Note: Descriptions are shown in the official language in which they were submitted.
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TITLE
ELECTRIC VEHICLE (EV) FAST CHARGE STATION AND SYSTEM
FIELD
The present invention is directed to a fast charge electric vehicle (EV)
charge
station and system, for example, for high speed charging or recharging of
electric
vehicles (EVs). The fast charge or recharge electrical vehicle (EV) station
and system,
for example, can be configured to provide both high speed charging or
recharging of
electric vehicles (EVs), and filling of fuel powered vehicles.
BACKGROUND
Electric vehicles (EVs) have grown in use around the world with a strong
interest
in clean emissions, quiet driving, and low maintenance. Advancements in
battery
technology have supported improvements in vehicle speed as well as driving
distance.
Battery charging has improved to help support this growth and provide
recharging times
as low as two hours for a complete charge of large EV batteries (e.g. as in
Chevrolet
Volt or Tesla Model S). The push to improve recharge times has driven battery
manufacturers to improve technology and provide "fast charge" capability in
their
batteries. The goal is to allow EV cars to recharge in close to the same time
as refueling
a gasoline vehicle (e.g. 10-15 minutes).
A problem arises with fast recharging of large vehicle batteries because of
the
large amount of AC Power required from the utility power grid for each (or
multiple)
vehicle(s) during recharge. For example, a normal size sedan such as a
Chevrolet Volt
could require power as high as 350 KW during the recharge process to achieve
targeted
recharge times. This power requirement when multiplied by several vehicles
being
charged simultaneously would require a huge AC power source (such as utility
power
grid infrastructure to support a large industrial load, followed by AC/DC
conversion) at
the recharging site. This type of AC power source is not available at many
locations.
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The power surges during recharging also cause problems with the utility
companies'
ability to predict power requirements in specific locations. Adding to this
particular
problem is the sparse locations of recharge stations. EV recharge pumps must
be
available at gas stations to allow the EV market to grow.
SUMMARY
To provide sufficient power at most locations, power must be stored and/or
generated in a controlled, even manner using one or more storage capacity
"electric
reservoir" or "battery reservoir" or "energy reservoir" or "power reservoir."
This one or
more electric reservoirs can then be used as a main recharge energy source for
recharging the electric vehicles (EVs). Battery technology already exists to
support the
"reservoir" requirement. Several different electric power storage technologies
can be
used, including flow batteries, lithium-ion batteries, power storage
capacitors (e.g. ultra
capacitors) and/or fuel cells. Other electromechanical technologies such as
flywheel
energy storage can also be used. The one or more electric reservoirs, for
example, can
be placed underground in a similar fashion currently used for storing fuel
(e.g. gasoline,
diesel) at a gas station and/or it can be located above ground.
The one or more electric reservoirs can be charged using power that already
exists at a conventional gas station. Using this method allows the utility
company to
predict and accommodate the power usage and avoid power surges. For example,
the
one or more electric reservoirs can be recharged continuously, intermittently,
variably,
or in a programmed manner from an electrical power source (e.g. existing power
source(s), new power source(s), electrical power grid, power transmission
line(s), power
distribution system, power station, electrical generator, fuel type electrical
generator,
solar, solar panels, solar photovoltaic, thermal, solar thermal, wind power
generators,
wind mills).
The energy stored in the electric reservoir can be used as the power source
for
recharging the electric vehicle(s) at the station. A recharge unit (e.g.
electric pump) very
similar (in physical size and form) to a conventional gas pump can be used to
make the
proper conversion of power required for charging the EV. Since the power
source for an
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EV is a DC battery and the electric reservoir can be a DC electric reservoir
(e.g. DC flow
battery, DC Li-ion battery, DC Li-ion battery array), the power conversion
required can
simply be direct or a DC to DC conversion, avoiding the power losses with AC
to DC
conversions used in most battery chargers today.
The energy generated by a power generator (e.g. electrical power generator)
can
also be used, with or without the electrical reservoir, as the power source
for recharging
the electric vehicle(s) at the station. The power generator can be located on-
site (i.e.
located at the station) or off-site (i.e. located off the station premises,
however, nearby
or at a distance from the station premises). The power generator can be
installed on the
premises of the station, or can be a portable power generator. For example,
the power
generator can be partially or fully contained within a cargo container, or a
similarly
constructed container, that can be transported and installed at the station as
a power
generator unit providing significant power output. Further, the power
generator can be a
single power generator or multiple power generators (e.g. connected together
to provide
a power station).
The operator of the recharging station can charge customers for recharging
their
EVs in a same or similar manner to gasoline customers. They will be able to
work with
the utility company on the costs for keeping the reservoir charged as well as
amortize
the costs for adding/supporting the reservoir and EV Chargers or EV Pumps
(e.g.
electric chargers or outlets). The operator can build in profits required and
charge the
EV customers accordingly. This removes the burden for utility companies of
having to
provide industrial sized power grid infrastructure, such as additional towers,
power lines,
substations, which might be impractical for most locations.
Using a reservoir approach allows a conventional gas station to be converted
by
simply adding an EV Charger or EV Pump (e.g. refueling EV pump) or multiple EV
Chargers or EV Pumps to provide fast charging of EV(s). This fast charging
will allow
EVs to easily travel across country just like a gasoline fueled vehicles do
today, which
will allow EVs to become more mainstream.
The presently described subject matter is directed to a station for refueling
fuel
vehicles and/or recharging electric vehicles.
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The described subject matter is directed to an electric recharge station.
The presently described subject matter is directed to an electric/fuel
station.
The presently described subject matter is directed to an improved gas station
comprising or consisting of both gas pumps and electric pumps or EV chargers.
The presently described subject matter is directed to an electric
recharge/fuel
station comprising or consisting of at least one fuel pump and at least one
electric pump
or EV charger.
The presently described subject matter is directed to an electric
recharge/fuel
station comprising or consisting of at least one fuel pump and at least one
electric pump
or EV charger.
The presently described subject matter is directed to an electric
recharge/fuel
station comprising or consisting of at least one fuel pump and at least one
electric pump
or charger, wherein the at least one fuel pump is spaced apart a predetermined
distance from the at least one electric pump or charger.
The presently described subject matter is directed to an electric
recharge/fuel
station comprising or consisting of at least one fuel pump and at least one
electric pump
or charger, wherein the at least one fuel pump and at least one electric pump
or charger
are provided in a single unit.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of at least one fuel pump and at least one electric
pump or
charger, wherein the at least one fuel pump and at least one electric pump or
charger
are separate units.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of multiple fuel pumps and multiple electric pumps or
EV
chargers.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of multiple fuel pumps locate and multiple electric
pumps or
chargers, wherein the fuel pumps are located in at least one row and the
electric pumps
or chargers are located in at least one another row.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of at least one electric reservoir.
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The presently described subject matter is directed to a fuel/electric station
comprising or consisting of multiple electric reservoirs.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of at least one onsite electric reservoir.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of at least one electric reservoir located below
ground level.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of multiple electric reservoirs located below ground
level.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of at least one electric reservoir located above
ground level.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of multiple electric reservoirs located above ground
level.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of at least one electric reservoir.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of multiple electric reservoirs.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of at least one onsite electrical reservoir.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of multiple onsite electric reservoirs.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of at least one electrical reservoir located below
ground level.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of multiple electric reservoirs located below ground
level.
The described subject matter is directed to a fuel/electric station comprising
or
consisting of at least one electric reservoir located above ground level.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of multiple electric reservoirs located above ground
level.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of at least one fuel tank and at least one electrical
reservoir
located below ground level.
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The presently described subject matter is directed to a fuel/electric station
comprising or consisting of multiple fuel tanks and multiple electric
reservoirs located
below ground level.
The presently described subject matter is directed to a fuel/electric station
comprising or consisting of at least one gas tank and at least one electric
reservoir
located below ground level, wherein the at least one gas tank and at least one
electric
reservoir are spaced apart at least a predetermined distance.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; and a first EV charger receiving power from the secondary electric
reservoir.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; a tertiary electric reservoir receiving power from the secondary
electric
reservoir; and a first EV charger receiving power from the tertiary electric
reservoir.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of at least one power source; a plurality of
electrical services
receiving power from the at least one power source; a plurality of primary
electric
reservoirs receiving power, respectively, from the plurality of electrical
services; a
plurality of secondary electric reservoirs receiving power, respectively, from
the first
primary electric reservoirs; and a plurality of EV chargers receiving power,
respectively,
from the plurality of secondary electric reservoirs.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
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the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; and a first EV charger receiving power from the secondary electric
reservoir,
further comprising a tertiary electric reservoir receiving power from the
secondary
electric reservoir.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; and a first EV charger receiving power from the secondary electric
reservoir,
wherein the electrical service is a plurality of electrical services, the
primary electric
reservoir is a plurality of primary electric reservoirs receiving power,
respectively, from
the plurality of electrical services, the secondary electric reservoir is a
plurality of
secondary electric reservoirs receiving power, respectively, from the
plurality of primary
electric reservoirs, and the EV charger is a plurality of EV chargers
receiving power,
respectively, from the plurality of secondary electric reservoirs.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; a tertiary electric reservoir receiving power from the secondary
electric
reservoir; and a first EV charger receiving power from the tertiary electric
reservoir,
wherein the electrical service is a plurality of electrical services, the
primary electric
reservoir is a plurality of primary electric reservoirs receiving power,
respectively, from
the plurality of electrical services, the secondary electric reservoir is a
plurality of
secondary electric reservoirs receiving power, respectively, from the
plurality of electric
primary electric reservoirs, the tertiary electric reservoir is a plurality of
tertiary electric
reservoirs receiving power, respectively, from the plurality of secondary
electric
reservoirs, and the EV charger is a plurality of EV chargers receiving power,
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respectively, from the plurality of tertiary electric reservoirs.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; and a first EV charger receiving power from the secondary electric
reservoir,
further comprising an AC to DC power converter receiving AC power from the
electrical
service and converting the AC power to DC power.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; and a first EV charger receiving power from the secondary electric
reservoir,
further comprising an AC to DC power converter receiving AC power from the
electrical
service and converting the AC power to DC power, further comprising a first DC
to DC
power converter receiving DC power from the AC to DC converter and converting
the
DC power to DC power for supplying DC power to the primary electric reservoir.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; and a first EV charger receiving power from the secondary electric
reservoir,
further comprising an AC to DC power converter receiving AC power from the
electrical
service and converting the AC power to DC power, further comprising a first DC
to DC
power converter receiving DC power from the AC to DC converter and converting
the
DC power to DC power for supplying DC power to the primary electric reservoir,
further
comprising a second DC to DC power converter receiving DC power from the
primary
electric reservoir and converting the DC power to DC power for supplying DC
power to
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the secondary electric reservoir.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; and a first EV charger receiving power from the secondary electric
reservoir,
further comprising an AC to DC power converter receiving AC power from the
electrical
service and converting the AC power to DC power, further comprising a first DC
to DC
power converter receiving DC power from the AC to DC converter and converting
the
DC power to DC power for supplying DC power to the primary electric reservoir,
further
comprising a second DC to DC power converter receiving DC power from the
primary
electric reservoir and converting the DC power to DC power for supplying DC
power to
the secondary electric reservoir, further comprising a third DC to DC power
converter
receiving DC power from the secondary electric reservoir and converting the DC
power
to DC power for supplying DC power to the EV charger.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; and a first EV charger receiving power from the secondary electric
reservoir,
further comprising an AC to DC power converter receiving AC power from the
electrical
service and converting the AC power to DC power, further comprising a first DC
to DC
power converter receiving DC power from the AC to DC converter and converting
the
DC power to DC power for supplying DC power to the primary electric reservoir,
further
comprising a second DC to DC power converter receiving DC power from the
primary
electric reservoir and converting the DC power to DC power for supplying DC
power to
the secondary electric reservoir, further comprising a third DC to DC power
converter
receiving DC power from the secondary electric reservoir and converting the DC
power
to DC power for supplying DC power to the EV charger, wherein the EV charger
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comprises a fourth DC to DC power converter for converting DC power to DC
power for
supplying DC power to the EV.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; a tertiary electric reservoir receiving power from the secondary
electric
reservoir; and a first EV charger receiving power from the tertiary electric
reservoir,
further comprising an AC to DC power converter receiving AC power from the
electrical
service and converting the AC power to DC power.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; a tertiary electric reservoir receiving power from the secondary
electric
reservoir; and a first EV charger receiving power from the tertiary electric
reservoir,
further comprising an AC to DC power converter receiving AC power from the
electrical
service and converting the AC power to DC power, further comprising a first DC
to DC
power converter receiving DC power from the AC to DC converter and converting
the
DC power to DC power for supplying DC power to the primary electric reservoir.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; a tertiary electric reservoir receiving power from the secondary
electric
reservoir; and a first EV charger receiving power from the tertiary electric
reservoir,
further comprising an AC to DC power converter receiving AC power from the
electrical
service and converting the AC power to DC power, further comprising a first DC
to DC
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power converter receiving DC power from the AC to DC converter and converting
the
DC power to DC power for supplying DC power to the primary electric reservoir,
further
comprising a second DC to DC power converter receiving DC power from the
primary
electric reservoir and converting the DC power to DC power for supplying DC
power to
the secondary electric reservoir.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; a tertiary electric reservoir receiving power from the secondary
electric
reservoir; and a first EV charger receiving power from the tertiary electric
reservoir,
further comprising an AC to DC power converter receiving AC power from the
electrical
service and converting the AC power to DC power, further comprising a first DC
to DC
power converter receiving DC power from the AC to DC converter and converting
the
DC power to DC power for supplying DC power to the primary electric reservoir,
further
comprising a second DC to DC power converter receiving DC power from the
primary
electric reservoir and converting the DC power to DC power for supplying DC
power to
the secondary electric reservoir, further comprising a third DC to DC power
converter
receiving DC power from the secondary electric reservoir and converting the DC
power
to DC power for supplying DC power to the tertiary electric reservoir.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; a tertiary electric reservoir receiving power from the secondary
electric
reservoir; and a first EV charger receiving power from the tertiary electric
reservoir,
further comprising an AC to DC power converter receiving AC power from the
electrical
service and converting the AC power to DC power, further comprising a first DC
to DC
power converter receiving DC power from the AC to DC converter and converting
the
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DC power to DC power for supplying DC power to the primary electric reservoir,
further
comprising a second DC to DC power converter receiving DC power from the
primary
electric reservoir and converting the DC power to DC power for supplying DC
power to
the secondary electric reservoir, further comprising a third DC to DC power
converter
receiving DC power from the secondary electric reservoir and converting the DC
power
to DC power for supplying DC power to the tertiary electric reservoir, further
comprising
a third DC to DC power converter receiving DC power from the tertiary electric
reservoir
and converting the DC power to DC power for supplying DC power to the EV
charger.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; a tertiary electric reservoir receiving power from the secondary
electric
reservoir; and a first EV charger receiving power from the tertiary electric
reservoir,
further comprising an AC to DC power converter receiving AC power from the
electrical
service and converting the AC power to DC power, further comprising a first DC
to DC
power converter receiving DC power from the AC to DC converter and converting
the
DC power to DC power for supplying DC power to the primary electric reservoir,
further
comprising a second DC to DC power converter receiving DC power from the
primary
electric reservoir and converting the DC power to DC power for supplying DC
power to
the secondary electric reservoir, further comprising a third DC to DC power
converter
receiving DC power from the secondary electric reservoir and converting the DC
power
to DC power for supplying DC power to the tertiary electric reservoir, further
comprising
a third DC to DC power converter receiving DC power from the tertiary electric
reservoir
and converting the DC power to DC power for supplying DC power to the EV
charger,
wherein the EV charger comprises a fifth DC to DC power converter for
converting DC
power to DC power for supplying DC power to the EV.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
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the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; and a first EV charger receiving power from the secondary electric
reservoir.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; a tertiary electric reservoir receiving power from the secondary
electric
reservoir; and a first EV charger receiving power from the tertiary electric
reservoir,
wherein the primary electric reservoir comprises a flow battery.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; and a first EV charger receiving power from the secondary electric
reservoir.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; a tertiary electric reservoir receiving power from the secondary
electric
reservoir; and a first EV charger receiving power from the tertiary electric
reservoir,
wherein the primary electric reservoir comprises a Li-ion battery.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; and a first EV charger receiving power from the secondary electric
reservoir.
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The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; a tertiary electric reservoir receiving power from the secondary
electric
reservoir; and a first EV charger receiving power from the tertiary electric
reservoir,
wherein the primary electric reservoir comprises an electrical storage
capacitor.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; and a first EV charger receiving power from the secondary electric
reservoir.
The presently described subject matter is directed to an electric vehicle (EV)
charging
station for charging an electric vehicle (EV), the EV charging station
comprising or
consisting of: a power source; an electrical service receiving power from the
power
source; a primary electric reservoir receiving power from the electrical
service; a
secondary electric reservoir receiving power from the primary electric
reservoir; a
tertiary electric reservoir receiving power from the secondary electric
reservoir; and a
first EV charger receiving power from the tertiary electric reservoir, wherein
the EV
charging station is configured to selectively or simultaneously provide power
for
charging the EV from the electrical source, primary electric reservoir and/or
the
secondary electric reservoir.
The presently described subject matter is directed to an electric vehicle (EV)
charging station for charging an electric vehicle (EV), the EV charging
station
comprising or consisting of: a power source; an electrical service receiving
power from
the power source; a primary electric reservoir receiving power from the
electrical
service; a secondary electric reservoir receiving power from the primary
electric
reservoir; a tertiary electric reservoir receiving power from the secondary
electric
reservoir; and a first EV charger receiving power from the tertiary electric
reservoir,
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wherein the EV charging station is configured to selectively or simultaneously
provide
power for charging the EV from the electrical source, the primary electric
reservoir,
second electric reservoir and/or the tertiary electric reservoir.
BRIEF DESCRIPTION OF DRAWINGS
FIG. 1 is a diagrammatic view of a fuel/electric station according to the
present
invention.
FIG. 2 is another diagrammatic view of the fuel/electric station shown in FIG.
1.
FIG. 3 is a diagrammatic view of the structure and arrangement of the
fuel/electric
station shown in FIG. 1.
FIG. 4 is a diagrammatic view of the structure and arrangement of a
fuel/electric station,
for example, a portable fuel/electric vehicle (EV) station for use with the
fuel/electric
vehicle (EV) station shown in FIG. 1, or for use on a lot, for example, at a
remote
location.
FIG. 5 is a diagrammatic view of a flow battery for use in the fuel/electric
vehicle (EV)
station shown in FIGS. 1-3.
FIG. 6 is a flow chart showing power flow from the electric reservoir (e.g.
flow battery,
Li-ion battery, power storage capacitors, fuel cells) to the fuel/electric
pump (e.g. EV
pump, EV charger, and/or fuel pump).
FIG. 7 is a side elevational view of a fuel/electric pump according to the
present
invention.
FIG. 8 is a diagrammatic view showing power sharing of the charging of an EV
from the
power source and the electric reservoir.
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FIG. 9 is a diagrammatic view showing power sharing of the charging of an EV
from the
electric reservoir and/or Li-ion battery of the fuel/electric pump.
FIG. 10 is a flow chart showing power flow from the electric reservoir (e.g.
flow battery,
Li-ion battery, power storage capacitors, fuel cells) to the fuel/electric
pump comprising
a fuel pump and an EV charger.
FIG. 11 is a side elevational view of a fuel/electric pump according to the
present
invention comprising a fuel pump and EV charger.
FIG. 12 is a diagrammatic view showing power sharing of the charging of an EV
from a
power source (e.g. power grid) and an electric reservoir.
FIG. 13 is a diagrammatic view showing power sharing of the charging of an EV
from
the electric reservoir and the Li-ion battery of the fuel/electric pump.
FIG. 14 is a diagrammatic view showing a fuel/electric station comprising of
multiple
(e.g. four (4)) modular power subunits.
FIG. 15 is a diagrammatic view of the fuel/electric vehicle (EV) station shown
in FIG. 1
enhanced with additional electric reservoirs.
FIG. 16 is a flow chart showing power flow from the electric reservoir (e.g.
flow battery,
Li-ion battery, power storage capacitors, fuel cells) to the secondary
electric reservoir
(e.g. battery, Li-ion battery, power storage capacitors, fuel cells) to the
tertiary electric
reservoir (e.g. battery, Li-ion battery, power storage capacitors, fuel cells)
of the
fuel/electric pump (e.g. EV pump, EV charger, and/or fuel pump).
FIG. 17 is a block diagram of a communication system for the fuel/electric
vehicle (EV)
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station according to the present invention for communicating with electric
vehicles being
recharged.
FIG. 18 is a diagram of the communication interface of the communication
system
shown in FIG. 17.
FIG. 19 is a diagrammatic view of a fast charge electric vehicle (EV) system
according
to the present invention with a collective AC/DC converter arrangement.
FIG. 20 is a diagrammatic view of a fast charge electric vehicle (EV) system
according
to the present invention with a distributed AC/DC converter arrangement.
FIG. 21 is a table showing base battery module specifications for the fast
charge electric
vehicle (EV) system according to the present invention.
FIG. 22 is a table showing cabling specifications for the fast charge electric
vehicle (EV)
system according to the present invention.
FIG. 23 is a table showing additional product specifications for the fast
charge electric
vehicle (EV) system according to the present invention.
FIG. 24 is a table showing dual use battery specifications for the fast charge
electric
vehicle (EV) system according to the present invention.
FIG. 25A is a perspective view of an EV connector for the fast charge electric
vehicle
(EV) system according to the present invention.
FIG. 25B is a perspective view of another EV connector for the fast charge
electric
vehicle (EV) system according to the present invention.
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FIG. 25C is a perspective view of a further EV connector for the fast charge
electric
vehicle (EV) system according to the present invention.
FIG. 25D is a perspective view of an even further EV connector for the fast
charge
electric vehicle (EV) system according to the present invention.
FIG. 26A is a front view of a four-gang CCS (Combined Charging System) combo
Type
I connector for use in the USA/North America with four connector ports for the
fast
charge electric vehicle (EV) system according to the present invention.
FIG. 26B is a front view of a four-gang CCS (Combined Charging System) combo
Type
II connector for use in Europe with four connector ports for the fast charge
electric
vehicle (EV) system according to the present invention.
FIG. 27 is a perspective view of a Phoenix Contact cooled electric vehicle
(EV)
connector for the fast charge electric vehicle (EV) system according to the
present
invention.
FIG. 28 is a circuit diagram of an electrical circuit for the fast charge
electric vehicle
(EV) system according to the present invention.
FIG. 29 is a flow diagram showing various stages of construction of a base
battery
module for use in an electric reservoir for the fast charge electric vehicle
(EV) system
according to the present invention.
FIG. 30 is a perspective view showing an assembled base battery module without
the
base battery module lid installed.
FIG. 31 is a flow diagram showing various stages of construction of a base
battery
modular pair for use in an electric reservoir for the fast charge electric
vehicle (EV)
system according to the present invention.
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FIG. 32 is a perspective view of an assembled electric reservoir for the fast
charge
electric vehicle (EV) system according to the present invention.
FIG. 33 is a diagrammatic view of a voltage trimming system for use in the
fast charge
electric vehicle (EV) system according to the present invention.
FIG. 34 is a diagrammatic view of a boost/buck system for use in the fast
charge electric
vehicle (EV) system according to the present invention.
FIG. 35 is a perspective view of a base battery module showing air flow
exiting the base
battery module of the electric reservoir for use in the fast charge electric
vehicle (EV)
system according to the present invention.
FIG. 36 is a perspective view of a base battery module showing "voltage
continuity
links" or "high voltage jumpers" embedded in the base battery module lid such
that
removal of the base battery module lid naturally sub-divides the battery array
string
voltage simply by removal of higher ordered components.
FIG. 37 is a diagrammatic view of the base battery module showing the "voltage
continuity links" or "high voltage jumpers" embedded in the base battery
module lid.
FIG. 38 is a diagrammatic view showing power flow and power conversion stages
from
the power grid to the power head for charging the electric vehicle (EV).
FIG. 39 is a table showing the specifications of a hot battery indicator for
use in the
base battery module.
FIG. 40 is a diagrammatic view showing a fast charge electric vehicle (EV)
system
according to the present invention having multiple electric reservoirs (e.g.
base battery
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modules) and multiple transformers (e.g. pad transformers) for providing power
to
multiple power heads.
FIG. 41 is a diagrammatic view showing a fast charge electric vehicle (EV)
system
according to the present invention having collective topology with selective
connection
to the electric power grid and one or more additional power sources (e.g. wind
driven
power generation system and solar panel).
FIG. 42 is a diagrammatic view showing a fast charge electric vehicle (EV)
system
according to the present invention having distributed topology with selective
connection
to the electric power grid and one or more power sources (e.g. wind driven
power
generation system, and solar panel).
FIG. 43 is a diagrammatic view showing a fast charge electric vehicle (EV)
system
according to the present invention having collective topology with selective
connection
to the electric power grid and an onsite power generator and/or offside
generator (e.g.
onsite electric power generator, offsite electric power generator).
FIG. 44 is a diagrammatic view showing a fast charge electric vehicle (EV)
system
according to the present invention having distributed topology with selective
connection
to the electric power grid and an onsite power generator and/or offside
generator (e.g.
onsite electric power generator, offsite electric power generator).
FIG. 45 is a diagrammatic view showing a fuel/charge system according to the
present
invention having one or more fuel tanks for fueling or refueling fuel type
vehicles and
providing fuel for the onsite power generator and/or offsite power generator.
DETAILED DESCRIPTION
A fuel/electric station 10 configured for providing both fuel for fuel type
vehicles
and fast charging of electric vehicles (EV) according to the present invention
is shown in
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FIGS. 1 and 2. The fuel/electric station 10 is structured, arranged, and
designed to 1)
dispense fuel (e.g. gas, diesel, propane, liquid propane, hydrogen); and 2)
charge or
recharge electric vehicles (EVs).
The fuel/electric station 10 comprises multiple fuel/electric pumps 12 (e.g.
gasoline
pumps). The fuel/electric pumps 12 each comprise an electric vehicle charger
or EV
charger for recharging EVs and a fuel pump for refueling fuel type vehicles
with fuel (e.g.
gasoline, diesel, gas, propane, liquid propane, hydrogen). The fuel/electric
pumps 12
each can comprise electrical components such as electrical components for
charging EVs
(e.g. EV charger, DC-DC converter, battery, Li-ion battery, power storage
capacitors, fuel
cells) and for refueling conventional fuel type vehicles, for example, having
internal
combustion engines (e.g. fuel pump, fuel meter, fuel filter, electrical
control), for example,
within a housing or compartment(s) of the fuel/electric pumps 12. The
fuel/electric pumps
12 can include cooling equipment (e.g. fan, refrigeration, cooling circulation
system), for
example, to remove heat from housing, compartments, and electrical components.
The fuel/electric pumps 12 are shown in FIG. 1 as three (3) fuel/electric
pumps 12
per row with two (2) rows. However, more or less fuel/electric pumps 12 can be
provided
in the rows, or more or less rows can exist.
As shown in FIG. 7, the fuel/electric pumps 12 each have a display 14,
electric
charging cable 16A with an electrical connector 16B configured for EV hook up
and
recharging, a gas hose 18A fitted with a gas nozzle 18B, a DC-DC converter 60,
a current
limiter 61, and an internal Li-ion battery 19 (e.g. battery, batteries, power
storage
capacitors, fuel cells). Alternatively, the fuel/electric pumps 12 can be
structured or
configured as electric pumps configured to only charge EVs (i.e. "electric
charging only"
pumps) or structured or configured as fuel pumps configured to only pump fuel
(i.e. "fuel
filling only" pumps). The fuel pumps (e.g. gasoline pumps) can be spaced apart
from the
electric pumps comprising or consisting of EV chargers in various arrangements
and/or
locations on the premises of the fuel/electric station 10.
Again, the fuel/electric pumps 12 shown comprise the components or parts for
both
pumping gas and EV charging. For example, the fuel/electrical pumps 12 can
comprise
the Li-ion battery 19, power storage capacitors, fuel cells, electronic
controller configured
to control voltage and current supplied by the Li-ion battery 19 to the
electric vehicle (EV),
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fuel pump components, and/or safety electronics (e.g. stop all dispensing,
stop EV
charging, stop fuel pumping, trigger HaIon fire system, electrical spark
suppression,
operational lock out detection and controls for "fuel filling only" filling
mode or "electric
charging only" charging mode).
Again, the arrangement shown in FIGS. 1 and 2, can be modified with the rows
of
fuel/electric pumps 12 shown replaced with one or more rows of "fuel filling
only" pumps
and one or more rows of "electric charging only" pumps physically spaced apart
and
separate same for safety reasons (e.g. to prevent fuel vapor in proximity to
electric
equipment and potential electrical sparks). However, the fuel/electric pumps
12 can be
configured or designed to provide electric spark suppression, high level of
electrical
grounding, redundant electrical grounding, separate compartments or
containment
structures for separate gas and electric operations, air venting or air or gas
(e.g. nitrogen)
circulation pumps, fans, and/or refrigeration to allow both gas and electric
operations
within the same fuel/electric pumps 12. Again, the fuel/electric pumps 12 can
be
configured or designed to only allow one mode of operation at a time, for
example, with
a time pause in-between operations to allow air venting or circulations pumps
to remove
any remaining fuel or fuel vapor to atmosphere after gas operation mode.
The fuel/electric station 10 comprises an underground fuel storage tank 20
connected to the individual fuel/electric pumps 12 via a main fuel supply line
22 connected
to and supplying individual fuel lines 24 (i.e. fuel distribution arrangement
and system).
The fuel/electric station 10 further comprises an underground electric
reservoir 26
connected to the individual fuel/electric pumps 12 via a main power line 28
connected to
and supplying individual electric lines 30 (i.e. electric distribution
arrangement and
system). The fuel/electric station 10 is anticipated to provide high speed
charging or
recharging of electric vehicles (e.g. configured to charge or recharge
electrical vehicles
(EVs) in 5 to 15 minutes) in a similar time frame to filling up a fuel type
vehicle with fuel.
As an alternative to the fuel/electric station 10 shown in FIGS. 1 and 2,
multiple
fuel tanks 20 and/or multiple electric reservoirs 26 can be provided at the
fuel/electric
station 10 to meet greater and/or peak demands. For example, the fuel/electric
station
can comprise or consist of multiple power subunits each comprising an
electrical reservoir
and multiple fuel/electric pumps 12.
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The electric reservoir 26 can be an apparatus or device configured to store a
large
amount of electric power. For example, the electric reservoir 26 can be a
battery, flow
battery, Li-ion battery, Li-ion battery array (e.g. banks of batteries), power
storage
capacitors (e.g. ultra capacitors) and/or fuel cells. For example, the
electric reservoir 26
can be a large flow battery or multiple Li-ion batteries (e.g. located
adjacent to the
fuel/electric pumps 12, located internally within fuel/electric pumps, and
configured to fast
charge EVs). The electric reservoir 26 can be designed, constructed, and sized
to
accommodate demand based upon the forecasted number of EVs to be recharged
hourly,
daily, weekly, monthly, and yearly schedules.
The electric reservoir 26 is supplied power via underground power line 32
connected to an electric service 34 (e.g. electrical service panel), for
example, located in
store 36 or other suitable location onsite the station. A high power service
line 38 supplies
power from a power source 40 (e.g. power grid, electric power grid, power
station, electric
power station, transmission line, electric transmission line, transmission
station, electric
transmission station, generator(s), electric generator(s), fuel generator(s),
fuel powered
generator(s), photovoltaic power generation system, solar panel(s), wind
power, wind
power generator(s)), energy storage equipment; power storage equipment, and
other
suitable power sources. A power meter 35 (e.g. located on side of store 36)
can be
provided to meter the incoming power from the power source 40.
Further, an electronic controller 41 can be provided in the power line 32 for
controlling the charging of the electric reservoir 26 via the power line 32.
For example,
the electronic controller 41 can be a component or part of the electric
reservoir 26 or a
separate component or part (e.g. located on the premises of the fuel/electric
station 10).
The electronic controller 41, for example, can be a programmable electronic
controller.
In addition, an AC/DC converter 43 can be provided in the power line 32 for
converting the incoming AC power into DC power for charging of the electric
reservoir 26
via the power line 32, as shown in FIGS. 1 and 3. For example, the AC/DC
converter 43
can be a component or part of the electric reservoir 26 or a separate
component or part
(e.g. located on the premises of the fuel/electric station 10).
The electric reservoir 26 can be recharged in various manners. For example,
the
electric reservoir 26 is continuously charged, intermittently charge, variably
charged,
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charged on demand, and/or charged according to a program or algorithm. For
example,
the charging strategy can be to charge the electric reservoir 26 in a manner
reducing or
minimizing the demand (e.g. avoiding peak demand on the power source 40) while
meeting the demand for charging the forecasted number of electric vehicles
throughout
the daily schedule. The program or algorithm can be configured to learn and
store data
on the amount of demand at a given time during each particular day throughout
the year,
season (e.g. summer, fall, winter, and spring), and holidays to update and
improve the
forecast for demand in the future.
The charging of the electric reservoir 26 can involve continuous charging the
electric reservoir 26 at an even or varying rate. Alternatively, the electric
reservoir 26 can
be intermittently recharged at a fixed rate, and/or charged at different rates
at different
period of time. In any event, the intent is to structure and arrange the
fuel/electric station
to provide enough power availability to always meet peak demands for
recharging EVs
at the fuel/electric station 10 while minimizing peak power demands on the
power source
40.
The fuel/electric station 10 is shown in FIGS. 1-3, and/or another operation
(e.g. a
lot located at a different location, for example, a remote location) can be
fitted with
electrical power units 126, 226, as shown in FIG. 4. The electrical power
units 126, 226
shown are structured and arranged for providing electric recharging only;
however, the
units 126, 226 can be modify to provide both fuel refueling for conventional
fuel type
vehicles or electric recharging for EVs. The electric power units 126, 226 can
be
connected to and powered, for example, by electric panel 34 of the
fuel/electric station
10.
The portable version of electric power units 126, 226 can be portable electric
power
units. For example, a 20 foot mobile storage container can be fitted with an
electric
charging only pump 12, and a 40 foot mobile storage container can be fitted
with two (2)
electric charging only pumps 12. The portable power units 126, 226 can be
transported
to a site (e.g. new station site, local station site, remote station site),
and connected up to
start operations. The portable version of the electric power units 126, 226
can be
particularly useful for providing temporary operation, remote operation, and
provide
inexpensive, reusable, or repositionable operation.
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The electric reservoir 26 shown in FIGS. 1-3, for example, can be a flow
battery
50 shown in FIG. 5. Specifically, the flow battery 50 can be structured,
configured, and or
designed for use as the electric reservoir 26 in the fuel/electric station 10
shown in FIGS.
1-3 or the portable versions of the electric power units 126 and 226 shown in
FIG. 3.
The flow battery 50, for example, comprises an AQDS/AQDSH electrolyte storage
tank having a circulating pump, and an HBr/BR2 electrolyte storage tank having
another
circulating pump along with a pair of spaced apart porous carbon electrodes
separated
by a proton exchange membrane. The flow battery 50 is connected to the
electrical supply
cable 32 (electric source) and the main power supply cables 22 leading to the
fuel/electric
pumps 12 to supply same.
As shown in FIG. 6, at least one DC to DC converter 60 can receive power from
the electric reservoir 26 and then supply power to the fuel/electric pumps 12.
The
converter 60 can be a component or part of the electric reservoir 26 and/or a
component
or part of the fuel/electric pumps 12.
FLOW BATTERY
Again, the electric reservoir 26 can be a one or more flow batteries 50. The
open
circuit voltage of a redox flow battery cell stack is directly proportional to
the number of
stacks in series, like any other battery.
For charging an EV battery, the voltage provided by the flow battery 50 must
be
adjustable to the level to which the EV battery needs to be charged to (e.g.
may assume
several different intermediate levels during the charge process). A properly
designed DC-
DC converter 60 (e.g. housed in the fuel/electric pump 12, as shown in FIG. 7)
with
appropriate sensing and feedback mechanisms, following the flow battery,
provides for
the desired voltage to charge the EV battery. For example, Tesla Model S has a
battery
voltage of approximately 350 VDC.
The voltage available from the electric reservoir 26 (e.g. flow battery 50)
itself will
depend on its configuration (i.e. number of cells in a stack, number of stacks
in series).
For instance, the following has been demonstrated with Vanadium flow batteries
installed
in 2009, including 3 cell stacks with 40 cells in each stack. The stacks are
electrically
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connected in series, which gives a potential of about 165 V (Riso National
Laboratory for
Sustainable Energy Report, Riso-R-1753(EN), February 2011, Technical
University of
Denmark).
This voltage may be increased by adding more cell stacks in series. Another
way
to increase the voltage to the desired charge level is to use a power
electronic boost
converter in the DC-DC converter 60 present at the fuel/electric pump 12. The
choice of
topology to get to the desired charge voltage will depend on the economics of
each option
and the physical space (real estate) required by each option.
The output voltage of the DC-DC converter 60 will depend on the EV model being
charged, which may have vastly different battery voltages or charge port form
factor. It is
conceivable that the DC-DC converter power electronics may be able to provide
the
required voltage level for a certain range of battery voltages. If the EV
battery voltage
requirement is beyond what a single DC-DC converter 60 design can provide or
an
entirely different charge port form factor, then a different pump type 212
will need to be
provided, interfacing the same electric reservoir 26 (e.g. flow battery 50).
Any EV battery will need to be charged at a current level recommended by its
manufacturer, which must not exceed a maximum current level to protect the EV
battery
and to limit the voltage drop in the cables connecting to the charge inlet
port on the EV.
The current limit function in the DC-DC converter 60 will provide that
protection.
If the output voltage of the electric reservoir 26 (e.g. flow battery 50) is
higher than
the EV battery voltage, then the DC-DC converter 60 will be of the "buck"
type, consisting
of either MOSFET or IGBT type power electronic switches. Due to the high
current
involved during fast charging, it would be preferred to operate the switches
with a low loss
switching approach, such as "zero-voltage switching" and synchronous
rectification. The
DC-DC converter 60 would then simply consist of the power electronic switches
arranged
in a "half-bridge" followed by a current limiter 61 (e.g. LC filter) to reduce
the voltage ripple
caused by the power electronic switching mechanism.
If the output voltage of the electric reservoir 26 (e.g. flow battery 50) is
lower than
or close to the EV battery voltage, then the DC-DC converter 60 will have a
first "boost"
stage, followed by a "DC link" capacitor, followed by a "buck" stage and the
LC filter. The
"boost" stage steps up voltage available from the flow battery to a higher
voltage, which
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is then down-converted to the EV battery voltage as required during the charge
process.
The operation of both the boost and buck stage would again be done while
minimizing
the losses in the converter.
The AC-DC power converter 43 located after the AC power source 40 supplying
the electrical panel 40 or the cable 32 can incorporate a rectifier 62 stage
followed by a
DC-DC converter 64 stage. The rectifier 62 stage is needed to convert the AC
voltage to
a DC voltage. The DC-DC converter 64 or converter stage is required to convert
the
rectified (DC) voltage to the electric reservoir 26 voltage, as required
during its charging
process. The rectifier stage is typically of the full bridge "controlled
rectifier" type
implemented using MOSFET or IGBT type switches. The rectifier stage will be
controlled
to achieve "power factor correction" on its AC side to meet the power quality
requirement
set by the utility. The DC-DC converter 64 stage may be a "buck" type or a
"boost"
followed by a "buck" type, depending on whether the flow battery voltage is
lower or
higher, respectively, than the rectified voltage. The DC-DC converter 64 stage
can include
an LC filter 66 to remove the voltage ripple caused by the power electronic
switching
mechanism. Again, the power electronic switches will need to be operated to
minimize
the losses.
EV POWER PUMP HIGH ENERGY CABLE
The high energy cable 16A of the fuel/electric pump 12 (FIG. 7) will be
capable of
safely delivering 350 KW of power to recharge the electric vehicles. Large
copper cables
must be used to manage this much power. The power will be a combination of
voltage
and current. Electric vehicles today are being built using batteries as high
as 350-400
VDC. In the future, this voltage is going to be higher to support longer
driving distances
as well as faster speeds. The charge currents are expected to be 400-500 amps
to
provide Fast Charge success.
The charge cable must be made using 0000AWG (approximately 0.5" diameter)
or larger diameter to handle the charge currents required. The interface to
the vehicle
must be large conductors also. One large cable or two smaller cables can be
used to
provide the necessary power delivery. The advantage of two cables is they
would make
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it easier to handle between the EV power pump and the EV. The two cables
connection
can also be used as a safety key for the charging process. More specifically,
the EV power
pump must detect solid connections of both conductors to enable the charge
process to
begin. An "electronic safety key/lock" will also be used to insure that the
connection to the
pump is a valid EV ready to be charged. This safety key can be part of the
pumps safety
software and the EV must provide a valid response in order for the pump to be
enabled.
In this way, the pump will never turn high power on to the cables unless it
safely and
clearly determines that a valid EV is connected and ready to charge.
The conductors between the EV power pump and the EV must be made of highly
conductive heavy gauge metal such as copper or silver and must be a low
corrosion type.
The connectors at the end of the high energy cable 16A must not have any
exposed metal
parts for safety purposes, and if two cables are used the cables must be
either
interchangeable or must be keyed so they cannot be improperly inserted or
connected.
Using high conductive cables and contacts will insure minimum energy losses
during the critical charge process. It is very important that maximum energy
(i.e. power
times time) is delivered during the charge process.
Charge interruption safety will also be provided to protect against accidents
such
as a person trying to drive away during the charge process or even
environmental
accidents such as earthquakes. An Inhibit signal will be provided from the
pump that the
EV manufacturer can use to disable the EV from driving during the charge
process. But
just in case the cable is accidentally pulled out of the pump during the
charge process,
the pump will detect this condition and shut power off so that it is not
available to the
outside world.
A master shut off lever will also be provided that turns power off from the
Battery
Reservoir for safety purposes.
MAXIMUM POWER SHARING
The high speed electric vehicle charge or recharge station and system
according
to the present invention can include a maximum power sharing function between
charging
the energy reservoir and charging the EV, as shown in FIG. 8.
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If the electric reservoir 26 used, for example, is a Redox Flow Battery 50, it
cannot
be charged while delivering power to the output. This is because the pump flow
changes
direction accordingly. Because of this limitation, it is possible to utilize
the extra power
normally being used for charging the Redox Flow Battery to assist in charging
the actual
EV.
This feature allows for relay switching for selecting a charging target.
During the
time that there is no EV at the pump, the Redox Battery can be selected and
continually
charged. As soon as the EV is ready to be charged, the system can switch the
selection
over to provide maximum charge to the EV by delivering the power that was
going to the
energy reservoir to the EV.
It is noted that the charger 43' (FIG. 8) can comprise the AC TO DC POWER
CONVERTER 43 shown in FIG. 1 along with other electrical components or parts
to
configure the charger 43' for charging the electric reservoir 26.
Alternatively, the charger
43' can be a different type of charger compared to the AC TO POWER CONVERTER
43'.
This type of feature can be similarly applied to the fuel/electric pump 12, as
shown
in FIG. 9. The DC power from the electric reservoir 26 is directed to the DC-
DC converter
60. The DC-DC power from the DC-DC converter 60 can be selectively used to
charge
the Li-ion battery 19 or can be used to charge the EV being charged by the
fuel/electric
pump 12. Alternatively, power from the DC-DC converter 60 and the Li-ion
battery 19 can
simultaneously be used to charge the EV due to the switching arrangement shown
in FIG.
9.
The features of FIGS. 8 and 9 can be separate or combined together into the
fuel/electric station 10.
FUEL/ELECTRIC PUMP
The fuel/electric station 10 comprises a plurality of fuel/electric pumps 12.
The
fuel/electric pumps 12 can be configured in at least three (3) basic modes,
including 1)
configured for both EV charging and fuel filling; 2) configured for EV
charging only; and
3) configured for fuel filling only.
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The fuel/electric pumps 12 comprises an EV charger 12A, as shown in FIGS. 10-
13. The EV charger 12A comprises electrical components for charging an EV, for
example, a DC-DC converter.
MODULAR POWER SUBUNITS
The fuel/electric station 10 comprise one or more modular power subunits. For
example, the fuel/electric station 10 comprises four (4) modular power
subunits 2A, 2B,
2C, 2D, as shown in FIG. 14. The modular power subunits are configured to
allow one or
more additional modular power subunits to be added and installed in the
fuel/electric
station 10 to increase the charging capacity of the fuel/electric station. For
example, the
fuel/electric station 10 can comprise one or more modular power subunits (e.g.
one (1) to
one-hundred (100) modular power subunits 2 installed at one or more
fuel/electric stations
located at one or more interconnected sites. For example, many modular power
subunits can be supplied to a parking garage or interconnected parking garages
to
accommodate charging a large number or fleet of electrical vehicles.
The modular power subunits 2A, 2B, 2C, 2D can be supplied power from one or
more power sources (e.g. one or more power supply lines from power grid, power
stations, power generators, solar panels, wind power generators, power storage
facilities
or devices). For example, the modular power subunits 2A, 2B, 2C, 2D are
provided power
from four power sources 40A, 40B, 40C, 40D, as shown in FIG. 14 that are the
same
power source or different power sources.
The four (4) modular power subunits 2A, 2B, 2C, 2D, as shown in FIG. 14, are
each provided with separate electrical services 34A, 34B, 34C, 34D.
The modular power subunits 2A, 2B, 2C, 2D, for example, comprise or consist of
one or
more electric reservoirs. In FIG. 14, the modular power subunits 2A, 2B, 2C,
2D comprise,
respectively, electric reservoirs 26A, 26B, 26C, 26D. The fuel/electric pumps
12A, 12B,
12C, 12D, for example, each comprise a Li-ion battery 19 (FIG. 11).
The modular subunits, for example, are provided with various AC to DC and DC
to
DC converters to tailor power to particular components or parts of the
fuel/electric station
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10. For example, a DC to DC converter is provided upstream of each electric
reservoir to
tailor charging power for the particular electric reservoirs.
MULTIPLE LEVELS OF ELECTRIC RESERVOIRS
The fuel/electric station 10 comprises one or more electric reservoirs. For
example,
the fuel/electric station 10 comprises, for example, a primary electric
reservoir 26-1, and
a secondary electric reservoir 26-2, as shown in FIGS. 15 and 16. As a further
example,
the fuel/electric station 10 comprises a primary electric reservoir 26-1, a
secondary
electric reservoir 26-2, and a tertiary electric reservoir 26-3, as shown in
FIGS. 15 and
16. An additional layer(s) of electric reservoirs (e.g. four or more) can be
provided at the
fuel/electric station 10 to provide the fuel/electric station 10 with
additional electric power
storage capacity, power redundancy, and power switching of one or more
electric
reservoirs to a particular fuel/electric pump 12. For example, the various
electric
reservoirs alone or in combination can be switched on to a particular
fuel/electric pump
12 to meet charging demand at the particular fuel/electric pump 12 and all
other
fuel/electric pumps in use. A computer control system is provided to monitor
the demand
at each fuel/electric pump 12 and switch appropriate power to meet the demand
of each
fuel/electric pump 12, for example, at programmed times or in real time.
COMMUNICATIONS
Communications is required between the EV Charger and the vehicle.
Communications standards have been already created for the EV industry such as
IEC
61851-21, IEC 61851-23, IEC 61851-24, ISO 15118, PLC and more.
Hardware and software is integrated to support one or more of these standards
to
allow for proper handshaking between the EV Charger and the vehicle. This
hardware/software supports Digital communication, digitally encoded
information
exchanged between a d.c. EV charging station and an EV, as well as the method
by which
it is exchanged.
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The Digital communication between the d.c. EV charging station (e.g.
fuel/electric
station 10) and an electric vehicle for control of d.c. charging is shown in
FIG. 17.
A schematic block diagram example of system A is shown in FIG. 18. The
interface
circuit between the station and the electric vehicle for charging control is
provided for
digital communication with the vehicle.
FAST CHARGE ELECTRIC VEHICLE (EV) SYSTEM
A fast charge electric vehicle (EV) system 210 with a collective AC/DC
converter
arrangement 212 is shown in FIG. 19. The fast charge electric vehicle (EV)
system 210
can be integrated into a fast charge station according to the present
invention.
The fast charge electric vehicle (EV) system 210 comprises a transformer 214
(e.g. pad transformer, PAD XFMR), an AC/DC converter 216; a fast charge
controller
218; a selectable switch 219; an input bus 220; an electric reservoir 222 with
four (4)
electric reservoir modules 222A, 222B, 222C, 222D (e.g. 18 KWh electric
reservoir
modules); an output bus 224; a DC/DC converter 226; a by-pass power circuit
228; an
EV charger 230; and an EV charge port 232 configured for charging an electric
vehicle
(EV) 234. The fast charger controller can be connected to one or more
components of
the fast charge electric vehicle (EV) system 210.
The fast charge electric vehicle (EV) system 210 comprises, or is connected
to, a
power supply 240 (e.g. external power supply, electric grid, for example,
240VAC 1-
PHASE /208VAC or 480VAC 3-PHASE GRID, as shown in FIG. 19, acting as a power
supply for the fast charge electric vehicle (EV) system 210. The power supply
240, for
example, can include one or more additional external power supplies, for
example, a
power supply generated by wind power (e.g. wind driven power generation
system),
hydroelectric power (e.g. water wheel, turbine), photovoltaic power generation
system
(e.g. solar panels), power generator (e.g. fuel powered generator), power
plant, power
station, or other types of power supplies.
The power supply 240 is connected to and supplies power to the transformer
214, which is connected to and supplies power to the AC/DC converter 216
acting as an
electric reservoir charger.
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The AC/DC converter 216 is connected to and supplies power to the fast charger
controller 218, which is connected to and supplies power (e.g. selectively or
simultaneously) through the input bus 220 to the four (4) electric reservoir
modules
222A, 222B, 222C, 222D of the electric reservoir 222 for charging the four (4)
electric
reservoir modules 222A, 222B, 222C, 222D. The number of electric reservoir
modules
can be decreased or increased from the four (4) shown in FIG. 19 (e.g. 1, 2,
3, 4, 5, 6,
7, 8, 9, 10, 11+ electric reservoir modules).
The four (4) electric reservoir modules 222A, 222B, 222C, 222D of the electric
reservoir 222 are connected to and supply power through the output bus 224 to
the
DC/DC converter 226.
The by-pass power circuit 228 is connected between the AC/DC converter 216
and the DC/DC converter 226 for by-passing the fast charger controller 218,
the input
bus 220, the four (4) electric reservoir modules 222A, 222B, 222C, 222D, and
output
bus 224 for supplying power directly from the AC/DC converter 216 to the DC/DC
converter 226.
The DC/DC converter 226 is connected to and supplies power to the EV charger
230, which is connected to and supplies power to the EV charge port 232
configured for
connecting to and charging or recharging the electric vehicle (EV) 234.
In the collective AC/DC converter arrangement 212, the AC/DC converter 216,
for example, is a single stage AC/DC converter configured for selectively
charging each
of the electric reservoir modules 222A, 222B, 222C, 222D on demand. In
addition to this
on demand charge capability, a maximum rated power of the AC/DC converter 216
is
available for direct charging of a battery pack of the electric vehicle (EV)
234 when
operating in a by-pass mode.
A fast charge electric vehicle (EV) system 310 with a distributed AC/DC
converter arrangement 312 is shown in FIG. 20. The fast charge electric
vehicle (EV)
system 310 can be integrated into a fast charge station.
The fast charge electric vehicle (EV) system 310 comprises a transformer 314
(e.g. pad transformer, PAD XFMR); four (4) AC/DC converters 316A, 316B, 316C,
316D; a fast charger controller 318; four (4) switches 319A, 319B, 319C, 319D
(e.g. by-
pass switches); input bus 320, an electric reservoir 322 with four (4)
electric reservoir
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modules 322A, 322B, 322C, 322D; an output bus 324; a DC/DC converter 326; a by-
pass power circuit 328; and EV/HEV charger 330; and a charge port 332 for
charging
an electric vehicle (EV) 334. The fast charger controller 318 can be connected
to and
control one or more components of the fast charge electric vehicle (EV) system
310
The fast charge electric vehicle (EV) system 310 comprises the power supply
340, or is connected to the power supply 340 (e.g. external power supply,
electric grid,
for example, 240VAC 1-PHASE /208VAC or 480VAC 3-PHASE GRID, as shown in FIG.
20, acting as a power supply for the fast charge electric vehicle (EV) system
310. The
power supply 340, for example, can include one or more additional power
supplies, for
example, a power supply generated by wind power (e.g. wind driven power
generation
system), hydroelectric power, photovoltaic power generation system, power
generator
(e.g. fuel powered generator), or other types of power supplies.
The power supply 340 is connected to and supplies power to the transformer
314, which is connected to and supplies power to each of the four (4) AC/DC
converters
316A, 316B, 316C, 316D acting as an electric reservoir charger.
The four (4) AC/DC converters 316A, 316B, 316C, 316D are connected to and
supply power through the input bus 320 to the four (4) electric reservoir
modules 322A,
322B, 322C, 322D of the electric reservoir 322 for charging the four (4)
electric reservoir
modules 322A, 322B, 322C, 322D.
The four (4) electric reservoirs 322A, 322B, 322C, 322D are connected to and
supply power through the output bus 324 to the DC/DC converter 326. The output
bus
324, for example, can carry the power supplied by one of the reservoir modules
322A,
322B, 322C, 322D and/or supplied by two or more reservoir modules 322A, 322B,
322C, 322D at the same time. For example, the fast charger controller 318 can
be
connected to switching for selectively controlling the supply of power from
the reservoir
modules 332A, 322B, 322C, 322D to the output bus 324.
A by-pass power circuit 328 is connected between the four (4) switches 318A,
318B, 318C, 318D and the DC/DC converter 324 for by-passing the four (4)
electric
reservoir modules 322A, 322B, 322C, 322D of the electric reservoir 322, and
output bus
324 for supplying power directly from the four (4) AC/DC converters 316A,
316B, 316C,
316D to the DC/DC converter 326.
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In the distributed AC/DC converter arrangement 312, the AC/DC converters
316A, 316B, 316C, 316D, for example, are a multi-channel AC/DC converter or
individual AC/DC converters appropriately rated to each of the electric
reservoir
modules 322A, 322B, 322C, 322D, and independently charge each of the electric
reservoir modules 322A, 322B, 322C, 322D on demand. In addition to this on
demand
charge capability, either a single channel rated power of one or more of the
AC/DC
converters 316A, 316B, 316C, 316D is available for direct charging of the
battery pack
of the electric vehicle (EV) 334 when operating in a by-pass mode, or with
added
circuity and software, the collective output of all the individual AC/DC
converters 316A,
316B, 316C, 316D may be blended at the DC/DC converter stage for maximum rated
power available for direct charging of the battery pack of the electric
vehicle (EV) 334
when operating in the by-pass mode.
It is noted that hybrid architectures of these two variants of the fast charge
electric vehicle (EV) system 210 and 310 are possible with increased circuit
complexity.
BASE POWER
The electric reservoir modules 222A, 222B, 222C, 222D of the electric
reservoir
222 of the fast charge electric vehicle (EV) system 210 and the electric
reservoir
modules 322A, 322B, 322C, 322D of the electric reservoir 322 of the fast
charge electric
vehicle (EV) system 310, for example, can each comprise or consist of eight
(8) dual
use industrial batteries (e.g. Li-ion batteries). The dual use industrial
batteries, as
defined, comprise or consist of an internal battery cell array, battery
management
system (BMS), and control circuitry that meets the voltage, capacity and
integration
requirements as defined herein.
LITHIUM-ION BATTERY
The battery module specifications for a dual use industrial battery
configuration to
be used as base power for the electric reservoir(s) 222 or 322, for example,
are shown
in FIG. 21.
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The cabling specifications for the internal cabling of the fast charge
electric
vehicle (EV) system 210 or 310, are shown in FIG. 22.
Additional product specifications for the fast charge electric vehicle (EV)
system
210 or 310, are shown in FIG. 23.
DETAILED TECHNICAL SPECIFICATIONS
The detailed technical specifications and system enhancements, which include
increase battery pack voltages, USB-C charging circuitry, fast charge LED
indicating
power delivery, hot and cold temperature LEDs, and reverse polarity LED, are
discussed below.
DUAL USE LITHIUM-ION BATTERY
The technical specifications for the dual use industrial battery lithium-ion
cells to
be used in the electrical reservoir modules 222A, 222B, 222C, 222D of the
electric
reservoir 222, or the electrical reservoir modules 322A, 322B, 322C, 322D of
the electric
reservoir 322, are shown in FIG. 24.
The above specifications shown in FIG. 24 are for the batteries themselves.
When
applied in the fast charge electric vehicle (EV) system 210 or 310, the
continuous and
burst discharge currents, for example, can be lower as a result of the
electrical
components, including smart switch, cables, clamps, and other related
circuitry. The
design of the fast charge electric vehicle (EV) system 210 or 310, for
example, can
minimize any power losses from the battery to achieve the highest possible
energy output.
INTERFACE REQUIREMENTS
Human Interface
The fast charge electric vehicle (EV) system 210 or 310, for example, utilize
interface elements. These elements shall include, but are not limited to the
following.
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The power head 336 is that portion of the fast charge electric vehicle (EV)
system presented to the user as a human interface (FIG. 38), and for example,
can
appear as a stylized EV charger, fuel dispenser system, or EV charger/fuel
dispenser,
such that features are recognizable to the common user. The body, for example,
consist
of a stylized kiosk with design features.
The power head 336, for example, can incorporate a stylized integrated
weather/rain canopy. The power head 336, for example, can further incorporate
stylized
lighting such that adequate illumination is available for use during darkness.
The power head 336, for example, can also include a pad provided with stylized
protective barriers. The power head 336, for example, can incorporate a charge
port
with design elements similar to a fuel dispensing system nozzle such that its
intended
use in recognized by the user.
The power head 336, for example, can include a control panel that is backlit
and
recognizable to the user (e.g. touch pad control interface, backlit buttons,
and switches,
etc.). The pad, for example, provides the fast charge electric vehicle (EV)
system 210 or
310 operational status, connectivity status, and charging status to the user
in a
recognizable display format. These pad and display elements include, but are
not
limited to system status, vehicle connectivity, charge status, fault status,
instructional
assistance, and/or completion of charge.
DC link cables, for example, can be supported by a mechanical lift assist,
dependent upon weight, such that user effort required for port insertion and
cable
management is minimized (i.e. the weight of the DC link will exceed that of a
fuel
dispenser hose assembly).
The DC link cable, for example, can be 18 ft. in length from the high attach
point
on the power head 336 to the charge port connection at the EV/HEV. This is the
same
as the common length of a fuel dispenser hose.
EV/HEV INTERFACE
The fast charge electric vehicle (EV) system 210 or 310 can utilize, for
example,
the combined charging system (CCS) standard for charging EV/HEV vehicles. As a
DC
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fast charge electric vehicle (EV) system, for example, the fast charge
electric vehicle
(EV) system 210 or 310, for example, can support the Type I or IEC 62196 Type
II
Combo 2 DC connector for power service up to 60 KW and the normal Type II for
3
phase AC charging support (optional).
EV CONNECTORS
Various EV connectors 350A, 3506, 350C, 350D, 350E for example, can be used
in the fast charge electric vehicle (EV) system 210 or 310, as shown in FIGS.
25A, 256,
25C, and 25D.
Due to the current draw requirement of 1027 Amps, for example, for a Polaris
Utility EV application, a four-gang connector 352 strategy can be implemented
utilizing
Type 1 for U.S. applications and Type II for European applications with combo
2 DC
connectors 352A, 3526, 352C, 352D or 352A', 3526', 352C', 352D', as shown in
FIGS.
26A and 266.
This approach will provide the following benefits, such that significant
resources
to connector development will not be required, the required communication
interface
and software protocol to use this connector standard will be developed as a
spring-
board for a future fast charge EV platforms, and existing high voltage and
high current
protection provision can be incorporated into this connector standard.
These components can be purchased and modified via a simple four-gang plate
adapter with a corresponding interface to the EV vehicle(s) charge port; and
this
approach will allow for a cleaner finish and execution for the purpose of
industrial design
and aesthetics.
Alternative Option
A Phoenix Contact Glycol cooled power connection system 354, for example,
can be used in the fast charge electric vehicle (EV) system 210 or 310, as
shown in
FIG. 27. This option provides higher current capacity due to a glycol cooled
cable and
port system. This option provides a streamlined power port connectivity, but
will incur
greater integration complexity for support of the liquid cooling system.
Additionally, cost
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trade-offs must be considered. Also, when using cooled cable with 500A
capability, only
two (2) will need to be ganged in parallel to allow charging 1000A.
Commercial Interface
For commercial access deployments, the fast charge electric vehicle (EV)
system
210 or 310, for example, can incorporate a standard point-of-sale system for
credit/debit
payment and for commercial interface to the establishment control point.
For support access deployments such as resorts and golf courses for which the
system is owned and operated, the fast charge electric vehicle (EV) system 210
or 310,
for example, can incorporate a control point with a coded access panel.
ELECTRICAL REQUIREMENTS
Base Rated Electrical
The base rating of the fast charge electric vehicle (EV) system 210 or 310,
for
example, can be as follows:
System Power Rating: 80 KW (based upon Shida 120 Ah Pouch Cell)
Voltage Rating: 90 VDC
240 Ah per Channel (e.g. in 752P Configuration)
220 VAC, 60 Hz Utility Input
Utility Power Supply
The fast charge electric vehicle (EV) system 210 or 310, for example, can
receive input power from the power supply 240 or 340 (e.g. external utility
electrical
power grid). Dependent upon the specific deployment installation site, this
power input,
for example, can be either 220VAC or 480VAC. The power supply 240 or 340 (e.g.
power grid), for example, can be conditioned by means of an appropriately
installed and
rated pad transformer to be defined based upon the specific application.
Alternatively, a
208VAC 3-phase voltage line-line voltage can be utilized.
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The interface circuit to the power utility, for example, can be constructed
such
that upon detection of loss of grid power, the electric reservoir 222 or 322
of the fast
charge electric vehicle (EV) system 210 or 310 is mechanically disconnected
and
isolated from the power grid. This provision must conform to utility
regulations and
certification.
The size of the electric reservoir 222 or 322 capacity must be matched to the
deployment site reserve power available such that the electric reservoir 222
or 322 may
be recharged during "off-peak" hours. This shall require a site study to
determine
optimal "cyclic utility" of the fast charge electric vehicle (EV) system for a
given
deployment site.
Electric Reservoir
The electric reservoir, for example, can be rated as follows per channel:
Voltage: 90VDC
Capacity: 240Ah/Battery Module
Power: 20.16KWh Minimum
Alternatively, the electric reservoir can use 16x 12.8V/120Ah battery modules
in
series (16S1 P), which results in a nominal reservoir voltage of 204.8V (per
channel).
The 204.8V level is used instead of the 90V level, as the latter does not
allow enough
head room for charging 72V type vehicles when using a buck converter.
The electric reservoir 222 or 322 of the fast charge electric vehicle (EV)
system
210 or 310, for example, comprises or consists of four (4) channels each
comprising, for
example, a string array of 7S2P (i.e. two (2) electric reservoir modules
arranged in
parallel) dual use industrial batteries. The 7S2P string array can be updated
to 16S1 P,
or optionally 16S2P.
The fast charge electric vehicle (EV) system 210 or 310, for example, can be
capable, with the electric reservoir at full capacity, of charging a single
EV/HEV
(requirements defined below) from a single fully charged electric reservoir
module 222A,
222B, 222C, 222D or 322A, 322B, 322C, 322D. Upon completion of the EV/HEV
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cycle, for example, the fast charge electric vehicle (EV) system can be
configured to
"circle" to the next electric reservoir modules 222A, 222B, 222C, 222D or
322A, 322B,
322C, 322D in preparation for charging the next EV/HEV in sequence.
Electric Reservoir Modules (e.g. Battery Modules)
The electric reservoir modules 222A, 222B, 222C, 222D of the fast charge
electric vehicle (EV) system 210 or electric reservoir modules 322A, 322B,
322C, 322D
of the fast charge electric vehicle (EV) system 310, for example, can be
charged by an
internal AC/DC converter (i.e. charger) system. For the hardware, this AC/DC
converter
shall consist of a stacked (as required) and distributed group of AC/DC units
(e.g.
commercially available) that meet a minimum of 7 KW capability per channel. As
used
in this requirement, for example, a single channel shall consist of a pair of
electric
reservoir modules 222A, 222B, 222C, 222D or 322A, 322B, 322C, 322D,which shall
comprise or consist of a 7S2P dual use industrial battery array. Reference
"Product
Configuration" in this specification or description for alternate AC/DC
converter options.
The 7S2P dual use industrial battery array can be updated to 16S1 P, or
optionally to
16S2P.
Upon depletion of capacity of any utilized pair of electric reservoir modules
222A,
222B, 222C, 222D or 322A, 322B, 322C, 322D (i.e. pack), the AC/DC converter,
for
example, can be capable of recharging the pack to optimum capacity based on
use and
life history of the underlying batteries.
Charging EV/HEV Battery Pack
Charging of the EV/HEV target battery pack shall require that the fast charge
electric vehicle (EV) system 210 or 310, once connected via the charge port,
establishes a 'handshake" with the target battery pack battery management
system
(BMS). This handshake, for example, can accomplish the following, including
open
communication handshake, verify HVIL integrity, verify voltage isolation,
verify
functional safety (fault conditions of either EV/HEV battery pack or fast
charge electric
vehicle (EV) system), exchange basic charge request information, state of
charge,
voltage level, battery (pack) temperature, critical cell temperature, charge
protocol
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(If/When applicable), status of recharge activity, completion of charge
activity (De-
energize electrical bus(es)), close communications, and end handshake.
Example
The EV/HEV (i.e. electric vehicle/hybrid electric vehicle), for example, can
be
defined as either a Polaris Utility EV vehicle and/or an EZ-GO golf car. For
the purpose
of the fast charge electric vehicle (EV) system 210 or 310, the fast charge
electric
vehicle (EV) system 210 or 310 can utilize an integrated battery pack for the
two (2)
vehicles. The electric reservoir modules 222A, 222B, 222C, 222D or 322A, 322B,
322C, 322D, for example, can be reconfigured for safe deployment and operation
in a
mobile application. This approach, for example, can require significant re-
packaging to
meet integration requirements for the respective vehicles, but shall retain
the same
basic functional operating parameters. This will greatly decrease the burden
and
resource requirements for the purpose of EV/HEV battery pack development.
Isolation
The fast charge electric vehicle (EV) system electrical circuit 356, for
example, as
shown in FIG. 28, can be designed such that high voltage isolation can be
confirmed via
a "function safety" software protocol. In the event that positive isolation
detection is lost,
the fast charge electric vehicle (EV) system architecture shall provide a
means by which
the internal voltage can be mechanically reduced to less than 60VDC at any
accessible
touch points (i.e. potential for physical contact).
The fast charge electric vehicle (EV) system electrical circuit 356 shown in
FIG.
28 is an example, and is disclosed in US 9,007,066 entitled "Measuring
isolated high
voltage and detecting isolation breakdown with measures for self-detection of
circuit
faults."
The AC/DC converter, for example, can be galvanically isolated.
It is noted that when grounds of two different electrical circuits or
equipment to be
connected together are at different potentials, then, significantly high
currents can flow
unintentionally, or in the wrong direction, causing damage to equipment, and
may be
lethal to operators in contact or in proximity with the equipment.
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In the DC EV Fast charging system, for example, the EV's On-Board-Charger
(OBC) is bypassed and DC voltage provided by the off-board (external) Fast EV
charger
is supposed to be connected directly to the EV battery and its battery
management
system (BMS) through a contactor. The charging station power source is the AC
power
grid whose ground is at a different potential than the EV battery (load)
ground. In order
to safely connect these two systems, it is imperative that the source and load
grounds
be isolated, so that no DC current can flow between the two grounds. The DC EV
charging system is based on switching power electronics. In such systems,
galvanic
isolation is achieved in a variety of ways and locations, depending on the
power
electronics topology/architecture used.
The power circuits are generally isolated using galvanic isolation which may
be
done at AC line frequencies in the AC/DC conversion stage (Fig. 4, component
block
43) or at higher frequencies such up to several hundred kilo-hertz, in one or
more of the
DC/DC converter stages (Fig. 1, component block 64; Fig. 6, 7, 8, 9, block
60).
In the fast EV charge system, for example, the galvanic isolation can be
provided
by means of a high frequency transformer present in the AC/DC converter (Fig.
4,
component block 43; Fig. 41, component block 216; Fig. 42, component block
315A;
Fig. 43, component block 416; Fig. 44, component block 515A).
The above description of the EV's OBC being bypassed during DC charging was
made because Level 1 and Level 2 AC charging sources (as opposed to DC
charging
systems) do not have galvanic isolation, as the isolation is integrated within
the OBC
present in the EV. The OBC accepts AC input and rectifies it into a DC
voltage. A
subsequent DC/DC converter in the OBC translates the rectified voltage to the
proper
DC level suited to charge the EV battery during its various states of charge.
The
galvanic isolation in the OBC is generally provided during DC/DC conversion,
mainly
through high frequency transformers which are much smaller and more efficient
compared to using bulky 50/60Hz transformers to achieve isolation during AC/DC
conversion.
The low voltage signaling and control loop or feedback circuits can be
isolated
using galvanic isolation (electromagnetic induction) or opto-electronic
isolation or a
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combination. Such isolation is present in multiple feedback loops present in
the various
components of the charging system.
Grounding
The fast charge electric vehicle (EV) system 210 or 310 shall conform to all
recognized electrical grounding principles understood within the state of the
art. The fast
charge electric vehicle (EV) system 210 or 310 shall be grounded such that a
preferential current path is provided that offers lower electrical resistance
than that
posed by a human operator or bystander in physical contact with the system
closures,
human interface touch points, and commercial point-of-sale system interface.
High Voltage Interlock (HVIL)
The fast charge electric vehicle (EV) system 210 or 310, for example, can have
an integral high voltage interlock system such that activation shall trigger
an internal
active discharge event. The circuit architecture, for example, can be designed
such that
an internal discharge circuit is able to discharge any potential high voltage
source that
may pose a hazard risk to any human user engaged to the system. Such events
include
but are not limited to the following, including premature disengagement of the
charging
port; short detection; software failure; removal of High Voltage access
panels, loss of
Isolation, and excessive HVIL signal bounce
Base Battery Module Configuration
The base battery module 372 (e.g. a 12VDC Nom Battery Cell Array), for
example, can comprise or consist of one or more NOCO brand12VDC nominal 120 Ah
dual use industrial batteries 370. The individual cells within this battery
may be of either
cylindrical cells or of pouch constructed cells. Cell selection shall be based
upon the
prevailing economic and/or performance attributes of a given cell.
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Cylindrical Cell Array Construction
The general construction of electric reservoir modules 222A, 222B, 222C, 222D
or 322A, 322B, 322C, 322D comprising on consisting of one or more base battery
modules 372, for example, is shown in FIG. 29.
The basic battery rating shall vary based upon the specific rated cells
selected in
the construction of the NOCO brand 12VDC Nominal 100 Ah dual use industrial
batteries 370. The ratings as defined in this specification will be based on
the values
prescribed in this section.
Alternative Construction
The general construction of an alternative construction of the electric
reservoir
modules 222A, 222B, 222C, 222D or 322A, 322B, 322C, 322D comprising or
consisting
of the base battery module 372', for example, is shown in FIG. 29.
In this construction, for example, a Shida 120 Ah pouch cell array and BMS(es)
are integrated into an integrated thermal solution for packaging and cost
efficiency, as
shown in FIG. 30.
Battery Module Life
The electric reservoir modules 222A, 222B, 222C, 222D or 322A, 322B, 322C,
322D, for example, can have a life rating of >1000 charge/discharge cycles. A
charge/discharge cycle is defined as the energy cycle between the maximum
allowable
charge voltage and the minimum cut-off voltage as specified by the
manufacturer of the
internal battery cell used in the construction of the NOCO brand dual use
industrial
battery.
To increase duty life, additional battery mass should be considered such that
the
current delivery requirements to the target EV/HEV battery pack(s) do not
exceed 70%
SOC of the NOCO brand dual use industrial batteries that comprise the electric
reservoir modules 222A, 222B, 222C, 222D or 322A, 322B, 322C, 322D.
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POWER (CHARGE) RESERVOIR REQUIREMENTS
Architecture
The electric reservoir 222 or 322 (FIGS. 19 and 20) comprise or consist of
electric reservoir modules 222A, 222B, 222C, 222D or 232A, 232B, 232C, 232,
which
comprise or consist of one or more base battery modules 372. The base battery
modules 372, for example, comprise or consist of one or more batteries 370
(e.g. dual
use industrial battery, Li-ion battery), as shown in FIG. 29. For example, the
electric
reservoir modules 222A, 222B, 222C, 222D or 322A, 322B, 322C, 322D comprise or
consist of multiple base battery modules 372 each comprising or consisting of
multiple
batteries 370.
Specifically, the electric reservoir 222 or 322 comprise or consist of
multiple
batteries 370 connected and assembled together (i.e. constructed). Each of the
one or
more batteries 370 can be assembled or constructed of multiple battery cells
370A
connected together by conductive plates 370B to form a battery assembly 370C,
which
is enclosed in a battery cover 370D, as shown in FIG. 29. It is noted that the
7S1P
array, for example, can be updated to an 8S1P array. Further, for example, the
fast EV
charge system can be updated to a 454P configuration of 30Ah cells resulting
in
12.8V/120Ah battery.
Multiple batteries 370 can be arranged and connected together to provide one
or
more base battery modules 372. For example, the one or more base battery
modules
372 each comprise or consist of a 751P string of 12VDC nominal 120Ah dual use
industrial batteries (e.g. Li-ion batteries). The 7S1P can be updated to 8S1P
(referring
to the base battery module) of which two can be connected together in series
to provide
a 204.8V reservoir voltage.
For example, each base battery module 372 can comprise or consist of a battery
module container 372A (e.g. tray, tub) and a battery module container lid
372B, and can
house seven (7) dual use industrial batteries 370 connected together in a
series
configuration to provide 84 VDC nominal voltage. An eight (8th) battery
position within
each base battery module 372 can be occupied by base battery module control
electronics and integration hardware. The base battery module 372 buildup
assembly is
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shown in FIG. 29. Alternatively, the 8th battery position can be occupied by
the battery
itself in an 8S1P configuration. Further, the 84VDC nominal figure shown can
be
updated to 12.8 x 4 = 102.4VDC.
Two (2) base battery modules 372, for example, can be electrically connected
together in parallel (e.g.1S2P module battery array) to provide a base battery
pair 374,
as shown in FIG. 31. The base battery pair 374 (e.g. 7S2P battery array) can
be
capable of a minimum of 20.16KWh.
The assembled electric reservoir 222, 322 (i.e. Fast Charge Electric
Reservoir),
for example, can comprise or consist of eight (8) base battery modules 372
connected
electrically together in pairs (e.g. 1S2P base battery modules). These eight
(8) base
battery modules 372, for example, can be stacked in two (2) units consisting
of four (4)
modules per stack, for example, as shown in FIG. 32.
Base Module Configuration.
Internal Base Module Array: 7S1P
Alternatively, the fast EV charge system can use 2 x 8S1P base modules
resulting in a 16S1P configuration yielding 204.8V/120Ah reservoir.
Stacked Base Module Configuration
Stacked Base Module Array: 1S2P
Charge Reservoir Configuration
Charge Reservoir Array: 4X 20.16KWh Modules (Stacked)
Power head 336 Configuration
The power head 336, for example, can be configured such that it is physically
independent of the electric reservoir 222 or 322 structure (Reference: System
Mechanization). The electric reservoir 222 or 322, for example, can be
remotely located
from the power head 336 such that all access panels of the electric reservoir
222 or 322
are available for service without required dis-assembly of the power head 336
(vice
versa).
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Consideration of this physical separation, for example, can be governed by an
engineering assessment regarding the impact of cable length routing and
resistance
and power efficiency losses.
Power Management
The fast charge electric vehicle (EV) system 210 or 310, for example, can
provide multi-mode operation. The primary modes of operation are defined
below.
These modes are not definitive and "blended modes" of operation are possible
based
upon circuit complexity and desired efficiency in the use of available power.
These
modes of operation shall be optimized based.
Electric Reservoir Charging
The fast charge electric vehicle (EV) system 210 or 310, for example, can be
configured and capable with the electric reservoir 222 or 322 at full
capacity, of charging
a single EV/HEV from a single fully charged base battery module 372. Upon
completion
of the EV/HEV charge cycle, the fast charge electric vehicle (EV) system 210
or 310
shall "circle" to the next base battery module 372 in preparation for charging
the next
EV/HEV in sequence.
By-pass Mode Charging
By-pass mode charging is defined as the transfer of charge directly between
the
primary AC/DC converter 216 or 316A, 3166,316C, 316D of the fast charge
electric
vehicle (EV) system 210 or 310 and the target battery pack of the EV/HEV
vehicle to be
charged.
The fast charge electric vehicle (EV) system 210 or 310, for example, can be
capable of operating in by-pass mode based upon the following criteria,
including the
base battery modules 372 are depleted, cyclic efficiency is advantageous in by-
pass
mode dependent upon the SOC of the base battery modules 372, cyclic efficiency
is
advantageous in "charge topping" with respect to the buck/boost operation
dependent
upon Battery Module SOC, direct charging from the AC/DC converter is
advantageous
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based upon voltage/capacity characteristics of the target EV/HEV battery pack,
and any
combination of the above.
Power Transfer
The power transfer between the fast charge electric vehicle (EV) system 210 or
310 and the target EV/HEV battery pack to be charged shall follow the
recommended
charge protocol of the Original Equipment Manufacturer (OEM). It is
anticipated that a
"handshake" shall be communicated via the CSS DC charge port communications
interface that allows for the selection of the appropriate charge protocol. In
the event
that this handshake is not possible, the fast charge electric vehicle (EV)
system 210 or
310 shall select a charge protocol based upon the "sensed" voltage and initial
current
draw imposed by the target EV/HEV battery pack to be charged.
Battery SOC/DOD Operating Limits
The fast charge electric vehicle (EV) system 210 or 310 software logic must be
capable of recognizing when the EV/HEV target battery pack is within
serviceable limits.
This may be achieved whether via data exchange during the "handshake" process
between the charging system and the EV/HEV target battery pack or by means of
simple voltage measurement at the terminals.
The behavior of this logic shall be as follows:
When the EV/HEV target battery pack performance is within defined serviceable
limits, the charging process shall proceed as monitored to completion (100%
SOC or predetermined Terminal Voltage);
When the EV/HEV target battery pack performance is outside of normal
parameters, the charging process shall be halted and the common bus(es)
discharged; and
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When, during the charging function, an inadequate input source of power is
detected, the charging system shall close out the charging process in a normal
mode of operation.
Reservoir Module Voltage Select
A voltage split detection scheme.
Reservoir Circular Operation (Module Select)
The fast charge electric vehicle (EV) system 210 or 310, for example, can be
capable of selecting the appropriate base battery module 372 based upon data
available from the base battery module sub-controller and the charge request
information obtained from the EV/HEV target battery during the "handshake"
process.
The fast charge electric vehicle (EV) system 210 or 310 shall select the
appropriate base battery module 372 (circling) based upon the overarching goal
of
maximizing power transfer and maximizing utility of capacity over a given duty
cycle
(daily operation). This shall be interpreted as, whenever possible, depleting
the base
battery modules 372 as near sequentially as possible based upon the voltage
and
capacity requirements of the EV/HEV target battery requirements.
Voltage Trimming (OPTION)
In the voltage trimming system 258 architecture, as shown in FIG. 33, the
AC/DC
converter 216 or 316A, 316B, 316C, 316D is configured such that its DC output
is
strung in series with the 7S string to provide the "trim" voltage required to
create the
specific output voltage needed for the instantaneous charge voltage of the
target battery
pack. The operating benefit is that the "trim" charge voltage is created from
the
available utility power grid source or supply such that the power losses
involved with a
"Buck/Boost" system are eliminated. This would result in more efficient use of
the
capacity available in the electric reservoirs 222 or 322.
An additional operating mode can be achieved by selectively splitting the 7S
string such that it is sized to a 48V capability. This would effectively
reduce the need for
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high Bucking ratios that would otherwise be required for the two targeted
EV/HEV
applications (i.e. EZ-GO @ 72VDC and Polaris @ 48VDC).
The drawback is increased complexity of the circuit design and the need to
achieve a system for which the underlying voltage sources behave as "perfect
voltage"
sources.
Boost/Buck Select (OPTION)
In the Boost/Buck system 360 architecture, as shown in FIG. 34, the circuit
shall
incorporate a boost/buck transformer that behaves as follows.
When the electric reservoir 222 or 322 is providing a voltage above that
required
for the commanded charge voltage operating point, the Boost/Buck transformer
shall
operate in Buck mode at the appropriate Buck ratio required to achieve the
commanded
charging voltage. This is more efficient use of the capacity of the electric
reservoir 222
or 322, and the system should be designed to maximize this mode of operation.
The electric reservoir 222 or 322, for example, can be designed with an
appropriate base voltage rating such that buck operating mode is preferential
to boost
operating mode.
When the electric reservoir 222 or 322 is providing a voltage below that
required
for the commanded charge voltage operating point, the Boost/Buck transformer
shall
operate in boost mode at the appropriate boost ratio required to achieve the
commanded charging voltage. This is a very inefficient use of the capacity of
the electric
reservoir 222 or 232, and the system should be designed to minimize this mode
of
operation.
FIGS. 33, 34 show a single 7kW AC/DC converter, in the system. The 7kW
AC/DC converter, for example, can be selected for each 220V/40A breaker as it
should
only carry 32A continuous load per NEC (80% of 40A rating). The 220V*32A 7kW
(for
Unity Power Factor).
However, a fuel (e.g. gasoline) pumping station, for example, can have
multiple
240V/40A outlets or a pad mounted transformer with much higher ampacity (e.g.
500A
or 800A), which would provide for a much larger charge rate of the electric
reservoir.
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For example, the fast charge electric vehicle (EV) system can use a single
30kW
AC/DC converter. In FIGS. 33 and 34, if 7kW AC/DC converters are used, for
example,
several multiple 240V outlets (e.g. 4 or 5) can be provided each with a 7kW
AC/DC
converter, and each supplying a separate reservoir. Alternately, the outputs
of the
individual 7kW AC/DC converters can be arranged in parallel to effectively
provide
28kW or 35kW of power into a larger reservoir. As an alternate, higher
capacity AC/DC
converter(s) can be fed from a 3-phase AC panel.
Blended Power
Blended Power is an operating mode in which the fast charge electric vehicle
(EV) system 210 or 310, for example, can draw power from both the utility grid
via the
AC/DC converter 216 or 316A, 316B, 316C, 316D (maximally) and the electric
reservoir
222 or 322 (minimally) as required to meet the commanded instantaneous
charging
voltage. The power, for example, can be blended as an output function of the
synchronous (active) rectification process of the DC/DC converter 226, 326
stage.
This topology will likely produce the best system efficiently and result in
the most
efficient use of the capacity of the electric reservoir 222, 322. It must be
noted that with
elimination of string splitting in the "trim voltage" option above, trim
voltage and blended
power modes are very similar based upon circuit architecture decision.
The modes previously described are not mutually exclusive. Further engineering
analysis is required to determine which methods or combination of methods will
produce
the best cost/efficiency solution for the fast charge electric vehicle (EV)
system 210 or
310, and its requisite electric reservoir 222, 322.
MECHANICAL REQUIREMENTS
Battery Module Geometry
The battery module geometry shall be constructed as follows:
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Battery Module Container (Tray)
The base element of the base battery module 372, for example, can comprise or
consist of the battery module container 372A (e.g. rotary mold formed, blow
mold
formed, or vacuum mold formed structural tray or tub) and a battery module
container
lid 372B (e.g. cover lid). For example, the battery module container 372A can
have
formed in detent features that secure each individual NOCO dual use industrial
battery
370 in place.
Each NOCO dual use industrial battery 370 shall be secured in its individual
detent in the battery module container 372A via a battery hold down bracket
and
fastener(s).
The battery module container 372A, for example, incorporate formed cleats on
the outer bottom surface such that these formed cleats shall interlock to
corresponding
detents in the battery module container lid 372B of the subsequent base
battery module
372 upon which it may be stacked.
The battery module container 372A, for example, can incorporate features on
the
upper flange for which threaded inserts may be pressed for closure of the
battery
module container lid 372B of the base battery module 372.
The battery module container 372A, for example, can incorporate flanges for
assembly of trussing and support elements to assist with load bearing for
stacking.
The battery module container 372A, for example, can incorporate channeling and
a water drain on the inside of the bottom surface of the battery module
container 372A
to provide for a low point drain.
The top flange surface of the battery module container 372A shall incorporate
a
recessed channel in which either a sealant bead or sealing cord (e.g. 0-ring
or square-
shaped ring) may be applied.
The battery module container 372A, for example, can incorporate cut-outs to
accommodate blower fans 372C.
The battery module container 372A, for example, can have a flanged feature to
accommodate the electrical and communication connections.
The battery module container 372A material shall comprise or consist, for
example, an insulating plastic material (e.g. polyurethane, polyethylene).
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Battery Cover (Lid)
The battery module container lid 372B, for example, can be structural with
cross
ribs and trussing such that is can support the weight of stacked and assembled
base
battery modules 372.
The battery module container lid 372B, for example, can incorporate locating
detent features such that upon placement on the battery module container 372A,
the
fastening hardware locations are automatically aligned.
The battery module container lid 372B, for example, can have features in
corresponding locations to the battery module container 372A such that metal
inserts
may be installed to support the flange pressures imposed by the fastening
hardware.
The battery module container lid 372B, for example, can have a recessed
channel that corresponds to that of the flange of the battery module container
372A
such that either sealing compound or a sealing cord (see above) may be
applied.
The battery module container lid 372B, for example, incorporate detents such
that the corresponding cleats of the battery module container 372A may be
positively
registered for location and stacking.
The battery module container lid 372B material, for example, can comprise or
consist of an insulating plastic material (e.g. polyurethane, polyethylene).
Base Battery Module Sealing
The base battery module 372, for example, can be configured to provide the
primary weather sealing of the contained components.
The sealing methods employed, for example, can comprise or consist of direct
sealant application, sealing cord application, or barrier methods such as
louvered fans
for preventing wind driven rain from entering the base battery module 372.
Base Battery Module Hardware
All hardware utilized in the construction or assembly of the base battery
module
372, for example, can conform to ISO Class 10.9 standards or equivalent (SAE
Grade
8.8).
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All fasteners, for example, can be implemented with corresponding size and
rated washers.
All inserts used in the construction or assembly of the base battery module
372,
for example, can be equivalent to the fastener class/grade specified above.
Base Battery Module Cooling
The base battery module 372 can be configured to provide cooling and/or can
include cooling equipment (e.g. vent(s), fan(s), air conditioning, cooling
circuit) to
prevent the base battery module 372 from overheating. For example, the base
battery
module 372 is provided with venting to allow outward air flow of heated air to
exit the
sides of the base battery module 372, as shown in FIG. 35.
Module Mechanization
The base battery modules 372 of the electric reservoir 222 or 322, for
example,
can be constructed such that the process of dis-assembly of the base battery
modules
372 forces the internal voltage level to be reduced as a function of dis-
assembly, as
shown in FIG. 36. This may be achieved by means of voltage continuity links
372C and
372D (or high voltage jumpers) embedded in the base battery module lid 372B
such
that removal of the base battery module lid 372B naturally sub-divides the
battery array
string voltage simply by removal of higher ordered components, as shown in
FIG. 37.
The purpose of these features is to provide inherent high voltage safety to
both
assembly and service personnel.
System Mechanization
The fast charge electric vehicle (EV) system 210 or 310 mechanization is as
follows.
A utility grid AC power drives a pad transformer 380, as shown in FIG. 38. The
pad transformer 380 steps down the AC power to the appropriate voltage.
The conditioned AC power is then directed to the electric reservoir 222 or
322.
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The AC power is then converted to DC power to either charge the base battery
modules 372 of the electric reservoir 222 or 322, or by-pass the electric
reservoir 222 or
322 to directly charge an EV/HEV target battery pack via the power head 336.
When grid power is inadequate, DC power is drawn from the electric reservoir
222 or 322 and directed to the power head 336 to charge an EV/HEV target
battery
pack. The system "circles" to the next base battery module 372 to continue
sequentially
charging the next EV/HEV target battery pack.
High Voltage Creepage and Clearance Requirements
For the purposes of fast charge electric vehicle (EV) system 210 or 310
creepage
and clearance requirements, ISO 6469-1:2009 (High Voltage Onboard charging
systems), for example, can be referenced until a suitable stationary
deployment
specification can be found.
All high voltage creepage and clearance distances between devices of rated
potential shall be evaluated and conform to this standard.
Thermal Management
The fast charge electric vehicle (EV) system 210 or 310 will require a multi-
modal
thermal management system. It is anticipated that the following thermal
management
techniques will apply to the following subsystems, including electric
reservoir 222 or
322, conductors/bus bars (e.g. input bus 220 or 320, and output bus 224 or
324), for
example, can be conductively cooled. The batteries 370 (e.g. NOCO Dual Use
Industrial
Li-ion Batteries), for example, can be convectively air cooled via dedicated
blower fans
372C (or vents) within each base battery module 372, as shown in FIG. 35.
These fans,
for example, can be positively controlled, and:
Electronic control modules, for example, can be convectively air cooled via
sealed external (i.e. external with respect to the control module but internal
to the
base battery Module) housing heat sinks;
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Electric reservoir 222 or 322 containment and environmental housing
structure shall be vented to atmosphere, however, should be designed to meet
all environmental/weather protection requirements of that sub-section;
AC/DC converter(s) 216 or 316A, 316B, 316C, 316D, for example, can each be a
sealed module with internal conductive cooling to an external heat sink. The
external surfaces of the heat sink shall be convectively air cooled via air
blower
fan(s);
DC/DC converter(s) 226 or 326, for example, can be a sealed module with
internal conductive cooling to an external heat sink. The external surfaces of
the
heat sink shall be convectively air cooled via air blower fan(s); and
Power head 336 Kiosk, for example, can be fan cooled.
Electric Reservoir Housing (Mechanical)
The electric reservoir 222 or 322 of the fast charge electric vehicle (EV)
system
210 or 310, for example, can comprise or consist of a separately housed
battery module
array. This unit shall be enclosed in an appropriately grounded structure. The
maximum
distance of displacement from the power head 336 shall be defined based upon
the DC
link conductor resistance losses.
Although the electric reservoir 222 or 322 may be stylized and graphically
decorated, the mechanical implementation shall be utilitarian (similar to an
electrical
transformer housing). This unit size will scale directly with the selected
power
deployment and should be modular in design (block volumes).
Power head 336 Structure (Mechanical)
The power head 336 structure and design, for example, can be highly stylized
to
project the brand image (e.g. NOCO brand image) to the customer. The
construction of
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this housing, for example, can be configured using internal pillars with
stylized outer
panels and cladding.
The materials selected for the structural pillars, for example, can
preferentially be
made of non-conductive material(s) with some metal elements to impart strength
and
rigidity. No conductive structural elements shall be within "contact
proximity" to high
voltage bus works and electrical components such that impact damage to the
Power
head 336 may result in high voltage potential external to the unit. The
materials selected
for the outer surfaces shall be of non-conductive material.
Fast charge electric vehicle (EV) systems Data I/O Connection
The fast charge electric vehicle (EV) system 210 or 310, for example, can be
equipped with Ethernet connectivity. This Ethernet connectivity shall be
capable of
accessing the fast charge electric vehicle (EV) system data stored for data
mining and
system performance. The data to be accessible, for example, can include, but
not be
limited to battery module state of health (SOH), state of charge (SOC)
history, battery
cycle life monitoring (HOBBS), fault history, functional safety history,
system readiness,
and software support and maintenance.
EV/HEV I/O
The fast charge electric vehicle (EV) system 210 or 310, for example, can
establish a "handshake" with the EV/HEV vehicle upon port connection. The
characteristics to be shared in this "handshake" shall be used to define the
charge
protocol. These characteristics shall include but are not limited to:
EV/HEV target battery pack voltage;
EV/HEV target battery pack ident;
EV/HEV target battery pack charge protocol request; and
EV/HEV target battery pack charge completion.
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Protection and Security
The fast charge electric vehicle (EV) system 210 or 310 components (i.e.
electric
reservoir 222 or 322 and power head 336) shall be designed and constructed by
means
of secure features that discourage dis-assembly and unauthorized access to
internal
subsystems. This may be achieved by means of security type fasteners, locking
access
panels and interlocking closure panels.
The design shall utilize inherent safety techniques such that removal of
access
and closure panels and/or violation of voltage protection barriers internal to
the system
while in a "powered state" shall trigger the HVIL system and break down the
high
voltage potential and discharge the bus(es) to safe voltage levels. For
example, these
safety features must be designed such that the panels and barriers are
impossible to
remove in a time that is less than the "detect and discharge time" capability
of the HVIL
safety circuit and logic.
Modular Scalability
The fast charge electric vehicle (EV) system 210 or 310, for example, can be
designed such that each deployment is "power scaled" based upon both the
available
reserve grid power at the site and the desired capabilities requested by site
authorities.
The primary factors affecting scalability are listed below, including
available utility
voltage at the application site, available utility reserve power at the
application site,
available reserve power based upon the usage of the commercial operation at
the site,
the number of vehicles throughput at the site, the EV/HEV vehicle battery pack
voltage
"mix" encountered at the site, the EV/HEV vehicle battery pack capacity "mix"
encountered at the site; and the recovery capacity for the Charge Reservoir
based on
the factors noted above.
Electromechanical Architecture
The electromechanical architecture, for example, takes into account this
concept
of scalability. The bus works and the termination points within the electric
reservoir 222
or 322, for example, can be constructed to maximize scalability (i.e. battery
module
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connectivity). The electric reservoir 222 or 322 modularity, for example, can
allow for
the system to be expanded in a block format.
The power head 336, for example, can be designed and constructed, for
example, to meet the maximum 350 KW power rating. For economic consideration,
this
shall be a common design for all power deployment variants.
Voltage Trim/Tapp
Buck/Boost
The buck mode is the preferred mode of operation for the purpose of maximizing
efficiency. For regions of operation that require boost mode, for example,
this mode can
be limited to a 2:1 boost ratio for the purposes of efficiency.
To meet operational voltage requirements, it may be preferential to increase
the
battery module sting voltage that to operate within a sustained boost mode.
Software Requirements
As a high voltage apparatus, the fast charge electric vehicle (EV) system 210
or
310 shall require a high degree of operational control and system monitoring.
Charge System Control
The charge cycle and "circling" function required for maintenance of the
electric
reservoir 222 or 322, for example, can require a sub-controller (e.g. embedded
controller) to be deployed within each base battery module 372. The base
battery
module 372 operational data parameters acquired by each sub-controller (e.g.
embedded controller) shall be uploaded to a central controller for the purpose
of
determining system readiness, fault status, and functional safety.
System Monitoring
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The primary elements of the monitoring system are stated below, including
battery module state of charge, battery module state of health (SOH), fault
monitor,
functional readiness, functional safety, high voltage isolation, and high
Voltage Interlock.
System Data I/O Protocol
EV/HEV Interface Protocol
The system protocol format will most likely be developed by vehicle OEM's for
selection of specific battery pack charge profiles.
Regulatory Requirements
The regulatory requirements shall be based upon compatibility with those of
mobile EV/HEV vehicle high voltage requirements. These requirements shall
remain
under continuous review for the purpose determining necessity for application
to the fast
charge electric vehicle (EV) system 210 or 310.
The standards that follow are for guidance and "engineering decision making"
in the
development of the fast charge electric vehicle (EV) system 210 or 310.
NEMA
NFPA70 (NEC)
NEC
National Electrical Code (NEC);
NFPA 70 (Connection to Grid Power);
625.10 Electric Vehicle Coupler;
625.15 Marking;
625.16 Means of Coupling;
625.17 Cable and cable ampacity;
625.18 Interlock (Control Pilot);
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625.19 Automatic De-energization of the cable;
625.22 Personnel Protection Equipment;
625.41 Overcurrent Protection;
625.43 Disconnecting Means;
625.44 Equipment Connection;
625.48 Interactive Systems - Bidirectional;
625.101 Part IV Wireless Power Transfer Equipment;
Article 210.8 (Ground Fault Protection); and
Article 210.12 (Arc Fault Arc Fault Protection);
IEEE
IEEE 1547¨ Interconnecting Distributed Resources with Electric Power Systems;
IEEE 1547.1 ¨ Conformance Test Procedures for Equipment Interconnecting
Distributed Resources with Electrical Power Subsystems; and
IEEE 2030.5.
UL
UL 2202 ¨ Electrical Vehicle (EV) Charging System Equipment;
UL 2594 - Electric Vehicle Supply Equipment (EVSE);
UL 2251 ¨ Plugs, Receptacles and Couplers for Electric Vehicles;
UL 62 ¨ Flexible Cords and Cables;
UL 2231-1 & -2¨ Personal Protection for EVSEs;
UL 9741 ¨ Bidirectional EV Charging System Equipment (V2G);
UL 1741 - Standards for Inverters, Converters, Controllers and
Interconnection;
System Equipment for Use with Distributed Energy Resources (Grid);
UL 458;
UL 943;
Subject 943C;
UL 2231-1/2; and
UL 1022.
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IEC
IEC 62196;
61851-1;
61850-90-8;
IEC 60529
ISO
ISO 15118
SAE
SAE J1772;
SAE J1850;
SAE J2178; and
SAE 2293.
ISOLATION REQUIREMENTS
EMI/EMC REQUIREMENTS
ENVIRONMENTAL DURABILITY REQUIREMENTS
Materials
Sealing/Containment
Connectivity REQUIREMENTS
Power Port (EV/HEV)
The EV/HEV charge port will be defined by the charge port configuration of the
fast charge electric vehicle (EV) system.
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Data
Wi-Fi.
Serial (Support).
Ethernet.
INDUSTRIAL DESIGN REQUIREMENTS
Form Factor
Style and Cosmetics.
FUNCTIONAL SAFETY REQUIREMENTS
AUTOMATIC SYSTEM INDICATOR REQUIREMENTS.
ERROR INDICATORS.
COLD INDICATOR(S).
HOT BATTERY INDICATOR.
SHORT CIRCUIT DETECTION.
POWERING ACCESSORY DEVICES.
USB-C CHARGE INPUT & OUTPUT.
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Battery Temp Charge
-15C to OC Slow Charge
OC to 45C Fast Charge
45C to 55C Slow Charge
USB-A CHARGE INPUT & OUTPUT.
DIAGNOSTIC MODE.
All products, for example, can include provisions for a diagnostic mode. The
diagnostic method, for example, can provide internal diagnostic information,
including
critical parameters to the main MCU. The USB-C Port shall be used for this
function.
FAST CHARGE STATION
A fast charge station 310 according to the present invention is shown in FIG.
40.
The fast charge station 310 can be combined with a fuel station to provide a
fuel/fast
charge station. For example, a fuel station having multiple fuel pumps or
fuel/electric
pumps can be provided on a different side (e.g. left side, right side,
opposite side) of the
store 36 to provide a fuel/fast charge station. Alternatively, the power heads
336 shown
in FIG. 40 can be replaced with fuel/electric pumps 12 (FIG. 7) according to
the present
invention to provide the fuel/fast charge station.
The fast charge station 310 comprises a fast charge electric vehicle (EV)
system
312 and a store 336, as shown in FIG. 40.
The fast charge electric vehicle (EV) system 312 comprises power heads 336,
transformers 314, electric reservoirs 332, a trunk power line 364, and a power
distribution box 382. For example, the fast charge electric vehicle (EV)
system 312
comprises a plurality of power heads 336 (e.g. sixteen (16) power heads 336)
arranged
with four (4) power heads 336 in four (4) rows, a plurality of transformers
314 (e.g. four
(4) transformers 314 with one (1) transformer 314 provided in each row), a
plurality of
electric reservoirs 332 (e.g. four (4) electric reservoirs 332 with one (1)
electric reservoir
332 located in each row), a trunk power line 364 selectively connected to the
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transformers 314 and/or the electric reservoirs 332 for powering the fast
charge electric
vehicle (EV) system 312. One end of the trunk power line 364 extends into the
power
distribution box 382 and connect with power lines 240A, which connect to the
electric
power grid 240.
The power heads 336 can be configured to each charge at least one electric
vehicle. Alternatively, the power heads 336 can be configured to charge
multiple electric
vehicles at the same time (e.g. power heads 336 each configured with two (2)
EV
chargers and respective charging cables to separately removably connect and
charge
at least two (2) electric vehicles each located on opposite sides of each
power head 336
to allow for charging of at least thirty (32) electric vehicles at the same
time at the fast
charge station 310).
The transformers 314 and the electric reservoirs 322 are selectively or
simultaneously connected to the trunk power line 364 to selectively or
simultaneously
power the transformer 314 and the electric reservoirs 322 from power supplied
by the
electric power grid 240. For example, a power controller or control system can
be
provided and connected to one or more power switches configured to control
power
being selectively or simultaneously supplied from the electric power grid 240
to the
transformers 314 and the electric reservoirs 322. For example, the power
controller or
control system can be configured to selectively or simultaneously supply power
to each
of the power heads 336 (e.g. to turn on or turn off each power head 336).
The power heads 336 can each be provided with a battery or battery array (e.g.
Li-ion battery or Li-ion battery array) the same or similar to that provided
in the housing
of the fuel/electric pump 12 (FIGS. 6-9) to provide another level of energy
storage with
each battery or battery array acting as an additional electric reservoir
within each power
head 336.
FUEL/CHARGE STATION OR FAST CHARGE STATION WITH
POWER GENERATOR
The fuel/charge station or fast charge station according to the present
invention,
for example, can comprise one or more power generators (e.g. electric power
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generators). The one or more power generators, for example, can be one or more
onsite
power generators and/or one or more offsite power generators.
The one or more power generators, for example, can produce electrical energy
and electrical power to provide an additional power source for charging
electric vehicles
and/or charging the one or more energy storage devices (e.g. electric
reservoirs) used
for charging the electric vehicles.
The three major categories of energy for electricity generation are fossil
fuels (e.g.
coal, natural gas, and petroleum), nuclear energy, and renewable energy
sources. Most
energy is generated with steam turbines using fossil fuels, nuclear, biomass,
geothermal,
solar thermal energy, and wind power.
The one or more power generators for use with the fuel/charge station or fast
charge station according to the present invention, for example, can be
provided by power
generating equipment, fuel operated generators, electromechanical generators,
hydroelectric generators, hydroelectric turbines, wind generators, wind
turbines, solar
generators, solar panels, geo-thermal power generator, power stations, and/or
power
plants (e.g. mobile, small-sized, medium-sized power stations or power plants
located
onsite or offsite relative to the fuel/charge station or fast charge station
according to the
present invention).
The one or more power generators, for example, can be operated when the power
grid supplying power to the fuel/charge station is shut down, or when the
power grid
cannot provide sufficient power for the power demands of the fuel/charge
station or the
fast charge station according to the present invention, for example, when
charging the
one or more electric reservoirs and/or powering the EV chargers.
The one or more power generators allow for constructing and operating the
fuel/charge station or the fast charge station according to the present
invention for
charging electric vehicles in areas or locations where electric power sources
(e.g. the
power grid) is limited, for example, in remote areas of a country or state
(e.g. located
along low density population or remote sections of state or interstate
highways).
The ability to generate energy and power, and then store the energy at or near
the
fuel/charge station or the fast charge station according to the present
invention provides
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for greater reliability and continuous 24/7 operation of the fuel/charge
station or the fast
charge station according to the present invention.
In the case of the fuel/charge station or the fast charge station, fuel such
as gas,
gasoline, petroleum, oil, diesel, bio-diesel, kerosene, petrol, natural gas,
methane,
propane, liquid propane, butane, alcohol, methanol, ethanol, coal gas, coal,
hydrogen,
biomass, wood, and other suitable fuels can be stored at the fuel/charge
station or fast
charge station according to the present invention. For example, the fuel can
be stored at
the fuel/charge station or fast charge station in containers (e.g. tanks,
above ground
tanks, below ground tanks, portable storage containers) and used for fueling
or refueling
vehicles. This stored fuel (e.g. same fuel for refueling vehicles (e.g.
gasoline, diesel) or
different fuel (e.g. liquid propane, hydrogen) can also be used for supplying
the one or
more power generators of the fuel/charge station or fast charge station
according to the
present invention.
A fast charge station 210 comprising a fast charge electric vehicle (EV)
system
212 with a collective topography, a pad transformer 214 selectively connected
to the
electric power grid 240 via power switches 240A, 240B, a wind driven power
generation
system 290 via power switches 290A, 290B, and a photovoltaic power generation
system
292 via power switches 292A, 292B, and a power control unit 244, is shown in
FIG. 41.
The power control unit 244, for example, can be connected to the power
switches
240A, 240B, 290A, 290B, 292A, 292B, and configured to selectively control
power supply
from the electric power grid 240, wind driven power generation system 290, and
the
photovoltaic power generation system 292 to the pad transformer 214 of the
fast charge
electric vehicle (EV) system 212. For example, the power control unit 244 and
power
switches 240A, 240B, 290A, 290B, 292A, 292B are configured to provide a power
control
system to selectively turn on or turn off one or more of the power switches
240A, 240B,
290A, 290B, 292A, 292B to connect one (1) power source, two (2) power sources,
or
three (3) power sources from the electric power grid 240, wind driven power
generation
system 290, and/or the photovoltaic power generation system 292 to the pad
transformer
214 of the fast charge electric vehicle (EV) system 212. The power control
unit 244, for
example, can be programmable to control the power switches 240A, 240B, 290A,
290B,
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292A, 292B based on the power demand and/or operational conditions of the fast
charge
station 210.
A fast charge station 310 comprising a fast charge electric vehicle (EV)
system
312 with a distributed topography, a pad transformer 314 selectively connected
to the
electric power grid 340 via power switches 340A, 340B, a wind driven power
generation
system 390 via power switches 390A, 390B, and a photovoltaic power generation
system
392 via power switches 392A, 392B, and a power control unit 344, is shown in
FIG. 42.
The power control unit 344, for example, can be connected to the power
switches
340A, 340B, 390A, 390B, 392A, 392B, and configured to selectively control
power supply
from the electric power grid 340, the wind driven power generation system 390,
and the
photovoltaic power generation system 392 to the pad transformer 314 of the
fast charge
electric vehicle (EV) system 312. For example, the power control unit 344 and
power
switches 340A, 340B, 390A, 390B, 392A, 392B are configured to provide a power
control
system to selectively turn on or turn off one or more of the power switches
340A, 340B,
390A, 390B, 392A, 392B to connect one (1) power source, two (2) power sources,
or
three (3) power sources from the electric power grid 340, the wind driven
power
generation system 390, and/or photovoltaic power generation system 392 to the
pad
transformer 314 of the fast charge electric vehicle (EV) system 312. The power
control
unit 344, for example, can be programmable to control the power switches 340A,
340B,
390A, 390B, 392A, 392B based on the power demand and/or operational conditions
of
the fast charge station 310. Alternatively, or in addition, solar thermal and
concentrated
solar type power generation systems can be added.
A fast charge station 410 comprising a fast charge electric vehicle (EV)
system
412 with a collective AC/DC converter arrangement, is shown in FIG. 43. The
fast
charge electric vehicle (EV) system 412 is integrated into the fast charge
station 410, as
shown in FIG. 43.
The fast charge station 410 comprises a transformer 414 (e.g. pad transformer,
PAD XFMR), an AC/DC converter 416; a fast charge controller 418; an input bus
420;
an electric reservoir 422 with four (4) electric reservoir modules 422A, 422B,
422C,
422D; an output bus 424; a DC/DC converter 426; a by-pass power circuit 428;
an EV
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charger 430; and an EV charge port 432 configured for charging an electric
vehicle (EV)
434.
The fast charge station 410 comprises, or is selectively connected to a power
source 440 (e.g. external power supply, electric power grid, 240VAC 1-PHASE
/208VAC or 480VAC 3-PHASE GRID via control switches 440A, 440B, as shown in
FIG. 43, acting as a power source 440 for the fast charge station 410. The
power
source 440, for example, can include one or more additional external power
sources, for
example, a power source generated by wind power (e.g. wind driven power
generation
system), hydroelectric power (e.g. water wheel, water turbine), photovoltaic
power
generation system (e.g. solar panels), power generator (e.g. fuel powered
generator),
power plant, power station, or other types of offsite power sources.
The fast charge station 410 can further comprises an offsite power generator
480
and/or an onsite power generator 482 for supplying additional electric power
to the fast
charge station 410. The fast charge station 410 shown in FIG. 43, for example,
can be
provided with one or more fuel tanks (e.g. above ground fuel tank, below
ground fuel
tank, mobile fuel tank) for storing and supplying fuel to at least the onsite
power
generator 482.
The power supply 440 with power switches 440A, 440B, the offsite power
generator 480 with power switches 480A, 480B, and/or the onsite power
generator 482
with power switches 482A, 482B can be selectively connected individually or in
various
combinations to supply power to the transformer 414 by the power control unit
444. The
transformer 414 is connected to and supplies power to the AC/DC converter 416
acting
as an electric reservoir charger.
The AC/DC converter 416 is connected to and supplies power to the fast charger
controller 418, which is connected to and supplies power (e.g. selectively or
simultaneously) through the input bus 420 to the four (4) electric reservoir
modules (e.g.
battery modules 422A, 422B, 422C, 422D) of the electric reservoir 422 for
charging the
four (4) electric reservoir modules (e.g. battery modules 422A, 422B, 422C,
422D. The
number of electric reservoir modules can be decreased or increased from the
four (4)
shown in FIG. 43 (e.g. 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11+ electric reservoir
modules).
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The four (4) electric reservoir modules (e.g. battery modules 422A, 422B,
422C,
422D) of the electric reservoir 422 are connected to and supply power through
the
output bus 424 to the DC/DC converter 426. The output bus 424, for example,
can
selectively be supplied power from one or more of the four (4) electric
reservoir modules
(e.g. battery modules 422A, 422B, 422C, 422D).
The by-pass power circuit 428 is connected between the AC/DC converter 416
and the DC/DC converter 426 for by-passing the fast charger controller 418,
the input
bus 420, the four (4) electric reservoir modules 422A, 422B, 422C, 422D, and
output
bus 424 for supplying power directly from the AC/DC converter 416 to the DC/DC
converter 426.
The DC/DC converter 426 is connected to and supplies power to the EV charger
430, which is connected to and supplies power to the EV charge port 432
configured for
connecting to and charging or recharging the electric vehicle 434.
In the collective AC/DC converter arrangement 412, the AC/DC converter 416,
for example, is a single stage AC/DC converter configured for selectively
charging each
of the electric reservoir modules 422A, 422B, 422C, 422D on demand. In
addition to this
on demand charge capability, a maximum rated power of the AC/DC converter 416
is
available for direct charging of a battery pack of the electric vehicle 434
when operating
in a by-pass mode.
A fast charge station 510 comprising a fast charge electric vehicle (EV)
system
512 with a distributed AC/DC converter arrangement, is shown in FIG. 44. The
fast
charge electric vehicle (EV) system 512 is integrated into the fast charge
station 510, as
shown in FIG. 44.
The fast charge electric vehicle (EV) system 510 comprises a transformer 514
(e.g. pad transformer, PAD XFMR); four (4) AC/DC converters 516A, 516B, 516C,
516D; four (4) switches 518A, 518B, 518C, 518D (e.g. by-pass switches); input
bus
520, an electric reservoir 522 with four (4) electric reservoir modules 522A,
522B, 522C,
522D; an output bus 524; a DC/DC converter 526; a by-pass power circuit 528;
and
EV/HEV charger 530; and a charge port 532 for charging an electric vehicle
534.
The fast charge electric vehicle (EV) system 510 comprises the power source
540, or is connected to the power supply 540 (e.g. external power supply,
electric grid,
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for example, 240VAC 1-PHASE /208VAC or 480VAC 3-PHASE GRID, as shown in FIG.
44, acting as a power supply for the fast charge electric vehicle (EV) system
510. The
power supply 540, for example, can include one or more additional power
supplies, for
example, a power supply generated by wind power (e.g. wind driven power
generation
system), hydroelectric power, photovoltaic power generation system, power
generator
(e.g. fuel powered generator), or other types of power sources.
The fast charge station 510 can further comprises an offsite power generator
580
and/or an onsite power generator 582 for supplying additional electric power
to the fast
charge station 510. The fast charge station 510 shown in FIG. 44, for example,
can be
provided with one or more fuel tanks (e.g. above ground fuel tank, below
ground fuel
tank, mobile fuel tank) for storing and supplying fuel to at least the onsite
power
generator 582.
The power supply 540 with power switches 540A, 540B, the offsite power
generator 580 with power switches 580A, 580B, and/or the onsite power
generator 582
with power switches 582A, 582B can be selectively connected individually or in
various
combinations to supply power to the transformer 514 by the power control unit
544. The
transformer 514 is connected to and supplies power to the AC/DC converter 516
acting
as an electric reservoir charger.
The power supply 540 is connected to and supplies power to the transformer
514, which is connected to and supplies power to each of the four (4) AC/DC
converters
516A, 516B, 516C, 516D acting as an electric reservoir charger.
The four (4) AC/DC converters 516A, 516B, 516C, 516D are connected to and
supply power through the input bus 520 to the four (4) electric reservoir
modules 522A,
522B, 522C, 522D of the electric reservoir 522 for charging the four (4)
electric reservoir
modules 522A, 522B, 522C, 522D.
The four (4) electric reservoirs 522A, 522B, 522C, 522D are connected to and
supply power through the output bus 524 to the DC/DC converter 526. The output
bus
524, for example, can selectively receive power from one or more of the four
(4) electric
reservoir modules (e.g. four (4) battery modules 522A, 522B, 522C, 522D).
A by-pass power circuit 528 is connected between the four (4) switches 518A,
518B, 518C, 518D and the DC/DC converter 524 for by-passing the four (4)
electric
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reservoir modules 522A, 522B, 522C, 522D of the electric reservoir 522, and
output bus
524 for supplying power directly from the four (4) AC/DC converters 516A,
516B, 516C,
516D to the DC/DC converter 526.
In the fast charge electric vehicle (EV) system 512 with distributed AC/DC
converter arrangement, the AC/DC converters 516A, 516B, 516C, 516D, for
example,
are a multi-channel AC/DC converter or individual AC/DC converters
appropriately rated
to each of the electric reservoir modules 522A, 522B, 522C, 522D, and
independently
charge each of the electric reservoir modules 522A, 522B, 522C, 522D on
demand. In
addition to this on demand charge capability, either a single channel rated
power of one
or more of the AC/DC converters 516A, 516B, 516C, 516D is available for direct
charging of the battery pack of the electric vehicle 534 when operating in a
by-pass
mode, or with added circuity and software, the collective output of all the
individual
AC/DC converters 516A, 516B, 516C, 516D may be blended at the DC/DC converter
stage for maximum rated power available for direct charging of the battery
pack of the
electric vehicle 534 when operating in the by-pass mode.
It is noted that hybrid architectures of these two variants of the fast charge
station
410 and 510 are possible with increased circuit complexity.
A fuel/charge fast charge electric vehicle (EV) system 610 comprising one or
more
fuel/charge pumps 612 and one or more power heads 636, is shown in FIG. 45.
The one or more fuel/charge pumps 612 are connected to and supplied fuel by a
fuel system 616 connected to fuel tank 620A (i.e. fuel tank #1) and fuel tank
620B (i.e.
fuel tank #2).
The one or more power heads 636 are connected to, or part of the fast charge
electric vehicle (EV) system 622 comprising electric reservoir 626A (i.e.
electric reservoir
#1), electric reservoir 626B (i.e. electric reservoir #2), and electric
reservoir 626C (i.e.
electric reservoir #3).
The fast charge electric vehicle (EV) system 622 is connected to and
selectively
receives electric power from the electric power grid 640, offsite power
generator 680, and
onsite power generator 682.
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CLAUSES
1. An electric vehicle charging station for charging electric vehicles, the
electric
vehicle charging station comprising:
one or more power sources supplying electric power to the electric vehicle
charging station for charging the electric vehicles;
one or more energy storage devices receiving and storing energy from the one
or
more power sources and/or the one or more power generators, the one or more
energy
storage devices each comprising multiple electric reservoir modules;
one or more power heads for charging the electric vehicles at the electric
vehicle
charging station, the multiple power heads receiving electrical power from the
one or
more energy storage devices, the multiple power heads each being configured
for
releasably connecting to each of the electric vehicles for charging at the
electric vehicle
charging station; and
one or more electric power source controls or control systems configured to
control supplying power from the one or more power sources to the multiple
electric
reservoir modules of the one or more energy storage devices.
2. An electric vehicle charging station for charging electric vehicles at
the electric
vehicle charging station, the electric vehicle charging station comprising:
one or more power sources for supplying electrical power to the electric
vehicle
charging station for charging the electric vehicles;
one or more power generators supplying electric power to the electric vehicle
charging station for charging the electric vehicles;
one or more energy storage devices receiving and storing energy from the one
or
more power sources and/or the one or more power generators, the one or more
energy
storage devices each comprising multiple electric reservoir modules;
multiple power heads for simultaneously charging multiple electric vehicles at
the
electric vehicle charging station, the multiple power heads receiving
electrical power
from the one or more power sources, the one or more power generators, and/or
the one
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or more energy storage devices, the multiple power heads each being configured
for
releasably connecting to each of the multiple electric vehicles for charging
at the electric
vehicle charging station;
one or more electric power source controls or electric power source control
systems configured to control supplying power from the one or more power
sources to
the multiple electrical reservoirs of the one or more energy storage devices;
and
one or more electric reservoir controls or electric reservoir control systems
configured to control supplying power from the multiple electrical reservoirs
to the
multiple power head.
3. An
electric vehicle charging station for charging electric vehicles at the
electric
vehicle charging station, the electric vehicle charging station comprising:
multiple power sources for supplying electrical power to the electric vehicle
charging station for charging the electric vehicles;
one or more power generators supplying electric power to the electric vehicle
charging station for charging the electric vehicles;
multiple energy storage devices located at or adjacent to the electric vehicle
charging station for receiving and storing energy from the multiple power
sources and/or
the one or more power generators, the multiple energy storage devices each
comprising
multiple electric reservoir modules;
multiple power heads for simultaneously charging multiple electric vehicles at
the
electric vehicle charging station, the multiple power heads receiving
electrical power
from one or more of the multiple power sources and/or one or more of the
multiple
energy storage devices, the multiple power heads each being configured for
releasably
connecting to each of the electric vehicles for charging at the electric
vehicle charging
station;
one or more electric power source controls or electric power source control
systems configured to control supplying power from the one or more of the
multiple
power sources to the multiple electric reservoir modules of one or more of the
multiple
energy storage devices; and
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one or more electric reservoir controls or electric reservoir control systems
configured to control supplying power from the multiple electrical reservoirs
to the
multiple power heads.
4. The station according to any of the preceding clauses 1-3, further
comprising one
or more electric reservoir controls or control systems configured to control
supplying
power from the multiple electrical reservoirs to the one or more power heads.
5. The station according to any of the preceding clauses 1-4, wherein the
electric
vehicle power station is configured so that the one or more power heads
receive electric
power from the one or more power sources and/or the one or more energy storage
devices.
6. The station according to any of the preceding clauses 1-5, wherein the
electric
vehicle charging station is configured to simultaneously charge multiple
electric vehicles
at the electric vehicle charging station at the same time.
7. The station according to any of the preceding clauses 1-6, wherein the
one or
more power heads is multiple power heads for simultaneously charging multiple
electric
vehicles at the electric vehicle charging station, the multiple power heads
receiving
electric power from the one or more power sources and/or the one or more
energy
storage devices, the multiple power heads each being configured for releasably
connecting to each of the electric vehicles for charging at the electric
vehicle charging
station
8. The station according to any of the preceding clauses 1-7, further
comprising one
or more electrical power charging controls or systems configured to control
supplying
electric power from the multiple energy storage units of the one or more
energy storage
devices to the multiple electric vehicles being charged at the electric
vehicle charging
station.
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9. The station according to any of the preceding clauses 1-8, wherein the
one or
more power sources comprises an electric power grid.
10. The station according to any of the preceding clauses 1-9, wherein the
one or
more power generators use fuel for operating the one or more power generators.
11. The station according to any of the preceding clauses 1-10, wherein the
one or
more power generators is located onsite the electric vehicle charging station.
12. The station according to any of the preceding clauses 1-11, wherein the
one or
more power generators is located offsite the electric vehicle charging
station.
13. The station according to any of the preceding clauses 1-12, wherein the
one or
more energy storage devices is multiple energy storage devices.
14. The station according to any of the preceding clauses 1-13, wherein the
one or
more power heads is multiple power heads.
15. The station according to any of the preceding clauses 1-14, wherein the
one or
more electric controls or control systems is configured to control supplying
power from
multiple power sources to the multiple electric reservoir modules of the one
or more
energy storage devices.
16. The station according to any of the preceding clauses 1-15, including
one or
more electrical controls or systems configured to control supplying power from
the one
or more power sources to the multiple electric reservoir modules of the one or
more
energy storage devices.
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17. The station according to any of the preceding clauses 1, including one
or more
electrical power charging controls or control systems configured to control
supplying
electrical power from the multiple electric reservoir modules of the one or
more energy
storage devices to multiple electric vehicles being charged at the electric
vehicle
charging station.
18. The station according to any of the preceding clauses 1, wherein the
one or more
power sources is multiple power sources.
19. The station according to clause 18, including one or more electrical
controls or
control systems configured to control supplying power from the multiple power
sources
to the multiple electric reservoir modules of the one or more energy storage
devices.
20. The station according to clause 19, wherein the one or more electrical
controls or
systems is configured to charge the multiple energy storage units in a
sequence.
21. The station according to clause 19, wherein the one or more electrical
controls or
systems is configured to circle to repeat the sequence one or more times.
22. The station according to any of the preceding clauses 1-21, further
comprising a
fast charge electric vehicle (EV) system with a collective AC/DC converter
arrangement.
23. The station according to clause 22, wherein the fast charge electric
vehicle (EV)
system with the collective AC/DC converter arrangement comprises:
a transformer;
an AC/DC converter connected to and receiving electrical power from the
transformer;
a fast charge controller connected to and receiving electrical power from the
AC/DC converter;
an input bus connected to and receiving electrical power from the fast charge
controller;
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an electric reservoir with multiple electric reservoir modules connected to
and
receiving electrical power from the input bus;
an output bus connected to an receiving electrical power from the multiple
reservoir modules;
a DC/DC converter connected to and receiving electrical power from the output
bus;
an EV charger connected to and receiving power from the DC/DC converter; and
an EV charge port connected to and receiving power from the EV charger, the
EV charge port configured for charging the one or more electric vehicles.
24. The station according to clause 23, further comprising a by-pass power
circuit
connecting the AC/DC converter to the DC/DC converter.
25. The station according to any of the preceding clauses 1-24, further
comprising a
fast charge electric vehicle (EV) system with a distributed AC/DC converter
arrangement.
26. The station according to clause 25, wherein the fast charge electric
vehicle (EV)
system with the distributed AC/DC converter arrangement comprises:
a transformer;
multiple AC/DC converters connected to and receiving power from the
transformer;
multiple switches each connected to and receiving power from the respective
multiple AC/DC converters (e.g. by-pass switches);
an input bus connected to and receiving power from the multiple switches;
an electric reservoir with multiple electric reservoir modules connected to
and
receiving power from the input bus;
an output bus connected to and receiving power from the multiple electric
reservoir modules of the electric reservoir;
a DC/DC converter connected to and receiving power from the output bus;
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an EV/HEV charger connected to and receiving power from the DC/DC
converter; and
a charge port connected to and receiving power from the EV/HEV charger, the
charge port configured for charging the one or more electric vehicles.
27. The station according to clause 26, including a by-pass power circuit
connecting
the multiple switches to the DC/DC converter.
28. The station according to any of the preceding clauses 1-27, further
comprising
one or more power generators supplying electric power to the electric vehicle
charging
station for charging the electric vehicles.
29. The station according to clause 28, wherein the one or more energy
storage
devices receives and stores energy from the one or more power sources and/or
the one
or more power generators.
30. The station according to clause 29, wherein the one or more energy
storage
devices each comprise multiple electric reservoir modules.
