U.S. patent application number 17/661680 was filed with the patent office on 2022-08-18 for charging systems for electric vehicles.
This patent application is currently assigned to Proterra Operating Company, Inc.. The applicant listed for this patent is Proterra Operating Company, Inc.. Invention is credited to Joshua Goldman, Dale Hill, John Horth, Michael Walker.
Application Number | 20220258625 17/661680 |
Document ID | / |
Family ID | 1000006315703 |
Filed Date | 2022-08-18 |
United States Patent
Application |
20220258625 |
Kind Code |
A1 |
Hill; Dale ; et al. |
August 18, 2022 |
CHARGING SYSTEMS FOR ELECTRIC VEHICLES
Abstract
This disclosure provides systems and methods for charging a
vehicle. A vehicle and charging station can be designed such that
an electric or hybrid vehicle can operate in a fashion similar to a
conventional vehicle by being opportunity charged throughout a
known route.
Inventors: |
Hill; Dale; (New Braunfels,
TX) ; Walker; Michael; (Dale City, CA) ;
Goldman; Joshua; (San Diego, CA) ; Horth; John;
(Evergreen, CO) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Proterra Operating Company, Inc. |
Burlingame |
CA |
US |
|
|
Assignee: |
Proterra Operating Company,
Inc.
Burlingame
CA
|
Family ID: |
1000006315703 |
Appl. No.: |
17/661680 |
Filed: |
May 2, 2022 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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16149919 |
Oct 2, 2018 |
11345245 |
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17661680 |
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15244277 |
Aug 23, 2016 |
10112498 |
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16149919 |
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14449842 |
Aug 1, 2014 |
9446672 |
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15244277 |
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13678493 |
Nov 15, 2012 |
8829853 |
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14449842 |
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12496569 |
Jul 1, 2009 |
8324858 |
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13678493 |
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61174926 |
May 1, 2009 |
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61077452 |
Jul 1, 2008 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60L 2200/26 20130101;
B60L 53/35 20190201; B60L 53/32 20190201; B60L 2200/18 20130101;
H02J 7/007 20130101; B60L 53/11 20190201; Y02T 10/7072 20130101;
Y02T 90/12 20130101; B60L 5/005 20130101; H02J 7/0021 20130101;
Y02T 90/14 20130101; B60L 5/42 20130101; B60L 53/31 20190201; B60M
7/003 20130101; B60L 53/14 20190201; H02J 7/0042 20130101; Y02T
10/70 20130101; B60L 53/30 20190201 |
International
Class: |
B60L 53/14 20060101
B60L053/14; B60L 5/42 20060101 B60L005/42; B60L 53/30 20060101
B60L053/30; B60L 53/35 20060101 B60L053/35; B60L 53/31 20060101
B60L053/31; B60L 53/10 20060101 B60L053/10; B60L 5/00 20060101
B60L005/00; B60M 7/00 20060101 B60M007/00; H02J 7/00 20060101
H02J007/00 |
Goverment Interests
STATEMENT AS TO FEDERALLY SPONSORED RESEARCH
[0002] This invention was made with the support of the United
States government under the National Fuel Cell Bus program, Project
ID numbers GA-04-7001 and GA-04-7002 awarded by the Federal Transit
Administration (FTA). The government has certain rights in the
invention.
Claims
1-37. (canceled)
38. A charging system for an electric vehicle, comprising: an
energy buffer device comprising a battery and/or a capacitor; a
plurality of charging elements configured to electrically connect
with a plurality of charge-receiving elements to charge an electric
vehicle, wherein each charge-receiving element of the plurality of
charge-receiving elements is electrically separated from each
other; and a positioning device configured to make and break
contact between the plurality of charging elements and the
plurality of charge-receiving elements.
39. The charging system of claim 38, wherein the capacitor is a
large ultra-capacitor.
40. The charging system of claim 38, wherein the battery comprises
a battery pack.
41. The charging system of claim 38, wherein the energy buffer
device is configured for off-peak charging at an off-peak energy
cost rate less than a peak energy cost rate, and wherein the energy
buffer device is configured to supply some or all of a daytime
energy need of the charging system with energy received from the
off-peak charging.
42. The charging system of claim 38, wherein the energy buffer
device is configured to be charged at a first charging rate, and
wherein the energy buffer device is configured to deliver energy to
charging elements of the charging system at a second charging rate
faster than the first charging rate.
43. The charging system of claim 38, wherein the positioning device
is configured to vary a spacing between the plurality of charging
elements and the plurality of charge-receiving elements.
44. The charging system of claim 38, wherein the energy buffer
device is configured for utility grade emergency power or load
balancing on a utility grid.
45. The charging system of claim 38, wherein the charging system is
configured to activate charging of the electric vehicle only when a
signal establishes that an electric contact is made between the
plurality of charging elements and the plurality of
charge-receiving elements.
46. The charging system of claim 38, wherein the charging system is
configured to direct between about 400-800 volts DC to the electric
vehicle.
47. A charging system for an electric vehicle, a ground-supported
charging station, the charging station including a plurality of
charging elements electrically separated from each other, each
charging element of the plurality of charging elements including a
linear member extending along a longitudinal axis of the charging
element, wherein the longitudinal axis of each charging element
extends along a straight line; a plurality of spaced apart
charge-receiving elements positioned on a roof of the electric
vehicle, wherein each charge-receiving element of the plurality of
charge-receiving elements comprises a linear member that extends
along a longitudinal axis of the charge-receiving element, and a
positioning device of the charging station comprising an
electro-mechanical adjustment system to actively adjust a height
and/or a length of the charging elements to make and break contact
between the plurality of charging elements and the plurality of
charge-receiving elements.
48. The charging system of claim 47, wherein the positioning device
is configured to automatically adjust the height of the charging
elements to a height to allow a vehicle to drive under the charging
elements.
49. The charging system of claim 47, wherein the positioning device
is configured to receive a signal indicating a vehicle type or
height so that the positioning device adjusts the height of the
charging elements to accommodate the vehicle type or height.
50. The charging system of claim 47, wherein a first charging
element and a second charging element of the plurality of charging
elements are arranged such that the longitudinal axis of the first
charging element and the longitudinal axis of the second charging
element extend along a straight line.
51. The charging system of claim 47, wherein the plurality of
charge-receiving elements are arranged such that the longitudinal
axis of each charge-receiving element is transverse to the
longitudinal axis of each charging element.
52. A method of charging an electric vehicle at a charging station,
the charging station comprising a plurality of charging electrodes
comprising at least a first charging electrode extending along a
first longitudinal axis and a second charging electrode spaced
apart from the first charging electrode and extending along a
second longitudinal axis, the method comprising: emitting a signal
indicating a vehicle type or height of the electric vehicle;
actively adjusting, by an electro-mechanical positioning device of
the charging station, a height to accommodate the electric vehicle;
and establishing an electrical connection between a plurality of
charge receiving electrodes of a roof the electric vehicle and the
plurality of charging electrodes of the charging station.
53. The method of claim 52, further comprising: activating charging
of the electric vehicle after receiving an activation signal from
the electric vehicle.
54. The method of claim 52, further comprising: spacing apart the
first charging electrode and the second charging electrode by a
spacing bar; and actively adjusting, by an electro-mechanical
length adjustment system, a space of the spacing bar to vary a
distance between the first and second charging electrodes.
55. The method of claim 52, further comprising: communicating to
the electric vehicle that the electrical connection has been
established.
56. The method of claim 52, further comprising: transmitting
instructions to the charging station, by a control device in the
electric vehicle, to establish the electrical connection between
the charging station and the electric vehicle.
57. The method of claim 56, further comprising: estimating, by a
charge monitoring device of the electric vehicle, a predictive
model for energy availability of the charging station and/or other
charging stations along a route of the electric vehicle.
Description
CROSS-REFERENCE
[0001] This application is a continuation application of U.S.
patent application Ser. No. 12/496,569 filed on Jul. 1, 2009, which
claims priority to U.S. Provisional Application No. 61/077,452
filed on Jul. 1, 2008, and U.S. Provisional No. 61/174,926 filed on
May 1, 2009, which applications are incorporated herein by
reference in their entirety.
BACKGROUND OF THE INVENTION
[0003] Electric vehicles are limited by current infrastructure for
transferring power to the electric vehicles. Some electric
vehicles, such as electric trains and light rail cars, are
permanently connected to a power source through hardware in the
railing or through overhead lines. Other electric vehicles, such as
electric cars, are charged by plugging in the electric vehicle at a
charging station.
[0004] While systems for maintaining a permanent electrical
connection along a route taken by an electric vehicle can be used
to transfer power to the electric vehicle, these systems are an
eyesore, are unpopular, are costly to install and maintain, and can
be unsafe. These systems often require the entire electric bus line
to be suspended for periods of time while cities perform routing
building maintenance or construction. Some of these systems do not
enable an electrical vehicle to run independent of a railing or
overhead line. Also, some of these systems are not adaptable to
different vehicles with different characteristics. Furthermore,
these systems may take a significant amount of time or effort to
charge.
[0005] Thus, there is a need to develop improved systems and
methods for charging electric vehicles.
SUMMARY OF THE INVENTION
[0006] The invention provides systems and methods for charging an
electric or hybrid electric vehicle. Various aspects of the
invention described herein may be applied to any of the particular
applications set forth below or for any other types of vehicles.
The invention may be applied as a standalone system or method, or
as part of an integrated transportation system, such as a bus
system or other public transportation system. It shall be
understood that different aspects of the invention can be
appreciated individually, collectively, or in combination with each
other.
[0007] One aspect of the invention may be directed to a charging
station. A charging station may include a charging mount. A
charging station may also include two or more collector braces,
where each collector brace includes at least one electrically
conductive surface area, such as a conductive pad. Preferably, each
collector brace may include at least two guiding strips with
electrically conductive surfaces where guiding features on the
strip, such as guiding pads, converge such that the convergence is
directed toward the electrically conductive surfaces. At least one
collector brace may be for contacting a positive electrode and at
least one collector brace may be for contacting a negative
electrode, which may be configured to charge a rechargeable device
of a vehicle. A charging station may include support fixtures such
as a post connected to the charging mount and a stand mechanically
connected to the post for support the post and charging mount.
[0008] In accordance with another embodiment of the invention, a
charging station may include a charging overhang with rigid
structural components that is mounted to a charging mount. The
charging overhang may include rigid components such as a crossbar,
spacing bar, and one or more arms. Rigid or flexible connections
may be provided between the rigid components. For example,
collector braces on the charging overhang may move relative to the
crossbar of the overhang, through a flexible connection.
[0009] Another aspect of the invention may be directed to a
vehicle, which may be charged by a charging station. The vehicle
may include two or more contact plates electrically connected to a
rechargeable device of the vehicle. The rechargeable device of the
vehicle may be an energy storage system, such as a battery or
ultracapacitor. The contact plates may be located on top of the
vehicle, and may be positioned relatively parallel to a direction
of movement for the vehicle. They may also be spaced apart on the
top surface of a vehicle. A first contact plate may be a positive
electrode and while a second contact plate may be a negative
electrode to charge the rechargeable device.
[0010] A system for charging a vehicle may be provided in
accordance with another embodiment of the invention. The system may
include a charging station with two or more collector braces and a
vehicle with two or more contact plates. The collector braces may
be configured to receive contact plates on top of the vehicle such
that the contact plates slide between electrically conductive
surfaces after being guided by guiding strips. The contact plates
may be squeezed between the guiding strips to ensure good
electrical contact. Furthermore, the electrically conductive
surfaces may have a surface area that contacts the contact plates,
which may provide an area of electrical contact. Such features may
decrease impedance at the charging interface between the charging
station and vehicle, which may aid in fast charging. The charging
station may also include a spacing bar to keep the collector braces
at a desired distance apart from one another, which may match the
distance between the contact plates of the vehicle. The charging
station may also include a flexible connection for a connecting
structure that connects the charging mount and collector braces,
which may enable the connecting structure and contact assemblies to
move laterally with respect to the direction of vehicle travel.
This may provide tolerance for vehicle dimensions, drive path, or
other vehicle attributes.
[0011] A method for charging a vehicle may be provided in
accordance with another embodiment of the invention. The method may
include moving a vehicle comprising two or more contact plates to a
position below a charging mount of a charging station, where the
charging mount has two or more collector braces. An electrical
connection may be established between the two or more collector
braces and the two or more contact plates of the vehicle. The
vehicle may remain electrically connected to a charging station for
a period of time to achieve a desired state of charge.
[0012] Other goals and advantages of the invention will be further
appreciated and understood when considered in conjunction with the
following description and accompanying drawings. While the
following description may contain specific details describing
particular embodiments of the invention, this should not be
construed as limitations to the scope of the invention but rather
as an exemplification of preferable embodiments. For each aspect of
the invention, many variations are possible as suggested herein
that are known to those of ordinary skill in the art. A variety of
changes and modifications can be made within the scope of the
invention without departing from the spirit thereof.
INCORPORATION BY REFERENCE
[0013] All publications, patents, and patent applications mentioned
in this specification are herein incorporated by reference to the
same extent as if each individual publication, patent, or patent
application was specifically and individually indicated to be
incorporated by reference.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] The novel features of the invention are set forth with
particularity in the appended claims. A better understanding of the
features and advantages of the present invention will be obtained
by reference to the following detailed description that sets forth
illustrative embodiments, in which the principles of the invention
are utilized, and the accompanying drawings of which:
[0015] FIG. 1 shows a charging station in accordance with an
embodiment of the invention.
[0016] FIG. 2 shows an alternate embodiment of a charging
station.
[0017] FIG. 3 shows another embodiment of a charging station.
[0018] FIG. 4 shows an example of a charging station.
[0019] FIG. 5 shows an example of a charging connection of a
charging station.
[0020] FIG. 6A shows a view of a contact assembly.
[0021] FIG. 6B shows an additional view of a contact assembly.
[0022] FIG. 6C shows a close up of a pressure assembly in
accordance with an embodiment of the invention.
[0023] FIG. 7A shows a contact assembly on a charging mount.
[0024] FIG. 7B shows an example of a flexible connection of a
connecting structure.
[0025] FIG. 8 shows an example of a vehicle with a contact bar.
DETAILED DESCRIPTION OF THE INVENTION
[0026] The invention provides for systems and methods for charging
an electric vehicle. One aspect of the invention provides for a
charging station. The charging station can be used to transfer
power to an electrically powered vehicle. The charging station may
be used to transfer power to any electric vehicle, hybrid electric
vehicle, or any other vehicle that may include a propulsion power
source, such as a battery, ultracapacitor, or any other energy
storage system. In some embodiments, an electrically powered
vehicle may be a heavy duty vehicle, such as a bus or truck.
[0027] For example, electrical vehicles powered by the system may
include a transit bus, a school bus, a delivery van, a shuttle bus,
a tractor trailer, a class 5 truck (weighing 16,001-19,500 lbs.,
two-axle, six-tire single unit), a class 6 truck (weighing
19,501-26,000 lbs., three-axle single unit), a class 7 truck
(weighing 26,001-33,000 lbs., four or more axle single unit), a
class 8 truck (weighing 33,000 lbs. and over, four or less axle
single trailer), a vehicle with a GVWR weighing over 14,000 pounds,
a vehicle with a cargo to driver mass ratio of 15:1 or greater, a
vehicle with six or more tires, a vehicle with three or more axles,
or any other type of high occupancy or heavy-duty vehicle. In some
embodiments, a charging station may charge any other electric
vehicle, including passenger vehicles. Any discussion herein of
electric vehicles or electrically powered vehicles may refer to any
type of vehicle discussed and vice versa.
[0028] In some embodiments of the invention, the charging station
can comprise a charging connection, such as a charging chassis or
overhang, suspended from a charging mount for establishing an
electrical connection between the charging station and the
electrically powered vehicle. The charging connection can comprise
a positioning device for controlling the position or orientation of
the charging connection.
[0029] Another aspect of the invention provides for an electric
vehicle comprising contact plates for establishing an electrical
connection to a charging station. The contact plates can be
positioned on a top surface of the electric vehicle and be
positioned in a direction that is relatively parallel to a
direction of vehicle movement. The contact plates may be spaced
apart on the top surface of the electric vehicle.
[0030] The methods of the invention include transferring power to a
vehicle using a charging station. Transferring power to the vehicle
can comprise positioning the vehicle under a charging mount of the
charging station and engaging a charging connection, such as a
pantograph, catenary anti, charging chassis or frame, or charging
overhang to establish an electrical connection between the charging
station and the vehicle.
[0031] As shown in FIG. 1, the charging station can comprise a
structure (6) with a charging mount (24). A charging connection
(18) can be suspended from the charging mount. The charging
connection can be a device similar to a components selected from
the group consisting of a pantograph, a catenary arm, and a
cantilever arm. The charging connection can have an adjustable
shape or size such that an electrically conductive surface (14, 16)
located on the charging connection can have an adjustable location.
In some embodiments of the invention the charging connection is
mechanically attached to the charging mount through a coupling,
such as a positioning device (20, 26). The positioning device can
be fixed or adjustable.
[0032] In some embodiments of the invention the charging connection
can comprise two electrically conductive surfaces (14, 16), such as
conductive pads. The two electrically conductive surfaces can be
electrically insulated from each other. The two electrically
conductive surfaces can be supplied power through electrical wiring
that electrically connects the electrically conductive surfaces to
a power source (2). The electrical wiring can be housed within the
charging connection (18), positioning device (20, 26), the charging
mount (24), and the structure (6). Additional electrical wiring (4)
can be used to establish an electrical connection to the power
source (2). The power source can comprise any power source
described herein.
[0033] As shown in FIG. 1, the vehicle (8) can comprise two contact
plates or bars (10, 12) extending in a direction of vehicle
movement (28). The two bars can be copper bars that are
electrically connected to an energy storing device used to power
the vehicle.
[0034] An alternate embodiment of the charging station is shown in
FIG. 2. The electrically conductive surfaces (14, 16) can be
connected to the charging mount through a cantilever arm (30). The
cantilever arm can be adjusted in a vertical direction (22) to
allow a vehicle (8) to pass under the conductive surfaces and then
for establishing an electrical connection between the conductive
surfaces and contact plates or bars (10, 12) on the vehicle. The
electrical connections between the conductive surfaces and the
power source (2) can be as described in FIG. 1.
[0035] FIG. 3 shows another example of a charging station (36) and
a vehicle (38). The vehicle may include one, two, three, four or
more charge points, which may be contact bars, plates, or contacts
of any other shape. In some embodiments, it may be preferable to
have at least two charge points. In other embodiments, larger
numbers of charge points may be desirable to charge multiple
batteries (e.g., two charge points may be electrically connected to
one battery or group of batteries, another two charge points may be
electrically connected to another battery or group of batteries).
Charging multiple battery sets in parallel may be desirable to
speed up charge time and reduce system heating due to high current
transfer. Any discussion of charge points or any other contacts may
refer to contacts of any shape or format.
[0036] Charge points (40a, 40b) may extend parallel to the
direction of vehicle movement. In preferable embodiments of the
invention, the charge points may be mounted on top of the vehicle,
such as on the roof of the vehicle. In some alternate embodiments,
the charge points may be mounted on a side of a vehicle, in the
roadway, or along another portion of the surface of the vehicle, or
combinations thereof. As discussed previously, the charge points
may be formed of copper. In some embodiments, the charge points may
be formed of any conductive material, including but not limited to
aluminum, silver, gold, or alloys or combinations thereof, and/or
may be plated or clad with any conductive material including but
not limited to copper, aluminum, silver, gold, alloys or
combinations thereof, or any other conductive material. The charge
points may be electrically insulated from one another. The charge
points may be spaced apart from one another on top of the
vehicle.
[0037] The charging station (36) may include any number of contact
assemblies (42a, 42b), such as collector braces. The contact
assemblies may be electrically connected to charge points of a
vehicle, which may function as electrodes. In some instances, the
number of contact assemblies may match the number of charge points
(40a, 40b) on the vehicle. For example, if two charge points are
provided on the vehicle, two contact assemblies may be provided on
the charging station. If four charge points are provided on the
vehicle, four contact assemblies may be provided on the charging
station.
[0038] In some embodiments, a pair of contact assemblies may be
provided to make contact with a pair of charge points connected to
a battery or battery pack. In some instances, more contact
assemblies may be provided (e.g., two contact assemblies may
contact a pair of charge points which are in electrical
communication with a battery or group of batteries, while two other
contact assemblies may contact two other charge points which are in
electrical contact with another battery or group of batteries).
Charging multiple batteries at the same time may be desirable to
speed up charge time and reduce system heating due to high current
transfer. In some instances, the multiple contact assemblies may be
provided on the same arm of a charging station (e.g., four contact
assemblies may be provided on the same overhang), while in other
instances the multiple contact assemblies may be provided on a
plurality of arms of a charging station (e.g., two contact
assemblies may be provided on one overhang, while two contact
assemblies are provided on a second overhang).
[0039] The contact assemblies may include one or more guiding
feature (44a, 44b, 44c, 44d) that may assist with guiding the
charge points to contact conductive pads of the contact
assemblies.
[0040] Charging Stations
[0041] A charging station can comprise a charging mount positioned
above the ground and a charging connection suspended from the
charging mount. The charging connection can be directly attached to
the charging mount or attached to the charging mount through a
coupling, such as a positioning device. The charging connection can
be similar to a device selected from the group consisting of a
pantograph, a catenary arm, and a cantilever arm. The charging
connection may include, or also be referred to as, a charging
chassis or frame, a charging skeleton or girder, or a charging
overhang. The charging connection can be an inverted form of a
device used to power a light rail car or an electric bus. In other
embodiments of the invention, the charging connection is a catenary
arm suspended from the charging mount. The catenary arm can be
supported by a cantilever arm.
[0042] In some embodiments, the charging can be for a two wire
trolley bus such that the bus can operate as a trolley bus. For
instance, for part of the time, a bus may be operating as a trolley
bus by connecting to wires on a grid system. When the bus reaches
the end of a grid system, trolley poles may be lowered and the bus
may operate as a battery electric bus, independent of the grid.
Similarly, a battery electric bus may operate independent of the
grid and then encounter the grid. When the bus returns to the grid,
the poles may be raised into contact with the grid and the bus may
be recharged while operating as a trolley bus. Thus, in accordance
with an embodiment of the invention, a bus may operate on the grid
part of the time and off the grid part of the time. The bus may
optionally use the on-grid time to charge the batteries on the bus,
which may be used when the bus is off-grid.
[0043] The charging connection may have a sensor or a mechanical or
electro-mechanical height adjustment system to allow the charging
connection to adjust to a height required to allow a vehicle to
drive under the charging connection. The system for height
adjustment can include the charging connection and/or the
positioning device. The charging connection can be adjusted to a
height required to establish an electrical connection.
[0044] The electrical connection can be established for a time
sufficient to charge the vehicle partially or fully. The charging
connection can be designed in such a fashion that it is only
activated when an electrical connection is made between the vehicle
and the charging station and/or a signal is received from the
vehicle to activate charging. The charging station can comprise
mechanical and/or electrical protective devices to isolate
conductive paths during non-contact situations. Such devices may be
configured to allow energy flow only after receiving an electronic
message (wireless, proximity switched contact, and/or manual
trigger) or via direct mechanical activation.
[0045] In alternate embodiments, if the vehicle were to operate
part time on-grid as a trolley, energy flow may automatically occur
when the vehicle reaches the grid. In some embodiments, a sensor
may be provided that may allow the energy flow, while in other
embodiments, mechanisms may be provided that may enable energy flow
when the vehicle reaches the grid. Safety features may be provided,
which may allow energy flow only in a desired manner.
[0046] In another embodiment the vehicle (e.g., bus) can adapt to
existing light rail systems, where the vehicle is able to connect
to the single overhead line and the ground coupling in the roadway
rail.
[0047] Power can be supplied to the charging connection using any
means known to those skilled in the arts. In some embodiments of
the invention, an electrical power source used to power an electric
vehicle such as a light rail or an electric bus can be used. The
electrical power source can be a power source used to supply power
to an overhead line for powering an electric train or a bus. The
electrical power source can comprise a high voltage DC power
source. The voltage can be between 400 and 800 volts DC, between
450 and 750 volts DC, or approximately 600 volts. The power source
can be tapped and then transferred to a voltage converter to
provide the correct voltage and current flow for the vehicle. The
voltage converter can be a DC-DC charger. In other embodiments of
the invention, a rapid charger can be used to supply power to the
charging connection. The rapid charger can be powered by
conventional power sources or alternative power sources. In some
embodiments of the invention, the rapid charger is powered by
hydrogen, conventional electricity obtained from a power grid, or
any other type of power source. The rapid charger can be configured
to provide a voltage and current to a vehicle.
[0048] The power supply can comprise an energy buffer device. The
energy buffer can be a capacitor or a battery. The capacitor can be
a large ultra-capacitor. The battery can comprise a battery pack.
Use of such a system may allow for off-peak charging of the energy
buffer device at lower energy costs, then supply some or all of the
daytime energy needs of the charging station. This energy buffer
device may also allow the use of lower power infrastructure and/or
charging supplies. The energy buffer device may allow for a slow
charge of the energy buffer over time, then allow for rapid energy
delivery through the charging connection.
[0049] The energy buffer device can be utilized for utility grade
emergency power or load balancing on a utility grid. Because the
energy buffer device may be incorporated into large buildings for
emergency power or into the utility grid for power balancing, the
system can have cross-functionality and can be a joint project for
customers of the services.
[0050] The charging station can be located at a hub or any position
along the route of a vehicle. In other embodiments of the
invention, the charging station is located near an overhead line or
an electric railway used to power a light rail vehicle, a train, or
an electric bus.
[0051] FIG. 4 shows an example of a charging station in accordance
with an embodiment of the invention. The charging station may
comprise a structure (50) with a charging mount (51). The charging
mount may comprise a charging connection (52). The charging
connection may hang below the charging mount. The charging
connection may extend downward and/or away from the charging
mount.
[0052] In some embodiments, the charging connection (52) may be
connected to a charging mount (51) via a coupling (55). The
coupling may be fixed or adjustable. For example, the coupling may
be adjustable so that a charging connection may move vertically
with respect to the charging mount. For instance, the coupling may
be a vertical post with a flexible member such as a spring, an
elastic component, a pneumatic device, a magnet, a weight or a
gear. The flexible member may enable the charging connection to
have a default height which may be adjustable when a force is
exerted on it. For example, if a vehicle is passing under the
charging connection and encounters a bump, the charging connection
may accommodate the bump and maintain electrical contact with the
vehicle. Similarly, when vehicles of slightly different height pass
under the charging connection, they may be accommodated by a
flexible coupling. This may be advantageous in situations where
vehicle height may vary due to factors such as tire pressure or
load weight.
[0053] In some alternate embodiments, the coupling may allow for
active adjustment of charging connection height, which may allow
the charging station to accommodate vehicles of a wide range of
heights. For example, a sensor may be in communication with the
coupling to inform the coupling of an incoming vehicle's
height.
[0054] The charging connection may include one or more contact
assemblies (53a, 53b). In some embodiments, a contact assembly may
include a pair of guiding strips. A contact assembly may include
one or more electrically conductive surfaces, such as a conductive
pad, that may make electrical contact with a charge point. In some
embodiments, a contact assembly may include two conductive pads
that may make electrical contact with a charge point. The charging
structure and charging mount may have any structure or form that
may enable the contact assemblies to contact the charge points of a
vehicle. For example, a charging mount may form a horizontal post
or cantilever extending from the charging structure.
[0055] In some embodiments, the charging structure (50) may include
a vertical post. Alternatively, the charging structure may have any
other shape or configuration that may support the charging mount
and/or charging connection at a desired height. The charging
structure could even be part of a wall or pre-existing structure
such as a bus stop waiting station. In some embodiments, the length
of the charging structure may be adjustable, which may result in
the position of the charging connection being adjustable. The
charging structure may be passively adjustable, such as if a
vehicle passes beneath the charging connection, and causes the
charging structure to accommodate the height of the vehicle. The
charging structure may also be actively adjustable, such as if the
vehicle approaching the charging station emits a signal indicating
the vehicle type or height, so that the charging station may adjust
its height to accommodate the incoming vehicle.
[0056] In some instances, the charging mount and structure may keep
electrical connections from each of the contact assemblies
segregated. For example, electrical connections from two contact
assemblies may be segregated within a single integrated structure
(e.g., a single pole), or the structure may include two components
(e.g., two poles) that may house electrical connections for each of
the contact assemblies. In some implementations, the charging mount
and structure may keep electrical connections from each of the
conductive pads within a contact assembly segregated.
[0057] The charging station may also include a stand (56). The
stand may provide structural support to a charging structure (such
as a post) and a charging mount/charging connection. In some
embodiments, the stand may be located at or form the base of a
support structure of a charging station.
[0058] The charging station may also include a power source (54).
As discussed previously, the charging station may be powered by
conventional power sources or alternative power sources.
[0059] FIG. 5 shows a view of the charging connection. The charging
connection may form a charging chassis, charging frame, or charging
overhang. The charging connection may include contact assemblies
(60a, 60b). Each contact assembly may include one or more guiding
feature (61a, 61b, 61c, 61d), such as a guiding strip or guiding
slat, that may assist with forming an electrical contact between a
charge point on a vehicle and the contact assembly.
[0060] The contact assemblies may be spaced at a desired distance
apart. For instance, two or more contact assemblies may be spaced
at any desired distance apart. For example, the contact assemblies
may be spaced about 5 cm, 10 cm, 15 cm, 20 cm, 25 cm, 30 cm, 35 cm,
40 cm, 45 cm, 50 cm, 60 cm, 70 cm, 80 cm or greater or lesser
apart. Preferably, the contact assemblies may be spaced at a
distance apart that is substantially the same as or closely
approximates the distance between charge points on an approaching
vehicle.
[0061] The charging connection may also include a structure or
feature that may keep the contact assemblies at a predetermined
distance apart. For example, a spacing bar (62) may be provided
which may keep the contact assemblies (60a, 60b) at a predetermined
distance apart. The predetermined distance may correspond to the
distance between the charge points on the roof of the vehicle. The
predetermined distance may be fixed, such that the contact
assemblies remain at the same distance apart. Alternatively, the
predetermined distance may be flexible. For example, a spring or
elastic feature may be provided within the spacing bar (62) such
that the spacing bar is a predetermined distance apart at rest, but
when force is exerted along the length of the spacing bar, the
length of the spacing bar may compress or expand slightly. Such
features may enable vehicles with charging points that may be at
slightly different distances apart to approach a guiding feature,
and then have the spacing bar adjust its length to accommodate the
charging points sliding through the contact assemblies (60a,
60b).
[0062] In another example, the spacing bar may include features
that may enable the length of the spacing bar to be adjusted as
desired. For example, different vehicles may have charging points
that are spaced apart at different distances. The vehicles may
provide a signal to a charging station about the distance between
the charging points, so that the charging station can adjust the
length of the spacing bar to accommodate the charging point
distances. A sensor or a hydraulic, mechanical or
electro-mechanical length adjustment system for the spacing bar may
be utilized. This may be useful in situations where different makes
or models of vehicles may be conductive to charging points being
spaced at different distances apart. Any discussion herein of the
spacing bar may also apply to any other structure or component that
may provide contact assemblies with a fixed or
variable/controllable distance between one another.
[0063] The charging connection may also include a positioning bar
(64). In some embodiments, the positioning bar may be a horizontal
bar, which may be connected to a coupling (66), which is connected
to a charging mount. Alternatively, the positioning bar may be
directed connected to a charging mount. In some embodiments, the
positioning bar may be a rigid member of the charging connection.
The charging connection may also include one or more arms (65a,
65b) extending from the positioning bar. The arms may be connected
to the contact assemblies and/or the spacing bar. In some
instances, the arms may extend downward from the positioning bar
and/or horizontally away from the positioning bar. In some
instances the arms may extend both downward and away from the
positioning bar. Preferably, the arms may be rigid members. The
arms may be connected to the positioning bar through a flexible
connection or a rigid connection. Similarly, the arms may be
connected to the contact assemblies and/or spacing bar through a
rigid connection or a flexible connection. The positioning bar,
spacing bar, and one or more arms may form a chassis or frame for a
charging connection. A charging connection with rigid members and
one or more flexible connection may form a semi-rigid structure.
The semi-rigid charging connection may advantageously provide
enough structure and rigidity to orient the contact assemblies to
accept charge points from a vehicle, while providing enough
flexibility to accommodate variations in charge point placement or
vehicle drive orientation.
[0064] The charging connection may also include wires (63a, 63b,
63c, 63d) or other electrical connections that may be provided from
conductive pads. For example, electrical connections between each
of the contact assemblies may be segregated. In some instances,
electrical connections between each of the conductive pads may be
segregated.
[0065] In preferable embodiments of the invention, the contact
assemblies may be at substantially the same height. This may
accommodate vehicles where the charge points of the vehicles are at
substantially the same height. In some alternative embodiments, the
contact assemblies may be arranged such that they are at different
heights (e.g., 60a may hang lower than 60b), which may accommodate
vehicles where the charge points are at different heights (e.g.,
one contact plate may extend from a vehicle room higher than
another).
[0066] FIG. 6A shows a view of a collector brace, which may also be
referred to as a contact assembly, and vice versa. The collector
brace may include a guiding feature, such as a guiding strip (70a,
70b). The guiding feature may be shaped such that it may capture a
charging point, and guide it to one or more contact pads (71a,
71b). A pair of guiding features may form a `V` shape to capture
the charging point, or may have any other shape, such as a "U"
shape, or any shape that may have a larger opening that may funnel
or guide the charge point to a smaller opening. The guiding
features may start off at some distance apart, and then they may
converge toward one another at electrically conductive surfaces of
the guiding features. This funneling aspect may enable the guiding
features to have some tolerance in capturing the charge points from
a vehicle. The charge points may be captured at the wide end of the
funnel, and be directed toward the electrically conductive surface,
which may be spaced closer together.
[0067] A guiding feature may include an electrically conductive
surface, which in some embodiments may be a contact pad. The
contact pads (71a, 71b) may be metallic or non-metallic conductive
pads and may or may not be replaceable. A preferable method would
be to have replaceable pads that can be changed when the conductive
portion is damaged or used. In one example, the contact pads may be
conductive carbon pads. Part of the carbon pads may scrape off
whenever a charge point slides between the contact pads. In such
instances, the carbon pads may be replaceable. In other
embodiments, any other conductive materials (such as metals, or
metal alloys) may be used. Preferably, the contact pads may be
formed of a slippery material that may enable the charge points to
slide through easily.
[0068] In some embodiments, two or more contact pads may be
provided per collector brace. In other embodiments, only one
contact pad may be provided per collector brace. Different
collector braces may or may not have the same number of contact
pads. A charge point may slide between the electrically conductive
surfaces of the collector brace, such that the charge point is
sandwiched between the electrically conductive surfaces, such as
the contact pads. Preferably when the charge point is between the
electrically conductive surfaces, the charge point is contacting
both contact pads.
[0069] In some embodiments, the contact pads may provide an
electrically conductive surface area. In some embodiments, the
electrically conductive surface area may be 1 sq. cm, 2 sq. cm, 4
sq. cm, 6 sq. cm, 8 sq. cm, 10 sq. cm, 12 sq. cm, 15 sq. cm, 20 sq.
cm, 25 sq. cm, 35 sq. cm, 50 sq. cm or greater.
[0070] The contact pads may have any shape, such as rectangular,
square, circular, oval, triangle, trapezoidal, hexagonal, etc. The
contact pads may also have any dimensions. For example, the contact
pads may be 0.5 cm long, 1 cm long, 2 cm long, 4 cm long, 6 cm
long, 8 cm long, 10 cm long, 12 cm long, 15 cm long, 20 cm long, 25
cm long, 30 cm long, 35 cm long, 40 cm long, 50 cm long, or longer.
Similarly, the contact pads may be 0.5 cm wide, 1 cm wide, 2 cm
long, 4 cm wide, 6 cm wide, 8 cm wide, 10 cm wide, 12 cm wide, 15
cm wide, 20 cm wide, 25 cm wide, 30 cm wide, 35 cm wide, 40 cm
wide, 50 cm wide, or wider. In some embodiments, the contact pads
may be longer than they are wide.
[0071] In some embodiments, the contact pads may be of a sufficient
width to provide leeway in the height of the charge points of a
vehicle. For example, if the contact pads have a significant width,
they may still contact the charge points of a vehicle, even if the
vehicle is slightly shorter or taller than average. The charge
points may end up contacting the contact pads toward the top of the
contact pads or toward the bottom of the contact pads. Thus, having
a substantial surface area to a contact pad may be advantageous in
accommodating different vehicle heights, or irregularities in
heights of the vehicle that may appear from different features of
the terrain, such as bumps in the road.
[0072] In some embodiments, the charging station may include a
horizontal roller, or similar feature, which may make preliminary
contact with the roof mounted charge points (e.g., copper bars) to
adjust the height. The horizontal roller, or any other guiding
mechanism may be used to make contact with the roof of a vehicle,
and provide a reference or guide that may enable the contact pads
of the charging station to achieve a desired height. For example,
if the vehicle-mounted charge points are about a couple of inches
above the vehicle roof, a height guide, such as a roller may be
provided several inches below the contact pads, so that when the
roller contacts the roof of the vehicle, the height of the contact
pads may be adjusted to be at the desired charging height. A
horizontal roller may contact the roof of the vehicle, and roll
over the roof of the vehicle, which may enable the vehicle to pass
underneath without cause any damage to the vehicle. Other
comparable mechanisms known in the art may be used, such as a guide
that may have a soft slippery surface that may brush over the
vehicle roof.
[0073] In some embodiments, the entire electrically conductive
surface area of the contact pad may be contacting a charge point,
such as a side of a contact plate on a vehicle. In preferable
embodiments, the surface area contact at the interface between the
collector brace of the charging station and the charge point of
vehicle may provide increased conductivity and electrical flow
between the charging station and the vehicle, which may enable a
battery of the device to be fast- charged.
[0074] The vehicle may receive a signal when the contact plate on
the vehicle makes contact with the contact pad or comes within a
collector brace, in accordance with an embodiment of the invention.
That signal may take command of the bus and cause it to stop. If
the bus were to stop when making electrical contact, the contact
plates on the bus would not have to be very long. This may
advantageously provide less exposure to an electrically "hot"
area.
[0075] Thus, it may be advantageous to provide a pair of collector
braces and a pair of charge points, so that each collector brace
has an electrically conductive surface on both sides of a charge
point, such that the surface area connection between the charge
point and the collector brace is increased.
[0076] The guiding features may also include guiding pads (72a,
72b, 72c, 72d). The guiding pads may be formed of a slippery
material that may enable charge points to slide through. In some
embodiments, a polymer or plastic may be used for the guiding pads.
For example, the guiding pads may be formed of a nylon. In some
instances, the guiding pads may include a coating or be clad with a
slippery material.
[0077] In some embodiments, the guiding pads may be very long, or
the contact pads may have a cover extending both fore and aft. The
cover may be long enough to ensure that the charge bar on the roof
is covered during charging. This may prevent a large bird or
something similar from making contact between the two charge
bars.
[0078] The contact pads (71a, 71b) may be electrically connected to
a power source. In some instances, the contact pads may be
electrically connected through wires (73a, 73b).
[0079] In some embodiments, a charging station may include a pair
of collector braces, or more. In some instances, at least one
collector brace may be for providing an electrical connection with
an anode while at least one other collector brace may be for
providing an electrical connection with a cathode, when the
collector braces contact the charge points of a vehicle. If there
are more than one contact pads in a collector brace, the contact
pads may function may be for contacting the same type of electrode.
For example, two collector braces may be provided, each comprising
two contact pads. Both contact pads in one contact assembly may
contact an anode, while both contact pads in the other contact
assembly may contact a cathode. In some implementations, different
contact pads within the same contact assembly may contact different
electrodes. For instance, one collector brace may be provided, and
one contact pad may contact a cathode while another may contact an
anode.
[0080] A collector brace may also include a casing (74). In some
instances, a casing may provide support or structure to the
collector brace. In some embodiments, a pressure assembly (75) may
be provided that may exert force on one or more guiding feature
(70a). In some instances, the pressure assembly may exert force on
one guiding feature, while the other guiding feature may be fixed.
In another instance, two pressure assemblies may be provided,
whereby each pressure assembly exerts a force on a guiding feature.
The force exerted on a guiding feature may be directed toward
another guiding feature. For example, if a pair of guiding features
beside one another is provided, one of the guiding features (e.g.,
70a) may have a lateral force directed to the other guiding feature
(e.g., 70b), such that the guiding features would have a squeezing
force. By doing so, the contact pads of each guiding feature is
pressed to the charge point when the charge point passes through,
which ensures that an electrical connection is made. Furthermore,
as previously discussed, by using a large surface area for the
contact pads, a large surface area electrical interface may be
provided between the contact pads and the charge points. By
exerting a sufficient amount of pressure on the connection, the
large surface area contact can be ensured, which may ensure a low
impedance across the junction.
[0081] The pressure assembly may include any mechanism known in the
art that may provide a sufficient lateral force between the contact
pads to ensure a connection with the charge points (e.g., the
contact pads may be pinching together to receive the charge point).
In some instances, features such as springs or elastics may be used
in the pressure assembly. For example, as shown in FIG. 6A, the
pressure assembly may utilize a plurality of springs, that are
connected to linkages and a bar that may allow a contact pad (71a)
to remain substantially parallel to another contact pad (71b),
without directly contacting the other contact pad.
[0082] FIG. 6B shows another view of a contact assembly (80), which
may include guiding features (81a, 81b), contact pads (82a, 82b),
guiding pads (83a, 83b, 83c, 83d) , a pressure assembly (84) which
may exert a flexible pressure on one guiding feature (81a), and a
fixed assembly (85) which may fix another guiding feature (81b) in
place. The contact assembly (80) may also be connected to a spacing
bar (86), and/or any other structure (87), such as an arm, that may
connect the contact assembly (80) to a charging mount (88).
[0083] FIG. 6C shows a close up of a pressure assembly in
accordance with one embodiment of the invention. The pressure
assembly may include multiple springs (90a, 90b) that may be
connected to a bar (91) connected to a guiding feature (92a).
Linkages (93a, 93b) may also be provided, which may be connected to
the bar (91) and/or guiding feature (92a). The pressure assembly
may keep the guiding feature (92) substantially parallel to another
guiding feature (92b). Furthermore, the pressure assembly or other
features or components may prevent the conductive pads from
contacting one another.
[0084] In some embodiments of the charger connection, there may be
a cleaning brush or mechanism which will clean the vehicle rooftop
bars as the vehicle enters and/or leaves the charging arm assembly.
This may advantageously provide an improved electrical
connection.
[0085] FIG. 7A shows part of a charging chassis in accordance with
an embodiment of the invention. A contact assembly (120) may be on
a connecting structure, such as an arm (121a) and crossbar (121b),
that connects the contact assembly to a charging mount (122). The
contact assembly may also be connected to a spacing bar (125). The
contact assembly may be connected to the spacing bar and/or
arm.
[0086] The contact assembly may include a fixed assembly (126),
which may keep a guiding feature (124b) in place. In some
embodiments, a contact assembly may include at least one pressure
assembly (127), and at least one fixed assembly. Alternatively, a
contact assembly may include a plurality of pressure assemblies. In
some instances, a contact assembly may include a plurality of fixed
assemblies, although preferably, a contact assembly includes at
least one pressure assembly.
[0087] The charging chassis may include a flexible connection
(123). The flexible connection may be between an arm and a
crossbar. The flexible connection (123) may provide flexibility to
the connecting structure arm (121b) so that the contact assembly
(120) on the arm (121b) may move relative to the charging mount
(122) to accommodate the placement of one or more charge point on a
vehicle. For example, a vehicle may be driven to a charging station
and placed so that one or more charge points is slightly offset
from one or more contact assemblies. Guiding features (124a, 124b)
of a contact assembly may capture a charge point of a vehicle, and
the flexible connection (123) may enable to the contact assembly to
shift to follow the path of the vehicle. The flexible connection
(123) may allow the contact assembly (120) to shift substantially
perpendicularly with respect to the direction of the vehicle
travel. The contact assembly may be shifting laterally or
horizontally. Thus, if a vehicle were driven beneath a charging
station, a flexible connection may enable flexibility within the
connection structure that may enable one or more contact assemblies
to move sideways relative to the vehicle to capture and contact one
or more charge point of the vehicle.
[0088] FIG. 7B shows an example of a flexible connection of a
connecting structure. The flexible connection may have any design
that may provide flexibility to a connecting structure including
springs, elastics, hinges, linkages, pivot points, pneumatic
devices, weights, gears, hydraulics, or any other structure for
flexible connection. For example, springs (130a, 130b) may be
provided that may enable a portion of a connecting structure to
move laterally. A bar (131) of a connecting structure may slide
sideways with respect to a fixed portion of the connecting
structure (132). The portion of the connecting structure may move
laterally, which may enable one or more contact assembly to move
laterally to capture a charge point of a vehicle. The flexible
connection may enable contact assemblies to return to a center
position, and may utilize springs, hydraulics, or gravity to
recenter the connection assembly after use.
[0089] In some embodiments, a flexible connection may be structured
such that a bar of a connecting structure may swing back and forth,
which may allow a contact assembly to swing back and forth. For
example, the bar may swing back and forth if a pivot point or hinge
is provided. Features such as springs, elastic, hydraulics, or
gravity, may be used to enable the bar to swing back to its
original position at rest. In other embodiments, the flexible
connection may be provided that may enable a bar (131) to swing
rotatably around a connecting structure (132). For example, the bar
may pivot a little around the connecting structure, which may
enable a contact assembly at the end of the bar to move vertically
with respect to the connecting structure. In some embodiments,
there may be some give between the bar and the connecting structure
that may result in limited vertical movement of the contact
assembly.
[0090] Vehicles
[0091] The vehicle can comprise two contact plates positioned on a
top surface of the vehicle. The vehicle can comprise two bars
attached to the roof of the vehicle. In some embodiments of the
invention, the two bars are conductive and function as contact
plates for establishing a connection between the vehicle and a
charging station. The two bars can be copper bars or any other type
of conductive material. Other types of conductive material may
include but are not limited to copper, aluminum, silver, gold, or
alloys or combinations thereof, or may be plated/clad with a
conductive material. In some instances, the bars may be formed of
the same materials, while in others, different materials may be
utilized for different bars. The bars may be formed of materials
that may be resistant to corrosion. Furthermore, the bars may be
formed of materials that are slippery or high in lubricity. In some
embodiments of the invention, the bars are similar in fashion to a
luggage rack on an SUV. The two bars or contact plates can extend
in a direction that is parallel to a direction of vehicle movement.
As shown in FIG. 1, FIG. 2, and FIG. 3, the two bars (10, 12) can
establish contact with a charging connection anywhere along the
length of the bars. The orientation of the bars can reduce the need
to align the vehicle in a forward or backward direction prior to
charging the vehicle.
[0092] There may be mechanical and/or electrical protective devices
on board the vehicle to isolate conductive paths during non-contact
situations. Such devices may be configured to allow energy flow
only after receiving an electronic message (wireless, proximity
switched contact, and/or manual trigger) or via direct mechanical
activation.
[0093] The bars may also be installed at a prescribed gap height
above the vehicle roofline to ensure any pooled water and/or other
temporary or permanent conductive matter is kept at an appropriate
dielectric gap height relative to the voltage differential.
[0094] The vehicle may have a gauge or screen on the dash to inform
a driver of the vehicle as to the state of charge of the vehicle.
The vehicle can comprise a display for indicating that charging is
in progress.
[0095] The vehicle can comprise a charge monitoring device that can
communicate charge status and vehicle rapid charge capabilities to
other regional charging stations for characterization of energy
availability. This monitoring system can be used for predictive
modeling to estimate energy available at one or more charging
stations on a route. The route can be fixed, controlled using GPS
guidance, or spontaneous. The monitoring system can be used to
determine how much energy the vehicle can collect during time
available at a charging station. The vehicle can comprise a system
for predicting range based on charge status, energy availability,
and predicted energy availability obtained by transfer of charge
from upcoming charging stations. In some embodiments of the
invention, a vehicle that is running behind schedule can skip or
limit time spent at a charging station based on a prediction of
energy required to reach at a subsequent energy station and/or the
energy available at a subsequent energy station. In other
embodiments of the invention, a route can be modified based on
energy available at one or more charging stations.
[0096] In some embodiments of the invention, the vehicle comprises
a fast-charging energy storage device. The fast-charging energy
storage device can be lithium titanate batteries or any other type
of battery known to those skilled in the arts. The vehicle can be
an electric bus or electric hybrid bus comprising the fast-charging
energy storage device.
[0097] FIG. 8 shows an example of a vehicle (140) with at least one
contact bar (141). The vehicle may pass under a charging station,
which may include a charging mount (142). A contact bar may pass
through a contact assembly (143). The contact assembly may include
a guiding feature (144) that may guide the contact assembly to
receive the contact bar. The charging station may also include a
connecting structure (145) that may be flexible to enable lateral
movement of the contact assembly, to allow the contact assembly to
receive the contact bar (141).
[0098] In some embodiments, one or more contact bar of a vehicle
may be a vertical plate with a rounded top. In some embodiments,
this may advantageously allow for charging during icing conditions.
In some embodiments, a contact bar may be shaped such that it has
two or more contact points with a vehicle. For example, as shown in
FIG. 8, a contact bar (141) may have to contact points with a
vehicle roof toward the front and end of the contact bar. In other
embodiments, a contact bar may have one contact with a vehicle
roof. For example, an entire length of a contact bar may be
contacting a vehicle roof. Any number of contact points may be
provided between a contact bar and a vehicle.
[0099] A contact bar may have any dimensions that may enable it to
be attached to a vehicle. For example, in some embodiments, a
contact bar may be about 1 cm, 5 cm, 10 cm, 20 cm, 30 cm, 50 cm, 80
cm, 100 cm, 120 cm, or 140 cm long or longer. A contact bar may be
about 0.5 cm tall, 1 cm tall, 2 cm tall, 3 cm tall, 4 cm tall, 5 cm
tall, 7 cm tall, 10 cm tall, or 15 cm tall or taller. In some
embodiments a contact bar may be sufficiently tall such that there
may be some flexibility in allowing for a contact between the
contact bar and a contact assembly of a charging station. For
example, a contact bar may be sufficiently tall so that the
electrically conductive surfaces of a contact assembly may still
contact the contact bar even if there are some variations in
height, such as through bumps in the road, or different vehicle
heights.
[0100] A contact bar may also have any thickness. For example, a
contact bar may be about 0.2 cm thick, 0.5 cm thick, 0.7 cm thick,
1 cm thick, 1.5 cm thick, 2 cm thick, 3 cm thick, 4 cm thick, 6 cm
thick, or thicker. A contact bar may be sufficiently thick such
that when it passes between a contact assembly, both sides of the
contact bar may contact guiding strips of the contact assembly,
preferably along electrically conductive surfaces of the guiding
strips. A contact may also be sufficiently thick such that when the
contact bar passes between the guiding strips, a sufficient amount
of pressure is exerted on the contact bar to ensure a strong
electrical connection, and a lowered impedance. The amount of
pressure may also be sufficient to ensure that the entire
electrically conductive surface area is contacting the contact bar,
and not just a portion of the surface. Preferably, the thickness of
the contact bar is a little greater than the space between the
electrically conductive surfaces of a contact assembly when at
rest. This may ensure that the guiding strips of a contact assembly
may sufficiently grip, press, squeeze, clamp, or hold a contact bar
to provide a sturdy electrical contact, while still allowing the
contact bar to slide between the guiding strips.
[0101] Two or more contact bars may also be spaced apart on the
roof of the vehicle. The contact bars may be spaced at any desired
distance apart. For example, the contact bars may be spaced about 5
cm, 10 cm, 15 cm, 20 cm, 25 cm, 30 cm, 35 cm, 40 cm, 45 cm, 50 cm,
60 cm, 70 cm, 80 cm or greater or lesser apart. Preferably, the
contact bars are substantially parallel to one another.
[0102] Methods
[0103] Transit buses can operate on a repetitive route system
whereby the bus repeats its route at least every hour. As such, it
passes the transit bus can pass a common point on an hourly basis
and wait at that point for a cue to repeat the route. This can
involve a wait of 10 to 20 minutes in many cases. The methods of
the invention provide for a transit bus that can utilize the wait
time to charge the transit bus. The transit bus can comprise a fast
charging energy storage device that can completely recharged in 10
minutes. In some instances, the transit bus can be completely or
substantially (e.g., more than 75%) charged within 5 minutes, 3
minutes, 2 minutes, or 1 minute. The fast charging energy storage
device can be lithium titanate batteries or one of several other
battery chemistries.
[0104] In some embodiments of the invention, an energy storing
device is only partially charged. Partially charging the energy
storing device can increase the life of the energy storing device
by reducing the amount of charge transferred to the energy storage
device during a single charging procedure. For example, an electric
transit bus designed in accordance with the invention described
herein can average 11 to 13 miles per hour and consume
approximately 1.5 to 3.0 kWh/mile. If the electric transit bus
comprises an energy storing device with approximately 56 kWh of
capacity, the electric transit bus can contain sufficient energy to
propel the electric transit bus for approximately two to four hours
without charging depending on driving application. That can allow
for the electric transit bus to run indefinitely with an hourly
charging of approximately 25% of the capacity of the energy storing
device. This charging procedure can increase the life of the energy
storing device relative to a charging procedure that charges the
energy storing device from a completely drained state.
[0105] In some embodiments of the invention, a vehicle is charged
by positioning the vehicle under a charging station. The charging
station can comprise a charging connection that is engaged by
adjusting the position of the charging connection. A control device
in the vehicle can be used to transmit instructions to the charging
station and/or the charging connection to establish an electrical
connection between the charging connection and the vehicle.
[0106] In some embodiments of the invention, the charging
connection may comprise a pair of contact assemblies with a known
distance between them that correspond to the distance between the
charge points on the roof of the vehicle. These charge contacts can
use a system to return them to a center position that may utilize
springs, hydraulics, or gravity to recenter the connection assembly
after use.
[0107] In one example, the contact assembly may comprise conductive
pads with guides to ensure that the assembly moves laterally or
vertically with respect to the direction of travel of the vehicle.
To reduce complexity, the entire assembly may be energized if the
support structure for the assembly can insulate voltages greater
than the transmitted voltage. The contact pads may be metallic or
non-metallic conductive pads and may or may not be replaceable. A
preferable method would be to have replaceable pads that can be
changed when the conductive portion is damaged or used. By using a
spring contact and a large surface area with respect to the amount
of current transferred, the assembly can ensure a low impedance
across the junction. In some embodiments, guidance into charge
clamping devices can be accommodated by electronic guidance device
aligned by laser or similar detection devices.
[0108] The vehicle and/or energy storage controls system may be
able to monitor vehicle route timetable performance. If there is
excess time available for recharge, the controls systems can elect
to reduce charger power and/or current to match the available break
time in the route. As such there may be an increase in efficiency
and system lifetime as a result of modulated charging
performance.
[0109] In some alternative embodiments, a charging station may also
function as a discharger. For example, if a vehicle has a large
amount of stored energy (e.g., in an on-board battery or energy
storage unit), it may be desirable to discharge the vehicle
somewhat, and transfer that energy to an energy storage unit of a
charging station, or to provide it to a utility. A charging station
may be able to operate both to charge and discharge a vehicle.
[0110] The systems and methods may utilize or incorporate any
methods, techniques, features or components known in the art or
previously utilized. See, e.g., U.S. Patent No. Re 29,994; U.S.
Pat. No. 3,955,657; European Patent Application No. EP 2 014 505
A1; European Patent Application No. EP 1 997 668 A1; PCT
Publication No. WO 2008/107767 A2; U.S. Patent Publication No.
2008/0277173; PCT Publication No. WO 2009/014543, which are hereby
incorporated by reference in their entirety.
[0111] It should be understood from the foregoing that, while
particular implementations have been illustrated and described,
various modifications can be made thereto and are contemplated
herein. It is also not intended that the invention be limited by
the specific examples provided within the specification. While the
invention has been described with reference to the aforementioned
specification, the descriptions and illustrations of the preferable
embodiments herein are not meant to be construed in a limiting
sense. Furthermore, it shall be understood that all aspects of the
invention are not limited to the specific depictions,
configurations or relative proportions set forth herein which
depend upon a variety of conditions and variables. Various
modifications in form and detail of the embodiments of the
invention will be apparent to a person skilled in the art. It is
therefore contemplated that the invention shall also cover any such
modifications, variations and equivalents.
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