprising a database,
a communications module and an analysis module, the communications
module in communication with the one or more fleet vehicles, the
analysis module and the database; one or more fleet vehicles, each
fleet vehicle comprising a vehicle database and each configured to
receive a charging service and to communicate a vehicle charging
state to the communication module, wherein at least one of the one
or more fleet vehicles operates in a deficient charging state; at
least one fleet service site configured to communicate a charging
price to the communications module and provide the charging service
at the charging price; wherein the analysis module receives the
charging price and determines if the at least one fleet service
site is selected to provide the charging service to the at least
one of the one or more fleet vehicles operating in a deficient
charging state; wherein the at least one of the one or more fleet
vehicles operating in a deficient charging state is provided a
charging service by the at least one fleet service site if the
analysis module selects the at least one fleet service site.
2. The system of claim 1, wherein the at least one fleet service
site is a plurality of fleet service sites.
3. The system of claim 2, wherein the database comprises charging
price data, charging configuration data, and charging rate data of
the plurality of fleet service sites.
4. The system of claim 3, wherein the plurality of fleet service
sites comprise an embedded roadway charging system, an overhead
roadway charging system and a stationary charging system.
5. The system of claim 1, wherein the one or more fleet vehicles
are configured to broadcast a charging state to the communications
module.
6. The system of claim 2, wherein the communications module is
configured to identify at least two service sites for the charging
service to the at least one of the one or more fleet vehicles
operating in a deficient charging state.
7. The system of claim 6, wherein the one or more fleet vehicles
are configured to receive the charging service by way of
induction.
8. The system of claim 1, wherein the one or more fleet vehicles
are further configured to communicate vehicle charging
configuration data to the communications module.
9. The system of claim 1, wherein the one or more fleet vehicles
are further configured with a charging panel configured to receive
a charging service from the at least one fleet service site.
10. The system of claim 9, wherein the charging panel is configured
to operate in a plurality of states comprising a retracted state
and a deployed state.
11. The system of claim 1, wherein the charging service is
performed while the at least one of the one or more fleet vehicles
operating in a deficient charging state is in motion.
12. A method of fleet vehicle management comprising: providing a
base management system configured to enable one or more fleet
vehicles to receive a vehicle service, the base management system
comprising a database, a communications module and an analysis
module, the communications module in communication with the one or
more fleet vehicles, the analysis module and the database;
providing one or more fleet vehicles, each fleet vehicle comprising
a vehicle database and each configured to receive a charging
service and to communicate a vehicle charging state to the
communication module, wherein at least one of the one or more fleet
vehicles operates in a deficient charging state; receiving, by a
microprocessor in communication with the communications module, a
request for a charging service by the at least one of the one or
more fleet vehicles operating in a deficient charging state;
selecting, by the microprocessor in communication with the analysis
module, at least one fleet service site to provide the charging
service to the at least one of the one or more fleet vehicles
operating in a deficient charging state; wherein the at least one
of the one or more fleet vehicles operating in a deficient charging
state is provided a charging service by the at least one fleet
service site.
13. The method of claim 12, wherein the at least one fleet service
site is further configured to communicate a charging price to the
communications module and provide the charging service at the
charging price.
14. The method of claim 13, wherein the analysis module receives
the charging price and determines if the at least one fleet service
site is selected to provide the charging service to the at least
one of the one or more fleet vehicles operating in a deficient
charging state.
15. The method of claim 12, wherein the at least one fleet service
site is a plurality of fleet service sites.
16. The method of claim 15, wherein the database comprises charging
price data, charging configuration data, and charging rate data of
the plurality of fleet service sites.
17. The method of claim 16, wherein the plurality of fleet service
sites comprise an embedded roadway charging system, an overhead
roadway charging system and a stationary charging system.
18. The method of claim 15, wherein the communications module is
configured to identify at least two service sites for the charging
service to the at least one of the one or more fleet vehicles
operating in a deficient charging state.
19. The method of claim 18, wherein the one or more fleet vehicles
are configured to receive the charging service by way of
induction.
20. The method of claim 12, wherein the charging service is
performed while the at least one of the one or more fleet vehicles
operating in a deficient charging state is in motion.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] The present application claims the benefits of and priority,
under 35 U.S.C. .sctn.119(e), to U.S. Provisional Application Ser.
Nos. 62/255,214, filed on Nov. 13, 2015, entitled "Electric Vehicle
Systems and Operation"; 62/259,536, filed Nov. 24, 2015, entitled
"Charging Transmission Line Under Roadway for Moving Electric
Vehicle"; 62/266,452, filed Dec. 11, 2015, entitled "Charging
Transmission Line Under Roadway for Moving Electric Vehicle";
62/269,764, filed Dec. 18, 2015, entitled "Conditional Progressive
Degradation of Electric Vehicle Power Supply System"; 62/300,606,
filed Feb. 26, 2016, entitled "Charging Transmission Line Under
Roadway for Moving Electric Vehicle"; and 62/310,387, filed Mar.
18, 2016, entitled "Distributed Processing Network for Rechargeable
Electric Vehicle Tracking and Routing." The entire disclosures of
the applications listed above are hereby incorporated by reference,
in their entirety, for all that they teach and for all
purposes.
[0002] This application is also related to U.S. patent application
Ser. No. 14/954,436, filed on Nov. 30, 2015, entitled "Electric
Vehicle Roadway Charging System and Method of Use" (Attorney Docket
No. 8322-2); Ser. No. 14/954,484, filed on Nov. 30, 2015, entitled
"Electric Vehicle Charging Device Positioning and Method of Use"
(Attorney Docket No. 8322-3); Ser. No. 14/979,158, filed on Dec.
22, 2015, entitled "Electric Vehicle Charging Device Alignment and
Method of Use" (Attorney Docket No. 8322-4); Ser. No. 14/981,368,
filed on Dec. 28, 2015, entitled "Electric Vehicle Charging Device
Obstacle Avoidance and Warning System and Method of Use" (Attorney
Docket No. 8322-5); Ser. No. 15/010,701, filed on Jan. 29, 2016,
entitled "Electric Vehicle Emergency Charging System and Method of
Use" (Attorney Docket No. 8322-7); Ser. No. 15/010,921, filed on
Jan. 29, 2016, entitled "Electric Vehicle Aerial Vehicle Charging
System and Method of Use" (Attorney Docket No. 8322-8); Ser. No.
15/044,940, filed on Feb. 16, 2016, entitled "Electric Vehicle
Overhead Charging System and Method of Use" (Attorney Docket No.
8322-11); Ser. No. 15/048,307, filed on Feb. 19, 2016, entitled
"Electric Vehicle Charging Station System and Method of Use"
(Attorney Docket No. 8322-10); Ser. No. 15/143,083, filed on Apr.
29, 2016, entitled "Vehicle to Vehicle Charging System and Method
of Use" (Attorney Docket No. 8322-16); Ser. No. 15/145,416, filed
on May 3, 2016, entitled "Electric Vehicle Optical Charging System
and Method of Use" (Attorney Docket No. 8322-15); Ser. No.
15/169,073, filed on May 31, 2016, entitled "Vehicle Charge
Exchange System and Method of Use" (Attorney Docket No. 8322-17);
Ser. No. 15/170,406, filed Jun. 1, 2016, entitled "Vehicle Group
Charging System and method of Use" (Attorney No. 8322-18); Ser. No.
15/196,898, filed Jun. 29, 2016, entitled "Predictive Charging
System and Method of Use" (Attorney No. 8322-19); Ser. No.
15/198,034 filed Jun. 30, 2016, entitled "Integrated Vehicle
Charging Panel System and Method of Use" (Attorney No. 8322-20);
Ser. No. 15/223,814 filed Jul. 29, 2016, entitled "Vehicle Skin
Charging System and Method of Use" (Attorney No. 8322-22); Ser. No.
15/226,446 filed Aug. 2, 2016, entitled "Vehicle Capacitive
Charging System and Method of Use" (Attorney No. 8322-23); and Ser.
No. 15/246,867 filed Aug. 25, 2016, entitled "Electric Contact
Device for Electric Vehicles and Method of Use" (Attorney No.
8322-25).
[0003] The entire disclosures of the applications listed above are
hereby incorporated by reference, in their entirety, for all that
they teach and for all purposes.
FIELD
[0004] The present disclosure is generally directed to vehicle
systems, in particular, toward electric and/or hybrid-electric
vehicles.
BACKGROUND
[0005] In recent years, transportation methods have changed
substantially. This change is due in part to a concern over the
limited availability of natural resources, a proliferation in
personal technology, and a societal shift to adopt more
environmentally friendly transportation solutions. These
considerations have encouraged the development of a number of new
flexible-fuel vehicles, hybrid-electric vehicles, and electric
vehicles.
[0006] While these vehicles appear to be new they are generally
implemented as a number of traditional subsystems that are merely
tied to an alternative power source. In fact, the design and
construction of the vehicles is limited to standard frame sizes,
shapes, materials, and transportation concepts. Among other things,
these limitations fail to take advantage of the benefits of new
technology, power sources, and support infrastructure.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] FIG. 1 shows a vehicle in accordance with embodiments of the
present disclosure;
[0008] FIG. 2 shows a vehicle in an environment in accordance with
embodiments of the present disclosure;
[0009] FIG. 3 is a diagram of an embodiment of a data structure for
storing information about a vehicle in an environment;
[0010] FIG. 4A shows a vehicle in a user environment in accordance
with embodiments of the present disclosure;
[0011] FIG. 4B shows a vehicle in a fleet management and automated
operation environment in accordance with embodiments of the present
disclosure;
[0012] FIG. 4C shows an embodiment of the instrument panel of the
vehicle according to one embodiment of the present disclosure;
[0013] FIG. 5 shows charging areas associated with an environment
in accordance with embodiments of the present disclosure;
[0014] FIG. 6 shows a vehicle in a roadway charging environment in
accordance with embodiments of the present disclosure;
[0015] FIG. 7 shows a vehicle in a robotic charging station
environment in accordance with another embodiment of the present
disclosure;
[0016] FIG. 8 shows a vehicle in an overhead charging environment
in accordance with another embodiment of the present
disclosure;
[0017] FIG. 9 shows a vehicle in a roadway environment comprising
roadway vehicles in accordance with another embodiment of the
present disclosure;
[0018] FIG. 10 shows a vehicle in an aerial vehicle charging
environment in accordance with another embodiment of the present
disclosure;
[0019] FIG. 11 shows a vehicle in an emergency charging environment
in accordance with embodiments of the present disclosure;
[0020] FIG. 12 is a perspective view of a vehicle in accordance
with embodiments of the present disclosure;
[0021] FIG. 13 is a plan view of a vehicle in accordance with at
least some embodiments of the present disclosure;
[0022] FIG. 14 is a plan view of a vehicle in accordance with
embodiments of the present disclosure;
[0023] FIG. 15 is a block diagram of an embodiment of an electrical
system of the vehicle;
[0024] FIG. 16 is a block diagram of an embodiment of a power
generation unit associated with the electrical system of the
vehicle;
[0025] FIG. 17 is a block diagram of an embodiment of power storage
associated with the electrical system of the vehicle;
[0026] FIG. 18 is a block diagram of an embodiment of loads
associated with the electrical system of the vehicle;
[0027] FIG. 19. is a block diagram of an exemplary embodiment of a
communications subsystem of the vehicle;
[0028] FIG. 20 shows a vehicle in a vehicle to vehicle roadway
charging environment in accordance with embodiments of the present
disclosure;
[0029] FIG. 21 is a block diagram of a charging panel control
system;
[0030] FIG. 22A shows a first state of a graphical user interface
used in aligning a charging panel of an electrical vehicle to
receive a charge;
[0031] FIG. 22B shows a second state of the graphical user
interface of FIG. 22A;
[0032] FIG. 23 is a flow or process diagram of a method of vehicle
to vehicle charging;
[0033] FIG. 24 shows a vehicle and optical charging station in an
optical charging environment in accordance with embodiments of the
present disclosure;
[0034] FIG. 25 is a diagram of an embodiment of a data structure
for storing information about a vehicle in an optical charging
environment;
[0035] FIG. 26 is a flow or process diagram of a method of optical
charging;
[0036] FIG. 27 shows a vehicle in a charge exchange environment in
accordance with embodiments of the present disclosure;
[0037] FIG. 28A is a diagram of an embodiment of a data structure
for storing information about an external charging source in a
charge exchange environment;
[0038] FIG. 28B is a diagram of an embodiment of a data structure
for storing information about a receiving vehicle in a charge
exchange environment;
[0039] FIG. 29 is a flow or process diagram of a method of charge
exchanging;
[0040] FIG. 30 shows a group charging environment in accordance
with embodiments of the present disclosure;
[0041] FIG. 31 is a diagram of an embodiment of a data structure
for storing information about a group charging environment;
[0042] FIG. 32 is a flow or process diagram of a method of group
charging;
[0043] FIG. 33 shows a vehicle in a predictive charging environment
in accordance with embodiments of the present disclosure;
[0044] FIG. 34 is a diagram of an embodiment of a data structure
for storing information about predictive charging in a predictive
charging environment;
[0045] FIG. 35 is a flow or process diagram of a method of
predictive charging;
[0046] FIG. 36 shows a vehicle in an integrated vehicle charging
panel environment in accordance with embodiments of the present
disclosure;
[0047] FIG. 37 shows a block diagram of an integrated vehicle
charging panel system;
[0048] FIG. 38 shows a flow or process diagram of a method of use
of an integrated vehicle charging panel system;
[0049] FIG. 39A shows one embodiment of the skin charging
system;
[0050] FIG. 39B shows additional detail of the door capacitor
element of the skin charging system of FIG. 39A;
[0051] FIG. 40 shows a block diagram of one embodiment of a vehicle
capacitive charging system;
[0052] FIG. 41 shows a flow or process diagram of a method of use
of a vehicle capacitive charging system;
[0053] FIG. 42 shows a vehicle in an electric contact charging
environment in accordance with embodiments of the present
disclosure;
[0054] FIG. 43A shows a vehicle in an electric contact charging
environment with a particular embodiment of a contact system in
accordance with embodiments of the present disclosure;
[0055] FIG. 43B shows a vehicle in an electric contact charging
environment with an alternate particular embodiment of a contact
system in accordance with embodiments of the present
disclosure;
[0056] FIG. 43C shows a vehicle in an electric contact charging
environment with an alternate particular embodiment of a contact
system in accordance with embodiments of the present
disclosure;
[0057] FIG. 43D shows a vehicle in an electric contact charging
environment with an alternate particular embodiment of a contact
system in accordance with embodiments of the present
disclosure;
[0058] FIG. 44 shows a flow or process diagram of a method of use
of an electric contact charging system;
[0059] FIG. 45 shows a fleet of vehicles in a fleet management
environment in accordance with embodiments of the present
disclosure; and
[0060] FIG. 46 shows a flow or process diagram of a method of use
of a fleet management system.
[0061] To assist in the understanding of the present invention the
following list of components and associated numbering found in the
drawings is provided herein:
TABLE-US-00001 # Component 10 System 100 Vehicle 110 Vehicle front
120 Vehicle aft 130 Vehicle roof 140 Vehicle undercarriage 150
Vehicle interior 160 Vehicle side 210 Vehicle database 220 Vehicle
driver 230 Vehicle passengers 240 Remote operator system 250
Roadway system 254 Robotic charging system 258 Overhead charging
system 260 Roadway vehicles 270 Emergency charging vehicle system
280 Aerial vehicle charging system 290 Autonomous environment 300
Data structure 310A-M Data structure fields 400 Instrument panel
410 Steering wheel 420 Vehicle operational display 424 Auxiliary
display 428 Power management display 432 Charging manual controller
434 Head-up display 504 Roadway 516 (Charging) Power source 520
Charging plate 520A-C Roadway charging areas 530 Direction one 532
Direction two 540A Parking space 540B Traffic controlled space 608
Charging panel (retracted) 608' Charging panel (deployed) 610
Charging panel controller 612 Energy storage unit 622 Charge
provider controller 624 Transmission line 626 Vehicle sensors 700
Robotic unit 704 Robotic unit arm 713 Robotic unit database 810
Tower 814 First wire 818 Second wire 820 Pantograph 824 Overhead
contact 834 Overhead charging data structure 910 Roadway passive
vehicles 920 Roadway active vehicles 921 Charging vehicle 922
Charging vehicle arm 923 Charging vehicle arm controller 924
Distance Sensor 925 Receiving vehicle 1010 Tether 1140 Charging
cable 1150 Connector 1204 Frame 1208 Body (Panels) 1308 Power
Source 1308A First Power Source 1308B Second Power Source 1312
Electric Motor 1314 Motor Controller 1316 Bumpers 1316A Front
Bumper 1316B Rear Bumper 1320 Drive Wheel 1324 Charge Controller
1328 Electrical Interconnection 1332 Redundant Electrical
Interconnection 1336 Energy Recovery System 1402 Broken Section
1404 Charging Plug/Receptacle 1408 Power Transmission
Interconnection 1412 Inductive Charger 1500 Electrical system 1504
Power Generation Unit 1508 Loads 1512 Billing and Cost unit 1604
Generator power source 1608 Wired or wireless charging power source
1612 Regenerative braking system 1616 Solar array 1618 Electrical
Interconnection 1620 Power source interface 1624 Electrical
Interface 1628 Mechanical Interface 1632 Electrical Converter 1638
Conditioner 1704 Battery and/or capacitors 1708 Charge Management
unit 1804 Electric motor 1808 User interaction loads 1812
Environmental loads 1816 Sensor loads 1820 Safety loads 2000
Vehicle to vehicle charging system 2100 Vehicle to vehicle control
system 2200 Graphical user interface 2204 Display device 2208
Feedback adjustment image one 2208' Feedback adjustment image two
2212 (Charging) Power Source centerline icon 2216 (Charging) Power
Source icon 2220 Charging Plate centerline icon 2224 Alignment
instruction 2334 Vehicle to vehicle charging system data structure
2400 Optical charging system 2410 Optical charging station 2420
Optical charging station base 2422 Optical charging station antenna
controller 2424 Optical charging station antenna 2430 Optical
charging station signal 2450 Optical charge receiving vehicle 2452
Receiving vehicle antenna/PV array controller 2454 Receiving
vehicle antenna 2456 Receiving vehicle PV array 2458 Receiving
vehicle converter 2460 Receiving vehicle signal 2470 Vehicle
optical charging data structure 2475A-O Vehicle optical charging
data structure fields 2700 Charge exchange system 2710 Vehicle
charging source 2720 Charge source database 2722 Charge source data
structure 2724A-M Charge source data structure fields 2730 Home
charge source 2740 Business charge source 2822 Receiving vehicle
data structure 2824A-K Receiving vehicle data structure fields 3000
Group charging system 3010 Base station 3020 Base station database
3022 Base station data structure 2024A-K Base station data
structure fields 3030 Base station business module 3040 Base
station communications module 3050 Raw services/goods/materials
3060 Competitive climate 3070 Economic climate 3080 Other business
climate 3300 Predictive charging system 3310 Predictive charging
station 3320 Predictive charging database 3322 Predictive charging
data structure 3330 Predictive charging analysis module 3340
Predictive charging communications module 3350 Predictive charging
billing module 3360 Predictive charging user initialization module
3608 Integrated charging panel 3610 Integrated charging panel
controller 3700 Integrated charging panel system 3710 Charging
communication 3712 Charging site 3713 Site charging source database
3900 Skin charging system 3910 Door panel 3920 Door capacitor 3921
Door capacitor plate one 3922 Door capacitor plate two 3924 Door
capacitive system 4000 Capacitive charging system 4008 Capacitor
4034 Capacitor charging display 4200 Contact System 4210 Contact
Arm 4230 Contact sensor 4240 Contact controller 4500 Fleet
management system 4510 Fleet management station 4520 Fleet
management database 4530 Fleet management analysis module 4540
Fleet management communications module
SUMMARY
[0062] The disclosure provides a system and method of use to
provide electric vehicle charging. Specifically, systems and
methods to provide a charge exchange system are presented.
[0063] In one embodiment, a system for vehicle fleet management is
disclosed, the system comprising: a base management system
configured to enable one or more fleet vehicles to receive a
vehicle service, the base management system comprising a database,
a communications module and an analysis module, the communications
module in communication with the one or more fleet vehicles, the
analysis module and the database; one or more fleet vehicles, each
fleet vehicle comprising a vehicle database and each configured to
receive a charging service and to communicate a vehicle charging
state to the communication module, wherein at least one of the one
or more fleet vehicles operates in a deficient charging state; at
least one fleet service site configured to communicate a charging
price to the communications module and provide the charging service
at the charging price; wherein the analysis module receives the
charging price and determines if the at least one fleet service
site is selected to provide the charging service to the at least
one of the one or more fleet vehicles operating in a deficient
charging state; wherein the at least one of the one or more fleet
vehicles operating in a deficient charging state is provided a
charging service by the at least one fleet service site if the
analysis module selects the at least one fleet service site.
[0064] In another embodiment, a method of fleet vehicle management
comprising: providing a base management system configured to enable
one or more fleet vehicles to receive a vehicle service, the base
management system comprising a database, a communications module
and an analysis module, the communications module in communication
with the one or more fleet vehicles, the analysis module and the
database; providing one or more fleet vehicles, each fleet vehicle
comprising a vehicle database and each configured to receive a
charging service and to communicate a vehicle charging state to the
communication module, wherein at least one of the one or more fleet
vehicles operates in a deficient charging state; receiving, by a
microprocessor in communication with the communications module, a
request for a charging service by the at least one of the one or
more fleet vehicles operating in a deficient charging state;
selecting, by the microprocessor in communication with the analysis
module, at least one fleet service site to provide the charging
service to the at least one of the one or more fleet vehicles
operating in a deficient charging state; wherein the at least one
of the one or more fleet vehicles operating in a deficient charging
state is provided a charging service by the at least one fleet
service site.
[0065] In some embodiments, the system and/or the method may
further comprise: wherein the at least one fleet service site is a
plurality of fleet service sites; wherein the database comprises
charging price data, charging configuration data, and charging rate
data of the plurality of fleet service sites; wherein the plurality
of fleet service sites comprise an embedded roadway charging
system, an overhead roadway charging system and a stationary
charging system; wherein the one or more fleet vehicles are
configured to broadcast a charging state to the communications
module; wherein the communications module is configured to identify
at least two service sites for the charging service to the at least
one of the one or more fleet vehicles operating in a deficient
charging state; wherein the one or more fleet vehicles are
configured to receive the charging service by way of induction;
wherein the one or more fleet vehicles are further configured to
communicate vehicle charging configuration data to the
communications module; wherein the one or more fleet vehicles are
further configured with a charging panel configured to receive a
charging service from the at least one fleet service site; wherein
the charging panel is configured to operate in a plurality of
states comprising a retracted state and a deployed state; and
wherein the charging service is performed while the at least one of
the one or more fleet vehicles operating in a deficient charging
state is in motion.
[0066] The term "capacitor" means any two terminal electrical
component used to store electrical energy in an electric field, to
include devices comprising a pair of conductor plates separated by
a dielectric.
[0067] The term "dielectric" means any electrical insulator that
stores energy by becoming polarized.
[0068] The term "capacitance" means the ratio of the electrical
charge on each conductor of a capacitor to the electrical potential
between the conductors.
[0069] The term "mains electricity" and variations thereof, as used
herein, refer to the general-purpose alternating-current (AC)
electric power supply. In the US, mains electric power is referred
to by several names including household power, household
electricity, house current, powerline, domestic power, wall power,
line power, AC power, city power, street power, and grid power.
[0070] The term "PV" means photovoltaic and generally refers to a
means or method of converting light or solar energy into
electricity.
[0071] The term "PV array" means at assembly of PV cells or
modules.
DETAILED DESCRIPTION
[0072] Embodiments of the present disclosure will be described in
connection with a vehicle, and in accordance with one exemplary
embodiment an electric vehicle and/or hybrid-electric vehicle and
associated systems.
[0073] With attention to FIGS. 1-44, embodiments of the electric
vehicle system 10 and method of use are depicted.
[0074] Referring to FIG. 1, the electric vehicle system comprises
electric vehicle 100. The electric vehicle 100 comprises vehicle
front 110, vehicle aft 120, vehicle roof 130, vehicle side 160,
vehicle undercarriage 140 and vehicle interior 150.
[0075] Referring to FIG. 2, the vehicle 100 is depicted in a
plurality of exemplary environments. The vehicle 100 may operate in
any one or more of the depicted environments in any combination.
Other embodiments are possible but are not depicted in FIG. 2.
Generally, the vehicle 100 may operate in environments which enable
charging of the vehicle 100 and/or operation of the vehicle 100.
More specifically, the vehicle 100 may receive a charge via one or
more means comprising emergency charging vehicle system 270, aerial
vehicle charging system 280, roadway system 250, robotic charging
system 254 and overhead charging system 258. The vehicle 100 may
interact and/or operate in an environment comprising one or more
other roadway vehicles 260. The vehicle 100 may engage with
elements within the vehicle 100 comprising vehicle driver 220,
vehicle passengers 220 and vehicle database 210. In one embodiment,
vehicle database 210 does not physically reside in the vehicle 100
but is instead accessed remotely, e.g. by wireless communication,
and resides in another location such as a residence or business
location. Vehicle 100 may operate autonomously and/or
semi-autonomously in an autonomous environment 290 (here, depicted
as a roadway environment presenting a roadway obstacle of which the
vehicle 100 autonomously identifies and steers the vehicle 100
clear of the obstacle). Furthermore, the vehicle 100 may engage
with a remote operator system 240, which may provide fleet
management instructions or control.
[0076] FIG. 3 is a diagram of an embodiment of a data structure 300
for storing information about a vehicle 100 in an environment. The
data structure may be stored in vehicle database 210. Generally,
data structure 300 identifies operational data associated with
charging types 310A. The data structures 300 may be accessible by a
vehicle controller. The data contained in data structure 300
enables, among other things, for the vehicle 100 to receive a
charge from a given charging type.
[0077] Exemplar data comprises charging type 310A comprising a
manual charging station 310J, robotic charging station 310K such as
robotic charging system 254, a roadway charging system 310L such as
those of roadway system 250, an emergency charging system 310M such
as that of emergency charging vehicle system 270, an emergency
charging system 310N such as that of aerial vehicle charging system
280, and overhead charging type 310O such as that of overhead
charging system 258.
[0078] Compatible vehicle charging panel types 310B comprise
locations on vehicle 100 wherein charging may be received, such as
vehicle roof 130, vehicle side 160 and vehicle lower or
undercarriage 140. Compatible vehicle storage units 310C data
indicates storage units types that may receive power from a given
charging type 310A. Available automation level 310D data indicates
the degree of automation available for a given charging type; a
high level may indicate full automation, allowing the vehicle
driver 220 and/or vehicle passengers 230 to not involve themselves
in charging operations, while a low level of automation may require
the driver 220 and/or occupant 230 to manipulate/position a vehicle
charging device to engage with a particular charging type 310A to
receive charging. Charging status 310E indicates whether a charging
type 310A is available for charging (i.e. is "up") or is
unavailable for charging (i.e. is "down"). Charge rate 310F
provides a relative value for time to charge, while Cost 310G
indicates the cost to vehicle 100 to receive a given charge. The
Other data element 310H may provide additional data relevant to a
given charging type 310A, such as a recommended separation distance
between a vehicle charging plate and the charging source. The
Shielding data element 310I indicates if electromagnetic shielding
is recommended for a given charging type 310A and/or charging
configuration. Further data fields 310P, 310Q are possible.
[0079] FIG. 4A depicts the vehicle 100 in a user environment
comprising vehicle database 210, vehicle driver 220 and vehicle
passengers 230. Vehicle 100 further comprises vehicle instrument
panel 400 to facilitate or enable interactions with one or more of
vehicle database 210, vehicle driver 220 and vehicle passengers
230. In one embodiment, driver 210 interacts with instrument panel
400 to query database 210 so as to locate available charging
options and to consider or weigh associated terms and conditions of
the charging options. Once a charging option is selected, driver
210 may engage or operate a manual control device (e.g., a
joystick) to position a vehicle charging receiver panel so as to
receive a charge.
[0080] FIG. 4B depicts the vehicle 100 in a user environment
comprising a remote operator system 240 and an autonomous driving
environment 290. In the remote operator system 240 environment, a
fleet of electric vehicles 100 (or mixture of electric and
non-electric vehicles) is managed and/or controlled remotely. For
example, a human operator may dictate that only certain types of
charging types are to be used, or only those charging types below a
certain price point are to be used. The remote operator system 240
may comprise a database comprising operational data, such as
fleet-wide operational data. In another example, the vehicle 100
may operate in an autonomous driving environment 290 wherein the
vehicle 100 is operated with some degree of autonomy, ranging from
complete autonomous operation to semi-automation wherein only
specific driving parameters (e.g., speed control or obstacle
avoidance) are maintained or controlled autonomously. In FIG. 4B,
autonomous driving environment 290 depicts an oil slick roadway
hazard that triggers that triggers the vehicle 100, while in an
automated obstacle avoidance mode, to automatically steer around
the roadway hazard.
[0081] FIG. 4C shows one embodiment of the vehicle instrument panel
400 of vehicle 100. Instrument panel 400 of vehicle 100 comprises
steering wheel 410, vehicle operational display 420 (which would
provide basic driving data such as speed), one or more auxiliary
displays 424 (which may display, e.g., entertainment applications
such as music or radio selections), heads-up display 434 (which may
provide, e.g., guidance information such as route to destination,
or obstacle warning information to warn of a potential collision,
or some or all primary vehicle operational data such as speed),
power management display 428 (which may provide, e.g., data as to
electric power levels of vehicle 100), and charging manual
controller 432 (which provides a physical input, e.g. a joystick,
to manual maneuver, e.g., a vehicle charging plate to a desired
separation distance). One or more of displays of instrument panel
400 may be touch-screen displays. One or more displays of
instrument panel 400 may be mobile devices and/or applications
residing on a mobile device such as a smart phone.
[0082] FIG. 5 depicts a charging environment of a roadway charging
system 250. The charging area may be in the roadway 504, on the
roadway 504, or otherwise adjacent to the roadway 504, and/or
combinations thereof. This static charging area 520B may allow a
charge to be transferred even while the electrical vehicle 100 is
moving. For example, the static charging area 520B may include a
charging transmitter (e.g., conductor, etc.) that provides a
transfer of energy when in a suitable range of a receiving unit
(e.g., an inductor pick up, etc.). In this example, the receiving
unit may be a part of the charging panel associated with the
electrical vehicle 100.
[0083] The static charging areas 520A, 520B may be positioned a
static area such as a designated spot, pad, parking space 540A,
540B, traffic controlled space (e.g., an area adjacent to a stop
sign, traffic light, gate, etc.), portion of a building, portion of
a structure, etc., and/or combinations thereof. Some static
charging areas may require that the electric vehicle 100 is
stationary before a charge, or electrical energy transfer, is
initiated. The charging of vehicle 100 may occur by any of several
means comprising a plug or other protruding feature. The power
source 516A, 516B may include a receptacle or other receiving
feature, and/or vice versa.
[0084] The charging area may be a moving charging area 520C. Moving
charging areas 520C may include charging areas associated with one
or more portions of a vehicle, a robotic charging device, a tracked
charging device, a rail charging device, etc., and/or combinations
thereof. In a moving charging area 520C, the electrical vehicle 100
may be configured to receive a charge, via a charging panel, while
the vehicle 100 is moving and/or while the vehicle 100 is
stationary. In some embodiments, the electrical vehicle 100 may
synchronize to move at the same speed, acceleration, and/or path as
the moving charging area 520C. In one embodiment, the moving
charging area 520C may synchronize to move at the same speed,
acceleration, and/or path as the electrical vehicle 100. In any
event, the synchronization may be based on an exchange of
information communicated across a communications channel between
the electric vehicle 100 and the charging area 520C. Additionally
or alternatively, the synchronization may be based on information
associated with a movement of the electric vehicle 100 and/or the
moving charging area 520C. In some embodiments, the moving charging
area 520C may be configured to move along a direction or path 532
from an origin position to a destination position 520C'.
[0085] In some embodiments, a transformer may be included to
convert a power setting associated with a main power supply to a
power supply used by the charging areas 520A-C. For example, the
transformer may increase or decrease a voltage associated with
power supplied via one or more power transmission lines.
[0086] Referring to FIG. 6, a vehicle 100 is shown in a charging
environment in accordance with embodiments of the present
disclosure. The system 10 comprises a vehicle 100, an electrical
storage unit 612, an external power source 516 able to provide a
charge to the vehicle 100, a charging panel 608 mounted on the
vehicle 100 and in electrical communication with the electrical
storage unit 612, and a vehicle charging panel controller 610. The
charging panel controller 610 may determine if the electrical
storage unit requires charging and if conditions allow for
deployment of a charging panel. The vehicle charging panel 608 may
operate in at least a retracted state and a deployed state (608 and
608' as shown is FIG. 6), and is movable by way of an armature.
[0087] The charging panel controller 610 may receive signals from
vehicle sensors 626 to determine, for example, if a hazard is
present in the path of the vehicle 100 such that deployment of the
vehicle charging panel 608 is inadvisable. The charging panel
controller 610 may also query vehicle database 210 comprising data
structures 300 to establish other required conditions for
deployment. For example, the database may provide that a particular
roadway does not provide a charging service or the charging service
is inactive, wherein the charging panel 108 would not be
deployed.
[0088] The power source 516 may include at least one electrical
transmission line 624 and at least one power transmitter or
charging area 520. During a charge, the charging panel 608 may
serve to transfer energy from the power source 516 to at least one
energy storage unit 612 (e.g., battery, capacitor, power cell,
etc.) of the electric vehicle 100.
[0089] FIG. 7 shows a vehicle 100 in a charging station environment
254 in accordance with another embodiment of the present
disclosure. Generally, in this embodiment of the invention,
charging occurs from a robotic unit 700.
[0090] Robotic charging unit 700 comprises one or more robotic unit
arms 704, at least one robotic unit arm 704 interconnected with
charging plate 520. The one or more robotic unit arms 704 manoeuvre
charging plate 520 relative to charging panel 608 of vehicle 100.
Charging plate 520 is positioned to a desired or selectable
separation distance, as assisted by a separation distance sensor
disposed on charging plate 520. Charging plate 520 may remain at a
finite separation distance from charging panel 608, or may directly
contact charging panel (i.e. such that separation distance is
zero). Charging may be by induction. In alternative embodiments,
separation distance sensor is alternatively or additionally
disposed on robotic arm 704. Vehicle 100 receives charging via
charging panel 608 which in turn charges energy storage unit 612.
Charging panel controller 610 is in communication with energy
storage unit 612, charging panel 608, vehicle database 300, charge
provider controller 622, and/or any one of elements of instrument
panel 400.
[0091] Robotic unit further comprises, is in communication with
and/or is interconnected with charge provider controller 622, power
source 516 and a robotic unit database. Power source 516 supplies
power, such as electrical power, to charge plate 520 to enable
charging of vehicle 100 via charging panel 608. Controller 622
manoeuvres or operates robotic unit 704, either directly and/or
completely or with assistance from a remote user, such as a driver
or passenger in vehicle 100 by way of, in one embodiment, charging
manual controller 432.
[0092] FIG. 8 shows a vehicle 100 in an overhead charging
environment in accordance with another embodiment of the present
disclosure. Generally, in this embodiment of the invention,
charging occurs from an overhead towered charging system 258,
similar to existing commuter rail systems. Such an overhead towered
system 258 may be easier to build and repair compared to in-roadway
systems. Generally, the invention includes a specially-designed
overhead roadway charging system comprising an overhead charging
cable or first wire 814 that is configured to engage an overhead
contact 824 which provides charge to charging panel 608 which
provides charge to vehicle energy storage unit 612. The overhead
towered charging system 258 may further comprise second wire 818 to
provide stability and structural strength to the roadway charging
system 800. The first wire 814 and second wire 818 are strung
between towers 810.
[0093] The overhead charging cable or first wire 814 is analogous
to a contact wire used to provide charging to electric trains or
other vehicles. An external source provides or supplies electrical
power to the first wire 814. The charge provider comprises an
energy source i.e. a provider battery and a provider charge circuit
or controller in communication with the provider battery. The
overhead charging cable or first wire 814 engages the overhead
contact 824 which is in electrical communication with charge
receiver panel 108. The overhead contact 824 may comprise any known
means to connect to overhead electrical power cables, such as a
pantograph 820, a bow collector, a trolley pole or any means known
to those skilled in the art. Further disclosure regarding
electrical power or energy transfer via overhead systems is found
in US Pat. Publ. No. 2013/0105264 to Ruth entitled "Pantograph
Assembly," the entire contents of which are incorporated by
reference for all purposes. In one embodiment, the charging of
vehicle 100 by overhead charging system 800 via overhead contact
824 is by any means know to those skilled in the art, to include
those described in the above-referenced US Pat. Publ. No.
2013/0105264 to Ruth.
[0094] The overhead contact 824 presses against the underside of
the lowest overhead wire of the overhead charging system, i.e. the
overhead charging cable or first wire 814, aka the contact wire.
The overhead contact 824 may be electrically conductive.
Alternatively, or additionally, the overhead contact 824 may be
adapted to receive electrical power from overhead charging cable or
first wire 814 by inductive charging.
[0095] In one embodiment, the receipt and/or control of the energy
provided via overhead contact 824 (as connected to the energy
storage unit 612) is provided by receiver charge circuit or
charging panel controller 110.
[0096] Overhead contact 824 and/or charging panel 608 may be
located anywhere on vehicle 100, to include, for example, the roof,
side panel, trunk, hood, front or rear bumper of the charge
receiver 100 vehicle, as long as the overhead contact 824 may
engage the overhead charging cable or first wire 814. Charging
panel 108 may be stationary (e.g. disposed on the roof of vehicle
100) or may be moveable, e.g. moveable with the pantograph 820.
Pantograph 820 may be positioned in at least two states comprising
retracted and extended. In the extended state pantograph 820
engages first wire 814 by way of the overhead contact 824. In the
retracted state, pantograph 820 may typically reside flush with the
roof of vehicle 100 and extend only when required for charging.
Control of the charging and/or positioning of the charging plate
608, pantograph 820 and/or overhead contact 824 may be manual,
automatic or semi-automatic (such as via controller 610); said
control may be performed through a GUI engaged by driver or
occupant of receiving vehicle 100 and/or driver or occupant of
charging vehicle.
[0097] FIG. 9 shows a vehicle in a roadway environment comprising
roadway vehicles 260 in accordance with another embodiment of the
present disclosure. Roadway vehicles 260 comprise roadway passive
vehicles 910 and roadway active vehicles 920. Roadway passive
vehicles 910 comprise vehicles that are operating on the roadway of
vehicle 100 but do no cooperatively or actively engage with vehicle
100. Stated another way, roadway passive vehicles 910 are simply
other vehicles operating on the roadway with the vehicle 100 and
must be, among other things, avoided (e.g., to include when vehicle
100 is operating in an autonomous or semi-autonomous manner). In
contrast, roadway active vehicles 920 comprise vehicles that are
operating on the roadway of vehicle 100 and have the capability to,
or actually are, actively engaging with vehicle 100. For example,
the emergency charging vehicle system 270 is a roadway active
vehicle 920 in that it may cooperate or engage with vehicle 100 to
provide charging. In some embodiments, vehicle 100 may exchange
data with a roadway active vehicle 920 such as, for example, data
regarding charging types available to the roadway active vehicle
920.
[0098] FIG. 10 shows a vehicle in an aerial vehicle charging
environment in accordance with another embodiment of the present
disclosure. Generally, this embodiment involves an aerial vehicle
("AV"), such as an Unmanned Aerial Vehicle (UAV), flying over or
near a vehicle to provide a charge. The UAV may also land on the
car to provide an emergency (or routine) charge. Such a charging
scheme may be particularly suited for operations in remote areas,
in high traffic situations, and/or when the car is moving. The AV
may be a specially-designed UAV, aka RPV or drone, with a charging
panel that can extend from the AV to provide a charge. The AV may
include a battery pack and a charging circuit to deliver a charge
to the vehicle. The AV may be a manned aerial vehicle, such as a
piloted general aviation aircraft, such as a Cessna 172.
[0099] With reference to FIG. 10, an exemplar embodiment of a
vehicle charging system 100 comprising a charge provider configured
as an aerial vehicle 280, the aerial vehicle 280 comprising a power
source 516 and charge provider controller 622. The AV may be
semi-autonomous or fully autonomous. The AV may have a remote
pilot/operator providing control inputs. The power source 516 is
configured to provide a charge to a charging panel 608 of vehicle
100. The power source 516 is in communication with the charge
provider controller 622. The aerial vehicle 280 provides a tether
1010 to deploy or extend charging plate 520 near to charging panel
608. The tether 1010 may comprise a chain, rope, rigid or
semi-rigid tow bar or any means to position charging plate 520 near
charging panel 608. For example, tether 1010 may be similar to a
refueling probe used by airborne tanker aircraft when refueling
another aircraft.
[0100] In one embodiment, the charging plate 520 is not in physical
interconnection to AV 280, that is, there is no tether 1010. In
this embodiment, the charging plate 520 is positioned and
controlled by AV 280 by way of a controller on AV 280 or in
communication with AV 280.
[0101] In one embodiment, the charging plate 520 position and/or
characteristics (e.g. charging power level, flying separation
distance, physical engagement on/off) are controlled by vehicle 100
and/or a user in or driver of vehicle 100.
[0102] Charge or power output of power source 516 is provided or
transmitted to charger plate 620 by way of a charging cable or
wire, which may be integral to tether 1010. In one embodiment, the
charging cable is non-structural, that is, it provides zero or
little structural support to the connection between AV 280 and
charger plate 520.
[0103] Charging panel 608 of vehicle 100 receives power from
charger plate 520. Charging panel 608 and charger plate 520 may be
in direct physical contact (termed a "contact" charger
configuration) or not in direct physical contact (termed a "flyer"
charger configuration), but must be at or below a threshold
(separation) distance to enable charging, such as by induction.
Energy transfer or charging from the charger plate 520 to the
charging panel 608 is inductive charging (i.e. use of an EM field
to transfer energy between two objects). The charging panel 608
provides received power to energy storage unit 612 by way of
charging panel controller 610. Charging panel controller 610 is in
communication with vehicle database 210, vehicle database 210
comprising an AV charging data structure.
[0104] Charging panel 508 may be located anywhere on vehicle 100,
to include, for example, the roof, side panel, trunk, hood, front
or rear bumper and wheel hub of vehicle 100. Charging panel 608 is
mounted on the roof of vehicle 100 in the embodiment of FIG. 10. In
some embodiments, charging panel 608 may be deployable, i.e. may
extend or deploy only when charging is needed. For example,
charging panel 608 may typically reside flush with the roof of
vehicle 100 and extend when required for charging. Similarly,
charger plate 520 may, in one embodiment, not be connected to AV
280 by way of tether 1010 and may instead be mounted directly on
the AV 280, to include, for example, the wing, empennage,
undercarriage to include landing gear, and may be deployable or
extendable when required. Tether 1010 may be configured to maneuver
charging plate 520 to any position on vehicle 100 so as to enable
charging. In one embodiment, the AV 280 may land on the vehicle 100
so as to enable charging through direct contact (i.e. the
aforementioned contact charging configuration) between the charging
plate 520 and the charging panel 608 of vehicle 100. Charging may
occur while both AV 280 and vehicle 100 are moving, while both
vehicle 100 and AV 280 are not moving (i.e., vehicle 100 is parked
and AV 280 lands on top of vehicle 100), or while vehicle 100 is
parked and AV 280 is hovering or circling above. Control of the
charging and/or positioning of the charging plate 520 may be
manual, automatic or semi-automatic; said control may be performed
through a GUI engaged by driver or occupant of receiving vehicle
100 and/or driver or occupant of charging AV 280.
[0105] FIG. 11 is an exemplar embodiment of a vehicle emergency
charging system comprising an emergency charging vehicle 270 and
charge receiver vehicle 100 is disclosed. The emergency charging
vehicle 270 is a road vehicle, such as a pick-up truck, as shown in
FIG. 11. The emergency charging vehicle 270 is configured to
provide a charge to a charge receiver vehicle 100, such as an
automobile. The emergency charging vehicle 270 comprises an energy
source i.e. a charging power source 516 and a charge provider
controller 622 in communication with the charging power source 516.
The emergency charging vehicle 270 provides a towed and/or
articulated charger plate 520, as connected to the emergency
charging vehicle 270 by connector 1150. The connector 1150 may
comprise a chain, rope, rigid or semi-rigid tow bar or any means to
position charger plate 520 near the charging panel 608 of vehicle
100. Charge or power output of charging power source 516 is
provided or transmitted to charger plate 520 by way of charging
cable or wire 1140. In one embodiment, the charging cable 1140 is
non-structural, that is, it provides little or no structural
support to the connection between emergency charging vehicle 270
and charging panel 608. Charging panel 608 (of vehicle 100)
receives power from charger plate 520. Charger plate 520 and
charging panel 608 may be in direct physical contact or not in
direct physical contact, but must be at or below a threshold
separation distance to enable charging, such as by induction.
Charger plate 520 may comprise wheels or rollers so as to roll
along roadway surface. Charger plate 520 may also not contact the
ground surface and instead be suspended above the ground; such a
configuration may be termed a "flying" configuration. In the flying
configuration, charger plate may form an aerodynamic surface to,
for example, facilitate stability and control of the positioning of
the charging plate 520. Energy transfer or charging from the
charger plate 520 to the charge receiver panel 608 is through
inductive charging (i.e. use of an EM field to transfer energy
between two objects). The charging panel 608 provides received
power to energy storage unit 612 directly or by way of charging
panel controller 610. In one embodiment, the receipt and/or control
of the energy provided via the charging panel 608 is provided by
charging panel controller 610.
[0106] Charging panel controller 610 may be located anywhere on
charge receiver vehicle 100, to include, for example, the roof,
side panel, trunk, hood, front or rear bumper and wheel hub of
charge receiver 100 vehicle. In some embodiments, charging panel
608 may be deployable, i.e. may extend or deploy only when charging
is needed. For example, charging panel 608 may typically stow flush
with the lower plane of vehicle 100 and extend when required for
charging. Similarly, charger plate 520 may, in one embodiment, not
be connected to the lower rear of the emergency charging vehicle
270 by way of connector 1150 and may instead be mounted on the
emergency charging vehicle 270, to include, for example, the roof,
side panel, trunk, hood, front or rear bumper and wheel hub of
emergency charging vehicle 270. Connector 1150 may be configured to
maneuver connector plate 520 to any position on emergency charging
vehicle 270 so as to enable charging. Control of the charging
and/or positioning of the charging plate may be manual, automatic
or semi-automatic; said control may be performed through a GUI
engaged by driver or occupant of receiving vehicle and/or driver or
occupant of charging vehicle.
[0107] FIG. 12 shows a perspective view of a vehicle 100 in
accordance with embodiments of the present disclosure. Although
shown in the form of a car, it should be appreciated that the
vehicle 100 described herein may include any conveyance or model of
a conveyance, where the conveyance was designed for the purpose of
moving one or more tangible objects, such as people, animals,
cargo, and the like. The term "vehicle" does not require that a
conveyance moves or is capable of movement. Typical vehicles may
include but are in no way limited to cars, trucks, motorcycles,
busses, automobiles, trains, railed conveyances, boats, ships,
marine conveyances, submarine conveyances, airplanes, space craft,
flying machines, human-powered conveyances, and the like. In any
event, the vehicle 100 may include a frame 1204 and one or more
body panels 1208 mounted or affixed thereto. The vehicle 100 may
include one or more interior components (e.g., components inside an
interior space 150, or user space, of a vehicle 100, etc.),
exterior components (e.g., components outside of the interior space
150, or user space, of a vehicle 100, etc.), drive systems,
controls systems, structural components.
[0108] Referring now to FIG. 13, a plan view of a vehicle 100 will
be described in accordance with embodiments of the present
disclosure. As provided above, the vehicle 100 may comprise a
number of electrical and/or mechanical systems, subsystems, etc.
The mechanical systems of the vehicle 100 can include structural,
power, safety, and communications subsystems, to name a few. While
each subsystem may be described separately, it should be
appreciated that the components of a particular subsystem may be
shared between one or more other subsystems of the vehicle 100.
[0109] The structural subsystem includes the frame 1204 of the
vehicle 100. The frame 1204 may comprise a separate frame and body
construction (i.e., body-on-frame construction), a unitary frame
and body construction (i.e., a unibody construction), or any other
construction defining the structure of the vehicle 100. The frame
1204 may be made from one or more materials including, but in no
way limited to steel, titanium, aluminum, carbon fiber, plastic,
polymers, etc., and/or combinations thereof. In some embodiments,
the frame 1204 may be formed, welded, fused, fastened, pressed,
etc., combinations thereof, or otherwise shaped to define a
physical structure and strength of the vehicle 100. In any event,
the frame 1204 may comprise one or more surfaces, connections,
protrusions, cavities, mounting points, tabs, slots, or other
features that are configured to receive other components that make
up the vehicle 100. For example, the body panels, powertrain
subsystem, controls systems, interior components, communications
subsystem, and safety subsystem may interconnect with, or attach
to, the frame 1204 of the vehicle 100.
[0110] The frame 1204 may include one or more modular system and/or
subsystem connection mechanisms. These mechanisms may include
features that are configured to provide a selectively
interchangeable interface for one or more of the systems and/or
subsystems described herein. The mechanisms may provide for a quick
exchange, or swapping, of components while providing enhanced
security and adaptability over conventional manufacturing or
attachment. For instance, the ability to selectively interchange
systems and/or subsystems in the vehicle 100 allow the vehicle 100
to adapt to the ever-changing technological demands of society and
advances in safety. Among other things, the mechanisms may provide
for the quick exchange of batteries, capacitors, power sources
1308A, 1308B, motors 1312, engines, safety equipment, controllers,
user interfaces, interiors exterior components, body panels 1208,
bumpers 1316, sensors, etc., and/or combinations thereof.
Additionally or alternatively, the mechanisms may provide unique
security hardware and/or software embedded therein that, among
other things, can prevent fraudulent or low quality construction
replacements from being used in the vehicle 100. Similarly, the
mechanisms, subsystems, and/or receiving features in the vehicle
100 may employ poka-yoke, or mistake-proofing, features that ensure
a particular mechanism is always interconnected with the vehicle
100 in a correct position, function, etc.
[0111] By way of example, complete systems or subsystems may be
removed and/or replaced from a vehicle 100 utilizing a single
minute exchange principle. In some embodiments, the frame 1204 may
include slides, receptacles, cavities, protrusions, and/or a number
of other features that allow for quick exchange of system
components. In one embodiment, the frame 1204 may include tray or
ledge features, mechanical interconnection features, locking
mechanisms, retaining mechanisms, etc., and/or combinations
thereof. In some embodiments, it may be beneficial to quickly
remove a used power source 1308A, 1308B (e.g., battery unit,
capacitor unit, etc.) from the vehicle 100 and replace the used
power source 1308A, 1308B with a charged power source. Continuing
this example, the power source 1308A, 1308B may include selectively
interchangeable features that interconnect with the frame 1204 or
other portion of the vehicle 100. For instance, in a power source
1308A, 1308B replacement, the quick release features may be
configured to release the power source 1308A, 1308B from an engaged
position and slide or move away from the frame 1204 of a vehicle
100. Once removed, the power source 1308A, 1308B may be replaced
(e.g., with a new power source, a charged power source, etc.) by
engaging the replacement power source into a system receiving
position adjacent to the vehicle 100. In some embodiments, the
vehicle 100 may include one or more actuators configured to
position, lift, slide, or otherwise engage the replacement power
source with the vehicle 100. In one embodiment, the replacement
power source may be inserted into the vehicle 100 or vehicle frame
1204 with mechanisms and/or machines that are external or separate
from the vehicle 100.
[0112] In some embodiments, the frame 1204 may include one or more
features configured to selectively interconnect with other vehicles
and/or portions of vehicles. These selectively interconnecting
features can allow for one or more vehicles to selectively couple
together and decouple for a variety of purposes. For example, it is
an aspect of the present disclosure that a number of vehicles may
be selectively coupled together to share energy, increase power
output, provide security, decrease power consumption, provide
towing services, and/or provide a range of other benefits.
Continuing this example, the vehicles may be coupled together based
on travel route, destination, preferences, settings, sensor
information, and/or some other data. The coupling may be initiated
by at least one controller of the vehicle and/or traffic control
system upon determining that a coupling is beneficial to one or
more vehicles in a group of vehicles or a traffic system. As can be
appreciated, the power consumption for a group of vehicles
traveling in a same direction may be reduced or decreased by
removing any aerodynamic separation between vehicles. In this case,
the vehicles may be coupled together to subject only the foremost
vehicle in the coupling to air and/or wind resistance during
travel. In one embodiment, the power output by the group of
vehicles may be proportionally or selectively controlled to provide
a specific output from each of the one or more of the vehicles in
the group.
[0113] The interconnecting, or coupling, features may be configured
as electromagnetic mechanisms, mechanical couplings,
electromechanical coupling mechanisms, etc., and/or combinations
thereof. The features may be selectively deployed from a portion of
the frame 1204 and/or body of the vehicle 100. In some cases, the
features may be built into the frame 1204 and/or body of the
vehicle 100. In any event, the features may deploy from an
unexposed position to an exposed position or may be configured to
selectively engage/disengage without requiring an exposure or
deployment of the mechanism from the frame 1204 and/or body. In
some embodiments, the interconnecting features may be configured to
interconnect one or more of power, communications, electrical
energy, fuel, and/or the like. One or more of the power,
mechanical, and/or communications connections between vehicles may
be part of a single interconnection mechanism. In some embodiments,
the interconnection mechanism may include multiple connection
mechanisms. In any event, the single interconnection mechanism or
the interconnection mechanism may employ the poka-yoke features as
described above.
[0114] The power system of the vehicle 100 may include the
powertrain, power distribution system, accessory power system,
and/or any other components that store power, provide power,
convert power, and/or distribute power to one or more portions of
the vehicle 100. The powertrain may include the one or more
electric motors 1312 of the vehicle 100. The electric motors 1312
are configured to convert electrical energy provided by a power
source into mechanical energy. This mechanical energy may be in the
form of a rotational or other output force that is configured to
propel or otherwise provide a motive force for the vehicle 100.
[0115] In some embodiments, the vehicle 100 may include one or more
drive wheels 1320 that are driven by the one or more electric
motors 1312 and motor controllers 1314. In some cases, the vehicle
100 may include an electric motor 1312 configured to provide a
driving force for each drive wheel 1320. In other cases, a single
electric motor 1312 may be configured to share an output force
between two or more drive wheels 1320 via one or more power
transmission components. It is an aspect of the present disclosure
that the powertrain include one or more power transmission
components, motor controllers 1314, and/or power controllers that
can provide a controlled output of power to one or more of the
drive wheels 1320 of the vehicle 100. The power transmission
components, power controllers, or motor controllers 1314 may be
controlled by at least one other vehicle controller described
herein.
[0116] As provided above, the powertrain of the vehicle 100 may
include one or more power sources 1308A, 1308B. These one or more
power sources 1308A, 1308B may be configured to provide drive
power, system and/or subsystem power, accessory power, etc. While
described herein as a single power source 1308 for sake of clarity,
embodiments of the present disclosure are not so limited. For
example, it should be appreciated that independent, different, or
separate power sources 1308A, 1308B may provide power to various
systems of the vehicle 100. For instance, a drive power source may
be configured to provide the power for the one or more electric
motors 1312 of the vehicle 100, while a system power source may be
configured to provide the power for one or more other systems
and/or subsystems of the vehicle 100. Other power sources may
include an accessory power source, a backup power source, a
critical system power source, and/or other separate power sources.
Separating the power sources 1308A, 1308B in this manner may
provide a number of benefits over conventional vehicle systems. For
example, separating the power sources 1308A, 1308B allow one power
source 1308 to be removed and/or replaced independently without
requiring that power be removed from all systems and/or subsystems
of the vehicle 100 during a power source 1308 removal/replacement.
For instance, one or more of the accessories, communications,
safety equipment, and/or backup power systems, etc., may be
maintained even when a particular power source 1308A, 1308B is
depleted, removed, or becomes otherwise inoperable.
[0117] In some embodiments, the drive power source may be separated
into two or more cells, units, sources, and/or systems. By way of
example, a vehicle 100 may include a first drive power source 1308A
and a second drive power source 1308B. The first drive power source
1308A may be operated independently from or in conjunction with the
second drive power source 1308B and vice versa. Continuing this
example, the first drive power source 1308A may be removed from a
vehicle while a second drive power source 1308B can be maintained
in the vehicle 100 to provide drive power. This approach allows the
vehicle 100 to significantly reduce weight (e.g., of the first
drive power source 1308A, etc.) and improve power consumption, even
if only for a temporary period of time. In some cases, a vehicle
100 running low on power may automatically determine that pulling
over to a rest area, emergency lane, and removing, or "dropping
off," at least one power source 1308A, 1308B may reduce enough
weight of the vehicle 100 to allow the vehicle 100 to navigate to
the closest power source replacement and/or charging area. In some
embodiments, the removed, or "dropped off," power source 1308A may
be collected by a collection service, vehicle mechanic, tow truck,
or even another vehicle or individual.
[0118] The power source 1308 may include a GPS or other
geographical location system that may be configured to emit a
location signal to one or more receiving entities. For instance,
the signal may be broadcast or targeted to a specific receiving
party. Additionally or alternatively, the power source 1308 may
include a unique identifier that may be used to associate the power
source 1308 with a particular vehicle 100 or vehicle user. This
unique identifier may allow an efficient recovery of the power
source 1308 dropped off. In some embodiments, the unique identifier
may provide information for the particular vehicle 100 or vehicle
user to be billed or charged with a cost of recovery for the power
source 1308.
[0119] The power source 1308 may include a charge controller 1324
that may be configured to determine charge levels of the power
source 1308, control a rate at which charge is drawn from the power
source 1308, control a rate at which charge is added to the power
source 1308, and/or monitor a health of the power source 1308
(e.g., one or more cells, portions, etc.). In some embodiments, the
charge controller 1324 or the power source 1308 may include a
communication interface. The communication interface can allow the
charge controller 1324 to report a state of the power source 1308
to one or more other controllers of the vehicle 100 or even
communicate with a communication device separate and/or apart from
the vehicle 100. Additionally or alternatively, the communication
interface may be configured to receive instructions (e.g., control
instructions, charge instructions, communication instructions,
etc.) from one or more other controllers of the vehicle 100 or a
communication device that is separate and/or apart from the vehicle
100.
[0120] The powertrain includes one or more power distribution
systems configured to transmit power from the power source 1308 to
one or more electric motors 1312 in the vehicle 100. The power
distribution system may include electrical interconnections 1328 in
the form of cables, wires, traces, wireless power transmission
systems, etc., and/or combinations thereof. It is an aspect of the
present disclosure that the vehicle 100 include one or more
redundant electrical interconnections 1332 of the power
distribution system. The redundant electrical interconnections 1332
can allow power to be distributed to one or more systems and/or
subsystems of the vehicle 100 even in the event of a failure of an
electrical interconnection portion of the vehicle 100 (e.g., due to
an accident, mishap, tampering, or other harm to a particular
electrical interconnection, etc.). In some embodiments, a user of a
vehicle 100 may be alerted via a user interface associated with the
vehicle 100 that a redundant electrical interconnection 1332 is
being used and/or damage has occurred to a particular area of the
vehicle electrical system. In any event, the one or more redundant
electrical interconnections 1332 may be configured along completely
different routes than the electrical interconnections 1328 and/or
include different modes of failure than the electrical
interconnections 1328 to, among other things, prevent a total
interruption power distribution in the event of a failure.
[0121] In some embodiments, the power distribution system may
include an energy recovery system 1336. This energy recovery system
1336, or kinetic energy recovery system, may be configured to
recover energy produced by the movement of a vehicle 100. The
recovered energy may be stored as electrical and/or mechanical
energy. For instance, as a vehicle 100 travels or moves, a certain
amount of energy is required to accelerate, maintain a speed, stop,
or slow the vehicle 100. In any event, a moving vehicle has a
certain amount of kinetic energy. When brakes are applied in a
typical moving vehicle, most of the kinetic energy of the vehicle
is lost as the generation of heat in the braking mechanism. In an
energy recovery system 1336, when a vehicle 100 brakes, at least a
portion of the kinetic energy is converted into electrical and/or
mechanical energy for storage. Mechanical energy may be stored as
mechanical movement (e.g., in a flywheel, etc.) and electrical
energy may be stored in batteries, capacitors, and/or some other
electrical storage system. In some embodiments, electrical energy
recovered may be stored in the power source 1308. For example, the
recovered electrical energy may be used to charge the power source
1308 of the vehicle 100.
[0122] The vehicle 100 may include one or more safety systems.
Vehicle safety systems can include a variety of mechanical and/or
electrical components including, but in no way limited to, low
impact or energy-absorbing bumpers 1316A, 1316B, crumple zones,
reinforced body panels, reinforced frame components, impact bars,
power source containment zones, safety glass, seatbelts,
supplemental restraint systems, air bags, escape hatches, removable
access panels, impact sensors, accelerometers, vision systems,
radar systems, etc., and/or the like. In some embodiments, the one
or more of the safety components may include a safety sensor or
group of safety sensors associated with the one or more of the
safety components. For example, a crumple zone may include one or
more strain gages, impact sensors, pressure transducers, etc. These
sensors may be configured to detect or determine whether a portion
of the vehicle 100 has been subjected to a particular force,
deformation, or other impact. Once detected, the information
collected by the sensors may be transmitted or sent to one or more
of a controller of the vehicle 100 (e.g., a safety controller,
vehicle controller, etc.) or a communication device associated with
the vehicle 100 (e.g., across a communication network, etc.).
[0123] FIG. 14 shows a plan view of the vehicle 100 in accordance
with embodiments of the present disclosure. In particular, FIG. 14
shows a broken section 1402 of a charging system for the vehicle
100. The charging system may include a plug or receptacle 1404
configured to receive power from an external power source (e.g., a
source of power that is external to and/or separate from the
vehicle 100, etc.). An example of an external power source may
include the standard industrial, commercial, or residential power
that is provided across power lines. Another example of an external
power source may include a proprietary power system configured to
provide power to the vehicle 100. In any event, power received at
the plug/receptacle 1404 may be transferred via at least one power
transmission interconnection 1408. Similar, if not identical, to
the electrical interconnections 1328 described above, the at least
one power transmission interconnection 1408 may be one or more
cables, wires, traces, wireless power transmission systems, etc.,
and/or combinations thereof. Electrical energy in the form of
charge can be transferred from the external power source to the
charge controller 1324. As provided above, the charge controller
1324 may regulate the addition of charge to the power source 1308
of the vehicle 100 (e.g., until the power source 1308 is full or at
a capacity, etc.).
[0124] In some embodiments, the vehicle 100 may include an
inductive charging system and inductive charger 1412. The inductive
charger 1412 may be configured to receive electrical energy from an
inductive power source external to the vehicle 100. In one
embodiment, when the vehicle 100 and/or the inductive charger 1412
is positioned over an inductive power source external to the
vehicle 100, electrical energy can be transferred from the
inductive power source to the vehicle 100. For example, the
inductive charger 1412 may receive the charge and transfer the
charge via at least one power transmission interconnection 1408 to
the charge controller 1324 and/or the power source 1308 of the
vehicle 100. The inductive charger 1412 may be concealed in a
portion of the vehicle 100 (e.g., at least partially protected by
the frame 1204, one or more body panels 1208, a shroud, a shield, a
protective cover, etc., and/or combinations thereof) and/or may be
deployed from the vehicle 100. In some embodiments, the inductive
charger 1412 may be configured to receive charge only when the
inductive charger 1412 is deployed from the vehicle 100. In other
embodiments, the inductive charger 1412 may be configured to
receive charge while concealed in the portion of the vehicle
100.
[0125] In addition to the mechanical components described herein,
the vehicle 100 may include a number of user interface devices. The
user interface devices receive and translate human input into a
mechanical movement or electrical signal or stimulus. The human
input may be one or more of motion (e.g., body movement, body part
movement, in two-dimensional or three-dimensional space, etc.),
voice, touch, and/or physical interaction with the components of
the vehicle 100. In some embodiments, the human input may be
configured to control one or more functions of the vehicle 100
and/or systems of the vehicle 100 described herein. User interfaces
may include, but are in no way limited to, at least one graphical
user interface of a display device, steering wheel or mechanism,
transmission lever or button (e.g., including park, neutral,
reverse, and/or drive positions, etc.), throttle control pedal or
mechanism, brake control pedal or mechanism, power control switch,
communications equipment, etc.
[0126] An embodiment of the electrical system 1500 associated with
the vehicle 100 may be as shown in FIG. 15. The electrical system
1500 can include power source(s) that generate power, power storage
that stores power, and/or load(s) that consume power. Power sources
may be associated with a power generation unit 1504. Power storage
may be associated with a power storage system 612. Loads may be
associated with loads 1508. The electrical system 1500 may be
managed by a power management controller 1324. Further, the
electrical system 1500 can include one or more other interfaces or
controllers, which can include the billing and cost control unit
1512.
[0127] The power generation unit 1504 may be as described in
conjunction with FIG. 16. The power storage component 612 may be as
described in conjunction with FIG. 17. The loads 1508 may be as
described in conjunction with FIG. 18.
[0128] The billing and cost control unit 1512 may interface with
the power management controller 1324 to determine the amount of
charge or power provided to the power storage 612 through the power
generation unit 1504. The billing and cost control unit 1512 can
then provide information for billing the vehicle owner. Thus, the
billing and cost control unit 1512 can receive and/or send power
information to third party system(s) regarding the received charge
from an external source. The information provided can help
determine an amount of money required, from the owner of the
vehicle, as payment for the provided power. Alternatively, or in
addition, if the owner of the vehicle provided power to another
vehicle (or another device/system), that owner may be owed
compensation for the provided power or energy, e.g., a credit.
[0129] The power management controller 1324 can be a computer or
computing system(s) and/or electrical system with associated
components, as described herein, capable of managing the power
generation unit 1504 to receive power, routing the power to the
power storage 612, and then providing the power from either the
power generation unit 1504 and/or the power storage 612 to the
loads 1508. Thus, the power management controller 1324 may execute
programming that controls switches, devices, components, etc.
involved in the reception, storage, and provision of the power in
the electrical system 1500.
[0130] An embodiment of the power generation unit 1504 may be as
shown in FIG. 16. Generally, the power generation unit 1504 may be
electrically coupled to one or more power sources 1308. The power
sources 1308 can include power sources internal and/or associated
with the vehicle 100 and/or power sources external to the vehicle
100 to which the vehicle 100 electrically connects. One of the
internal power sources can include an on board generator 1604. The
generator 1604 may be an alternating current (AC) generator, a
direct current (DC) generator or a self-excited generator. The AC
generators can include induction generators, linear electric
generators, and/or other types of generators. The DC generators can
include homopolar generators and/or other types of generators. The
generator 1604 can be brushless or include brush contacts and
generate the electric field with permanent magnets or through
induction. The generator 1604 may be mechanically coupled to a
source of kinetic energy, such as an axle or some other power
take-off. The generator 1604 may also have another mechanical
coupling to an exterior source of kinetic energy, for example, a
wind turbine.
[0131] Another power source 1308 may include wired or wireless
charging 1608. The wireless charging system 1608 may include
inductive and/or resonant frequency inductive charging systems that
can include coils, frequency generators, controllers, etc. Wired
charging may be any kind of grid-connected charging that has a
physical connection, although, the wireless charging may be grid
connected through a wireless interface. The wired charging system
can include an connectors, wired interconnections, the controllers,
etc. The wired and wireless charging systems 1608 can provide power
to the power generation unit 1504 from external power sources
1308.
[0132] Internal sources for power may include a regenerative
braking system 1612. The regenerative braking system 1612 can
convert the kinetic energy of the moving car into electrical energy
through a generation system mounted within the wheels, axle, and/or
braking system of the vehicle 100. The regenerative braking system
1612 can include any coils, magnets, electrical interconnections,
converters, controllers, etc. required to convert the kinetic
energy into electrical energy.
[0133] Another source of power 1308, internal to or associated with
the vehicle 100, may be a solar array 1616. The solar array 1616
may include any system or device of one or more solar cells mounted
on the exterior of the vehicle 100 or integrated within the body
panels of the vehicle 100 that provides or converts solar energy
into electrical energy to provide to the power generation unit
1504.
[0134] The power sources 1308 may be connected to the power
generation unit 1504 through an electrical interconnection 1618.
The electrical interconnection 1618 can include any wire,
interface, bus, etc. between the one or more power sources 1308 and
the power generation unit 1504.
[0135] The power generation unit 1504 can also include a power
source interface 1620. The power source interface 1620 can be any
type of physical and/or electrical interface used to receive the
electrical energy from the one or more power sources 1308; thus,
the power source interface 1620 can include an electrical interface
1624 that receives the electrical energy and a mechanical interface
1628 which may include wires, connectors, or other types of devices
or physical connections. The mechanical interface 1608 can also
include a physical/electrical connection 1634 to the power
generation unit 1504.
[0136] The electrical energy from the power source 1308 can be
processed through the power source interface 1624 to an electric
converter 1632. The electric converter 1632 may convert the
characteristics of the power from one of the power sources into a
useable form that may be used either by the power storage 612 or
one or more loads 1508 within the vehicle 100. The electrical
converter 1624 may include any electronics or electrical devices
and/or component that can change electrical characteristics, e.g.,
AC frequency, amplitude, phase, etc. associated with the electrical
energy provided by the power source 1308. The converted electrical
energy may then be provided to an optional conditioner 1638. The
conditioner 1638 may include any electronics or electrical devices
and/or component that may further condition the converted
electrical energy by removing harmonics, noise, etc. from the
electrical energy to provide a more stable and effective form of
power to the vehicle 100.
[0137] An embodiment of the power storage 1612 may be as shown in
FIG. 17. The power storage unit can include an electrical converter
1632b, one or more batteries, one or more rechargeable batteries,
one or more capacitors, one or more accumulators, one or more
supercapacitors, one or more ultrabatteries, and/or superconducting
magnetics 1704, and/or a charge management unit 1708. The converter
1632b may be the same or similar to the electrical converter 1632a
shown in FIG. 16. The converter 1632b may be a replacement for the
electric converter 1632a shown in FIG. 16 and thus eliminate the
need for the electrical converter 1632a as shown in FIG. 16.
However, if the electrical converter 1632a is provided in the power
generation unit 1504, the converter 1632b, as shown in the power
storage unit 612, may be eliminated. The converter 1632b can also
be redundant or different from the electrical converter 1632a shown
in FIG. 16 and may provide a different form of energy to the
battery and/or capacitors 1704. Thus, the converter 1632b can
change the energy characteristics specifically for the
battery/capacitor 1704.
[0138] The battery 1704 can be any type of battery for storing
electrical energy, for example, a lithium ion battery, a lead acid
battery, a nickel cadmium battery, etc. Further, the battery 1704
may include different types of power storage systems, such as,
ionic fluids or other types of fuel cell systems. The energy
storage 1704 may also include one or more high-capacity capacitors
1704. The capacitors 1704 may be used for long-term or short-term
storage of electrical energy. The input into the battery or
capacitor 1704 may be different from the output, and thus, the
capacitor 1704 may be charged quickly but drain slowly. The
functioning of the converter 1632 and battery capacitor 1704 may be
monitored or managed by a charge management unit 1708.
[0139] The charge management unit 1708 can include any hardware
(e.g., any electronics or electrical devices and/or components),
software, or firmware operable to adjust the operations of the
converter 1632 or batteries/capacitors 1704. The charge management
unit 1708 can receive inputs or periodically monitor the converter
1632 and/or battery/capacitor 1704 from this information; the
charge management unit 1708 may then adjust settings or inputs into
the converter 1632 or battery/capacitor 1704 to control the
operation of the power storage system 612.
[0140] An embodiment of one or more loads 1508 associated with the
vehicle 100 may be as shown in FIG. 18. The loads 1508 may include
a bus or electrical interconnection system 1802, which provides
electrical energy to one or more different loads within the vehicle
100. The bus 1802 can be any number of wires or interfaces used to
connect the power generation unit 1504 and/or power storage 1612 to
the one or more loads 1508. The converter 1632c may be an interface
from the power generation unit 1504 or the power storage 612 into
the loads 1508. The converter 1632c may be the same or similar to
electric converter 1632a as shown in FIG. 16. Similar to the
discussion of the converter 1632b in FIG. 17, the converter 1632c
may be eliminated, if the electric converter 1632a, shown in FIG.
16, is present. However, the converter 1632c may further condition
or change the energy characteristics for the bus 1802 for use by
the loads 1508. The converter 1632c may also provide electrical
energy to electric motor 1804, which may power the vehicle 100.
[0141] The electric motor 1804 can be any type of DC or AC electric
motor. The electric motor may be a direct drive or induction motor
using permanent magnets and/or winding either on the stator or
rotor. The electric motor 1804 may also be wireless or include
brush contacts. The electric motor 1804 may be capable of providing
a torque and enough kinetic energy to move the vehicle 100 in
traffic.
[0142] The different loads 1508 may also include environmental
loads 1812, sensor loads 1816, safety loads 1820, user interaction
loads 1808, etc. User interaction loads 1808 can be any energy used
by user interfaces or systems that interact with the driver and/or
passenger(s). These loads 1808 may include, for example, the heads
up display, the dash display, the radio, user interfaces on the
head unit, lights, radio, and/or other types of loads that provide
or receive information from the occupants of the vehicle 100. The
environmental loads 1812 can be any loads used to control the
environment within the vehicle 100. For example, the air
conditioning or heating unit of the vehicle 100 can be
environmental loads 1812. Other environmental loads can include
lights, fans, and/or defrosting units, etc. that may control the
environment within the vehicle 100. The sensor loads 1816 can be
any loads used by sensors, for example, air bag sensors, GPS, and
other such sensors used to either manage or control the vehicle 100
and/or provide information or feedback to the vehicle occupants.
The safety loads 1820 can include any safety equipment, for
example, seat belt alarms, airbags, headlights, blinkers, etc. that
may be used to manage the safety of the occupants. There may be
more or fewer loads than those described herein, although they may
not be shown in FIG. 18.
[0143] FIG. 19 illustrates an exemplary hardware diagram of
communications componentry that can be optionally associated with
the vehicle.
[0144] The communications componentry can include one or more wired
or wireless devices such as a transceiver(s) and/or modem that
allows communications not only between the various systems
disclosed herein but also with other devices, such as devices on a
network, and/or on a distributed network such as the Internet
and/or in the cloud.
[0145] The communications subsystem can also include inter- and
intra-vehicle communications capabilities such as hotspot and/or
access point connectivity for any one or more of the vehicle
occupants and/or vehicle-to-vehicle communications.
[0146] Additionally, and while not specifically illustrated, the
communications subsystem can include one or more communications
links (that can be wired or wireless) and/or communications busses
(managed by the bus manager), including one or more of CANbus,
OBD-II, ARCINC 429, Byteflight, CAN (Controller Area Network), D2B
(Domestic Digital Bus), FlexRay, DC-BUS, IDB-1394, IEBus, I.sup.2C,
ISO 9141-1/-2, J1708, J1587, J1850, J1939, ISO 11783, Keyword
Protocol 2000, LIN (Local Interconnect Network), MOST (Media
Oriended Systems Transport), Multifunction Vehicle Bus, SMARTwireX,
SPI, VAN (Vehicle Area Network), and the like or in general any
communications protocol and/or standard.
[0147] The various protocols and communications can be communicated
one or more of wirelessly and/or over transmission media such as
single wire, twisted pair, fibre optic, IEEE 1394, MIL-STD-1553,
MIL-STD-1773, power-line communication, or the like. (All of the
above standards and protocols are incorporated herein by reference
in their entirety)
[0148] As discussed, the communications subsystem enables
communications between any if the inter-vehicle systems and
subsystems as well as communications with non-collocated resources,
such as those reachable over a network such as the Internet.
[0149] The communications subsystem, in addition to well-known
componentry (which has been omitted for clarity), the device
communications subsystem 1900 includes interconnected elements
including one or more of: one or more antennas 1904, an
interleaver/deinterleaver 1908, an analog front end (AFE) 1912,
memory/storage/cache 1916, controller/microprocessor 1920, MAC
circuitry 1922, modulator/demodulator 1924, encoder/decoder 1928, a
plurality of connectivity managers 1934-1966, GPU 1942, accelerator
1944, a multiplexer/demultiplexer 1954, transmitter 1970, receiver
1972 and wireless radio 310 components such as a Wi-Fi
PHY/Bluetooth.RTM. module 1980, a Wi-Fi/BT MAC module 1984,
transmitter 1988 and receiver 1992. The various elements in the
device 1900 are connected by one or more links/busses 5 (not shown,
again for sake of clarity).
[0150] The device 400 can have one more antennas 1904, for use in
wireless communications such as multi-input multi-output (MIMO)
communications, multi-user multi-input multi-output (MU-MIMO)
communications Bluetooth.RTM., LTE, 4G, 5G, Near-Field
Communication (NFC), etc. The antenna(s) 1904 can include, but are
not limited to one or more of directional antennas, omnidirectional
antennas, monopoles, patch antennas, loop antennas, microstrip
antennas, dipoles, and any other antenna(s) suitable for
communication transmission/reception. In an exemplary embodiment,
transmission/reception using MIMO may require particular antenna
spacing. In another exemplary embodiment, MIMO
transmission/reception can enable spatial diversity allowing for
different channel characteristics at each of the antennas. In yet
another embodiment, MIMO transmission/reception can be used to
distribute resources to multiple users for example within the
vehicle and/or in another vehicle.
[0151] Antenna(s) 1904 generally interact with the Analog Front End
(AFE) 1912, which is needed to enable the correct processing of the
received modulated signal and signal conditioning for a transmitted
signal. The AFE 1912 can be functionally located between the
antenna and a digital baseband system in order to convert the
analog signal into a digital signal for processing and
vice-versa.
[0152] The subsystem 1900 can also include a
controller/microprocessor 1920 and a memory/storage/cache 1916. The
subsystem 1900 can interact with the memory/storage/cache 1916
which may store information and operations necessary for
configuring and transmitting or receiving the information described
herein. The memory/storage/cache 1916 may also be used in
connection with the execution of application programming or
instructions by the controller/microprocessor 1920, and for
temporary or long term storage of program instructions and/or data.
As examples, the memory/storage/cache 1920 may comprise a
computer-readable device, RAM, ROM, DRAM, SDRAM, and/or other
storage device(s) and media.
[0153] The controller/microprocessor 1920 may comprise a general
purpose programmable processor or controller for executing
application programming or instructions related to the subsystem
1900. Furthermore, the controller/microprocessor 1920 can perform
operations for configuring and transmitting/receiving information
as described herein. The controller/microprocessor 1920 may include
multiple processor cores, and/or implement multiple virtual
processors. Optionally, the controller/microprocessor 1920 may
include multiple physical processors. By way of example, the
controller/microprocessor 1920 may comprise a specially configured
Application Specific Integrated Circuit (ASIC) or other integrated
circuit, a digital signal processor(s), a controller, a hardwired
electronic or logic circuit, a programmable logic device or gate
array, a special purpose computer, or the like.
[0154] The subsystem 1900 can further include a transmitter 1970
and receiver 1972 which can transmit and receive signals,
respectively, to and from other devices, subsystems and/or other
destinations using the one or more antennas 1904 and/or
links/busses. Included in the subsystem 1900 circuitry is the
medium access control or MAC Circuitry 1922. MAC circuitry 1922
provides for controlling access to the wireless medium. In an
exemplary embodiment, the MAC circuitry 1922 may be arranged to
contend for the wireless medium and configure frames or packets for
communicating over the wireless medium.
[0155] The subsystem 1900 can also optionally contain a security
module (not shown). This security module can contain information
regarding but not limited to, security parameters required to
connect the device to one or more other devices or other available
network(s), and can include WEP or WPA/WPA-2 (optionally+AES and/or
TKIP) security access keys, network keys, etc. The WEP security
access key is a security password used by Wi-Fi networks. Knowledge
of this code can enable a wireless device to exchange information
with an access point and/or another device. The information
exchange can occur through encoded messages with the WEP access
code often being chosen by the network administrator. WPA is an
added security standard that is also used in conjunction with
network connectivity with stronger encryption than WEP.
[0156] The exemplary subsystem 1900 also includes a GPU 1942, an
accelerator 1944, a Wi-Fi/BT/BLE PHY module 1980 and a Wi-Fi/BT/BLE
MAC module 1984 and wireless transmitter 1988 and receiver
1992.
[0157] The various connectivity managers 1934-1966 manage and/or
coordinate communications between the subsystem 1900 and one or
more of the systems disclosed herein and one or more other
devices/systems. The connectivity managers include an emergency
charging connectivity manager 1934, an aerial charging connectivity
manager 1938, a roadway charging connectivity manager 1942, an
overhead charging connectivity manager 1946, a robotic charging
connectivity manager 1950, a static charging connectivity manager
1954, a vehicle database connectivity manager 1958, a remote
operating system connectivity manager 1962 and a sensor
connectivity manager 1966.
[0158] The emergency charging connectivity manager 1934 can
coordinate not only the physical connectivity between the vehicle
and the emergency charging device/vehicle, but can also communicate
with one or more of the power management controller, one or more
third parties and optionally a billing system(s). As an example,
the vehicle can establish communications with the emergency
charging device/vehicle to one or more of coordinate
interconnectivity between the two (e.g., by spatially aligning the
charging receptacle on the vehicle with the charger on the
emergency charging vehicle) and optionally share navigation
information. Once charging is complete, the amount of charge
provided can be tracked and optionally forwarded to, for example, a
third party for billing. In addition to being able to manage
connectivity for the exchange of power, the emergency charging
connectivity manager 1934 can also communicate information, such as
billing information to the emergency charging vehicle and/or a
third party. This billing information could be, for example, the
owner of the vehicle, the driver of the vehicle, company
information, or in general any information usable to charge the
appropriate entity for the power received.
[0159] The aerial charging connectivity manager 1938 can coordinate
not only the physical connectivity between the vehicle and the
aerial charging device/vehicle, but can also communicate with one
or more of the power management controller, one or more third
parties and optionally a billing system(s). As an example, the
vehicle can establish communications with the aerial charging
device/vehicle to one or more of coordinate interconnectivity
between the two (e.g., by spatially aligning the charging
receptacle on the vehicle with the charger on the emergency
charging vehicle) and optionally share navigation information. Once
charging is complete, the amount of charge provided can be tracked
and optionally forwarded to, for example, a third party for
billing. In addition to being able to manage connectivity for the
exchange of power, the aerial charging connectivity manager 1938
can similarly communicate information, such as billing information
to the aerial charging vehicle and/or a third party. This billing
information could be, for example, the owner of the vehicle, the
driver of the vehicle, company information, or in general any
information usable to charge the appropriate entity for the power
received etc., as discussed.
[0160] The roadway charging connectivity manager 1942 and overhead
charging connectivity manager 1946 can coordinate not only the
physical connectivity between the vehicle and the charging
device/system, but can also communicate with one or more of the
power management controller, one or more third parties and
optionally a billing system(s). As one example, the vehicle can
request a charge from the charging system when, for example, the
vehicle needs or is predicted to need power. As an example, the
vehicle can establish communications with the charging
device/vehicle to one or more of coordinate interconnectivity
between the two for charging and share information for billing.
Once charging is complete, the amount of charge provided can be
tracked and optionally forwarded to, for example, a third party for
billing. This billing information could be, for example, the owner
of the vehicle, the driver of the vehicle, company information, or
in general any information usable to charge the appropriate entity
for the power received etc., as discussed. The person responsible
for paying for the charge could also receive a copy of the billing
information as is customary. The robotic charging connectivity
manager 1950 and static charging connectivity manager 1954 can
operate in a similar manner to that described herein.
[0161] The vehicle database connectivity manager 1958 allows the
subsystem to receive and/or share information stored in the vehicle
database. This information can be shared with other vehicle
components/subsystems and/or other entities, such as third parties
and/or charging systems. The information can also be shared with
one or more vehicle occupant devices, such as an app on a mobile
device the driver uses to track information about the vehicle
and/or a dealer or service/maintenance provider. In general, any
information stored in the vehicle database can optionally be shared
with any one or more other devices optionally subject to any
privacy or confidentially restrictions.
[0162] The remote operating system connectivity manager 1962
facilitates communications between the vehicle and any one or more
autonomous vehicle systems. These communications can include one or
more of navigation information, vehicle information, occupant
information, or in general any information related to the remote
operation of the vehicle.
[0163] The sensor connectivity manager 1966 facilitates
communications between any one or more of the vehicle sensors and
any one or more of the other vehicle systems. The sensor
connectivity manager 1966 can also facilitate communications
between any one or more of the sensors and/or vehicle systems and
any other destination, such as a service company, app, or in
general to any destination where sensor data is needed.
[0164] In accordance with one exemplary embodiment, any of the
communications discussed herein can be communicated via the
conductor(s) used for charging. One exemplary protocol usable for
these communications is Power-line communication (PLC). PLC is a
communication protocol that uses electrical wiring to
simultaneously carry both data, and Alternating Current (AC)
electric power transmission or electric power distribution. It is
also known as power-line carrier, power-line digital subscriber
line (PDSL), mains communication, power-line telecommunications, or
power-line networking (PLN). For DC environments in vehicles PLC
can be used in conjunction with CAN-bus, LIN-bus over power line
(DC-LIN) and DC-BUS. The communications subsystem can also
optionally manage one or more identifiers, such as an IP (internet
protocol) address(es), associated with the vehicle and one or other
system or subsystems or components therein. These identifiers can
be used in conjunction with any one or more of the connectivity
managers as discussed herein.
[0165] A system and method for vehicle to vehicle charging is
disclosed in FIGS. 20-23. Generally, the system enables a charging
vehicle to provide a charge to a receiving vehicle.
[0166] With attention to FIG. 20, one embodiment of a vehicle to
vehicle charging system 2000 is depicted. The system 2000 comprises
a charging vehicle 921 and a receiving vehicle 925. The charging
vehicle 921 comprises power source 516 interconnected with a charge
provider controller 622, the controller 622 interconnected with a
charging vehicle controller 923. The charging vehicle controller
923 is interconnected with a charging vehicle arm 922 which in turn
is interconnected with charging plate 520. The controller 923 may
control one or more of the extension and/or positioning of the arm
922 and the positioning (relative to the distal end of arm and/or
panel 608) of the plate 924. The charging vehicle arm 922 is
extendable and extends so as to enable the charging plate 520 to
charge (e.g. through induction) the receiving vehicle 925 by way of
charging panel 608. The charging plate 520 may be disposed at a
distal end of the charging vehicle arm 922. The charging plate 520
may comprise at least one positioning sensor 924, to enable
automated positioning control of the charging plate 520 with
respect to the charging panel 608 (further described with regard to
FIG. 21). Receiving vehicle 925 comprises components as described
in FIG. 7.
[0167] FIG. 21 is a block diagram of a vehicle to vehicle control
system 2100 which automatically positions the charging plate 520
with respect to the charging panel 608. Generally, the control
system 2100 is a feedback control system to control the separation
distance between the charging panel 608 and the charging plate 520.
Selected separation distance is input (as determined by way of
query to database 210 or manually entered by user) and compared
with a measured separation distance (as from a separation distance
sensor 924) to compute an error signal. The error signal is
received by the controller 923 to determine control inputs to arm
922 (or to an actuator which maneuvers arm 922) which in turn
positions the charging plate 52 relative to panel 608.
Alternatively or additionally, the control 923 may control the
maneuvering/positioning of plate 520 with respect to the distal end
of arm 922. The error signal will typically be non-zero due to
disturbances to the charging plate, such as aerodynamic loads
generated while the vehicles are in motion. The controller 923 may
employ any known types of feedback control known to those skilled
in the art, comprising stochastic control, proportional, integral
and/or derivative control, non-linear control and deterministic
control. In other embodiments, a plurality of sensor 924 inputs are
provided and/or a plurality of separation distances and/or loading
measures are controlled. For example, a pair of positional sensors
may be positioned at ends of a leading edge of an airfoil (or
otherwise aerodynamically-shaped) charging plate 520 whereby pitch
and/or roll are controlled as well as distance from the charging
panel 608. Furthermore, a loading sensor may be positioned on the
arm 922 and/or charging plate 520 to measure the loading imparted
to the arm 922 and/or charging plate 520, so as to provide an
ability to, for example, determine if a threshold value for
do-not-exceed loading (as stored in database 210) has been
exceeded.
[0168] FIGS. 22A-B show representative states of a graphical user
interface (GUI) used in aligning a charging plate 520 of a charging
vehicle to provide a charge to a receiving vehicle (note: such a
display could also be used by a receiving vehicle to position its
charging panel 608 to receive a charge from a charging plate 520).
More specifically, FIGS. 22A-B depict graphical user interfaces
2200 displaying feedback adjustment image one 2208 and feedback
adjustment image two 2208' in accordance with embodiments of the
present disclosure. In some embodiments, methods and systems are
described that provide a charging vehicle 921, or a receiving
vehicle 925, with the ability to properly align a charging plate or
a charging panel relative to the other, respectively. The dynamic
position or location may be provided to a driver (or any occupant
of a vehicle) of the vehicle via at least one graphical user
interface (GUI) 2200 of a display device 2204 to allow the driver
to make any adjustments to the position of the charging vehicle
921, a receiving vehicle 925, charging plate 520 and/or the
charging panel 608. For instance, the GUI 2200 may show a vehicle
image aka feedback adjustment image 2008 relative to an alignment
line, or centerline aka power source centerline icon 2212, of an
image representing a charging element aka power source icon 2216.
As the position of the charging plate 520, or charging vehicle 921,
changes relative to the charging circuit components 2216 the
graphical output (e.g., showing the relative position of the
components in the charging system, etc.) provided to the at least
one GUI 2200 changes (e.g., a changed representative image 2208',
of the charging vehicle 921 may move relative to the centerline
2212 and/or image representing the charging element aka power
source icon 2216, or vice versa, etc.) to reflect the changed
position. This continual updating of the GUI 2200 and the relative
charging components position can provide a driver of the vehicle
with a feedback loop by which the driver can adjust a position of
the charging panel 608, charging plate 520 and/or the vehicle 100
to obtain an optimal charging alignment between the charging plate
and the at least one charging circuit component 2216. In some
embodiments, a feedback recommendation aka alignment instruction
2224 may be displayed to a portion of the GUI 2200. For example,
the feedback recommendation 2224 may provide the driver with
alignment instructions and/or advice for adjusting a position of
the vehicle relative to the charging circuit 2216.
[0169] In some embodiments, alignment instructions may comprise
more than horizontal separation distance adjustments, e.g. both a
horizontal and a vertical alignment or position instructions, or a
horizontal alignment instruction and an angular position. The
angular alignment adjustment may comprise a yaw alignment command,
which may be particularly important if the vehicle is moving and
the power sources are multiple sequential power sources embedded in
a roadway.
[0170] FIG. 23 is a flow or process diagram of a method of vehicle
to vehicle charging. The method starts at step 2304 and ends at
step 2332.
[0171] After starting at step 2304, at step 2308 the method queries
as to whether charging is available by charging vehicle 921. That
is, a query is made as to whether the charging vehicle 921 is able
to provide a charging service to a charging panel 608 of receiving
vehicle 925. If NO, the method proceeds to step 2332 and ends.
(Alternatively, the charging vehicle 921 may return to a home base
station or similar and recharge its energy source i.e. recharge
energy power unit 516.) If the result of the query of step 2308 is
YES, the method proceeds to step 2312 wherein notice is provided
that charging is available. The notice may comprise targeted
communications e.g. by texting to potential receiving vehicle 925
within a selectable distance. The content of the notice may
comprise: the availability of charging, and terms and conditions of
charging (cost, payment types, amount available, duration of
charging time, etc). The notice may comprise a physical mounted
advertisement (eg a lighted sign on charging vehicle 921) that
charging is available, not unlike a taxi "off duty" or "on duty"
light. The notice may be through wireless advertisement, e.g. via a
smartphone app available to potential receiving vehicles 925.
[0172] At step 2216 a query is made as to whether a particular
receiving vehicle 925 has requested or requires or seeks a charge.
Note that controller 923 may monitor a state or status of charging
(e.g. battery is charged at 32%, or battery charging level drops
below a selectable threshold value e.g. below 10%) of the energy
storage unit 516 of charging vehicle 921 to determine if charging
is recommended or required. A user, such as a driver or passenger,
may also request that the vehicle be charged. If NO, the method
proceeds back to step 2312. If YES, the method proceeds to step
2320.
[0173] At step 2320, a query is made as to whether the receiving
vehicle 925 is configured to receive the charging from charging
vehicle 921. Such a query may be facilitated by communications
between vehicle "smart" control systems aboard one or both of
charging vehicle 921 and charging vehicle 921, comprising
communications between controller 923 and controller 610. Note that
incompatibilities may include min/max energy transfer thresholds
(e.g. voltages), electrical or mechanical incompatibilities
charging plate 520 and panel 608, and physical incompatibilities
between the vehicles 921 and 925 (e.g. such as exceeding range
thresholds of arm 922). If the query answer is a NO, the method
proceeds to step 2312. If YES, the method proceeds to step 2324
wherein the receiving vehicle 925 is charged by charging vehicle
921 and the method proceeds to step 2324 wherein the charging plate
520 is positioned with respect to the panel 608 so as to receive
(or transmit) a charge. The positioning of the charging panel 520
and/or arm 922 may comprise selection of initial or nominal
positioning via data contained in vehicle database 210 through a
vehicle to vehicle charging system data structure 2334 (similar to
that of FIG. 3. The method 2300 then continues to step 2328 wherein
a charge is provided by plate 520 to panel 608 so as to power or
charge energy source 612 of receiving vehicle 925. When charging is
complete the method 2300 ends at step 2332.
[0174] A system and method for optical charging of a vehicle is
disclosed in FIGS. 24-26. Generally, the system enables a receiving
vehicle to receive a charge by optical means from an optical
charging station. Here, optical is broadly defined to include any
electromagnetic spectrum means and directed energy means.
[0175] With attention to FIG. 24, one embodiment of an optical
charging system 2400 is depicted. The system 2400 comprises an
optical charging station 2410 and an optical charge receiving
vehicle 2450.
[0176] The optical charging station 2410 comprises a power source
516, a charge provider controller 622 (which interconnects with the
power source 516), an optical charging station base 2420
interconnected with optical charging station antenna controller
2422, the optical charging station antenna controller 2422
interconnected with the optical charging station antenna 2424. The
optical charging station antenna 2424 emits optical charging
station signal 2430, as directed or pointed by optical charging
station antenna controller 2422. The emitted and directed optical
charging station signal may comprise any band in the
electromagnetic spectrum, to include without limitation visible
band light emissions/bands, IR bands, microwave bands, millimeter
wave bands, laser emissions and any optical or electromagnetic band
or signal known to those skilled in the art. The optical charging
station 2410 may comprise a plurality of antennas or emission
sources, which may operate in concert, in sequence or in series. In
one embodiment, the optical charging station 2410 broadcasts or
emits or directs a first signal of a first band from a first
antenna (or similar) to a receiving target (eg to the optical
charge receiving vehicle 2450), processes that first signal of a
first band, and then broadcasts a second signal of a second band
from a second antenna (or similar) to the target. The first signal
may provide general pointing, orientation and/or calibration data
used in tuning (such as pointing, power level, etc) of the second
signal prior to broadcast.
[0177] The optical charge receiving vehicle 2450 comprises
receiving vehicle PV array 2456 (which may receive optical charging
station signal 2430), receiving vehicle antenna 2454 (which may
receive optical charging station signal 2430 and/or transmit or
broadcast receiving vehicle signal 2460 to optical charging station
2410), receiving vehicle antenna/PV array controller 2452 (in
communication with receiving vehicle PV array 2456 and/or receiving
vehicle antenna 2454) in communication with receiving vehicle
converter 2458 (which may convert a received signal to a signal
that may charge energy storage unit 612). Charging panel controller
610 is in communication with one or more of receiving vehicle
converter 2458, energy storage unit 612 and vehicle database 210
comprising vehicle optical charging data structure 2470. Charging
panel controller 610 may determine tracking characteristics or
parameters for receiving vehicle antenna/PV array controller 2452
to control or orient one or both of receiving vehicle PV array 2456
and receiving vehicle antenna 2454. Receiving vehicle antenna/PV
array controller 2452 may comprise a feedback controller for
controlling pointing/orientation of the antenna and/or PV array, as
described with respect to FIG. 21.
[0178] FIG. 25 is a diagram of an embodiment of a data structure
for storing information about a vehicle in an optical charging
environment, such as provided in FIG. 24. The vehicle optical
charging data structure 2470 are stored in vehicle database 210 and
accessible by charge provider controller 610. The data contained in
vehicle optical charging data structure 2470 enables, among other
things, for the charge provider controller 610 to, in coordination
with receiving vehicle antenna/PV array controller 2452, to
position, control and/or orient the antenna 2454 and/or PV array
2456 for a given optical charging types and/or conditions.
[0179] Exemplar data may comprise charging type 2475A, such as
various electromagnetic bands (i.e. visible band e.g. 2475J, IR
band 2465K) or laser types (i.e. type A of 2475L and laser type B
of 2465M). A compatible receiver type is identified in element
2475B (where A, B, C and D may reference a design type of antenna
or PV array or other receiver that is compatible or able to
interact with charging type of 2475A). Charge rate 24755C may be
set to numerical values or a qualitative value (e.g. low, medium,
high which may correspond to a charging transmission level).
[0180] A location 2475D identifies a location for charging, such as
a stretch of roadway (e.g. "I-25 Hwy" to indicate Highway
Interstate-25) or a static location for charging (e.g. "Spot A" or
"Spot B" to alternative lat/long charging pad locations). The
Stationary 2475E indicates options for moving or dynamic charging
(where "UAV" indicates charging by way of an unmanned aerial
vehicle aka a drone where one or both of drone and vehicle 2450 are
in motion) identified as a "No" or a situation when vehicle 2450 is
stationary (identified as a "Yes" data element. Data items 24755F
and 2475G identify weather conditions to permit optical charging.
That is, Wx:Visibility.sub.MIN 2475F provides values for weather
visibility minimums required to allow a given charging type to
provide charging. Wx:Humidity.sub.MAX 2475G similarly provides
maximum wherein a particular type of optical charging may occur.
Such weather minimums reflect underlying physics involved in
optical communications. For example, low visibility conditions do
not allow visible band light to propagate, while high atmospheric
turbulence or humidity influence or reduce laser transmission
efficiencies and pointing accuracies.
[0181] The Other data type of 2475H may comprise other data items
involved in optical or electromagnetic wave propagation, charging
such as voltage levels, current values, etc as known to those
skilled in the art, and operational data such as costs of charging
for a given charging type or charging provider. Further data fields
2475N and 2475O are possible.
[0182] FIG. 26 is a flow or process diagram of a method of optical
charging. The method starts at step 2604 and ends at step 2644.
[0183] After starting at step 2604, at step 2608 the method queries
as to whether charging is available by the optical charging station
2410. That is, a query is made as to whether the optical charging
station 2410 is able to provide a charging service to a receiving
vehicle 2450. If NO, the method proceeds to step 2644 and ends. If
the result of the query of step 2608 is YES, the method proceeds to
step 2612 wherein notice is provided that charging is available.
The notice may comprise targeted communications e.g. by texting to
potential receiving vehicles 2450 within a selectable distance. The
content of the notice may comprise: the availability of charging,
and terms and conditions of charging (cost, payment types, amount
available, duration of charging time, etc.). The notice may
comprise a physical mounted advertisement (eg a lighted sign on
optical charging station 2410) that charging is available. The
notice may be through wireless advertisement, e.g. via a smartphone
app available to potential receiving vehicles 2450.
[0184] At step 2616 a query is made as to whether a particular
receiving vehicle 2450 has requested or requires or seeks a charge.
Note that controller 610 may monitor a state or status of charging
(e.g. battery is charged at 32%, or battery charging level drops
below a selectable threshold value e.g. below 10%) of the energy
storage unit 612 of receiving vehicle 2450 to determine if charging
is recommended or required. A user, such as a driver or passenger,
may also request that the vehicle be charged. If NO, the method
proceeds back to step 2612. If YES, the method proceeds to step
2620.
[0185] At step 2620, a query is made as to whether the receiving
vehicle 2450 is configured to receive the charging from optical
charging station 2410. Such a query may be facilitated by
communications between vehicle "smart" control systems aboard one
or both of receiving vehicle 2450 and optical charging station
2410, comprising communications between controller 610 of vehicle
2450 and controller 622 of optical station 2410. Note that
incompatibilities may include min/max energy transfer thresholds
(e.g. voltages) and electrical or mechanical incompatibilities (of,
e.g., antenna 2454 or PV array 2456 and incoming signal 2430). If
the query answer is a NO, the method proceeds to step 2612. If YES,
the method proceeds to step 2624 wherein the receiving vehicle 2450
selects an optical charging type. After completing step 2628, the
method 2600 proceeds to position a receiver (one or more of antenna
2454 and PV array 2456) to receive the signal 2430 (and in some
embodiments, also transmit a signal 2460). The method 2600 then
continues to step 2632.
[0186] At step 2632, the optical station (emitted) signal 2430 is
tuned and/or calibrated. That is, emission or broadcast or
transmission characteristics of the signal 2430 are optimized or
tuned for, among other things, atmospheric conditions between
optical station and receiving vehicle, type of receiver on
receiving vehicle (eg PV array or antenna), and transmission
distance (to set, e.g. power level). Similarly, additionally or
alternatively, the receiving vehicle may tune receiver
characteristics (e.g. signal/noise ratio of receiver) so as to more
effectively or optimally receive signal 2430. In some embodiments,
an initial lower-power track illuminating laser is used to
determine the target vehicle's range and provide initial
information on the atmosphere through which the main power (second,
power charging) beam is being transmitted. The illuminating laser
tracks the target and provides aiming data for the later primary
(power charging) beam. The second higher-power beam (e.g. a higher
power laser beam) may also be configured to reflect light from the
target (perhaps with aid of a reflective corner or other known
target reflector) to provide data on the rapidly changing
characteristics of the atmosphere along the path of the laser beam.
In one embodiment, these data are used to control a set of
deformable mirrors of the optical charging station antenna 2424, as
controlled by the antenna controller 2422. The mirrors introduce
tailored distortions into the laser beam to compensate for
atmospheric distortions and allow the laser beam to fall on the
target at the intended location (the location being the vehicle
receiver, e.g. antenna 2454 and/or PV array 2456). The method 2600
continues to step 2636 wherein the optical charging station 2410
emits or transmits the signal 2430 wherein the signal 2430 is
received by the vehicle 2450. The method continues to step
2640.
[0187] At step 2640, the vehicle 2450 is charged. More
specifically, vehicle receiver, such as antenna 2454 and/or PV
array 2456, receives signal 2430, and processes the signal prior to
providing to converter 2458. the converter 2458 provides any
conversion required to the received signal from the vehicle
receiver so as to provide an electrical charge to the energy
storage unit 612. The method 2600 ends at step 2644.
[0188] A system and method for a vehicle charge exchange system and
method of use are presented in FIGS. 27-29. Generally,
participating entities, such as a pair of vehicles, are able to
negotiate and exchange charging services with one another for
financial compensation.
[0189] FIG. 27 shows a receiving vehicle 925 in a charge exchange
environment. The vehicle 925 is an electric vehicle comprising
vehicle database 210 with data structures 2822, charging panel
controller 610, energy storage unit 612 and charging panel 608. As
disclosed above, e.g. with respect to FIG. 7, charging panel 608 is
configured to receive a charge (e.g. through induction) and is
interconnected to energy storage unit 612 and/or panel controller
610. Panel controller 610 may position panel 608 to receive
charging, and may interact with database 210 to query data residing
in data structure 2822.
[0190] Receiving vehicle 925 interacts and communicates with
external parties or entities that may be capable of participating
in a charge exchange. Stated another way, receiving vehicle 925
interacts with other participants in a charge swapping system
wherein electrical charging services are exchanged, sold, bought or
otherwise traded. Although the disclosure focuses on receiving
vehicle 925 receiving a charging service from an external entity,
in some embodiments, the receiving vehicle provides a charging
service to external entities. The external entities (external with
respect to the receiving vehicle 925) may comprise other vehicles,
i.e. vehicle charging sources 2710, a home charge source 2730, and
a business charge source 2740. A vehicle charge source 2710 may be
as described with respect to FIGS. 20-23. Other charge sources are
possible, e.g. rail or train sources and nautical sources such as
ferries, wherein a vehicle may receive a charge while in transit
onboard or within a train or ferry. In one embodiment, the external
charge source is as described with respect to FIGS. 24-26. Each
participant in the charge exchange system 2700 has access to or
maintains a charge source database 2720 with associated charge
source data structure. In some embodiments, a particular charge
source participant may maintain an associated charge source
database by any means known to those skilled in the art, to include
as software as a service or through cloud services.
[0191] With attention to FIG. 28A, an exemplar embodiment of a data
structure for storing information about an external charging source
in a charge exchange environment is depicted. The charge source
data structure 2722 are stored in charge source database 2720 and
accessible in any of several means, comprising by a controller or
microprocessor associated with the charging source (e.g. associated
with the vehicle charging source 2710, home charge source 270 and
business charge source 2740). The data contained in charge source
data structure 2722 enables, among other things, for the
negotiation of charging terms and conditions between the receiving
vehicle 925 and one or more of the external charging sources. The
data contained in charge source data structure 2722 also enables
other functions, such as availability of a particular charging
entity and compatibility or ability of a particular charging entity
to provide a charge to a receiving vehicle.
[0192] Exemplar data stored in charge source data structure 2722
may comprise charging type 2724A, such as private vehicle (e.g.
vehicle charging source 2710), private residence (e.g. home charge
source 2730) and business (e.g. business charge source 2740). A
compatible vehicle charging panel type is identified in element
2724B (where roof, side, lower reference receiving vehicle
locations that may be serviced or charged by, ie are compatible
with, a charging type of 2475A).
[0193] Data field 2724C provides compatibility with vehicle storage
unit data, i.e. data so as to provide types of receiving vehicle
energy storage units 612 that are able or configured to receive
energy or power or charging for a given charging type 2724A. A
desired panel-plate separation distance range is provided as data
field 2724D. Such a separation distance between the charging panel
608 of vehicle 925 and a charging means of an external charging
source (e.g. a charging plate of a particular charging source) may
be facilitated by a separation distance sensor as disclosed above
with respect to other embodiments. Note that a separation distance
2724D of zero (0) indicates that charging panel 608 of vehicle 925
and the charging means of an external charging source are in
physical contact. Charge rate 2724E may be set to numerical values
or a qualitative value (e.g. low, medium, high which may correspond
to a charging transmission level).
[0194] A charge cost 2724F may be to fully charge a vehicle 925 at
charge rate 2724E. The available automation level 2724G provides
associated automation levels for given data parameters (e.g. for a
given charge rate 2724E). An automation level of "low" may indicate
that a user (either associated with vehicle 925 as e.g. a driver or
passenger) or charging provider operator (e.g. robotic unit
operator as used, e.g. in business charge source 2740) must
manually maneuver its charging means (e.g. a charging plate via a
robotic unit arm to a desired panel-plate separation distance
2724D). A "high" level of automation may indicate that once the
vehicle 925 is positioned relative to a robotic unit, e.g., and
charging is indicated as desired (e.g. by vehicle user), charging
is performed automatically with aid of one or both of charging
panel controller 610 and/or an external charging source/provider
controller.
[0195] The Other data type of 2724H may comprise other data items
involved in electrical charging such as voltage levels, current
values, etc as known to those skilled in the art, and further
operational data such as status of the particular charging entity,
i.e. indications as to the charging system is operational and
available to provide charging to vehicle 925, or indications that
the particular charging system or entity is not available for
charging a vehicle 925, such as caused by maintenance demands.
Further data fields 2724M and 2724N are possible.
[0196] With attention to FIG. 28B, an exemplar embodiment of a data
structure for storing information about a receiving vehicle 925 in
a charge exchange environment is depicted. The receiving vehicle
data structure 2822 are stored in vehicle database 210 and
accessible in any of several means, comprising by controller 610.
The data contained in receiving vehicle data structure 2822
enables, among other things, for the identification of available
external charging sources and for the negotiation of charging terms
and conditions between the receiving vehicle 925 and one or more of
the external charging sources.
[0197] Exemplar data stored in receiving vehicle data structure
2822 may comprise charging means 2824A, such as by induction 2824H
or electric mains 2824I. Vehicle panel types 2824B identifies
available receiving vehicle panel types that are available for a
particular charging means. For example, the receiving vehicle 925
includes roof, side and undercarriage charging panel 608 types to
enable or allow charging by induction means. Vehicle storage unit
type 2824C identifies the type of electric charge storage device of
the receiving vehicle, such as a type "y" which may indicate a
certain brand and/or model of lithium battery, for example. Charge
rate 2824D and maximum price 2824E are charge rate or duration
values with respect to pricing targets, respectively, established
by the receiving vehicle owner, user and/or occupant. Such values
allow an initial comparison or appraisal to be performed between a
receiving vehicle's user (who is seeking charging) and
rates/pricing advertising by a particular charging entity.
[0198] The Other data type of 2824F may comprise other data items
involved in electrical charging such as voltage levels, current
values, etc as known to those skilled in the art, and further
operational data such as negotiating parameters or negotiating
limits. For example, a user may store data that indicates that he
is willing to pay up to 25% more than his maximum price value
2824E.
[0199] The data structures of FIGS. 28A and B may be combined and
may co-exist in one or both of the receiving vehicle 925 and one or
more of the external charging sources.
[0200] FIG. 29 is a flow or process diagram of a method of charge
exchange. The method starts at step 2904 and ends at step 2948. At
step 2908, the method determines the state of charge of the
receiving vehicle 925, that is, the charge level of the battery or
batteries of receiving vehicle 925. Such a status may be obtained
by way of one or more sensors interconnected to the one or more
batteries of vehicle 925, and may be monitored by vehicle
controller 610. At step 2912, a query is made as to whether
charging is required. The status data of step 2908 may be compared
against a stored, user-selectable threshold value of battery charge
level required to trigger a request for charging. For example, a
battery below 20% full charging level may trigger a declaration
that the battery is in need of charging. If the result of step 2912
is No, the method 2900 moves to step 2908 wherein the battery
charging levels continues to be monitored. Alternatively, the
method 2900 may proceed to step 2948 and end. If the result of step
2912 is Yes, the method 2900 proceeds to step 2916.
[0201] At step 2914, the method 2900 broadcasts a need for
charging. Such a broadcast may comprise any of several means known
to those skilled in the art, to include broad omnidirectional
broadcasting by an electronic transmitter of frequency monitored by
potential charging entities. Alternatively, or additionally, the
broadcast may be a targeted broadcast or communication directed to
identified or pre-listed or pre-authorized providers of a charging
service. In another example, the broadcast may be to a third party
service provide who receives a communication that charging is
needed and routes the need to a selected set of potential charging
providers. The method 2900 then continues to step 2916.
[0202] At step 2916, the method 2900 queries as to whether any
responses to the broadcast of step 2914 have been received. If No,
meaning no responses to the broadcast of the need for charging have
been received, the method 2900 ends at step 2948. Alternatively,
the method 2900 may return to step 2914 and re-broadcast the need
for charging. In such an alternative, a time delay may be
implemented between lack of receipt of response and re-broadcast.
If the answer to the query is Yes, the method 2900 proceeds to step
2920.
[0203] At step 2920, for each external charging source associated
with a particular received response to the broadcasted need for
charging of step 2914, a determination of external charging source
terms and conditions is made. That is, each database 2720 of each
interested charging source (e.g. 2710, 2720 and/or 2740) is
accessed or queried to access charging terms and conditions, such
as the data types described with respect to FIG. 28A. For example,
step 2920 may query the database of an identified home charge
source 2730 to determine cost 2724F for a given charge rate 2724E
(e.g. $200 at medium rate, respectively), and to obtain compatible
vehicle storage units 2724C and compatible charging panel types
2724B for a given charging type (e.g. units x, y and z via side and
undercarriage panels for induction charging, respectively).
[0204] At step 2924, a comparison is made between the charging
source data of step 2920, and the receiving vehicle data stored in
vehicle database 210 (comprising data structures 2822) to determine
if the receiving vehicle 925 and the particular charging source are
compatible (as distinguished from financially agreeable).
Continuing the above example, the receiving vehicle 925 database
210 is accessed to identify that for charging by induction at
medium charge rate, the receiving vehicle may be charged by any of
roof, side or undercarriage panel types, and is willing to pay
$150. As such, while the panel types are physically and/or
electrically) compatible (i.e. charging may be performed via side
or undercarriage), the maximum price set by the receiving vehicle
($150) is below the cost nominally set by the charging entity (i.e.
of $200). As such, the result of the query of step 2924 in this
example would be Yes, as charging may occur between the vehicle 925
and the charging source. If the result of step 2928 is No, the
method 2900 ends at step 2948. If the result is Yes (as in the
example presented), the method 2900 proceeds to step 2932.
[0205] At step 2932, the vehicle 925, by any of several means,
negotiates any unmatched terms or conditions identified through
step 2822. That is, any terms or conditions, outside of
compatibility issues (of, e.g. electrical or mechanical
interoperability issues), are negotiated. The negotiation may be by
any of several means, to include, for example, automatically via
respective controllers disposed on the two parties or otherwise
interconnected with the two parties. The negotiation may also, for
example, be manual between the parties, e.g. via text messaging.
Continuing the above example, the $50 price difference between the
vehicle 925 price ($150) for charging versus the listed cost ($200)
for charging are negotiated. The method 2900 then proceeds to step
2936.
[0206] At step 2936, the method 2900 queries as to whether
agreement was reached by way of step 2932. That is, were the
parties able to reach agreement on terms and conditions to enable
receiving vehicle 925 to receive a charge from the external
charging entity? If the result is No, the method 2900. If the
result is Yes, the method proceeds to step 2940. (In the above
example, if the parties negotiated to a price of $170, then
agreement was reached and step 2936 is Yes).
[0207] At step 2940, the receiving vehicle 925 is positioned for
charging by external charging source. Such positioning may require
simply parking over a charging spot when receiving charging, e.g.,
by a business charge source 2740 by way of induction through
vehicle panel mounted on vehicle undercarriage, or more elaborate
positioning of panel 608 from vehicle roof to enable moving vehicle
to moving vehicle charging (as described above). After the
positioning of step 2940, the method 2900 proceeds to step 2944. At
step 2944, charging is provided to receiving vehicle 925 from
external charging source and the method 2900 proceeds to step 2948,
wherein the method 2900 ends. Note that payment by receiving
vehicle 925 to charging source may be provided, e.g., after an
affirmative result to step 2936. That is, once a charging agreement
is reached, financial payment (via any of several means, to include
electronic funds transfer) may be provided. Payment may alternately
be paid, e.g., after the charging is receiving at step 2944, and/or
once the vehicle is positioned for charging at step 2940. Partial
payment at any combination of the above steps is also possible.
[0208] A system and method for a vehicle group charging system and
method of use are presented in FIGS. 30-32. Generally,
participating entities, such as one or more charge receiving
vehicles, are able to receive charging from a base charging
station; the base charging station determining whether a charging
service is available based on business conditions, to include the
receiving vehicle demand for the charging service.
[0209] FIG. 30 shows a vehicle group charging system 3000
comprising a base charging station 3010 and a plurality (numbered
1-N) of receiving vehicles. The term "receiving vehicles" here is
broadly defined to mean any means of transportation to include,
without limitation, automobiles, land vehicles such as semi-tractor
trailers and motorcycles, airborne vehicles to include unmanned
aerial vehicles and drones, and sea-borne vessels including any
pleasure watercraft. The base charging station 3010 comprises base
station database 3020 (comprising base station data structure
3022), communications module 3040 and business module 3030. The
communications module 3040 is configured to communicate with the
one or more receiving vehicles 925, each comprising database 210
and data structure 2822. The communications module 3040 may
broadcast an omni-directional signal, transmit/receive a directed
signal to/from one or more receiving vehicles, or communicate
(unidirectional or bidirectional) in any of several means known to
those skilled in the art. The base charging station 3010 also
monitors one or more sources of business intelligence and/or
business conditions to determine or establish business terms and
conditions of a charging service (e.g. to set pricing terms). The
base charging station 3010 may communicate with or monitor raw
services/goods/materials 3050, competitive climate 3060, economic
climate 3070 and other business climate 3080 conditions. The raw
services/goods/materials 3050 monitored may include energy prices
such the cost of electricity and labor cost. Labor cost may be
essentially static so as not to require active monitoring, by may
be dynamic (and thus require monitoring) if, e.g. the base charging
station 3010 employs "on-demand" workers who are scheduled on a
just-in-time basis. The competitive climate 3060 may include terms
and conditions of competitors, e.g. a nearby charging station that
is offering a discount to first-time customers or suffering labor
unrest, either of which may influence the pricing or other terms of
the base charging station 3010. The economic climate 3070 may
include macro-economic conditions (e.g. are electricity prices
expected to generally increase by x % over the coming y months, are
wages declining, etc) and micro-economic conditions (e.g. the local
demand for charging over a coming weekend). Other business climate
3080 may include any influences known to businesses when setting
terms and conditions for providing a charging service. Among other
things, the base charging station 3010, via the business module
3030, determines terms and conditions for a charging service,
comprising determining or setting nominal or baseline terms and
conditions (e.g. pricing) but also setting dynamic pricing as a
functions of one or more of the above-identified factors. The base
charging station 3010 may employ econometrics to set one or more
terms and conditions of pricing.
[0210] FIG. 31 is a diagram of an exemplar embodiment of a base
station data structure 3022 for storing information about a base
charging station 3010 in a group charging system environment. The
base station data structure 3022 are stored in base station
database 3020 and accessible in any of several means, comprising by
a base station controller. The data contained in receiving base
station data structure 3022 enables, among other things, for the
determination, establishment, changing or alternation and
negotiation of charging terms and conditions between the receiving
vehicles and the base charging station 3010. The data will change
with calculations of the business module 3030.
[0211] Price per vehicle charge is provided as 3024A, as depicted
in FIG. 31 at $50/charge of 3024H or $75/charge of 3024I. Daily
operating costs are provided as 3024B, and target gross margin as
3024C. Target gross daily revenue is 3024D, as is computed by
adding the gross margin of 3024B to the daily operating costs (e.g.
10% margin or profit is 10% more than daily operating cost of
$10,000 yields 1.10.times.$10,000=$11,000). Target gross hourly
revenue is target gross daily revenue divided by 12 hours/day (e.g.
$11,000/12=$917/hr). The target gross hourly revenue would readily
be adjusted for longer or shorter operating times of the base
charging station. The required minimum demand of vehicles is the
target gross hourly revenue 3024D divided by the price per vehicle
3024A rounded up to the nearest integer, e.g.
($917/hr)/($50/vehicle)=19 vehicles/hr. Thus, for the base charging
station to meet its business objectives, as presented in the
exemplar data structure 3022, requires 19 or more vehicles to
receive the charging service. Below 19 vehicles per hour, and the
business objectives will not be meet, and the charging service may
not be offered. Conversely, above 19 vehicles per hour, and the
business objectives will be met, and the charging service would
likely be offered. Other data parameters or metrics are possible,
as indicated as 3024J and 3024K. Note that the above are exemplary
data representations and calculations--many other possibilities are
available and contemplated by the invention and form other
embodiments, and are not discussed explicitly here solely for
brevity.
[0212] FIG. 32 is a flow or process diagram of a method of group
charging 3200. The method starts at step 3204 and ends at step
3260. The steps are notionally followed in increasing numerical
sequence, although, in some embodiments, some steps may be omitted,
some steps added, and the steps may follow other than increasing
numerical order. At steps 3208, 3212 and 3216, various terms or
conditions are monitored to enable business terms to be determined
at step 3220. Such costs may be monitored internally and/or
externally. More specifically, business costs are monitored at step
3208, such as energy costs (e.g. electricity) and labor costs, and
internal business costs such as upkeep and maintenance. Step 3212
follows after step 3208. At step 3212, business competitors are
monitored, e.g. competitors offering similar charging services are
monitored as to pricing, special promotional terms, or business
difficulties (e.g. a labor action, break-down in equipment, etc.).
Step 3216 follows after step 3212. Local conditions are monitored
at step 3216, e.g. weather conditions (which may reduce receiving
vehicle demand in case of rain, or increase demand in case of a
predicted snowstorm). Other conditions may also be monitored, as
known to those skilled in the art. Step 3220 follows after step
3216. At step 3220, in coordination with data of the base charging
station database 3020, the above monitored conditions and
associated data are considered, in whole or in part or in any
combination thereof, to set nominal charging service terms and
conditions. The method 3200, after step 3220, proceeds to step
3224.
[0213] At step 3224, charging demand is determined, i.e. the number
of receiving vehicles requesting charging service and/or querying
the charging base station for charging service is determined. The
demand may be allotted into time tranches, e.g. demand tranches
covering 60 minute periods. The method continues to step 3228,
wherein the charging demand determined at step 3224 is compared
with the nominal business terms established at step 3220. The
comparison may determine which charging requests from receiving
charging vehicles have an associated price for charging service at
or above the nominal price set by the base charging station, and
those that have a price below the nominal price of the base
charging station (these are customer with which pricing adjustment
may be performed e.g. step 3232). The method 3200 continues to step
3232.
[0214] At step 3232, the nominal business terms are considered for
adjustment, e.g. pricing term of 3024A, so as to increase demand
and/or to bring more receiving vehicles within the nominal charging
price terms. The adjustment of terms may involve use of data stored
in the base station database 3020. If the adjustment if not
performed i.e. is denied, then a No response to the step 3232 query
is reached and the method continues to step 3240. If it is
determined that one or more terms or conditions of the nominal
business terms set at step 3220 are to be adjusted, then a Yes
response at step 3232 is generated and those term(s) are adjusted
at step 3236 wherein afterwards the method 3200 proceeds to step
3240.
[0215] At step 3240, the base charging station 3000 queries whether
charging service should be offered. If the projected revenue from
the receiving vehicles does not meet business objectives (i.e. the
business case does not close), the base charging station does not
offer a charging service (the result of step 3240 is No) and the
method 3200 proceeds to step 3260 wherein the method 3200 ends. If
the business case does close, the result of step 3240 is a Yes and
the charging service is offered, and the method 3200 proceeds to
step 3244. At step 3244, a query is made as to whether a charging
agreement was reached with the one or more identified receiving
vehicles. If the result is Yes, then method proceeds to step 3256
and the identified one or more receiving vehicles are charged. If
the result is No, the method 3200 proceeds to step 3248 wherein a
negotiation may occur to reach a charging agreement. After step
3248, the method proceeds to step 3252 wherein as query is made as
to whether a charging agreement was reached. If the answer is Yes,
the method 3200 proceeds to step 3256 wherein the charge receiving
vehicle is charged and the method proceeds to step 3260 wherein the
method 3200 ends. If the answer is No then the method 3200 proceeds
to step 3260 wherein the method 3200 ends. Any of the steps,
functions, and operations discussed herein can be performed
continuously and automatically.
[0216] A predictive charging system is disclosed with respect to
FIGS. 33-35. Generally, the predictive charging system 3300 is
configured to determine a demand for a charging service for a
plurality of receiving vehicles 925. In some embodiments, a
particular vehicle 925 may be configured to allow or authorize the
charging system 3300 to pre-bill the vehicle 925 for the charging
service, and/or pre-initialize a charging station site environment
to allow or enable the vehicle 925 to receive charging
automatically upon positioning at a charging station site.
[0217] With attention to FIG. 33, a predictive charging system 3300
comprising a plurality of receiving vehicles 925 (numbered 1-N) and
a predictive charging station 3310 is depicted. The term "receiving
vehicles" here is broadly defined to mean any means of
transportation to include, without limitation, automobiles, land
vehicles such as semi-tractor trailers and motorcycles, airborne
vehicles to include unmanned aerial vehicles and drones, and
sea-borne vessels including any pleasure watercraft.
[0218] The predictive charging station 3310 comprises predictive
charging database 3320 (comprising predictive charging data
structure 3322), predictive charging analysis module 3330,
predictive charging communications module 3340, predictive charging
billing module 3350 and predictive charging user initialization
module 3360. The communications module 3340 is configured to
communicate with the one or more receiving vehicles 925, each
comprising database 210 and data structure 2822. The communications
module 3340 may broadcast an omni-directional signal,
transmit/receive a directed signal to/from one or more receiving
vehicles, or communicate (unidirectional or bidirectional) in any
of several means known to those skilled in the art.
[0219] The predictive charging station 3310, by way of analysis
module 3330, determines charging demand. The charging demand may
comprise a nominal demand, as predicted by one or more sources of
business intelligence and/or business conditions. The nominal
demand may be adjusted to account for real-time or updated or
actual demand data, such as queries from one or more vehicles 925
that a charging service is desired. The predictive charging station
3310 may, in some embodiments, employ some or all techniques or
means as that of the group charging system 3000 discussed
above.
[0220] Functions of the billing module 3350 comprise determining
pricing for the charging service, determining if a particular
vehicle 925 may be pre-billed for a charging service, and
determining if a particular vehicle 925 is capable or configured to
receive pre-initialized charging. Pre-initialized charging may
comprise the ability of a vehicle to automatically receive a
charging service when the vehicle enters a certain defined physical
location site. For example, a stretch of roadway may be configured
to provide a charging service while a vehicle is traversing that
stretch of roadway; a pre-initialized vehicle will automatically
receive charging when it travels that particular stretch of
roadway. Similarly, a designated fixed charging station/pad may
provide automatic charging service to a particular pre-initialized
vehicle when that vehicle parks proximal or on the designated
charging site or pad. The user initialization module 3360 may
determine if a particular vehicle 925 is capable or authorized or
configured for pre-initialization. The predictive charging station
3310 may further comprise predictive charging database and
predictive charging data structure 3322 to, among other things, set
pricing and determine demand.
[0221] FIG. 34 is a diagram of an exemplar embodiment of a
predictive charging data structure 3322 for storing information
about a predictive charging station 3310 in a predictive charging
system environment. The predictive charging data structure 3322
data are stored in predictive charging database 3320 and accessible
in any of several means, comprising by a predictive charging system
controller. The data contained in predictive charging data
structure 3322 enables, among other things, for the determination,
establishment, changing or alternation of charging demand and
setting or negotiation of charging terms and conditions between the
receiving vehicle(s) and the predictive charging station 3310. The
data will change with, for example, calculations of the analysis
module 3330.
[0222] Business model data are provided as 3324A, as depicted in
FIG. 34 as A-10, A-20 and A-30 (as 3334H) and B-10, B-20 and B-30
(as 3334I). A business model of A-10 may equate to a model wherein
margin is targeted or set at 10%, and pre-billed price of
$50/charge (analogous to the data described in FIG. 31 above as
3024H). Similarly, business model of B-10 may equate to a model
wherein margin is targeted or set at 10%, and pre-billed price of
$75/charge (analogous to the data described in FIG. 31 above as
3024I).
[0223] Required minimum demand data are provided as 3324B; these
values represent minimal demand values for operation of the
charging service. Below such data thresholds, the charging service
may not be offered. Nominal predicted demand 3324C may be
calculated or estimated by the analysis module 3330 based on
factors comprising historical demand predictions and factors
identified above. Shortfall demand 3324D is the numerical
difference between required minimum demand 3324B and nominal
predicted demand 3324C. The shortfall data value 3324D represents
demand required to allow or trigger the charging service offer.
Stated another way, if the shortfall demand is not present, the
charging service will not be offered. Undiscounted price 3324F is a
raw posted price for a charging service per vehicle. Pre-billed
price 3324E is a discounted price offered to a user of a vehicle
925 that has authorized the billing of the charging service prior
to the charging service being provided. Note that the above are
exemplary data representations and calculations--many other
possibilities are available and contemplated by the invention and
form other embodiments, and are not discussed explicitly here
solely for brevity.
[0224] FIG. 35 is a flow or process diagram of a method of
predictive charging 3500. The method starts at step 3504 and ends
at step 3556. The steps are notionally followed in increasing
numerical sequence, although, in some embodiments, some steps may
be omitted, some steps added, and the steps may follow other than
increasing numerical order.
[0225] At step 3508, nominal charging demand is determined, in some
embodiments by way of the analysis module 3330. The nominal
charging demand may be determined in any of several ways, to
include similar analysis and consideration as that described with
respect to FIG. 32. That is, external sources of demand data may be
considered (e.g. predictions of roadway usage or traffic
conditions) and/or stored historical data as to demand (stored in,
e.g., the predictive charging database 3320). At step 3512, the
system 3300 receives one or more charging requests or queries for a
charging service from one or more vehicles 925. The charging
requests may be managed by the communications module 3340. At step
3516, the actual charging demand is determined, in one embodiment
by the analysis module. At step 3520, the business terms for a
potential or possible offering of a charging service are
determined. For example, the particular business model (e.g.
business model A-10 of data element 3324H) is selected, resulting
in definition of additional business terms (e.g. if and what
discount may be applied to pricing for pre-billing). The setting of
business terms at step 3520 may comprise interaction with data
stored in predictive charging database 3320.
[0226] At step 3524, the predictive charging station 3300 queries
whether charging service should be offered. If the demand is
insufficient (as described above), i.e. business objectives are not
satisfied, the predictive charging station 3310 does not offer a
charging service (the result of step 3524 is No), the method 3500
proceeds to step 3508 wherein nominal charging demand is
re-calculated. If the business case does close (i.e. the demand is
sufficient), the result of step 3524 is a Yes and the charging
service is offered, and the method 3500 proceeds to step 3528.
[0227] At step 3528, a query is made as to whether a charging
agreement was reached with the one or more identified receiving
vehicles 925. If the result is Yes, then method 3500 proceeds to
step 3532. If the result is No, the method 3500 proceeds to step
3556 and the method ends. In one embodiment, the step 3528 further
comprises negotiation with the user of vehicle 925 to reach a
charging agreement.
[0228] At step 3532, a query is made as to whether pre-billing is
authorized for a particular user of a vehicle 925 seeking a
charging service. The query may require engagement with the
database 210 of the particular vehicle 925 to determine if
pre-billing is authorized. Alternatively or additionally, the
vehicle 925 may communicate that pre-billing is authorized. If
pre-billing is authorized, the result of the query of step 3532 is
Yes, and the method 3500 advances to step 3536 and the user of
vehicle 925 is pre-billed. After step 3536, the method proceeds to
step 3540. If the result is No, the method 3500 proceeds to step
3540.
[0229] At step 3540, a query is made as to whether
pre-initialization is available for a particular user of a vehicle
925 seeking a charging service. The query may require engagement
with the database 210 of the particular vehicle 925 to determine if
pre-initialization is available. Alternatively or additionally, the
vehicle 925 may communicate that pre-initialization is available.
If pre-initialization is available (and, in some embodiments, the
predictive charging station 3310 also has an available
pre-initialization site available), the result of the query of step
3540 is Yes, and the method 3500 advances to step 3544. If the
result of the query is No at step 3540, the method 3500 proceeds to
step 3542. At step 3542, the charging station site configuration is
determined to enable the particular vehicle 925 to receive
charging. Such charging site configuration may require, for
example, aligning means for charging such as by induction, or
ensuring compatible electrical parameters such as amperage. Step
3542 may require engagement with vehicle database 210 and/or
predictive charging database 3320. After step 3542, the vehicle 925
is charged at step 3543, wherein upon completion, the method
proceeds to step 3552. At step 3544 (entered if the result of the
query of step 3540 is Yes), the pre-initialized charging station is
activated to enable the vehicle 925 to receive a charge, wherein
the method continues to step 3548 and the vehicle 925 receives a
charge. After step 3548, the method 3500 proceeds to step 3552.
[0230] At step 3552, the vehicle 925 user is billed for the
charging service received, if the user was not pre-billed at step
3536. After completing step 3552, the method 3500 proceeds to step
3556 and ends. Any of the steps, functions, and operations
discussed herein can be performed continuously and
automatically.
[0231] An integrated charging panel system is disclosed with
respect to FIGS. 36-38. Generally, the integrated charging panel
system 3700 is configured to provide a charging service to a
vehicle by way of one or more integrated charging panels 3608.
[0232] With attention to FIGS. 36-37, the integrated charging panel
system 3700 comprises a charge receiving vehicle 100 and a charging
site 3712. The charge receiving vehicle 100 comprises one or more
integrated vehicle charging panels 3608, integrated vehicle
charging controller 3610, vehicle database 210 with associated data
structure 300, instrument panel manual controller 432 and energy
storage unit 612. The charging site 3712 comprises one or more
charging plates 520, charging site power source 516, charging plate
controller 622, and charging site database 3713. The one or more
charging plates 520 are in charging communication 3710 with the one
or more integrated charging panels 3608.
[0233] With attention to FIG. 36, a plurality of integrated
charging panels 3608 are depicted: one each on the vehicle hood,
the vehicle roof and the driver's side door. Many configurations
are possible, comprising panels 3608 that are flush or conformal
with the exterior surface of the vehicle (as each of the integrated
vehicle charging panels 3608 of FIG. 36 are depicted). In some
configurations, the panel 3608 is deployable, i.e. it may extend
from the body of the vehicle. Such deployment is controlled by
integrated vehicle charging controller 3608 and may include one or
more actuators. A deployable or moveable panel 3608 may deploy or
extend in any of three dimensions and/or three axes of rotation. In
some configurations or embodiments, the panel 3608 may be
positioned as a blister with respect to the vehicle exterior, i.e.
a bump that is not conformal with the vehicle skin. In some
configurations or embodiments, the panel 3608 may form a depression
with respect to the vehicle skin. The location of the panel 3608
may be any location on the vehicle, comprising bumpers, hood, roof,
hatch area, frame pillars, doors, side panels, wheel wells and
undercarriage. In one embodiment, the panel 3608 is located
anywhere on the vehicle 100 except the undercarriage.
[0234] With attention to FIG. 37, the functions and interaction of
the elements of the integrated charging panel system 3700 will be
described with reference to a typical charging scenario. Charge
receiving vehicle 100 may determine it is in need for a charging
service, e.g. by monitoring of the energy storage unit 612 of
vehicle 100 by integrated charging panel controller 3610. The
vehicle 100 then drives to a candidate charging site 3712. The
candidate charging site 3712 may be identified by data stored in
vehicle database 210 and/or data stored in charging site database
3713. The vehicle 100, once nominally positioned at charging site
3712, may finely position vehicle 100 so as to align or position
the one or more integrated charging panels 3608 to receive a charge
from the charging site 3712; in one embodiment, by way of one or
more charging plates 520. The charging plates 520 provide charging
to the integrated charging panels 3608; in one embodiment, by way
of induction. The charging plates 520 are controlled by charging
plate controller 622, and receive power by charging site power
source 516. Positioning and orientation of the charging plates 520
(i.e. positioning in any of three linear dimensions and orientation
in any of three rotational dimensions) is performed by charging
plate controller 622. Similarly, the integrated charging panels
3608 are controlled by the integrated charging panel controller
3610. Positioning and orientation of the integrated charging panels
3608 (i.e. positioning in any of three linear dimensions and
orientation in any of three rotational dimensions) is performed by
integrated charging panel controller 3610. In one embodiment, the
integrated charging panel controller 3610 operates as a feedback
controller, e.g. for positioning of the plate relative to the panel
and/or the positioning of the panel relative to the plate, as
provided in FIG. 21 and associated description.
[0235] FIG. 38 shows a flow or process diagram of a method of use
3800 of an integrated charging panel system 3700. The method starts
at step 3804 and ends at step 3836. The steps are notionally
followed in increasing numerical sequence, although, in some
embodiments, some steps may be omitted, some steps added, and the
steps may follow other than increasing numerical order.
[0236] At step 3808, the charging site is selected. The charge site
selection may consider compatibility between the charge receiving
vehicle 100 and the charging site 3808. For example, a given
charging site may be limited to solely charging vehicles with
charging panels disposed on a vehicle undercarriage, in which case
a vehicle that does not have undercarriage charging capability
would be incompatible, thereby removing the given site from
selection. The method continues to step 3812. At step 3812, the
vehicle 100 is positioned at the charging site. For example, the
vehicle may be driven to the charging site, in the case of a
stationary charging site such as a charging pad. Alternatively, for
charging "sites" that are embedded in a roadway, the step 3812 of
positioning translates to driving the vehicle along the charging
roadway. The method 3800 continues to step 3816.
[0237] At step 3816, the charging configuration is selected. Here,
the vehicle 100, through integrated charging panel controller 3810
and query to vehicle database 210 and associated data structure
300, selects a compatible charging configuration. For example (with
attention to FIG. 3), for the data of 310J, a charging site
providing manual charging requires charging to integrated charging
panels disposed at roof and/or side of vehicle 100. The integrated
charging panel controller 3810 may also query charging site
database 3713 which may comprise a data structure similar to that
of FIG. 3. The method continues to step 3820.
[0238] At step 3820, the method queries as to whether precision
positioning of the vehicle integrated charging panel(s) 3608 with
respect to the charging site 3712 (such as with the respect to the
charging plates 520) require precision positioning. Here, precision
positioning means more positioning than that ordinarily required by
simply parking the vehicle at a stationary charging site such as a
charging pad. If the result of the query is No, then the step 380
proceeds to step 3822 and the vehicle receives a charge at step
3822, wherein after step 3822 the method 3800 ends at step 3836.
However, if the result of the query of step 3820 is Yes, then the
method 3820 proceeds to step 3824.
[0239] At step 3824, the integrated charging panel controller 3810
precisely positions the one or more integrated charging panels 3608
with respect to the one or more charging plates 520 so as to enable
charging of the vehicle 100. That is, the panels are positioned
relative to the plates to receive a charge. In one embodiment, the
one or more charging plates 520 are alternatively or additionally
precisely maneuvered or positioned (by the charging plate
controller 622) relative to the integrated charging panels 3608 to
enable a charge. One the panel-plate combination are adequately
positioned at step 3824, the method 3800 continues to step 3828
wherein a charge is provided. The method then continues to step
3832. At step 3832, the method 3800 queries as to whether the
panel-plate combination require further or additional precision
positioning (to include continuous positioning, as would be
required by a feedback control system). If the result is No, then
the method 3800 proceeds to step 3826 and ends. If the result of
the query of step 3832 is Yes, then the method proceeds to step
3824 and additional precision panel-plate positioning is
performed.
[0240] FIGS. 39A-B depict a skin charging system 3900 comprising a
door capacitor 3920 in communication with a charge management unit
1708 (as described above, e.g. with respect to FIG. 17). The door
capacitor 3920 may more broadly be termed a capacitive electrical
storage unit as, for example, the door capacitor 3920 may be
disposed or mounted or engaged with any portion of the vehicle 100,
such as the roof or other body panels. The door capacitor 3920
comprises a door capacitor plate one 3921, a door capacitor plate
two 3922, and a door capacitor dielectric 3924 disposed between the
capacitor plates 3921 and 3922. Door capacitor plate one 3921 is
conformal with the exterior skin of door panel 3910 and, in one
configuration, is the exterior door skin. Stated another way, the
door capacitor plate one 3921 is the exterior skin of the door
panel 3910. Note that conformal means a geometry that mirrors
another, e.g. a conformal capacitor plate that is conformal with a
door panel is configured with a shape or geometry that mirrors the
door panel, such that when the plate is placed on top of the panel,
minimal or no gaps or space is present between the engaged surfaces
of the panel and the plate.
[0241] Generally, a capacitor is a passive two-terminal electrical
component used to store electrical energy. Capacitors at least
contain two electrical conductors (i.e. a pair) such as plates,
separated by a dielectric that acts as an insulator which stores
energy by becoming polarized. The conductors may be thin films,
foils, centered beads of metal, conductive electrolyte, and the
like. The non-conducting dielectric acts to increase the
capacitor's charge capacity. The dielectric can be glass, ceramic,
plastic, film, air, a plastic film, a vacuum, paper, mica, an oxide
layer, or the like. Capacitors store electrical energy in the form
of an electrostatic field between the plates. The larger the
surface area of the plates, and the narrower the gap between them,
the greater the capacitance of the capacitor. There are numerous
types of capacitors that are capable of being used with the
embodiments discussed herein including electrolytic capacitors,
tantalum capacitors, polymer capacitors, supercapacitors, and the
like. Moreover, flexible capacitors or flexible supercapacitors may
be used with the various embodiments discussed herein. Some
examples of supercapacitors utilize nanowire-based solutions that
are even more efficient than their graphene counterparts. These
supercapacitors are capable of delivering quick bursts of high
power and are also very quickly charged. One very intriguing aspect
of these capacitors, and particularly the graphene-epoxy capacitor,
is that the capacitor itself is actually flexible and can be bent
or formed into a plurality of different shapes. This can be
particularly advantageous to get the capacitor to, for example,
conform to the shape of a body panel.
[0242] In other embodiments, the skin charging system 3900
comprises a plurality of capacitors. The capacitors may be mounted
in conformance with the vehicle 100 exterior skin and/or as an
integral part of the vehicle skin. The shape of the capacitor
paired plates may be any of several shapes, to include a
rectangular shape as depicted in FIGS. 39A-B. For example, the
capacitor plates may form all or substantially all of the door
panel shape and/or the roof shape. As such, the actual body
panel(s) of the vehicle 100 may serve as a charge receptor instead
of mounting a separate charge panel onto a panel of the vehicle,
such as the roof. The capacitor may be charged and then the energy
bled or provided to one or more batteries in the vehicle or to
power the vehicle directly. The power management of the capacitor
may be controlled by the charge management unit 1708.
[0243] The door capacitor 3920 is in electrical contact with the
vehicle power systems to provide electrical energy. While the outer
door panel can be the capacitor itself, the capacitor could also be
affixed to the door panel, such as on the inside of the door panel.
Additionally, or alternatively, a flexible capacitor or
supercapacitor may be affixed to or otherwise integrated into or as
a replacement for the door panel, such as the skin, or other body
panel(s) or vehicle parts. In accordance with one exemplary
embodiment, these flexible capacitors are associated with one or
more of the larger body panels, such as the roof, doors, hood,
trunk, floor pan, and the like, thereby maximizing the amount of
capacitive energy storage of the vehicle.
[0244] In accordance with another exemplary embodiment, and because
capacitors have a layered structure such as metal film, dielectric,
another layer of metal film, etc., capacitors may be a suitable
material for use as the exterior body panel. For example, the basic
capacitor structure may be supplemented with additional material(s)
to make the capacitor suitable for a body panel. Each of these body
panels may then be interconnected to the vehicle's power system
thereby greatly increasing the charge storing capacity of the
vehicle. The panels could then be painted etc., as a normal body
panel would.
[0245] In one embodiment, all or part of the capacitive electrical
storage unit is enclosed is a surrounding safety enclosure, such as
a boxed structure. The safety enclosure is to guard against
inadvertent electrical shock or discharge through errant contact
with a charged capacitive electrical storage unit. The safety
enclosure may be manufactured of an insulative materials or
otherwise provide electrical shielding.
[0246] FIG. 40 shows a block diagram of one embodiment of a vehicle
capacitive charging system 4000, also termed a battery/capacitive
system. The features, functions and interactions of the vehicle
capacitive charging system 4000 will be described with reference to
a typical charging scenario. Generally, the vehicle system 4000
comprises one or more capacitors 4008, one or more batteries 1704,
at least one converter 1632b, a charge management unit 1708,
database 210, and capacitor charging user display 4034. Charge
receiving vehicle 100 may determine it is in need for a charging
service, e.g. by monitoring of the one or batteries 1704 and/or
capacitors 4008. The vehicle 100 then drives to a candidate
charging site 3712. The candidate charging site 3712 may be
identified by data stored in vehicle database 210. The vehicle 100,
once nominally positioned at charging site 3712, may finely
position vehicle 100 so as to align or position the one or more
capacitive electrical storage units 4008 to receive a charge from
the charging site 3712. The capacitive electrical storage units
4008 may be positioned by way of capacitor charging panel 4034
and/or charge management unit 1708. Positioning and orientation of
the capacitive electrical storage units 4008 (i.e. positioning in
any of three linear dimensions and orientation in any of three
rotational dimensions) is performed by capacitor charging panel
4034 and/or charge management unit 1708. In one embodiment, the
capacitor charging panel 4034 and/or charge management unit 1708
operates as a feedback controller, e.g. for positioning of the
plate relative to the panel and/or the positioning of the panel
relative to the plate, as provided in FIG. 21 and associated
description. The capacitor charging display 4034 enables a user,
such as a driver or passenger, to maneuver or position one or more
capacitors 4008 relative to the charging site 3712 so as to receive
charging. The electrical converter 1632b is in electrical
communication with capacitors 4008 and batteries 1704.
[0247] The one or more capacitors 4008 may operate in any of
several ways with the batteries 1704. In one embodiment, the
capacitors 4008 supplement the electrical power stored in the
batteries; in another embodiment, the capacitors charge the
batteries 1704. Capacitors charge typically more swiftly and are
able to accept a charge that can then bled or otherwise transferred
into the batteries. In some embodiments, the battery 1704 or
battery banks may be eliminated entirely and replaced with
capacitors 4008.
[0248] In accordance with one exemplary embodiment, the vehicle's
battery banks 1704 are supplemented with one or more capacitor
banks 4008, as shown in FIG. 40, to facilitate rapid charging
and/or extra energy storage capacity. As discussed, capacitors
typically can charge significantly faster than most batteries and
can be used when, for example, a rapid charge is desired. For
example, upon connecting the vehicle to a charging site 3712, the
charging site 3712 may be connected to one or more of the capacitor
banks 4008 and battery banks 1704. The energy from the charging
site 3712 may be sent to the capacitor banks 4008, and energy can
also be sent from the charging site 3712 (as charged itself by
charging site power source 516) to the battery banks 1704 to
optionally charge the two in parallel. However, the capacitors have
the ability to charge much quicker, and will be at full charge
typically long before the battery banks are at full charge. Upon
the capacitor banks reaching full charge, the charger could then be
disconnected with the capacitors one or more of supplying power to
the vehicle, and supplying power to the batteries at a rate which
is appropriate for the charging of the batteries.
[0249] In an alternate embodiment, the battery banks 1704 in the
vehicle 100 are eliminated and replaced with one or more capacitor
banks 4008. These capacitor banks 4008 can supply energy to the
vehicle 100 as needed, and are also capable of both receiving a
charge very quickly, and able to supply a tremendous amount of
power if needed to any one or more of the vehicle systems, e.g.,
powertrain, navigation system, lighting system, infotainment
system, etc. The one or more capacitor banks may be connectable to
one or more chargers either wired or wireless. The capacitor banks
4008 act in a similar manner as the battery banks 1704, and are
able to provide energy to various vehicle systems. As will be
discussed hereinafter, a vehicle 100 can include a power cell that
includes one or more capacitor banks in a similar manner to the way
battery banks are currently integrated into vehicles, or can be
integrated into one or more body panels or other locations of the
vehicle as discussed hereinafter.
[0250] The relative and/or absolute charging level and/or rate of
charging may be controlled or managed by the charge management unit
1708 and/or the capacitor charging display 4034 with user input.
For example, a user, such as a driver or a passenger, may select
(by way of the capacitor charging display 4034) a first charging
threshold value or charging rate for one or more capacitors 4008
and/or the one or more batteries 1704 which is then achieved by way
of the charge management unit 1708. The capacitor charging display
4034 may have similar functions and features of the integrated
charging panel display 434.
[0251] FIG. 41 shows a flow or process diagram of a method 4100 of
use of a vehicle capacitive charging system 4000. The method starts
at step 4104 and ends at step 4132. The steps are notionally
followed in increasing numerical sequence, although, in some
embodiments, some steps may be omitted, some steps added, and the
steps may follow other than increasing numerical order.
[0252] At step 4108, the charging site is selected. The charge site
selection may consider compatibility between the charge receiving
vehicle 100 and the charging site 3712. For example, a given
charging site may be limited to solely charging vehicles with
standard electrical charging plug receptacles and not able to
charge capacitors, in which case a vehicle that requires charging
of capacitors would be incompatible, thereby removing the given
site from selection. The method continues to step 4112. At step
4112, the vehicle 100 is positioned at the charging site. For
example, the vehicle may be driven to the charging site, in the
case of a stationary charging site such as a charging pad.
Alternatively, for charging "sites" that are embedded in a roadway,
the step 4112 of positioning translates to driving the vehicle
along the charging roadway. The method 4100 continues to step
4116.
[0253] At step 4116, the charging configuration is selected. Here,
the vehicle 100, through charge management unit 1708 and/or
capacitor charging display 4034 and query to vehicle database 210
and associated data structure 300, selects a compatible charging
configuration. For example, a compatible charging configuration may
require one or more capacitors 4008 to extend from vehicle 100 to
receive a charge from charging site 3712. The charge management
unit 1708 and/or capacitor charging display 4034 may also query
charging site database which may comprise a data structure similar
to that of FIG. 3. The method continues to step 4120.
[0254] At step 4120, the method queries as to whether precision
positioning of the vehicle capacitors 4008 with respect to the
charging site 3712 require capacitor positioning. Here, capacitor
positioning means more capacitor positioning than that ordinarily
required by simply parking the vehicle at a stationary charging
site such as a charging pad. If the result of the query is No, then
the step 4120 proceeds to step 4122 and the vehicle receives a
charge at step 4122, wherein after step 4122 the method 4100 ends
at step 4132. However, if the result of the query of step 4120 is
Yes, then the method 4100 proceeds to step 4124.
At step 4124, the charge management unit 1708 and/or capacitor
charging display 4034 positions the one or more capacitors 4008
with respect to the charging site 3712 so as to enable charging of
the vehicle 100. Once the capacitors are adequately positioned at
step 4124, the method 4100 continues to step 4128 wherein a charge
is provided. The method then continues to step 4132 and ends.
[0255] A system and method of use for charging an electrical
storage unit of an electrical vehicle through a contact device is
disclosed in FIGS. 42-44. Generally, an electrical contact device,
typically a deployable contact device, engages an external power
source to receive and pass a charge to an electrical storage unit
aboard and electric vehicle. The electric contact device may be of
various configurations, as will be described below.
[0256] With particular attention to FIGS. 42 and 43A-D, a vehicle
100 comprising an electrical charging contact system 4200 is
depicted. The contact system 4200 is deployable and is shown in an
undeployed or stowed state or first state (as solid lines) and in a
deployed or second state (as dashed lines) in FIG. 42. The contact
system 4200 comprises contact arm 4210, contact portion 4220,
contact sensor 4230 and contact controller 4240. The contact
controller 4240 operates or controls or maneuvers the contact arm
4210 such that the contact portion 4220 electrically engages
(typically through physical contact) an external charging power
source 516, as located on or within roadway 504. The charging
source 516 comprises charge provider controller 622, charging plate
520 and transmission line 624. The contact portion 4220 interacts,
interconnects or otherwise electrically engages the charging source
516 by way of the charging plate 520 to receive electrical power or
charging. The received electrical charging or power, as received by
the contact portion 4220, is provided or communicated or
transmitted to the energy storage unit 612, in one embodiment by
way of the contact controller 4240. The contact controller 4240
interacts or communicates with the vehicle database 210 to
determine charging parameters, comprising positioning parameters of
the contact portion 4220 relative to roadway 504 and/or charging
plate 420 and compatibility of the contact system 4200 with the
power source 516. Note that any of several types of power source
516 configurations are possible, to include charging strips
embedded below a roadway and running the length of a roadway (akin
to railroad tracks or light rail tracks on or below a roadway).
[0257] The contact system 4200 may take any of several forms, such
as the embodiments of FIGS. 42 and 43A-D. A contact system 4200
comprising a wheeled contact portion 4220 is depicted in FIG. 42. A
wheeled contact portion configuration 4220 would involve the
wheeled portion rolling adjacent or on top of the charging source
(e.g. a railed configuration for the charging source) wherein
electrical communication is maintained such that charging may be
received. The wheeled portion may be a plurality of wheels in
alternate configurations. The contact portion comprises a
conductive material.
[0258] Other embodiments of the contact system 4200 are provided in
FIGS. 43A-D. FIG. 43A depicts a contact system 4200 comprising a
pantograph configuration for the contact portion 4220. The
pantograph contact portion 4220 system is depicted with the
pantograph upside down from its typical configuration on a trolley
or railcar. Note that in alternate embodiments, the pantograph (or
any other of the contact systems 4200 with associated contact
portions 4220 may be disposed or mounted on the upper portion (eg
roof) of a vehicle 100.
[0259] The pantograph contact portion 4220 system may comprise any
known means to connect to electrical power (to include electrical
power cables), such as a pantograph, a bow collector, a trolley
pole or any means known to those skilled in the art. Further
disclosure regarding electrical power or energy transfer via
pantograph (and other overhead systems) is found in US Pat. Publ.
No. 2103/0105264 to Ruth entitled "Pantograph Assembly," the entire
contents of which are incorporated by reference.
[0260] Contact portion 4220 and/or contact system 4220 may be
located anywhere on vehicle 100, to include, for example, the roof,
side panel, trunk, hood, front or rear bumper of the charge
receiver 100 vehicle, as long as the contact portion 4220 engages
the power source 516. Contact system 4200 and/or contact portion
4220 may be stationary (e.g. disposed on the roof of vehicle 100)
or may be moveable or deployable. For example, pantograph contact
portion 4220 may be positioned in at least two states comprising
retracted and extended. In the extended state pan contact portion
4220 engages power source 516 by way of physical contact. In the
retracted state, contact portion 4220 may typically reside flush
with the roof, undercarriage or side of vehicle 100 and extend only
when required for charging. Control of the charging and/or
positioning of the contact portion 4220 and/or contact system 4200
may be manual, automatic or semi-automatic (such as via contact
controller 4240); said control may be performed through a GUI
engaged by driver or occupant of receiving vehicle 100 and/or
driver or occupant of charging vehicle.
[0261] FIG. 43B depicts a contact system 4200 comprising a skid
configuration for the contact portion 4220, while FIG. 43C depicts
a brush configuration for the contact portion 4220. Note that the
skid and the brush configurations provide multiple (electrical)
contact locations between the contact portion 4220 and charging
source, thereby potentially increasing reliability of the
electrical contact and therefore reliability or speed of charging.
The brush configuration provides a passive ability to adapt to
varied local distance separation of the contact portion and the
roadway, e.g. due to local crown or crest in a roadway. The contact
portion may engage other passive components to maintain contact
with the roadway in the presence of roadway anomalies, e.g. the
contact portion may engage a leaf-spring. In some embodiments, the
contact portion and/or the contact arm 4210 engages an actuator to
assist or enable the positioning of the contact portion.
[0262] The contact portion 4220 may be controlled by the contact
controller 4240 in any of several ways to achieve any of several
objectives. For example, the vertical positioning of the pantograph
may be controlled with respect to height extension relative to
vehicle, the roadway 504 or the charging source such as the
charging plate 520. The force or pressure imposed onto the roadway
by the pantograph may also be controlled, e.g. force or pressure
may increase when traveling over hilly terrain which would urge
separation of the physical contact between the pantograph and the
charging source during cresting of hills.
[0263] The positioning of the contact portion 4220 is controlled by
the contact controller 4240, such as by feedback control as enabled
by measurement of the vertical position of the contact portion 4220
relative to the roadway or the charging plate. Such a measurement
is provided by a contact sensor 4230, which may be disposed on one
or more of the contact portion 4220 and contact arm 4210. The
positioning and automated control, such as by feedback control, of
the contact portion 4220 relative to the roadway 516 and/or
charging plate 520 is similar to the positioning of "charging panel
108" described in U.S. patent application Ser. No. 14/979,158,
filed on Dec. 22, 2015, entitled "Electric Vehicle Charging Device
Alignment and Method of Use" (Attorney Docket No. 8322-4),
incorporated by reference in entirety.
[0264] FIG. 43D depicts a contact system 4200 comprising a vehicle
surface or skin or body panel mounted charging panel, the charging
panel serving as the contact portion 4220. The operation and
characteristics of the skin-mounted contact portion 4220 is similar
to the integrated charging panel 3608 described in U.S. patent
application Ser. No. 15/223,814 filed Jul. 29, 2016, entitled
"Vehicle Skin Charging System and Method of Use" (Attorney No.
8322-22), incorporated by reference in entirety. In one embodiment,
the vehicle skin-mounted contact portion 4220 is configured such
that when the vehicle 100 is brought into contact with another
(charging) vehicle, and the charging contacts of the two vehicles
are in electrical contact with one another, vehicle-to-vehicle
sharing of energy is possible. As will be appreciated, numerous
vehicles can be daisy-chained together, such as bumper to bumper,
to facilitate charging through a plurality of vehicles
simultaneously. This can be facilitated through the use of the
vehicle-to-vehicle contacts with all-vehicles within the daisy
chain capable of receiving and/or sharing a charge/energy.
[0265] A vehicle 100 may comprise more than one contact portion
4220, e.g. a vehicle 100 may comprise both a wheeled contact
portion 4220 (i.e. that of FIG. 42) and a brush contact portion
4220 (i.e. that of FIG. 43C). The contact controller 4240 may
control the use of one or more contact portions 4220.
[0266] FIG. 44 shows a flow or process diagram of a method of use
4400 of an electric contact charging system 4200. The method starts
at step 4404 and ends at step 4436. The steps are notionally
followed in increasing numerical sequence, although, in some
embodiments, some steps may be omitted, some steps added, and the
steps may follow other than increasing numerical order.
[0267] At step 4408, a query is made as to whether the vehicle 100
requires charging. If the response is NO, the method 4400 continues
to step 4436 and ends. If the response to the query is Yes, the
method continues to step 4412.
[0268] At step 4412, a query is made to determine if a charging
site is available. Such a charging site may be a roadway charging
site, such as an embedded railroad-like charging "site" wherein
rails on or within the roadway may provide or transmit electrical
power by way of the contact portion 4220 to the vehicle 100. If the
response to the query of step 4412 is No, the method 4400 continues
to step 4436 and the method 4400 ends. If the result of the query
of step 4412 is Yes, the method 4400 continues to step 4416.
[0269] At step 4416, a configuration for the contact system 4200 is
selected, in some embodiments with aid of query to a vehicle
database 210 comprising data structure 300. The selection of system
configuration may involve many parameters defining the system
configuration, comprising nominal distance between contact portion
4220 and charging source e.g. the charging plate 520 of roadway
504, force imparted to contact portion 4220 when engaged with the
charging source, amperage or voltage settings, rate of charge, and
type(s) of contact portion 4220 to use if the vehicle 100 is
configured with a plurality of contact systems 4200 and/or
plurality of contact portions 4220. One or more of the
afore-mentioned system configuration parameters may be stored in
data structure 300 of vehicle database 210. The selection of the
charging configuration may consider compatibility between the
charge receiving vehicle 100 and the contact system 4200. For
example, a given charging means may be limited to solely charging
vehicles with wheeled contact portions 4220 and not able to provide
charging by way of a pantograph contact portion 4220 system. In one
embodiment, the selection of contact system configuration comprises
use of a display that may enable the user to interact with or query
the database 210.
[0270] At step 4420, the contact portion 4220 is positioned
relative to the charging source. The positioning may be facilitated
by an actuator and/or by control provided by contact controller
4240. The method continues to step 4424, wherein the contact
portion 4220 receives a charge from the external power source, the
charge provided to the energy storage unit 612. The method
continues to step 4428.
[0271] At step 4428, a query is made to determine if repositioning
of the contact portion 4220 is required. Such repositioning may be
required due to a blunt change in positioning of the contact
portion 4220 as caused e.g. by a rut in a road, or due to a more
precise re-positioning as implemented by a feedback control
positioning of the contact portion 4220 relative to the roadway as
described above. If the result of the query is Yes, the method
continues to step 4420. If the result of the query is No, the
method continues to step 4432.
[0272] At step 4432, a query is made as to whether charging is
complete. That is, a query is made as to whether a desired or
selectable charging level of energy storage unit 612 has been
achieved. If the result of the query is Yes, the method 4400
continues to step 4436 and the method 4400 ends. If the result of
the query is No, the method contin4us to step 4424.
[0273] A system and method of use for managing a fleet of vehicles
is disclosed in FIGS. 45 and 46. Generally, the system allows a
fleet of vehicles to operate in a coordinated manner with respect
to operational services, such as charging. For example, a
particular vehicle may require charging, and communicate such a
need to a base station, which in turn will select a charging
station site wherein the vehicle may receive a charge.
[0274] FIG. 45 shows a fleet of vehicles 100, each comprising a
vehicle database 210, in a fleet management environment in
accordance with embodiments of the present disclosure. The fleet
management system 4500 comprises a base fleet management station
4510 which comprises a fleet management database 4520, fleet
management analysis module 4530 and fleet management communications
module 4240. The fleet management communications module 4540
communicates with one or more vehicles 100 and with one or more
fleet service sites, such as an aerial vehicle charging system 280,
an emergency charging vehicle system 270 and a roadway system 250.
One or more of the fleet service sites may comprise a service site
database (not shown).
[0275] By way of example, a particular vehicle 100 may require
service, such as charging, and may broadcast or communicate the
deficient state of vehicle charge to the base fleet management
system 4510 by way of the communications module 4540.
(Alternatively or additionally, the communications module 4540 may
be configured to query or monitor the database 210 of vehicle 100
wherein charging state, among other states, may be obtained,
whereby the base fleet management system 4510 determines that the
vehicle 100 is in need of charging.) Upon learning of the charging
service need of a vehicle 100, the analysis module 4530 determines
candidate fleet service sites wherein the charging service may be
addressed. The analysis module may query the one or more candidate
service sites to obtain data comprising pricing, rate of charge,
configuration requirements (e.g. standard electrical plug in
connection, induction charging, voltage, etc), wait or queue time,
location and other parameters as described, for example, with
respect to charge provider types discussed above and in, for
example, the patent applications herein incorporated by reference.
The analysis module 4530 may also query the fleet management
database 4020 to consider or weigh business requirements or goals
or metrics, such as total fleet daily or monthly charging costs,
preferred fleet service sites, etc. In addition to charging
services, the one or more fleet service site may provide other
services such as vehicle repair and reconfiguration of charging
hardware or software.
[0276] FIG. 46 shows a flow or process diagram of a method of use
4600 of a fleet management system 4500. The method starts at step
4604 and ends at step 4636. The steps are notionally followed in
increasing numerical sequence, although, in some embodiments, some
steps may be omitted, some steps added, and the steps may follow
other than increasing numerical order.
[0277] At step 4608 the base fleet management station 4510 monitors
the state of the fleet of one or more vehicles 100. The monitoring
may be active, i.e. the station 4510 may pulse or query on a
periodic or ad hoc basis the "state" of the vehicles, the state
meaning the condition to comprise charging level, maintenance
requirements (e.g. x miles until a required battery maintenance),
location, priority of the vehicle (e.g. if carrying VIP customers
or VIP cargo/packages), etc. The monitoring may be passive, i.e.
the station may only be configured to receive a state of a vehicle
100 when a need or service is to be addressed. The monitoring may
also be a combination of passive and active monitoring and may
involve query to or receipt of data from the one or more vehicle
databases 210 of the one or more vehicles 100, respectively. The
method 4600 proceeds to step 4612.
[0278] At step 4612, the base fleet management station 4510
monitors the one or more fleet service sites. As discussed above,
the one or more fleet service sites may comprise an aerial vehicle
charging system 280, an emergency charging vehicle system 270 and a
roadway system 250. The monitoring may be passive and/or active, as
described above. The fleet service sites may comprise charging
systems involving at roadway or below roadway charging systems,
over roadway charging systems and stationary charging systems. The
method 4600 continues to step 4616.
[0279] At step 4616 a query is made to determine if a particular
fleet vehicle 100 is in need of servicing, such as a charging
service. If no such vehicle need or requirement is identified, the
method 4600 returns a NO and the method continues to step 4608. If
a vehicle is in need of a service, the method returns a YES and
proceeds to step 4620.
[0280] At step 4620, service site options to address the identified
vehicle servicing need are determined. The communications module
queries the one or more fleet service sites to determine data
required by the analysis module to select a fleet service site.
Data considered may comprise compatibility between the service site
and the vehicle in need of servicing, For example, if the vehicle
requires charging and is solely capable of charging through a
conventional plug-in style receptor, then those sites that do not
offer such a charging means are dismissed and are not considered
candidate bona fide service site options. The method continues to
step 4624.
[0281] At step 4624, the analysis module selects, from the set of
service site options identified in step 4620, a recommended service
site to address the vehicle servicing need identified in step 4616.
The analysis module may consider or factor in data of the fleet
management database 4520, such as, e.g., price caps or price
maximums that are not to be exceeded. In some embodiments, the
analysis modules 4530 may provide more than one recommended service
site to the vehicle in need of servicing. The method 4600 continues
to step 4628.
[0282] At step 4628, the fleet vehicle 100 in need of servicing is
directed to the service site selected in step 4624. The "direction"
may include navigational directions and/or terms and conditions of
the servicing to be provided (e.g. special negotiated pricing to be
provided to the fleet vehicle not otherwise available to non-fleet
vehicles). The method continues to step 4632 wherein the vehicle is
serviced. After the vehicle 100 is serviced at step 4632, the
method 4600 ends at step 4636.
[0283] While the exemplary embodiments described in FIGS. 42-44 are
directed toward the contacts utilizing an in-road or in-ground
charger contact, it is to be appreciated that the various contact
methodologies need not be limited to vehicle-in-road charging.
Rather, the contacts can be situated at any appropriate location on
a vehicle, such as to contact a roadside charger, or an overhead
charger. For the roadside charger, the vehicle contact can be
located on the side of the vehicle, and be placed in electrical
contact with the roadside charger as the vehicle is moving or
parked. In a similar manner, a charger can energize overhead
charging lines for a vehicle equipped with one or more overhead
contacts that come in contact with the overhead charging lines. In
this manner, the vehicle can receive charge from the overhead
charging lines which one or more of energized the vehicle, charged
the battery, and/or charged the power supply. In another
embodiment, the contact system 4200 is configured to receive a
charge from a stationary charging source, such as power from a home
garage environment. In accordance with this exemplary embodiment,
one charger provides charging contacts that are located or are
extendable from the roof of the garage, and a second charger
supplies charging contacts that are located in the floor. For both
of these configurations, charging contacts can optionally and
automatically be extended, upon detection of the vehicle in the
parking space, such as to reduce the chances of a person
accidentally coming in contact with the charging contacts. As
discussed, the charger could optionally automatically detect the
presence of a vehicle, and extend the charging contacts to the
appropriate location of the charging contacts on the
vehicle--otherwise, when not in use the charging contacts could be
shielded.
[0284] The exemplary systems and methods of this disclosure have
been described in relation to vehicle systems and electric
vehicles. However, to avoid unnecessarily obscuring the present
disclosure, the preceding description omits a number of known
structures and devices. This omission is not to be construed as a
limitation of the scope of the claimed disclosure. Specific details
are set forth to provide an understanding of the present
disclosure. It should, however, be appreciated that the present
disclosure may be practiced in a variety of ways beyond the
specific detail set forth herein.
[0285] Furthermore, while the exemplary embodiments illustrated
herein show the various components of the system collocated,
certain components of the system can be located remotely, at
distant portions of a distributed network, such as a LAN and/or the
Internet, or within a dedicated system. Thus, it should be
appreciated, that the components of the system can be combined into
one or more devices, such as a server, communication device, or
collocated on a particular node of a distributed network, such as
an analog and/or digital telecommunications network, a
packet-switched network, or a circuit-switched network. It will be
appreciated from the preceding description, and for reasons of
computational efficiency, that the components of the system can be
arranged at any location within a distributed network of components
without affecting the operation of the system. For example, the
various components can be located in a switch such as a PBX and
media server, gateway, in one or more communications devices, at
one or more users' premises, or some combination thereof.
Similarly, one or more functional portions of the system could be
distributed between a telecommunications device(s) and an
associated computing device.
[0286] Furthermore, it should be appreciated that the various links
connecting the elements can be wired or wireless links, or any
combination thereof, or any other known or later developed
element(s) that is capable of supplying and/or communicating data
to and from the connected elements. These wired or wireless links
can also be secure links and may be capable of communicating
encrypted information. Transmission media used as links, for
example, can be any suitable carrier for electrical signals,
including coaxial cables, copper wire, and fiber optics, and may
take the form of acoustic or light waves, such as those generated
during radio-wave and infra-red data communications.
[0287] While the flowcharts have been discussed and illustrated in
relation to a particular sequence of events, it should be
appreciated that changes, additions, and omissions to this sequence
can occur without materially affecting the operation of the
disclosed embodiments, configuration, and aspects.
[0288] A number of variations and modifications of the disclosure
can be used. It would be possible to provide for some features of
the disclosure without providing others.
[0289] In yet another embodiment, the systems and methods of this
disclosure can be implemented in conjunction with a special purpose
computer, a programmed microprocessor or microcontroller and
peripheral integrated circuit element(s), an ASIC or other
integrated circuit, a digital signal processor, a hard-wired
electronic or logic circuit such as discrete element circuit, a
programmable logic device or gate array such as PLD, PLA, FPGA,
PAL, special purpose computer, any comparable means, or the like.
In general, any device(s) or means capable of implementing the
methodology illustrated herein can be used to implement the various
aspects of this disclosure. Exemplary hardware that can be used for
the present disclosure includes computers, handheld devices,
telephones (e.g., cellular, Internet enabled, digital, analog,
hybrids, and others), and other hardware known in the art. Some of
these devices include processors (e.g., a single or multiple
microprocessors), memory, nonvolatile storage, input devices, and
output devices. Furthermore, alternative software implementations
including, but not limited to, distributed processing or
component/object distributed processing, parallel processing, or
virtual machine processing can also be constructed to implement the
methods described herein.
[0290] In yet another embodiment, the disclosed methods may be
readily implemented in conjunction with software using object or
object-oriented software development environments that provide
portable source code that can be used on a variety of computer or
workstation platforms. Alternatively, the disclosed system may be
implemented partially or fully in hardware using standard logic
circuits or VLSI design. Whether software or hardware is used to
implement the systems in accordance with this disclosure is
dependent on the speed and/or efficiency requirements of the
system, the particular function, and the particular software or
hardware systems or microprocessor or microcomputer systems being
utilized.
[0291] In yet another embodiment, the disclosed methods may be
partially implemented in software that can be stored on a storage
medium, executed on programmed general-purpose computer with the
cooperation of a controller and memory, a special purpose computer,
a microprocessor, or the like. In these instances, the systems and
methods of this disclosure can be implemented as a program embedded
on a personal computer such as an applet, JAVA.RTM. or CGI script,
as a resource residing on a server or computer workstation, as a
routine embedded in a dedicated measurement system, system
component, or the like. The system can also be implemented by
physically incorporating the system and/or method into a software
and/or hardware system.
[0292] Although the present disclosure describes components and
functions implemented in the embodiments with reference to
particular standards and protocols, the disclosure is not limited
to such standards and protocols. Other similar standards and
protocols not mentioned herein are in existence and are considered
to be included in the present disclosure. Moreover, the standards
and protocols mentioned herein and other similar standards and
protocols not mentioned herein are periodically superseded by
faster or more effective equivalents having essentially the same
functions. Such replacement standards and protocols having the same
functions are considered equivalents included in the present
disclosure.
[0293] The present disclosure, in various embodiments,
configurations, and aspects, includes components, methods,
processes, systems and/or apparatus substantially as depicted and
described herein, including various embodiments, sub combinations,
and subsets thereof. Those of skill in the art will understand how
to make and use the systems and methods disclosed herein after
understanding the present disclosure. The present disclosure, in
various embodiments, configurations, and aspects, includes
providing devices and processes in the absence of items not
depicted and/or described herein or in various embodiments,
configurations, or aspects hereof, including in the absence of such
items as may have been used in previous devices or processes, e.g.,
for improving performance, achieving ease, and/or reducing cost of
implementation.
[0294] The foregoing discussion of the disclosure has been
presented for purposes of illustration and description. The
foregoing is not intended to limit the disclosure to the form or
forms disclosed herein. In the foregoing Detailed Description for
example, various features of the disclosure are grouped together in
one or more embodiments, configurations, or aspects for the purpose
of streamlining the disclosure. The features of the embodiments,
configurations, or aspects of the disclosure may be combined in
alternate embodiments, configurations, or aspects other than those
discussed above. This method of disclosure is not to be interpreted
as reflecting an intention that the claimed disclosure requires
more features than are expressly recited in each claim. Rather, as
the following claims reflect, inventive aspects lie in less than
all features of a single foregoing disclosed embodiment,
configuration, or aspect. Thus, the following claims are hereby
incorporated into this Detailed Description, with each claim
standing on its own as a separate preferred embodiment of the
disclosure.
[0295] Moreover, though the description of the disclosure has
included description of one or more embodiments, configurations, or
aspects and certain variations and modifications, other variations,
combinations, and modifications are within the scope of the
disclosure, e.g., as may be within the skill and knowledge of those
in the art, after understanding the present disclosure. It is
intended to obtain rights, which include alternative embodiments,
configurations, or aspects to the extent permitted, including
alternate, interchangeable and/or equivalent structures, functions,
ranges, or steps to those claimed, whether or not such alternate,
interchangeable and/or equivalent structures, functions, ranges, or
steps are disclosed herein, and without intending to publicly
dedicate any patentable subject matter.
[0296] The phrases "at least one," "one or more," "or," and
"and/or" are open-ended expressions that are both conjunctive and
disjunctive in operation. For example, each of the expressions "at
least one of A, B and C," "at least one of A, B, or C," "one or
more of A, B, and C," "one or more of A, B, or C," "A, B, and/or
C," and "A, B, or C" means A alone, B alone, C alone, A and B
together, A and C together, B and C together, or A, B and C
together.
[0297] The term "a" or "an" entity refers to one or more of that
entity. As such, the terms "a" (or "an"), "one or more," and "at
least one" can be used interchangeably herein. It is also to be
noted that the terms "comprising," "including," and "having" can be
used interchangeably.
[0298] The term "automatic" and variations thereof, as used herein,
refers to any process or operation, which is typically continuous
or semi-continuous, done without material human input when the
process or operation is performed. However, a process or operation
can be automatic, even though performance of the process or
operation uses material or immaterial human input, if the input is
received before performance of the process or operation. Human
input is deemed to be material if such input influences how the
process or operation will be performed. Human input that consents
to the performance of the process or operation is not deemed to be
"material."
[0299] Aspects of the present disclosure may take the form of an
embodiment that is entirely hardware, an embodiment that is
entirely software (including firmware, resident software,
micro-code, etc.) or an embodiment combining software and hardware
aspects that may all generally be referred to herein as a
"circuit," "module," or "system." Any combination of one or more
computer-readable medium(s) may be utilized. The computer-readable
medium may be a computer-readable signal medium or a
computer-readable storage medium.
[0300] A computer-readable storage medium may be, for example, but
not limited to, an electronic, magnetic, optical, electromagnetic,
infrared, or semiconductor system, apparatus, or device, or any
suitable combination of the foregoing. More specific examples (a
non-exhaustive list) of the computer-readable storage medium would
include the following: an electrical connection having one or more
wires, a portable computer diskette, a hard disk, a random access
memory (RAM), a read-only memory (ROM), an erasable programmable
read-only memory (EPROM or Flash memory), an optical fiber, a
portable compact disc read-only memory (CD-ROM), an optical storage
device, a magnetic storage device, or any suitable combination of
the foregoing. In the context of this document, a computer-readable
storage medium may be any tangible medium that can contain or store
a program for use by or in connection with an instruction execution
system, apparatus, or device.
[0301] A computer-readable signal medium may include a propagated
data signal with computer-readable program code embodied therein,
for example, in baseband or as part of a carrier wave. Such a
propagated signal may take any of a variety of forms, including,
but not limited to, electro-magnetic, optical, or any suitable
combination thereof. A computer-readable signal medium may be any
computer-readable medium that is not a computer-readable storage
medium and that can communicate, propagate, or transport a program
for use by or in connection with an instruction execution system,
apparatus, or device. Program code embodied on a computer-readable
medium may be transmitted using any appropriate medium, including,
but not limited to, wireless, wireline, optical fiber cable, RF,
etc., or any suitable combination of the foregoing.
[0302] The terms "determine," "calculate," "compute," and
variations thereof, as used herein, are used interchangeably and
include any type of methodology, process, mathematical operation or
technique.
[0303] Examples of the processors as described herein may include,
but are not limited to, at least one of Qualcomm.RTM.
Snapdragon.RTM. 800 and 801, Qualcomm.RTM. Snapdragon.RTM. 610 and
615 with 4G LTE Integration and 64-bit computing, Apple.RTM. A7
processor with 64-bit architecture, Apple.RTM. M7 motion
coprocessors, Samsung.RTM. Exynos.RTM. series, the Intel.RTM.
Core.TM. family of processors, the Intel.RTM. Xeon.RTM. family of
processors, the Intel.RTM. Atom.TM. family of processors, the Intel
Itanium.RTM. family of processors, Intel.RTM. Core.RTM. i5-4670K
and i7-4770K 22 nm Haswell, Intel.RTM. Core.RTM. i5-3570K 22 nm Ivy
Bridge, the AMD.RTM. FX.TM. family of processors, AMD.RTM. FX-4300,
FX-6300, and FX-8350 32 nm Vishera, AMD.RTM. Kaveri processors,
Texas Instruments.RTM. Jacinto C6000.TM. automotive infotainment
processors, Texas Instruments.RTM. OMAP.TM. automotive-grade mobile
processors, ARM.RTM. Cortex.TM.-M processors, ARM.RTM. Cortex-A and
ARIVI926EJ-S.TM. processors, other industry-equivalent processors,
and may perform computational functions using any known or
future-developed standard, instruction set, libraries, and/or
architecture.
[0304] The term "means" as used herein shall be given its broadest
possible interpretation in accordance with 35 U.S.C., Section
112(f) and/or Section 112, Paragraph 6. Accordingly, a claim
incorporating the term "means" shall cover all structures,
materials, or acts set forth herein, and all of the equivalents
thereof. Further, the structures, materials or acts and the
equivalents thereof shall include all those described in the
summary, brief description of the drawings, detailed description,
abstract, and claims themselves.
* * * * *