U.S. patent application number 15/613829 was filed with the patent office on 2017-09-21 for shuttle system for overhead evse.
The applicant listed for this patent is Control Module, Inc.. Invention is credited to James S. Bianco, John Fahy.
Application Number | 20170267114 15/613829 |
Document ID | / |
Family ID | 59848316 |
Filed Date | 2017-09-21 |
United States Patent
Application |
20170267114 |
Kind Code |
A1 |
Bianco; James S. ; et
al. |
September 21, 2017 |
Shuttle System for Overhead EVSE
Abstract
A shuttle system employs an overhead track for selectively
positioning an overhead EVSE for servicing one of multiple bays of
a service facility. The EVSE is mounted to rails of the track
system by tandem roller assemblies. The power cord which connects
the EVSE to the power supply is coilable by roller assemblies which
also slide on a rail and allow the EVSE to be connected to power
regardless of the position along the rail.
Inventors: |
Bianco; James S.; (Suffield,
CT) ; Fahy; John; (Longmeadow, MA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Control Module, Inc. |
Enfield |
CT |
US |
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|
Family ID: |
59848316 |
Appl. No.: |
15/613829 |
Filed: |
June 5, 2017 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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15192253 |
Jun 24, 2016 |
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15613829 |
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14915717 |
Mar 1, 2016 |
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PCT/US2015/039684 |
Jul 9, 2015 |
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15192253 |
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62022844 |
Jul 10, 2014 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60L 53/16 20190201;
H02J 7/0027 20130101; B60L 53/30 20190201; B65H 75/4486 20130101;
B65H 75/4484 20130101; Y02T 10/70 20130101; Y02T 90/12 20130101;
Y02T 10/7005 20130101; B65H 2701/34 20130101; Y02T 10/7088
20130101; B60L 53/18 20190201; H02J 7/0045 20130101; B65H 75/4471
20130101; Y02T 10/7072 20130101; Y02T 90/14 20130101; B60L 3/04
20130101; Y02T 90/121 20130101 |
International
Class: |
B60L 11/18 20060101
B60L011/18; H02J 7/00 20060101 H02J007/00 |
Claims
1. A shuttle system for an overhead EVSE comprising: a track
comprising a pair of parallel rails each with at least one
longitudinally extending retention flange; an EVSE having a housing
enclosing a retractable cord with a power connector attached to
said cord and enclosing a motorized mechanism for winding and
unwinding said cord, said EVSE having an upper portion mounting two
pairs of roller assemblies which roll longitudinally along said
flanges; a power cable connecting said EVSE with a power conduit; a
plurality of roller sets attached to said power cable at spaced
positions, said roller sets mounted to a rail and slidable thereon
to form a loop configuration of said power cable; so that said EVSE
and said power cable may be slidably displaced along said track to
a selected position at which said cord may be extended and said
connector connected to an EV.
2. The shuttle system of claim 1 wherein each roller assembly has a
pair of rollers.
3. The shuttle system of claim 1 wherein each roller set has a
tandem pair of rollers.
4. The shuttle system of claim 1 further comprising a second EVSE
having a housing enclosing a retractable cord with a power
connector attached to said cord and enclosing a motorized mechanism
for winding and unwinding said cord, said EVSE having an upper
portion mounting two pairs of roller assemblies which roll
longitudinally along said flanges and a second power cable
connecting said EVSE with a power conduit so that each said EVSE
and power cable may be slidably displaced along said track to a
selected position, at which said cord may be extended and said
connector connected to an EV.
5. The shuttle system of claim 1 wherein said track is suspended
from a ceiling by a plurality of rods.
6. The shuttle system of claim 1 wherein said track extends over a
plurality of vehicle bays.
7. The shuttle system of claim 6 wherein there are at least four
bays.
8. The shuttle system of claim 1 wherein said track extends at
least 40 feet.
9. The shuttle system of claim 1 wherein said EVSE is activated by
a wireless activator.
10. A shuttle system for an overhead EVSE for a service facility
having a plurality of service bays and a ceiling disposed above
said bays comprising: a track suspended from said ceiling and
comprising a pair of parallel rails; at least one EVSE having a
housing enclosing a retractable cord with a power connector
attached to said cord and enclosing a motorized mechanism for
retracting and extending said cord, said EVSE having an upper
portion mounting a plurality of roller assemblies which roll along
said rails; a power cable connecting each said EVSE with a power
source; a plurality of slidable assemblies attached to said power
cable at spaced positions along said cable, each said slidable
assembly mounted to a rail and slidably displaceable thereon and,
in one position, forming a looped configuration of said power
cable; so that each said EVSE and said power cable may be slidably
displaceable along said track to a selected position at which said
cord may be extended and said connector connected to an EV
positioned at a bay.
11. The shuttle system of claim 10 wherein there are two EVSEs and
two power cables and said EVSEs are connected to share power.
12. The shuttle system of claim 10 further comprising an EVSE
actuator which, upon actuation, lowers said cord and each said EVSE
may be displaced by grasping a connector mounted to said cord and
pulled along said track.
13. The shuttle system of claim 10 wherein said track is supported
by a plurality of rods which engage longitudinally spaced locations
of said rails.
14. The shuttle system of claim 10 wherein there are four bays and
said track extends at least 40 feet above said bays.
15. A shuttle system for an overhead EVSE comprising: an elevated
track system; an EVSE shuttle having a housing enclosing a
retractable cord with an EV connector attached to said cord and
enclosing a motorized mechanism for retracting and extending said
cord, said EVSE shuttle having an upper engagement assembly
engageable with said track system and displaceable therealong; a
power cable connecting said EVSE shuttle with a power conduit; a
plurality of support sets attached to said power cable at spaced
positions, said sets mounted to said track system and slidable
thereon to form a loop configuration of said power cable; so that
said EVSE shuttle and said power cable may be slidably displaced
along said track system to a selected position at which said cord
may be extended and said connector connected to an EV.
16. The shuttle system of claim 15 wherein said upper engagement
assembly comprises four tandem rollers which engage on longitudinal
flanges of said track system.
17. The shuttle system of claim 1 wherein each said support set has
a tandem pair of rollers.
18. The shuttle system of claim 15 further comprising a second EVSE
shuttle having a housing enclosing a retractable cord with EV
connector attached to said cord and enclosing a motorized mechanism
for retracting and extending said cord, said EVSE shuttle having an
upper engagement assembly engageable with said track system and
displaceable therealong and a second power cable connecting said
EVSE shuttle with a power conduit so that each said EVSE shuttle
and power cable may be slidably displaced along said track system
to a selected position, at which each said cord may be extended and
each said connector connected to an EV.
19. The shuttle system of claim 15 wherein said track system
extends over a plurality of vehicle bays.
20. The shuttle system of claim 15 wherein said track system
extends at least 40 feet.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application is a continuation-in-part of U.S. patent
application Ser. No. 15/192,253 filed on Jun. 24, 2016, which
application is a continuation-in-part of U.S. patent application
Ser. No. 14/915,717 filed on Mar. 1, 2016, which application is the
National Stage Application of PCT/US2015/039684 filed on Jul. 9,
2015, which application claims the benefit of U.S. Provisional
Application No. 62/022,844 filed on Jul. 10, 2014, the entirety of
which applications are incorporated herein by reference.
BACKGROUND
[0002] This disclosure relates generally to installations for
managing the cable and connector used to charge the batteries of an
electric vehicle. More particularly, this disclosure relates to an
overhead charging station which employs lowering and raising an
electric cable having a connector for electrically connecting the
electric vehicle service equipment (EVSE) with the battery power
charging unit of the electric vehicle (EV).
[0003] With the large number of electric vehicle chargers being
deployed for public use, there has arisen a need to manage the
electric cable that connects the electric vehicle to the electric
vehicle service equipment (EVSE). When the cable is not stored
properly or left on the ground or pavement, it is exposed to the
elements, such as rain, snow, ice and dirt. The cable left on the
ground also becomes a tripping hazard. Systems that use cables and
pulleys require outriggers that take up a large amount of space and
still leave the cable exposed.
[0004] Publicly accessible EVSE installations have become
widespread and assume numerous configurations and capabilities.
Commonly, a publicly accessible EVSE is a post-mounted installation
having a permanently attached electrical cable which may extend up
to 25 feet in order to accommodate the connection to the electric
vehicle. From a safety standpoint, it is exceedingly important that
the cable cannot be allowed to lie on the pavement or adjacent area
where it can be exposed to the elements, damaged, run-over or
otherwise degraded. Furthermore in some installations such as
public garages and multi dwelling homes, there are no walls or
adequate space to mount currently available EVSEs. In addition,
ground mounted EVSE may require protection bollard, which can be
almost as expensive as the EVSE itself.
[0005] Ideally, the cable and connector, when not in use, should be
raised to a height out of reach of vandals and those passing by,
and automatically lowered to the point that the connector end of
the cable is easily grasped by the user and freely extended to
reach the inlet connector on the electric vehicle.
[0006] Naturally, it is highly desirable that any mechanism which
allows the power cable to be extended and retracted must be
reliable and efficient since the functionality of the EVSE is very
dependent upon the connectivity to the electric vehicle and the
integrity of the electrical connection.
[0007] This disclosure also pertains to the modularity and
flexibility of the components of the EVSE and its support equipment
and a management system which can easily be configured to meet the
various system requirements.
SUMMARY
[0008] Briefly stated, in one embodiment, an EVSE installation
comprises a unit with cable management that is mounted on a wall,
pole or ceiling. Multiple activation methods are provided to adapt
to a variety of EVSE installations. The EVSE unit is designed to
easily mount overhead and provide a method for storing, locking,
unlocking, lowering, releasing and retracting a power and control
cable with its electrical connector.
[0009] An EVSE cable is wound and unwound on a cable reel having a
hub by means of a motor drive unit with an electrically activated
clutch. The clutch drives the cable reel in a direction to unwind
the cable and still allows the cable to be manually extended. The
clutch also reverses direction when the clutch solenoid is
activated, and rewinds the cable onto the cable reel when the motor
rotation is reversed.
[0010] The clutch locks the cable and connector in the stored
(home) position and unlocks when the motor is energized with a
release rotation.
[0011] As the cable and connector are lowered to the access
position, a drive gear with a clutch bearing allows the cable to be
freely extended manually, to thereby allow the connector to reach
the charge inlet on the electric vehicle.
[0012] When the charge cycle is completed and the connector is
removed from the charge inlet on the EV, the clutch solenoid is
energized. This disconnects an extend idler gear from a motor drive
gear and engages the retracted idler gear with the motor drive
gear.
[0013] When the drive motor is energized, the cable is wound onto
the hub so that the cable progressively forms a coiled
configuration. The cable, as it rewinds, passes through a cable
wiper and home position sensor. A home ring on the cable lifts the
home sensor signaling that the connector is disposed at a stable
home position. At that event, the drive motor and solenoid are
deactivated locking the cable and connector in place.
[0014] The internal mechanical and electronic components are the
same for the wall, pole or ceiling mounted electric vehicle service
equipment (EVSE), although numerous optional features and modules
may be employed. Only the enclosures are changed to facilitate the
different mounting brackets.
[0015] In one embodiment, an EVSE installation comprises a housing.
A reel is disposed in the housing and has a central hub rotatable
about an axis. An electrical cable with a vehicle connector at one
end and connectable to a power supply at the other end is
retractable and extendable onto and from the reel. A cable
management system comprises a drive assembly for the reel and has a
drive mode to retract the cable and a release mode to extend the
cable. The drive assembly drives the cable onto the reel so that
the cable progressively winds on the hub to form a coiled
configuration and the cable and connector are disposed at a stable
home position. The cable management system comprises a clutch
mechanism that remains locked when no power is applied.
[0016] The housing is supported on a ceiling, pole or a wall. The
housing comprises a front cover that has an opening for a display
panel and antennas and receives the vehicle connector at the home
position and a rear cover that is mounted to either a pole or a
wall. The housing alternatively may have a bottom cover and has an
opening for a display panel and antennas and receives the vehicle
connector at the home position and a top cover that is mounted to a
ceiling.
[0017] The drive assembly comprises a motor and a drive gear
rotatably connecting with a drive member. A clutch mechanism is
controlled by a clutch solenoid. The management system comprises a
clutch gear, a clutch arm and a spring attached to the clutch arm.
Upon de-energizing the clutch solenoid, the clutch gear engages the
drive gear. After sensing connection of the vehicle connector to an
electric vehicle, the solenoid and the motor are not energized and
the drive member is thereby locked to prevent further extension of
the cable. Upon energizing the solenoid, the arm pivots and the
clutch gear separates from the drive gear so the drive gear is free
to rotate and the cable is freely extendable. Upon disconnecting
the vehicle connector from the electric vehicle, the cable is
automatically retracted into the reel by the drive assembly. A
sensor senses the home position of the cable and the connector. The
sensor comprises a mechanical lip, switch or a magnetic sensor. The
cable passes through a centering guide ring.
[0018] In another embodiment, a cable management system for
charging electric vehicles comprises a cable connectable to a power
supply and having an EV connector. A rotatable reel receives the
cable and releases and retracts the cable. A drive assembly for the
reel comprises an electrically operated motor which connects via a
clutch with a bi-positionable gear assembly engageable with a
continuous transfer member operatively engageable with the reel to
bi-directionally rotatably drive the reel. A controller
automatically controls the drive assembly wherein the cable is
lowerable to an access position manually extendable for connection
to an EV and retractable to store the connector in a locked
position.
[0019] The continuous transfer member comprises a sprocket chain in
one embodiment. A drive sprocket and a driven sprocket are each
engageable with the sprocket chain and a driven sprocket is
rotatably fixed with the reel. The gear assembly comprises a first
drive gear pinned to a motor shaft, a clutch drive gear with a
clutch bearing, a retractor idler gear and a deployment idler gear
wherein each of the idler gears are sequentially engageable with a
drive sprocket gear. The gear assembly is mounted to an arm and the
position of the arm is determined by a solenoid. The solenoid is
spring biased to force the arm to position the deployment idler
gear to engage with the drive sprocket gear. The solenoid is
actuatable to position the arm wherein said deployment idler gear
disengages from the drive sprocket gear and the retract idler gear
engages the drive sprocket gear to retract the cable. At least one
tension arm exerts a tension against the drive sprocket.
[0020] A home position sensor assembly senses the home position of
the connector. A ground fault control module senses a ground fault
and causes the termination of power to the cable. A communication
module receives and transmits a remote signal. An end user power
measuring module may be employed to precisely regulate the power
supplied by the cable. An input unit for the controller comprises a
device which may be either a card reader, a keyboard, a cell phone,
a computer or a pay station. An EV sensor is also employed in some
embodiments. A cable connected switch having a connected and a
disconnected state and a cable connected timer for delaying
retracting said cable for a pre-established time after occurrence
of the disconnected state is also preferably employed.
[0021] A shuttle system for an overhead EVSE employs a track. The
track comprises a pair of parallel rails, each with at least one
longitudinally extending retention flange. An EVSE has a housing
enclosing a retractable cord with a power connector attached to the
cord and encloses a motorized mechanism for winding and unwinding
the cord. The EVSE has an upper portion which mounts two pairs of
roller assemblies which roll longitudinally along the flanges. A
power cable connects the EVSE with a power conduit. A plurality of
roller sets are attached to the power cable at spaced positions.
The roller sets are mounted to a rail and slidable thereon to form
a looped configuration of the power cable. The EVSE and the power
cable may be slidably displaced along the track to a selected
position at which the cord may be extended and the connector
connected to an electric vehicle.
[0022] In one preferred embodiment, each roller assembly has a pair
of rollers and each roller set has a tandem pair of rollers. A
second EVSE with a housing enclosing a retractable cord with a
power connector attached to the cord and enclosing a motorized
mechanism for winding and unwinding the cord also has an upper
portion which mounts two pairs of roller assemblies. The roller
assemblies roll longitudinally along the flanges and a second power
cable connects the EVSE with a power conduit so that each EVSE and
power cable may be slidably displaced along the track to a selected
position, at which the cord may be extend and the connector
connected to an electric vehicle.
[0023] The track may be suspended from a ceiling by a plurality of
rods. The track extends over a plurality of vehicle bays. In one
embodiment, there are at least four bays and the track extends at
least 40 feet. Each EVSE may be activated by a wireless
activator.
BRIEF DESCRIPTION OF THE DRAWINGS
[0024] FIG. 1 is an isometric bottom view of the overhead EVSE
assembly with motorized cable retracting capabilities, mounted on a
ceiling and its power connector in the home locked position;
[0025] FIG. 2 is an isometric bottom view of the EVSE assembly with
motorized cable retracting capabilities, mounted overhead on a pole
and its power connector in the home locked position;
[0026] FIG. 3 is an isometric top view of the EVSE assembly with
motorized cable retracting capabilities, mounted overhead on a wall
and its power connector in the home locked position;
[0027] FIG. 4 is an isometric top view of the overhead EVSE
assembly with motorized cable retracting capabilities and its power
connector in the home locked position;
[0028] FIG. 5 is an elevation view of a ceiling mounted EVSE
showing the cable and connector at its stored (home) position and
at its lowered (ADA access height) position;
[0029] FIG. 6 is an elevation view of a ceiling mounted EVSE
showing the extent of the cable and connector attached to an
electric vehicle at three different inlet positions;
[0030] FIG. 7 is an elevation view of a wall mounted EVSE showing
the cable and connector at its stored (home) position and at its
lowered (ADA access height) position;
[0031] FIG. 8 is an elevation view of a wall and pole mounted EVSE
showing the extent of the cable and connector attached to an
electric vehicle at three different inlet positions;
[0032] FIG. 9 is a block diagram of an overhead EVSE assembly with
motorized cable management and its peripheral control modules;
[0033] FIG. 10 is an isometric top view of the overhead EVSE
assembly with motorized cable retracting capabilities, with the top
and bottom covers removed;
[0034] FIG. 10A is an isometric bottom view of the overhead EVSE
assembly with motorized cable retracting capabilities, with the top
and bottom covers, cable and connector removed;
[0035] FIG. 11 is an isometric front view of the wall EVSE assembly
with motorized cable retracting capabilities, with front and rear
covers removed;
[0036] FIG. 11A is an isometric rear view of the wall mounted EVSE
assembly with motorized cable retracting capabilities, with front
and rear covers removed;
[0037] FIG. 12 is a top view of the power cable reel assembly with
a partial cut away view of the power cable coiled on a hub mounted
on a support deck;
[0038] FIG. 12A is a side view of a power cable reel assembly
mounted on the support deck;
[0039] FIG. 12B is a bottom view of the power cable reel assembly
mounted with the support deck removed;
[0040] FIG. 13 is an isometric view of a motorized drive assembly,
shown with the drive motor, solenoid and clutch plate assembly,
drive gears, drive chain and drive sprocket;
[0041] FIG. 13A is a top view of the motorized cable and a drive
assembly with a solenoid clutch plate assembly, with gears engaged
in the extend configuration;
[0042] FIG. 14 is a side sectional view of the motorized cable and
a drive assembly taken along the lines 14-14 of FIG. 13A, shown
with solenoid clutch plate assembly gears engaged in the extend
configuration;
[0043] FIG. 15 is a top view of the motorized cable and a drive
assembly with a solenoid clutch plate assembly having gears engaged
in the retract configuration;
[0044] FIG. 16 is a side sectional view of the motorized cable and
a drive assembly taken along the lines 16-16 of FIG. 15, with a
solenoid clutch plate assembly, having gears engaged in the retract
configuration;
[0045] FIG. 17 is an isometric view of a slip ring assembly with
low voltage pilot and proximity rings;
[0046] FIG. 18 is a side view of the slip ring assembly, with low
voltage pilot and proximity rings, attached to the cable reel
assembly;
[0047] FIG. 19 is a side view, partly diagrammatic, of a home
position sensor assembly showing a cable guide cleaner, a home
sensor module, and a home sensing mechanical switch with the cable
in the lowered (extended) position;
[0048] FIG. 20 is a side view, partly diagrammatic, of a home
position sensor assembly showing the cable guide cleaner, home
sensor module, and home sensing mechanical switch with the cable in
the home position;
[0049] FIG. 21 is an isometric view of the EVSE display and
communication module;
[0050] FIG. 22 is an isometric view of the EVSE remote control
module;
[0051] FIG. 23 is an isometric view of the display and control
module with an RF antenna, and a remote control module mounted on a
bracket;
[0052] FIG. 24 is an isometric view of the EVSE, motor control,
power control, and ground fault detection (GFCI) module;
[0053] FIG. 25 is an isometric view of the EVSE, end user measuring
device (EUMD) module;
[0054] FIG. 26 is wiring diagram of the installation of a EUMD in
an EVSE assembly;
[0055] FIG. 27 is an end view, partly diagrammatic, of home sensing
assembly with a mechanical home sensing switch, remote control
module and a display/communication module;
[0056] FIG. 28 is a side view, partly diagrammatic, of a
display/communication module, a EUMD module, and the side view of
the GFCI module;
[0057] FIG. 29 is a rear view, partly diagrammatic, of a wall
mounted EVSE assembly with a home sensing assembly, a cable reel
with a coiled cable and a motorized cable and a drive clutch plate
assembly;
[0058] FIG. 30 is a side view, partly diagrammatic, of a wall or
pole mounted EVSE assembly with a home sensing assembly, a cable
reel with a coiled cable, a motorized drive assembly and a clutch
plate assembly;
[0059] FIG. 31 is a side view of an EV power connector which mounts
to the end of the cable;
[0060] FIG. 32 is a composite schematic diagram of the drive motor,
home switch, and clutch solenoid;
[0061] FIG. 33 is a timing diagram of the cable management motor
drive system for the EVSE;
[0062] FIGS. 34A-34B are each a flow diagram of the cable
management motor drive system for the EVSE;
[0063] FIG. 35A is a block diagram of an EVSE configured with a
remote on/off control button;
[0064] FIG. 35B is a block diagram of an EVSE configured with a
remote control vehicle detector;
[0065] FIG. 35C is a block diagram of an EVSE configured with a
wireless remote control on/off button;
[0066] FIG. 35D is a block diagram of an EVSE configured with a
remote on/off button and a RFID card or FOB reader control;
[0067] FIG. 35E is a block diagram of two or more EVSEs hardwired
to a gateway module, communicating with a central host computer via
a wide area network and being controlled by a user's cell
phone;
[0068] FIG. 35F is a block diagram of two or more EVSEs,
communicating with a gateway module, using a wireless ZigBee mesh
network, in turn the gateway is communicating with a central host
computer, via a wide area network and being controlled by a user's
cell phone;
[0069] FIG. 35G is a block diagram of two or more EVSEs, hard wired
to a payment station, communicating with an being controlled by a
central host computer via a wide area network (cloud);
[0070] FIG. 35H is a block diagram of two or more EVSEs,
communicating with a payment station, using a wireless ZigBee mesh
network, and in turn the payment station is communicating with and
being controlled by a central host computer via a wide area network
(cloud);
[0071] FIG. 36 is an isometric view of a remote control module
having on/off push button and/or a non-contact card or fob
reader;
[0072] FIG. 36A is an isometric view of an RFID card reader;
[0073] FIG. 37 is an isometric view of a remote control module
having a vehicle sensor;
[0074] FIG. 38 is an isometric view of a remote control transmitter
module;
[0075] FIG. 39 is an isometric view of a remote control payment
module;
[0076] FIG. 40 is an isometric view of a remote control gateway
module;
[0077] FIG. 41 is an annotated elevational view of a shuttle system
for an overhead EVSE illustrated in conjunction with two electric
vehicles;
[0078] FIG. 42 is an annotated fragmentary top plan view of the
shuttle system and the electric vehicles of FIG. 41;
[0079] FIG. 43 is an annotated side elevational view of a portion
of the shuttle system and electric vehicles of FIG. 41;
[0080] FIG. 44 is an annotated elevational view of a shuttle system
for an overhead EVSE illustrated in conjunction with three electric
vehicles further illustrating an operational mode thereof;
[0081] FIG. 45 is an annotated elevational view of a shuttle system
for an overhead EVSE illustrated in conjunction with four
vehicles;
[0082] FIG. 46 is an annotated top view of the shuttle system and
vehicles of FIG. 45;
[0083] FIG. 47 is a fragmentary cross-sectional view of a portion
of the shuttle system of FIG. 41;
[0084] FIG. 47A is an enlarged view of the A-circled portion of
FIG. 47;
[0085] FIG. 48 is a fragmentary sectional view of a portion of the
shuttle system of FIG. 41;
[0086] FIG. 48A is an enlarged view of the B-circled portion of
FIG. 48;
[0087] FIG. 49 is a perspective view of an EVSE carriage unit
employed in the shuttle system of FIG. 41;
[0088] FIG. 49A is an enlarged view of a portion of the EVSE
carriage unit of FIG. 49;
[0089] FIG. 50 is an isometric fragmentary annotated view, portions
broken away, of a portion of a shuttle system;
[0090] FIG. 50A is an enlarged annotated isometric exploded view,
portions broken away, illustrating a portion of the shuttle system
of FIG. 50;
[0091] FIG. 51 is an enlarged perspective view of a power cord
employed in the shuttle module of FIG. 41;
[0092] FIG. 51A is an enlarged portion of the power cord assembly
of FIG. 51;
[0093] FIG. 51B is an enlarged portion of the power cord assembly
of FIG. 51; and
[0094] FIGS. 52A and 52B are perspective views of a wall mounted
wireless transmitter and an electrical junction box, respectively
employed in the shuttle system of FIG. 41.
DETAILED DESCRIPTION
[0095] Reference is made to the drawings wherein like numerals and
designations constitute like parts and features throughout the
figures. A cable management system is employed in two types of EVSE
installations, each of which are capable of incorporating numerous
optional modules.
General System Description
[0096] Electric vehicle service or supply equipment (EVSE) 100 and
EVSE 200, each incorporates a motorized cable mechanism for winding
and unwinding a power cable 101 on a reel to raise or lower an
attached power connector 102 which preferably complies with J1772
standards.
[0097] EVSE 100 is mounted to a ceiling (FIG. 1), EVSE 200 may be
mounted to a pole 202 (FIG. 2) or a wall 201 (FIG. 3).
[0098] When EVSE 100 (FIG. 5) is mounted overhead to the ceiling
115, the connector 102 is stored at a height 107 that is out of
reach of vandals and those passing by. When authorized, the cable
101 is unwound for a given time period, from the cable reel 301
(FIG. 13A) which in turn lowers the connector 102 to the height 108
above the floor 112, that meets the ADA requirements.
[0099] As the cable 101 (FIG. 6) is lowered from the ceiling
mounted EVSE 100, it is free to be extended manually, so that the
connector 102 can reach the different electric vehicle 600 inlets
109, 110, 111.
[0100] When EVSE 200 (FIG. 7) is mounted overhead on a pole or wall
201, 202, the connector 102 is stored at a height 107 that is out
of reach of non-users. When authorized, the cable 101 is unwound
from the cable reel 301 (FIG. 13A) for a given time period, which
in turn lowers the connector 102 to the height 108 above the floor
112, that meets the ADA requirements.
[0101] As the cable 101 (FIG. 8) is lowered from the pole 202
mounted EVSE 200, it is free to be extended manually so that the
connector 102 can reach the different electric vehicle 600 inlets
109, 110, 111.
[0102] EVSE 100 has a housing or enclosure (FIG. 1) that includes a
bottom cover 103 and a top cover 104.
[0103] EVSE 200 has a housing or enclosure (FIG. 2) that includes a
rear cover 203 and a front cover 204.
[0104] Both the overhead mounted EVSE 100 (FIGS. 10, 10A) and the
wall/pole mounted EVSE 200 (FIGS. 11, 12) employ the same internal
motorized management system for winding and unwinding the power
cable 101. The differences between EVSE 100 and EVSE 200 are the
enclosures 103, 104 (FIG. 1) and 203, 204 (FIG. 2) and the cable
exit points 401.
[0105] Both the overhead mounted EVSE 100 and the wall/pole mounted
EVSE 200 employ the same internal mechanical assemblies, which
include the following:
[0106] the cable reel assembly 300 (FIG. 12);
[0107] the motor clutch assembly 302 (FIGS. 10A, 11, 13);
[0108] the cable reel drive assembly 303 (FIGS. 13, 14);
[0109] the slip ring assembly 304 (FIGS. 17, 18); and
[0110] the home position sensor assembly 400 (FIGS. 19, 20).
[0111] Both the overhead mounted EVSE 100 and the wall/pole mounted
EVSE 200 may employ the same electronic support modules, which may
include one or more of the following:
[0112] the GFCI safety and control module 500 (FIG. 24);
[0113] the display and communication module 501 (FIG. 21);
[0114] the remote control receiver 502 (FIG. 22); and
[0115] the end user power measuring module 503 (FIG. 25).
[0116] Both the overhead mounted EVSE 100 and the wall/pole mounted
EVSE 200 may function with the same remote controls, which may
include one or more of the following:
[0117] the control module 504 (FIG. 36);
[0118] the vehicle sensor 505 (FIG. 37);
[0119] the remote control transmitter 502B (FIG. 38);
[0120] the payment station 506 (FIG. 39); and
[0121] the gateway module 507 (FIG. 40).
[0122] The cable reel assembly 300 (FIG. 10A), includes a cable
reel 301, a hub 301C, a ring bearing 301D (FIG. 13A), a reel drive
sprocket 301F, six drive posts 301E, and four cable guide spindles
301G.
[0123] The motor and clutch assembly 302 (FIGS. 13, 13A, 14)
includes a drive motor 302A, a drive motor worm gear 302B, a pinned
drive gear 302C, a motor drive gear with a clutch bearing 302L,
idler gears 302D, 302K, a sprocket drive gear 302E, a clutch
solenoid 302F, and clutch plates 302J.
[0124] The cable reel drive assembly 303 includes a drive sprocket
303A, a drive chain 303B, and drive chain tension sprockets
303C.
[0125] The slip ring assembly 304 (FIGS. 17, 18) includes a high
voltage brush assembly 304A and two low voltage brush assembly
304K.
[0126] The home position sensor assembly 400 (FIGS. 19, 20)
includes four cable guide rollers 401, cable brush cleaners 402, a
home sensor lift ring 403, and mechanical limit switch 406.
[0127] The safety and control module 500 (FIGS. 9, 24) includes a
central processing unit 500C, a current measuring circuit 500D, a
ground fault detection circuit 500E, and a circuit interrupter
500F.
Functional Description
[0128] The following description describes the sequence of events
that would take place during an electric car charging cycle. What
is described, but not limited to, is an overhead ceiling mounted
electric vehicle service equipment (EVSE) with a motor driven cable
management system 100 (FIG. 1) being activated by a simple on/off
push button switch 504A (FIGS. 35A, 36).
[0129] With additional reference to FIG. 33, each time primary
power is applied at 701A to the EVSE 100, the central processor
unit 500C (FIG. 9) test signal 703A for the home sensor 400 limit
switch 406 determines if the connector 102 is in the home locked
position 107 (FIG. 5).
[0130] When the connector 102 is in the home locked position 107
(FIG. 5), EVSE 100 is ready for service.
[0131] When the connector 102 is not in the home locked position,
107 (FIG. 5), the central processor unit 500C (FIG. 9) energizes
via signals 708A, 706A, the clutch solenoid 302F and the drive
motor 302A for clockwise rotation 707A, and the maximum cable
retract timer 715A is started. When the clutch solenoid 302F is
energized rotating the clutch plate assembly 302J around pivot
shaft 302I, the retracted idler gear 302K engages the motor drive
gear 302C with the sprocket drive gear 303E. The sprocket drive
gear 303E drives an attached drive sprocket 303A, which drives a
drive chain 303B with a clockwise rotation 302N. The drive chain
303B in turn drives the cable reel assembly 301 in a clockwise
rotation.
[0132] When the cable reel assembly 301 is driven with a clockwise
rotation, the power cable 101 winds onto the reel hub 301D, until
the power cable home ring 101A, reaches and lifts the home sensor
lift ring 403 (FIG. 20). The latter in turn raises the lever arm of
the mechanical limit switch 406, signaling at 703B (FIG. 33) of the
central processor unit 500C to remove the power 708B, 706B from the
clutch solenoid 302F and the drive motor 302A. The connector 102 is
now locked at the home position 107 (FIG. 5) and ready for
service.
[0133] When a driver parks the electric vehicle 600 under the
overhead EVSE 100, and in this case presses the on push button
switch 504A for service, an authorization signal 704 is sent to the
central processing unit 500C. The central processor unit 500C (FIG.
9) energizes power 706B to the drive motor 302A for
counterclockwise rotation 707C (FIG. 33), and starts the cable
extension timer 705A.
[0134] When the drive motor 302A is energized 706C, the clutch
solenoid spring 302H will rotate the clutch plate assembly 302J
around pivot shaft 302I disengaging the retract idler gear 302K and
engaging the extend idler gear 302D with the motor drive gear with
clutch barring 302L and the sprocket drive gear 303E (FIGS. 13A,
14). The sprocket drive gear 303E drives the attached drive
sprocket 303A, which in turn drives a drive chain 303B with a
counterclockwise rotation 302M. The drive chain 303B in turn drives
the cable reel assembly 301 in a counterclockwise rotation. When
the cable reel assembly 301 is driven with a counterclockwise
rotation, the power cable 101 unwinds from the reel hub 301D, until
the cable extended timer 705 times out at 705B. At that time, the
power connector 102 would have reached the required ADA height 108
(FIG. 5) above the floor 112.
[0135] When the power cable 101 is being lowered or when the power
connector 102 reaches the ADA height 108 (FIG. 5), it is necessary
that the power cable 101, with its power connector 102, are free to
be manually extended to the extent of the cable length 109, 110,
111 (FIG. 6). To achieve this requirement, the motor and clutch
assembly 302 employs the use of a clutch bearing 302O.
[0136] The key feature is the combination of a clutch bearing 302O
attached to the motor drive gear 302L. The clutch bearing 302O has
the unique feature of locking to the motor shaft 302P when driven
in a counterclockwise direction 302M and slipping when driven in
the clockwise direction.
[0137] When the clutch solenoid 302F is not energized and drive
motor 302A is energized so that the drive motor shaft 302P turns in
a counterclockwise (CCW) rotation 302M (FIG. 14), the motor drive
gear with the clutch bearing 302L, will rotate counterclockwise,
driving the extend idler gear 302D with a clockwise rotation. The
extend idler gear 302D, which is engaged with the sprocket drive
gear 302E, will drive the sprocket drive gear 302E and its attached
drive sprocket 303A counterclockwise at 302M. The drive sprocket
303A will drive the drive chain 303B with a counterclockwise
rotation, turning the reel drive socket 301F and its attached cable
reel assembly 301 (FIG. 13A) with a counterclockwise rotation 302M
(FIG. 14). When the cable reel 301 rotates in a counterclockwise
rotation 302M (FIG. 14), the power cable 101 will unwind from the
cable reel 301 and lower the power connector 102.
[0138] As the cable 101 is unwound from the cable reel 301, cable
spindles 301G prevent cable 101 from dragging on the internal frame
105. This friction would cause the cable 101 to uncoil inside the
cable reel 301 instead of lowering power cable 101 and power
connector 102.
[0139] While the power cable 101 is being lowered or when the power
connector stops at the ADA height, power cable 101 is free to be
extended by manually pulling on the power cable 101 or power
connector 102. This is possible because the drive gear with the
clutch bearing 302L is free to rotate CCW on the motor shaft 302P.
Pulling on the power cable 101 will rotate the cable reel 301 CCW,
in turn rotating the drive chain 303B CCW. The latter rotates the
drive sprocket 302E CCW, which rotates the extend idler gear 302D
CW, which rotates the motor drive gear with the clutch barring 302L
CCW on the motor shaft 302P. The motor drive gear with clutch
barring 302L is free to rotate CCW on the motor shaft 302P when the
power cable 101 is extended by manually pulling on the power cable
101 or power connector 102.
[0140] When the power cable 101 and the power connector 102 are
lowered at 707C, a cable connected timer is started at 712A (FIG.
33). If the cable connected timer expires 725 (FIG. 34A) before the
power connector 102 is attached to the electric vehicle 600, and
the power connector latch 102A is not pressed 714, then the clutch
solenoid 302A is energized 708C and the drive motor is energized
706E with a clockwise rotation 707E. The cable retracted timer is
started at 715C and the power cable 101 is wound up on to the cable
reel 301 until the home sensor limit switch 406 detects at 703D
that the power connector is at the home position 107. If the drive
motor current exceeds the stall limit 716 then the voltage is
removed from the drive motor and the stall counter is incremented
by one count 717. If the stall counter does not exceed the abort
limit 718, then the drive motor 302D is powered for two seconds
with a counterclockwise rotation at 302M to free the power
connector 102. After a wait period 720, another attempt is made to
retract the power cable 101 and power connector 102. When the stall
counter exceeds its limit, a malfunction message is sent to the
service center host 509 (FIG. 35H).
[0141] When the power connector 102 is connected to the inlet 109,
110, or 111 of the electric vehicle 600 and the pilot 500C and
proximity 500H signals are received by the central processing unit
500C, the circuit interrupter 500F will be closed applying power to
the electric vehicle 600.
[0142] When the charging session is completed, and the latch button
102A is pressed, the proximity switch 102B opens. The central
processing unit 500C receives a signal that the power connector 102
is about to be removed to thereby disconnect the power to the
electric vehicle 600. When the power connector 102 is removed from
the electric vehicle inlet 109, 110, or 111, the pilot signal will
be removed, indicating that the power connector is out of the inlet
on the electric vehicle. However, the power cable 101 will not be
retracted until the pressure is removed from the latch button 102A
on the power connector 102.
[0143] Again when the power connector latch 102A is released at
714, the clutch solenoid 302A is energized 708C, and the drive
motor is energized 706E with a clockwise rotation 707E. The cable
retracted timer is started at 715C, and the power cable 101 is
wound up on to the cable reel 301 until the home sensor limit
switch 406 detects at 703D that the power connector is at the home
and locked position 107.
Description of Mechanical Assemblies
[0144] The ceiling mounted enclosure 100 (FIGS. 1, 4, 27) has a top
cover 104 that has two U channel structures 106 disposed at each
side. The top assembly is bolted to two uni-struts 116 that are
fastened to the ceiling. The internal side frames 105, (FIGS. 10,
10A, 27 and 28) are hung from the U channel structures 106 and are
bolted in place. The support deck 105A is bolted to the side frames
105. The internal structure is covered with a removable bottom
cover 103. The bottom cover has three access holes--one for the
conduit connections 114, one for the power cable 114A and one for
the display status indicators 501 and communication antennas 501B
and 502A.
[0145] The wall/pole mounting enclosure 200 (FIGS. 2, 3) has a rear
cover 203 that is fastened to the pole 202. The internal side
frames 205, (FIGS. 11, 12, 29, 30) are hung from the rear cover 203
and are bolted in place. The support deck 205 is bolted to the side
frames 205A. The internal structure is covered with a removable
front cover 204. The bottom of the front cover 204 has three access
holes--one for the conduit connections 114, one for the power cable
114A and one for the display status indicators 501 and
communication antennas 501B and 502A.
[0146] The cable reel assembly 300 (FIGS. 10, 11A, 12, 12A, 12B) is
designed to hold up to twenty five feet of coiled power wire 101
between two disks 301A, 301B and wound on hub 301C. The hub and
disk sub assembly is mounted to a ring bearing 301D which is
attached to the support deck 205. The hub and disk sub assembly
with the power cable are free to rotate in either direction. As the
power cable 101 is unwound, by rotating the cable reel assembly 300
counterclockwise, the power cable 101 is guided by the cable
spindles 301G extending the cable. When the cable reel assembly 300
is rotated clockwise, the power cable 101 is wound on to the hub
301C retracting the cable. A reel drive sprocket 301F is attached
to the bottom disk 301B utilizing multiple drive posts 301E.
Rotating the reel drive sprocket 301F rotates the entire cable reel
assembly 300. The end of the power cable 101 closes T to the hub
301C is secured by a rotating cable clamp 301H. The rotating cable
clamp 301H turns when the power cable 101 is fully extended, which
ensures a pre-established break away force is provided.
[0147] The motor and clutch assembly 302 (FIGS. 13, 13A, 14, 15,
16) comprises a bidirectional DC drive motor 302A, a drive motor
worm gear 302B, a pinned motor drive gear 302B, a motor drive gear
302L with a clutch bearing, an extend idler gear 302D, a retract
idler gear 302K, a sprocket drive gear 302E, a drive sprocket 303A,
a clutch solenoid 302F, and a clutch plate or arm 302J.
[0148] To extend the power cable 101 (FIGS. 14, 15), the cable reel
301 must be rotated counterclockwise 302M. To achieve this, the
clutch solenoid 302F (FIG. 14) is not energized, and the
compression spring 302H will rotate the clutch plates 302J around
the clutch pivot shaft 302I until the extend idler gear 302D
engages with the sprocket drive gear 302E. When the drive motor is
energized for counterclockwise rotation designated by arrow 302M,
the motor drive shaft 302P engages the clutch barring 302O, and
drives the motor drive gear with the clutch bearing 302L
counterclockwise. This in turn drives the extend idler gear 302D
clockwise and the sprocket drive gear 302E counterclockwise
designated by arrow 302M. The sprocket drive gear 302E drives the
sprocket drive chain 303B and the cable reel assembly 301
counterclockwise designated by arrow 302M unwinding and extending
the power cable 101.
[0149] To retract the power cable 101 (FIGS. 14, 15), the cable
reel 301 must be rotated clockwise designated by arrow 302N. To
achieve this, the clutch solenoid 302F (FIG. 14) is energized, and
the clutch solenoid plunger 302G will rotate the clutch plates 302J
around the clutch pivot shaft 302I until the extend idler gear 302D
disengages from the sprocket drive gear 302E and engages the
retract idler gear 302K with the sprocket drive gear 302E. When the
drive motor is energized, for clockwise rotation designated by
arrow 302N, the motor drive gear 302C rotates clockwise. This in
turn drives the retract idler gear 302K counterclockwise and the
sprocket drive gear 302E clockwise designated by arrow 302N. The
sprocket drive gear 302E drives the sprocket drive chain 303B and
the cable reel assembly 301 clockwise designated by arrow
302N--winding and retracting the power cable 101.
[0150] The cable reel drive assembly 303 (FIGS. 12B, 13, 13A)
comprises a drive chain 303B, a reel drive socket 301F, drive chain
tension sprockets 303C, drive chain tension arms 303D, and tension
spring 303E. The reel drive socket 303A is capable of driving the
reel drive chain 303B and the reel drive sprocket 301F either
clockwise or counterclockwise. The drive chain tension sprockets
303C, which are held in compression by the tension spring 303E,
keep the drive chain 303B fully engaged with the drive sprockets
303A and 301F.
[0151] The slip ring assembly 304 (FIGS. 17, 18) comprises a high
voltage brush assembly 304A, two low voltage brushes 304B, 304C,
and a printed circuit board 304D. A slip ring assembly 304 is
required to provide an electrical circuit to power cable 101. Three
high voltage/high current brush circuits 304A are needed--two for
power and one for the ground circuit. Two low voltage/low current
brush circuits 304B and 304C are needed--one for the pilot signal
and the other for the proximity signal. The low voltage brushes
304B and 304C (FIG. 17) make contact with two printed circuits
circular tracks 304L.
[0152] The home position sensor assembly 400 (FIGS. 19, 20)
comprises four omni-direction guide rollers 401, three transition
guide rollers 401A, a home sensor lift ring 403 with a cable
cleaner 402, a home sensor return spring 404, and a home sensor
limit switch 406 with a switch lever 405.
[0153] As power cable 101 (FIG. 19) is lowered, it is guided by
guide rollers 401A through the home sensor lift ring 403, which is
held down by the home sensor return spring 404. When the home
sensor lift ring 403 is down, the switch lever 405 is down causing
a signal to be sent to the central processor unit 500C (FIG. 9),
indicating that the power cable home ring 101A is not at the home
position 107.
[0154] As power cable 101 (FIG. 20) is raised, it is guided by
guide rollers 401A through the home sensor lift ring 403, which is
held down by the home sensor return spring 404. When the home
sensor lift ring 403 is raised by the power cable lift ring 101A,
the switch lever 405 is lifted, causing a signal to be sent to the
central processor unit 500C (FIG. 9), indicating that the power
cable home ring 101A is at the home position 107 and to stop the
rewind process.
[0155] As the power cable 101 is lowered or raised, it passes
through a cable cleaner 402 which removes foreign particles such as
ice, water or dirt from the cable jacket. It also prevents insects
from entering the enclosure.
Description of Electronic Modules
[0156] The safety and control module 500 (FIGS. 9, 24, 26)
comprises a central processing unit 500C, a current measuring
circuit 500D, a ground fault detection circuit 500E, a DC power
supply 500I, and a circuit interrupter 500F.
[0157] The primary purpose of the safety and control module 500 is
to provide the necessary safety circuits for detecting a ground
fault (circuit 500E), or an overload current drain (circuit 500D)
and to disconnect the power source 500A from the electric vehicle
600 (circuit interrupter 500F) should either occurrence happen.
[0158] The central processing unit 500C also communicates with the
electric vehicle 600 via the pilot signal 500G to indicate the
maximum amount of power that is available at that time.
[0159] The central processing unit 500C (FIG. 9) also controls the
winding and unwinding of the power cable 101, which is achieved by
controlling the motor 302A and the clutch solenoid 302F and
monitoring the home sensor limit switch 406.
[0160] The central processing unit 500C (FIG. 9) also communicates
with the data router 501B and the status display card 501A. The
data router 501B provides a communication interface between the
central processing unit 500C and remote controlling units such as
payment stations 506 (FIG. 39), or gateway modules 507 (FIG. 40).
Communications with the data router may take place over directly
connected wires or using a wireless R.F. mesh network.
[0161] The central processing unit 500C (FIG. 9) may be activated
from a contact closure received from a vehicle detector 505 (FIG.
37), an on/off switch 504A (FIG. 36), an RFID card reader 504B
(FIG. 36), or a remote control receiver 502 (FIG. 22). The remote
control R.F. signal 502D can be transmitted from a remote control
transmitter 502B (FIG. 38) or from the garage door opener 604 (FIG.
6) located inside the electric vehicle 600.
[0162] The status display and communication module 501 (FIGS. 9,
21) is an accessory module that can be assembled and configured to
fulfill the different communication needs of the overhead EVSE 100,
200 in the cable management functions.
[0163] The basic unit of module 501 is equipped with a status
display card 501A containing five light emitting diodes that can be
easily viewed from below the EVSE 100, 200 (FIGS. 1, 2). The LEDS
indicate that primary power is on, that the electric vehicle is
connected, that charging is in process, that a problem was
detected, and that the EVSE is reserved.
[0164] The module 501, when required, will accept two different
data router 501B communication cards. One card will provide two
serial RS232 communication ports. The second card will provide an
RF transceiver card that will communicate with up to 96 other RF
transceivers on the same mesh network. FIG. 23 shows the status
display and communication module 501 connected to the RF ZigBee
antenna.
[0165] One of the RF transceivers could be associated with either a
payment station 505 (FIG. 39) or a gateway module 507 (FIG. 40).
The remote control receiver 502 (FIGS. 22, 23) is an add on module
that is programed to have the same activation code as either the
remote control transmitter 302B (FIG. 38) or the garage door opener
604 in the electric vehicle 600 (FIG. 6).
[0166] The end user power measuring module 503 (FIG. 25) is an add
on module that precisely measures the power being delivered to the
electric vehicle 600. To install the unit, one of the AC power
wires 101B (FIG. 26) is passed through the EUMD 503 (FIG. 26), two
power leads are attached to the power output 500B of the safety and
control module 500, and the communication leads are also connected
to the module 500.
[0167] As AC power is delivered to the electric vehicle 600, the
EUMD 503 will precisely measure, store, and output IR optical
pulses 503C, indicating the total KW of power measured being
delivered to the electric vehicle 600. When the charge cycle is
completed, the EUMD 505 will transmit to the central processing
unit 500C, the total power delivered to the electric vehicle 600,
which in turn will be reported to either the payment station 506,
or the gateway module 507, for further processing and billing.
Description of the Remote Control Modules
[0168] The control module 504 (FIG. 36) is a wall mounted module
that activates the EVSE 100 with a wired on/off switch 504A. When
the switch is 504A pressed, the EVSE 100, 200 is signaled to lower
the power cable 101 and its power connector 102 to the ADA height
108. The charging power will be turned off when the power connector
102 is removed from the electric vehicle 600, and the power cable
101 and the power connector 102 will be raised to its home and
locked position 107 (FIG. 5). The second version 504B (FIG. 36A)
will activate the EVSE 100 with an RFID card reader 504C, which
when read correctly will signal the EVSE 100, 200 to lower the
power cable 101 and its power connector 102 to the ADA height 108
(FIG. 5). The charging power will be turned off when the power
connector 102 is removed from the electric vehicle 600, and the
power cable 101 and the power connector 102 will be raised to its
home and locked position 107 (FIG. 5).
[0169] The vehicle sensor module 505 (FIG. 37) is an ultrasonic or
laser distance measuring device that is mounted over the top of
where the electric vehicle 600 will park to charge the vehicle. The
sensor module 505 will measure the distance from the ceiling 115 to
the floor 112 (FIG. 5) when there is no vehicle under it, and store
the distance. When an electric vehicle 600 parks in the spot to
charge the vehicle (FIG. 6), the vehicle sensor module 505 will now
measure a height to the top of the vehicle 605, which is less than
the stored distance to the floor, indicating that a vehicle is
present and initiating an operational step to lower the power cable
101 and its power connector 102 to the ADA height 108. The charging
power will be turned off when the power connector 102 is removed
from the electric vehicle 600, and the power cable 101 and the
power connector 102 will be raised to its home and locked position
107 (FIG. 5).
[0170] The remote control transmitter 502B (FIG. 38) is a battery
powered wireless transmitter 502D. Transmitter 502D transmits a
coded message to the remote control receiver 502. The remote
control transmitter may also be the garage door opener 604, located
in the electric vehicle 600 (FIG. 6). When the remote control
receiver receives the correct signal, it signals the EVSE 100, 200
to lower the power cable 101 and its power connector 102 to the ADA
height 108. The charging power will be turned off when the power
connector 102 is removed from the electric vehicle 600, and the
power cable 101 and the power connector 102 will be raised to its
home and locked position 107 (FIG. 5).
[0171] The payment station 506 (FIG. 39) is a support module for
one or more EVSEs 100, 200. The payment station 506 communicates
with the EVSEs utilizing a wired network 501C (FIG. 35G) or a
wireless ZigBee mesh network 501E (FIG. 35H).
[0172] The payment station 506 (FIG. 39) is equipped with a display
506C, a key board 506D and a central processor unit 506B.
[0173] The payment station 506 (FIGS. 35G, 39) may be configured
with one or more payment methods--a magnetic credit/debit card
reader 506E, a chip card reader 506F, and a RFID card reader
506G.
[0174] The payment station 506 (FIGS. 35G, 39) communicates with
the host transaction processor 509 over the wide area network 511
utilizing different means, such as Wi-Fi 506H, Ethernet 506I, or
cell phone modem 506J.
[0175] The payment may also be made utilizing the user's personal
cell phone 508 (FIG. 35G) which communicates directly with the host
transaction processor 509.
[0176] The gateway module 507 (FIG. 40) is a support module for one
or more EVSEs 100, 200. The gateway module 507 communicates with
the EVSEs utilizing a wired network 501C (FIG. 35E) or a wireless
ZigBee mesh network 501E (FIG. 35F).
[0177] The payment station 506 (FIGS. 35G, 39) communicates with
the host transaction processor 509 over the wide area network 511
utilizing different means, such as Wi-Fi 506H, Ethernet 506i, or
cell phone modem 506J.
[0178] The payment may also be made utilizing the user's personal
cell phone 508 (FIG. 35E) which communicates directly with the host
transaction processor 509.
Detailed Functional Description
[0179] To raise the connector 102 (FIG. 5) to the home position
107, the cable 101 must be wound, with a clockwise rotation (CW),
onto the cable reel assembly 300 (FIG. 16). To achieve this, the
drive motor 302A is energized producing a CW rotation, driving the
pinned motor gear 302C. When the clutch solenoid 302F is energized,
the retracted idler gear 302K engages between the motor drive gear
302C and the sprocket drive gear 302E. The drive sprocket 303A,
which is attached to sprocket drive gear 302E, is driven in a CW
rotation (FIG. 15), which in turn drives the drive chain 303B in
the CW rotation 302M, again driving the reel drive sprocket 301F in
the CW rotation. Drive post 301E attaches the cable reel assembly
301 to the drive sprocket 301F. The cable reel assembly 301 is held
in place by ring bearing 301D attached to the internal frame 105.
As the drive sprocket 301F rotates CW (FIG. 15), cable 101 is wound
on to the cable reel 301.
[0180] The cable management system comprises a motor and clutch
mechanism 302 that remains locked when in the home position 107 and
no power is supplied. The EVSE assembly preferably comprises a
mounting frame 105 for the motor and clutch mechanism 302, a cable
guide and home sensor 400, a display and communication module 501,
an end user measuring module (EUMD) 503 and the remote control RF
receiver 502. The ceiling mounted EVSE 100 (FIG. 1) enclosure has a
bottom cover 103 with conduit access holes 114 for the electric
cable and its connector, the display module status lights 501,
communication antenna 501B and remote control RF antenna 502A. The
drive assembly 302 (FIG. 13) comprises a motor 302A with a worm
drive gear 302B, a motor drive gear 302C, idler drive gears 302D,
extend idler drive gear 302D and retract idler drive gear 302K
which are attached to a clutch plate 302J that is rotated by a
clutch solenoid 302F when energized. The large reel drive sprocket
301F is attached to the cable reel 301 and driven by a drive chain
303B.
[0181] The cable management system also comprises a clutch
mechanism controlled by a clutch solenoid 302F. The clutch
mechanism preferably is comprised of an extend idler gear 302D, a
retract idler gear 302K, a motor drive gear 302C, a motor drive
gear 302L with a clutch bearing, a drive sprocket gear 302E, a
clutch lever 302I, a clutch solenoid 302F with a spring 302F
attached to the plunger 302G of the clutch solenoid. Upon
de-energizing the clutch solenoid 302F, the extend idler gear 302D
engages the drive sprocket gear 302E, with the motor drive gear
302L with clutch bearing and when the drive motor 302A is energized
with a counterclockwise rotation, the electric cable 101 and the
connector 102 are lowered to the ADA height (4') above the garage
floor. At any time, when the cable and connector are being lowered,
or reaches the ADA height, the motor drive gear 302L, with the
clutch bearing, allows the cable and connector to be manually
extended to its fullest length.
[0182] Upon sensing the connection of the electrical connector 102
to an electric vehicle, the clutch solenoid 302F is energized. Upon
energizing the clutch solenoid, the lever 302J pivots and the
extend idler gear 302D separates from the small sprocket drive gear
302E. At the same time, the retract idler gear 302K engages with
the small sprocket drive gear 302E. The drive motor worm drive gear
302B prevents the cable reel 301 from rotating. The reel is thereby
locked to prevent further extension of the electrical cable. Upon
disconnecting the vehicle connector from the electric vehicle,
drive motor 302A is energized to rotate in a clockwise rotation
(arrows 302N), which in turn drives the cable reel 301 in a
clockwise rotation, winding up the electrical cable until the
connector 102 reaches the home position. When the connector reaches
the home position, the power to the drive motor 302A is removed,
again locking the cable and connector in position.
[0183] The EVSE installation preferably comprises a sensor 400 that
senses the home position of the cable and the connector. The sensor
400 may be either a magnetic sensor or a mechanical switch.
[0184] The overhead electric vehicle service equipment EVSEs 100,
200 incorporate the use of a five channel slip ring assembly 304.
Three high voltage, high current brushes are housed in the high
voltage brush assembly 304A. Two low voltage, low current brushes
holders 304K are provided--one to hold the pilot signal brush 304B
and one to hold the proximity signal 304C (FIGS. 17, 18). The low
voltage brushes 304B, 304C, ride on two conductive circular paths
on a printed circuit board 304D.
Description of the EVSE Overhead Shuttle System
[0185] With reference to FIGS. 41-52B, a shuttle system for an
overhead EVSE, such as previously described, is generally
designated by the numeral 1000. The shuttle system is adapted for
use in conjunction with service facilities having multiple bays for
servicing vehicles including EVs. The shuttle system allows an EVSE
to be selectively moved to be positioned so that it can be
connected to an electric vehicle wherever it is located within the
vicinity. For the illustrated shuttle system 1000 which allows for
the usage of two EVSEs 1100, a power sharing arrangement is
employed. EVSE 1100 may be substantially identical in form and
function to EVSE 100 except for the modifications described below.
The EVSE is conventionally connected to a 40-50 amp power source so
that 32 amps is available for supply to the electric vehicle.
However, under the power sharing arrangement, if a second EVSE is
also employed, each EVSE operates at 16 amps, which is typically
sufficient for service-type functions.
[0186] In a preferred form, the shuttle system 1000 employs a track
system 1010 which is preferably suspended from the ceiling and
extends over the multiple bays of the facility. Alternately, the
track system 1010 may be elevated or supported above the service
bays. The track system employs multiple sections of slotted rails
1020 which are mounted in end-to-end fashion and in parallel. With
reference to FIGS. 50 and 50A, the rails 1020 are supported by
threaded rods 1030 which extend from the ceiling at spaced
locations along the rail. The lengths of the rods are determined by
the ceiling height above the floor of the bays. The rails are
joined by U-shaped fittings 1032. Spacer brackets 1034 connect
between the parallel rows at various locations along the rails to
ensure the proper parallel spacing of the rails. Diagonal supports
1036 may be mounted at the various locations to prevent sway and
ensure the rigidity of the track system. With reference to FIGS.
47-48, the rails each include a longitudinal lower slot 1022 which
is defined by a pair of longitudinally extending support flanges
1024. The flanges 1024 may be slightly concave.
[0187] With reference to FIGS. 49 and 49A, each EVSE 1100 at an
upper cover mounts two pairs of tandem roller assemblies 1040 which
essentially form an EVSE carriage or shuttle. The roller assemblies
1040 are spaced and dimensioned so that they are received in the
rails and longitudinally roll along the rails. The underside of the
EVSE 1100 includes the EVSE J1772 connector 1102 and the cord 1101
which winds and unwinds from the EVSE unit.
[0188] With reference to FIGS. 51-51B, a plurality of substantially
identical cord roller sets 1050 are attached at generally
equidistantly spaced locations to the power cable 1060 which
extends from an upper junction box 1070 to the EVSE 1100 to supply
power to the EVSE. Each roller set 1050 includes a U-shaped yoke
1052 which mounts an axle 1053 with tandem rollers 1054. A rod 1056
includes an eyelet 1057 and is bolted to the underside of the yoke.
A strap 1058 wraps around the power cable at various spaced
locations along the power cable. The strap 1058 is bolted through
the eyebolt so that the cord may be supported above the service
bays, and the cord may be configured in a looped configuration
depending upon the placement of the EVSE unit along the track
system. Each end of the cable preferably has a mesh grip-strain
relief 1062 to provide a strain relief at each end of the cable. In
one embodiment, the power cable 1060 has 40-46 feet of travel along
the track system.
[0189] It will be appreciated that the cables 1060 connect at a
central location with an electrical conduit 1064 which extends from
a breaker panel 1066. A wireless controller 1080 may also be
mounted for operating and controlling the EVSE cable and its
connection with an electric vehicle (FIG. 41). Initially, the
connector is lowered from a locked position against or adjacent the
EVSE housing to a height of four feet above the bay. Naturally,
each of the EVSE units 1100 is longitudinally moveable along the
tracks by grasping the connector 1102 and pulling the EVSE 1100 to
the proper position.
[0190] As illustrated in FIG. 41, an electric vehicle is parked in
a bay adjacent the end of the shuttle installation. The wireless
controller 1080 may be activated for EVSE #1. The retractable power
cord 1101 is unwound, extended and connected via the J1772
connector 1102 to the electric vehicle. The electric vehicle in the
second bay is not at that time connected to an EVSE which is
adjacently positioned.
[0191] As best illustrated in FIG. 44, the EVSE #2 has been moved
to a position adjacent an electric vehicle significantly spaced
from its initial position of FIG. 41. The retractable power cord
1101 is connected via the J1772 connector 1102 to the electric
vehicle for servicing. FIG. 44 illustrates that two electric
vehicles are connected to an EVSE for servicing. It will be
appreciated that the power cable 1060 is extended from the loop
configuration illustrated in FIG. 41 to a more extended
configuration for the position of FIG. 44.
[0192] FIGS. 45 and 46 further illustrate the flexibility of the
EVSE shuttle system which allows a single EVSE or two EVSEs to
service several vehicles as required in a service facility. The
EVSE can be easily displaced by pulling on the connector and/or
cord and positioned at any bay as required. The cable 1060 is
totally elevated so that there is no danger from tripping on the
electric cable on the floor. Either a single EVSE 1100 or two EVSEs
1100 may be employed and connected for power sharing as
illustrated.
[0193] While preferred embodiments have been set forth for purposes
of illustration, the foregoing descriptions should not be deemed a
limitation of the invention herein. Accordingly, various
modifications, adaptations and alternatives may occur to one
skilled in the art without departing from the spirit and the scope
of the present invention.
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