CA2598012C - Controlling power supply to vehicles through a series of electrical outlets - Google Patents
Controlling power supply to vehicles through a series of electrical outlets Download PDFInfo
- Publication number
- CA2598012C CA2598012C CA2598012A CA2598012A CA2598012C CA 2598012 C CA2598012 C CA 2598012C CA 2598012 A CA2598012 A CA 2598012A CA 2598012 A CA2598012 A CA 2598012A CA 2598012 C CA2598012 C CA 2598012C
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- Prior art keywords
- control unit
- microprocessor
- power
- vehicle
- outlet
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Classifications
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
- H01R13/00—Details of coupling devices of the kinds covered by groups H01R12/70 or H01R24/00 - H01R33/00
- H01R13/66—Structural association with built-in electrical component
- H01R13/70—Structural association with built-in electrical component with built-in switch
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/60—Monitoring or controlling charging stations
- B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
- H01R25/00—Coupling parts adapted for simultaneous co-operation with two or more identical counterparts, e.g. for distributing energy to two or more circuits
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
- H01R29/00—Coupling parts for selective co-operation with a counterpart in different ways to establish different circuits, e.g. for voltage selection, for series-parallel selection, programmable connectors
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/12—Circuit arrangements for ac mains or ac distribution networks for adjusting voltage in ac networks by changing a characteristic of the network load
- H02J3/14—Circuit arrangements for ac mains or ac distribution networks for adjusting voltage in ac networks by changing a characteristic of the network load by switching loads on to, or off from, network, e.g. progressively balanced loading
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/50—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads
- H02J2310/56—The network for supplying or distributing electric power characterised by its spatial reach or by the load for selectively controlling the operation of the loads characterised by the condition upon which the selective controlling is based
- H02J2310/58—The condition being electrical
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
- Y02B70/00—Technologies for an efficient end-user side electric power management and consumption
- Y02B70/30—Systems integrating technologies related to power network operation and communication or information technologies for improving the carbon footprint of the management of residential or tertiary loads, i.e. smart grids as climate change mitigation technology in the buildings sector, including also the last stages of power distribution and the control, monitoring or operating management systems at local level
- Y02B70/3225—Demand response systems, e.g. load shedding, peak shaving
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/12—Electric charging stations
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
- Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
- Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
- Y04S20/00—Management or operation of end-user stationary applications or the last stages of power distribution; Controlling, monitoring or operating thereof
- Y04S20/20—End-user application control systems
- Y04S20/222—Demand response systems, e.g. load shedding, peak shaving
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
- Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
- Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
- Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
- Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Remote Monitoring And Control Of Power-Distribution Networks (AREA)
Abstract
A system for supplying electrical power to a plurality of vehicles from a central power supply through a plurality of electrical outlets includes an outlet control unit for each of the outlets and a vehicle control unit for each of the vehicles. The outlet microprocessor switches the supply of power to the outlet. to communicate data to the vehicle. The vehicle microprocessor communicates data by switching a load across the power supply to provide interaction between the microprocessors to manage requirement and availability of power. The data includes whether the power plant of the vehicle is gasoline powered, diesel powered, hybrid or electric battery powered. The microprocessor of the vehicle control unit is arranged to control switches which supply power to selected loads in the vehicle and includes an interface which is arranged to connect to a Canbus communication system of the vehicle.
Description
CONTROLLING POWER SUPPLY TO VEHICLES THROUGH A SERIES OF
ELECTRICAL OUTLETS
This invention relates to an apparatus for supplying electrical power to a number of vehicles through separate electrical outlets.
BACKGROUND OF THE INVENTION
In colder regions of the globe electrical devices are used to heat automobile engines and interiors to facilitate engine starting and user comfort.
Energy costs and conservation efforts have led to the widespread use of parking lot controls. These controls are designed to reduce energy consumption while still satisfying engine starting and user comfort constraints. Numerous algorithms have been devised to limit this consumption, ranging from simple timers to the most current proportional temperature controls (the colder it gets the more power is delivered).
Current parking lot controls are centralized, whereby all the loads of a parking lot are switched together on or off by a central contactor. Many inherent restrictions and limitations are imposed by this form of centralized control.
Central contactor controls carry substantial installation and maintenance costs, with typical installation pay back periods in the order of five years or more. The longevity of mechanical contactors depends heavily on regular maintenance adding to operational costs.
Many lots impose a limit on power use for each vehicle. But since no adequate means of enforcement exists, it is left open to abuse. Often enough users abuse the set limits to trip the main breaker for a lot, inconveniencing all patrons. In addition, individual parking stall breakers are tripped due to temporary short circuits, overloads, etc. Since no feedback as to the presence of power is provided for users or maintenance personnel, this stall maybe without power for several days.
US Patent 5,521,838 by the present inventor issued May 28th 1996 discloses an apparatus for controlling and monitoring electrical automobile heating loads for the purpose of energy conservation. By fitting each outlet box (which controls two stalls) of a parking lot with a reprogrammable microcontroller greater flexibility is realized. One novel feature included is the ability to detect each load as it is asserted or removed. This enables the device to delay delivery of power to a newly asserted load for sometime. By including apparatus for sensing current being delivered to each load another dimension in control is added. This enables the effective enforcement of power consumption limits for each vehicle, assisting in local demand power management. Maintenance costs are reduced and user service is increased by the detection of overloads or short circuits. Enabling these loads to be switched "off' before the associated breaker can trip. Added safety is provided by helping to prevent faulty loads from starting fires or damaging property. This apparatus enables the use of economical solid-state contactors for delivering power to attached loads, reducing maintenance costs and boosting reliability.
Feedback to patrons is provided by visual or auditory apparatus. In the case of visual feedback two light emitting diodes (LED's) are provided, one green the other red for each stall. As an example, when a user asserts a load the presence of power is identified by a quick flash of the green LED (load within acceptable limits) or the red LED is lit solidly (overload is rejected). For auditory feedback different tones identify load acceptance or rejection and the presence of power.
A bi-directional infrared data communication interface for communication with service personnel. From time to time general maintenance of parking lots are performed requiring power tools. To facilitate this whole parking lots are disabled with centralized controls. While with the present invention only required individual outlets need be disabled. With this data link operational modes and limits can be easily set and changed. Since this link is bi-directional the device can be used to collect operational data to be down loaded periodically at request.
An interface is provided to allow the microcontrollers program or firmware to be changed, making it field programmable. This increases the useful life and reduces manufacture costs. Useful life is increased by the fact the energy conservation algorithms can be kept up to date and customized to a particular application. Manufacturing costs are reduced by having to produce only one generic model. And by reprogramming the devices with self test and calibration routines, manufacture costs are further reduced.
US Patent 5,903,064 Norberg issued May 11th 1999 discloses communication from a vehicle mounted control unit to the an outlet control unit using signals communicated through the power cord and through the distribution network between the outlets to a central unit at a central power source. The communication is used to allow an alarm function on disconnection, authorization of use and billing.
ELECTRICAL OUTLETS
This invention relates to an apparatus for supplying electrical power to a number of vehicles through separate electrical outlets.
BACKGROUND OF THE INVENTION
In colder regions of the globe electrical devices are used to heat automobile engines and interiors to facilitate engine starting and user comfort.
Energy costs and conservation efforts have led to the widespread use of parking lot controls. These controls are designed to reduce energy consumption while still satisfying engine starting and user comfort constraints. Numerous algorithms have been devised to limit this consumption, ranging from simple timers to the most current proportional temperature controls (the colder it gets the more power is delivered).
Current parking lot controls are centralized, whereby all the loads of a parking lot are switched together on or off by a central contactor. Many inherent restrictions and limitations are imposed by this form of centralized control.
Central contactor controls carry substantial installation and maintenance costs, with typical installation pay back periods in the order of five years or more. The longevity of mechanical contactors depends heavily on regular maintenance adding to operational costs.
Many lots impose a limit on power use for each vehicle. But since no adequate means of enforcement exists, it is left open to abuse. Often enough users abuse the set limits to trip the main breaker for a lot, inconveniencing all patrons. In addition, individual parking stall breakers are tripped due to temporary short circuits, overloads, etc. Since no feedback as to the presence of power is provided for users or maintenance personnel, this stall maybe without power for several days.
US Patent 5,521,838 by the present inventor issued May 28th 1996 discloses an apparatus for controlling and monitoring electrical automobile heating loads for the purpose of energy conservation. By fitting each outlet box (which controls two stalls) of a parking lot with a reprogrammable microcontroller greater flexibility is realized. One novel feature included is the ability to detect each load as it is asserted or removed. This enables the device to delay delivery of power to a newly asserted load for sometime. By including apparatus for sensing current being delivered to each load another dimension in control is added. This enables the effective enforcement of power consumption limits for each vehicle, assisting in local demand power management. Maintenance costs are reduced and user service is increased by the detection of overloads or short circuits. Enabling these loads to be switched "off' before the associated breaker can trip. Added safety is provided by helping to prevent faulty loads from starting fires or damaging property. This apparatus enables the use of economical solid-state contactors for delivering power to attached loads, reducing maintenance costs and boosting reliability.
Feedback to patrons is provided by visual or auditory apparatus. In the case of visual feedback two light emitting diodes (LED's) are provided, one green the other red for each stall. As an example, when a user asserts a load the presence of power is identified by a quick flash of the green LED (load within acceptable limits) or the red LED is lit solidly (overload is rejected). For auditory feedback different tones identify load acceptance or rejection and the presence of power.
A bi-directional infrared data communication interface for communication with service personnel. From time to time general maintenance of parking lots are performed requiring power tools. To facilitate this whole parking lots are disabled with centralized controls. While with the present invention only required individual outlets need be disabled. With this data link operational modes and limits can be easily set and changed. Since this link is bi-directional the device can be used to collect operational data to be down loaded periodically at request.
An interface is provided to allow the microcontrollers program or firmware to be changed, making it field programmable. This increases the useful life and reduces manufacture costs. Useful life is increased by the fact the energy conservation algorithms can be kept up to date and customized to a particular application. Manufacturing costs are reduced by having to produce only one generic model. And by reprogramming the devices with self test and calibration routines, manufacture costs are further reduced.
US Patent 5,903,064 Norberg issued May 11th 1999 discloses communication from a vehicle mounted control unit to the an outlet control unit using signals communicated through the power cord and through the distribution network between the outlets to a central unit at a central power source. The communication is used to allow an alarm function on disconnection, authorization of use and billing.
The outlet control unit can also detect state of charging. The system is connected using a series arrangement..
US Patent 4,532,418 Meese issued July 30th 1985 discloses a combined battery charging system and parking meter for vehicles which allows billing using a charge card system.
US Patent 6,614,214 Pelegrino issued September 24 2003 discloses a battery charging system for vehicles which allows billing using an optical reader.
US Patent 5,563,491 Tseng issued October 8th 1996 discloses a combined battery charging system and parking meter which allows billing using a radio transmitter system.
SUMMARY OF THE INVENTION
It is one object of the invention to provide an improved system of the above type.
According to one aspect of the invention there is provided an for supplying electrical power to a plurality of vehicles from a central power supply through a plurality of electrical outlet receptacles to which the vehicles are brought and at which they remain stationary for a period during which the power is supplied through an electrical connection cable connected from the vehicle to a respective one of the electrical outlet receptacles, the apparatus comprising:
an outlet control unit for mounting in a respective one of the electrical outlet receptacles;
and a vehicle control unit for mounting in a respective one of the vehicles;
the outlet control unit comprising:
at least one electrical outlet;
US Patent 4,532,418 Meese issued July 30th 1985 discloses a combined battery charging system and parking meter for vehicles which allows billing using a charge card system.
US Patent 6,614,214 Pelegrino issued September 24 2003 discloses a battery charging system for vehicles which allows billing using an optical reader.
US Patent 5,563,491 Tseng issued October 8th 1996 discloses a combined battery charging system and parking meter which allows billing using a radio transmitter system.
SUMMARY OF THE INVENTION
It is one object of the invention to provide an improved system of the above type.
According to one aspect of the invention there is provided an for supplying electrical power to a plurality of vehicles from a central power supply through a plurality of electrical outlet receptacles to which the vehicles are brought and at which they remain stationary for a period during which the power is supplied through an electrical connection cable connected from the vehicle to a respective one of the electrical outlet receptacles, the apparatus comprising:
an outlet control unit for mounting in a respective one of the electrical outlet receptacles;
and a vehicle control unit for mounting in a respective one of the vehicles;
the outlet control unit comprising:
at least one electrical outlet;
5 a microprocessor;
and a first switch operable by the microprocessor for selectively supplying power from the central power supply to said at least one electrical outlet;
the vehicle control unit comprising:
an input cable for connection to the electrical outlet;
a power supply connection for supplying power from the outlet to one or more loads in the respective vehicle;
a microprocessor;
and a load connected by a second switch operable so as to connect and disconnect the load across the power supply from the outlet control unit;
the microprocessor of the vehicle control unit being arranged to repeatedly operate the second switch to generate a modulated signal by repeatedly connecting and disconnecting the load across the power supply so as to communicate data contained in the modulated signal along the cable to the microprocessor of the outlet control unit.
and a first switch operable by the microprocessor for selectively supplying power from the central power supply to said at least one electrical outlet;
the vehicle control unit comprising:
an input cable for connection to the electrical outlet;
a power supply connection for supplying power from the outlet to one or more loads in the respective vehicle;
a microprocessor;
and a load connected by a second switch operable so as to connect and disconnect the load across the power supply from the outlet control unit;
the microprocessor of the vehicle control unit being arranged to repeatedly operate the second switch to generate a modulated signal by repeatedly connecting and disconnecting the load across the power supply so as to communicate data contained in the modulated signal along the cable to the microprocessor of the outlet control unit.
Preferably the microprocessor of the vehicle control unit has a data storage containing data relating to the type of power plant of the vehicle for communication to the outlet control unit.
Preferably the microprocessor of the vehicle control unit has a data storage containing data relating to whether the power plant of the vehicle is gasoline powered, diesel powered, hybrid or electric battery powered.
Preferably the microprocessor of the vehicle control unit is arranged to control switches which supply power to selected loads in the vehicle.
Preferably the microprocessor includes an interface which is arranged to connect to a Canbus communication system of the vehicle.
Preferably the microprocessor of the outlet control unit is arranged to communicate to the microprocessor of the vehicle control unit by switching on and off the power supply.
Preferably the microprocessor of the outlet control unit is arranged to communicate to the microprocessor of the vehicle control unit to provide interaction between the microprocessors to manage requirement and availability of power.
BRIEF DESCRIPTION OF THE DRAWINGS
One embodiment of the invention will now be described in conjunction with the accompanying drawings in which:
Figure 1 is a schematic illustration of the system according to the present invention which is partly taken from Figure 7 of the above patent of the present inventor.
Preferably the microprocessor of the vehicle control unit has a data storage containing data relating to whether the power plant of the vehicle is gasoline powered, diesel powered, hybrid or electric battery powered.
Preferably the microprocessor of the vehicle control unit is arranged to control switches which supply power to selected loads in the vehicle.
Preferably the microprocessor includes an interface which is arranged to connect to a Canbus communication system of the vehicle.
Preferably the microprocessor of the outlet control unit is arranged to communicate to the microprocessor of the vehicle control unit by switching on and off the power supply.
Preferably the microprocessor of the outlet control unit is arranged to communicate to the microprocessor of the vehicle control unit to provide interaction between the microprocessors to manage requirement and availability of power.
BRIEF DESCRIPTION OF THE DRAWINGS
One embodiment of the invention will now be described in conjunction with the accompanying drawings in which:
Figure 1 is a schematic illustration of the system according to the present invention which is partly taken from Figure 7 of the above patent of the present inventor.
Figure 2 is a schematic illustration of the outlet control unit of Figure 1 which is taken from Figure 1 of the above patent of the present inventor.
Figure 3 is a schematic illustration of one embodiment of the vehicle control unit of Figure 1.
Figure 4 is a schematic illustration of a second more complex embodiment of the vehicle control unit of Figure 1.
In the drawings like characters of reference indicate corresponding parts in the different figures.
DETAILED DESCRIPTION
The following description is taken from the above patent of the present inventor, the complete disclosure of which may be consulted, to describe the context of the present invention.
In Figure 1 is shown an overview of the whole system which includes a main power supply 69 for supplying electrical power to a plurality of outlets 71, most of which are shown only schematically but one of which indicated at 72 is shown in an exploded isometric view. The electrical power is supplied through wiring 73 which is again shown only schematically without distinguishing between the hot, neutral or ground wires.
The main power supply comprises basically only a main breaker and possibly a number of subsidiary breakers to a number of different circuits depending upon the number of outlets to be supplied.
it is a conventional practice to provide the outlet as paired outlets with each pair within a separate receptacle mounted at a spaced position around the car park to be supplied. The one outlet illustrated in detail therefore comprises a metal box or receptacle 74 which is mounted on a suitable support for example of wooden post, fencing or the like. The receptacle 74 has an open front face which can receive a rectangular extension box module 75 which in turn carries a standard duplex outlet 81 and cover plate 82. The extension box module is fastened in place by a conventional screw arrangement 85 which connects with screw holes supplied on the receptacle 75. The standard outlet 81 is fastened to the receptacle 74 through holes provided by the extension box module 75 in a standard arrangement by screws 83. The standard cover plate 82 is fastened by screws 85 and/or 84.
A
suitable gasket or other sealing arrangement can be provided to prevent moisture penetration but this is not illustrated as it is well known to one skilled in the art.
The extension box module 75 contains a control unit 80 which enables the independent control of each outlet of an attached duplex outlet 81. A
conventional electrical terminal arrangement is provided on the rear face of the extension box module 75 so as to be insertable into the receptacle 74 for electrical supply connection, protection, and containment thereby. Wires are provided within the open front face of the extension box module 75 so as to enable the standard connection of a standard duplex outlet 81.
The control of the power supply to each outlet is effected by the control unit 80 contained within the extension box module 75, without the necessity for any central control intelligence. In this way the system can be implemented into existing receptacles and wiring simply by inserting the extension box module 75 between the conventional outlet 81 cover plate 82 and the supply receptacle 74. This allows installation at a relatively inexpensive price. In addition individual programming of the outlets can be provided.
On the side facing forward of the extension box module is also shown a first LED 76, 79 which is green for indicating normal or proper operation of the power supply after application of a load. A second LED indicated at 77, 78 is red and this is used to indicate an unacceptable load as described hereinafter.
Further ports 20 and 21 are provided for bi-directional communication as again described hereinafter.
A power supply cord 70A connects power from the outlet 81 to a vehicle control unit 70B in a vehicle 70C for supplying power to a battery 70D
and other components 70E and 70F in the vehicle.
An overall block diagram of the outlet control unit is shown in Figure 2.
The "Hot" power supply 1 supplies all the required power for normal operation of the device. Communication and reprogramming features are supplied by the infrared communications and reprogramming interface 2. The system operation clock for the microcontroller 5 is provided by the CPU clock circuitry 3. The microcontroller 5 controls both outlets of a dual outlet receptacle through the outlet interfaces 4 and 6.
Each outlet interface is identical in construction composed of solid-state contactor circuits 7 and 10, a standard outlet where electrical loads may be attached 8 and 11 and current sense apparatus 9 and 12. The temperature/wind-chill measurement apparatus 13 enables the microcontroller 5 to measure the ambient temperature or wind-chill. Together these circuits provide a novel and particularly useful function for the purpose of energy conservation.
In Figure 3 is shown one implementation of the vehicle control unit 70B
5 of Figure 1 which consists of a combination of a communication load 30 and switch 31 connected across the conductors of the cable 70A to provide a load modulation mechanism for data communication to the outlet control unit of Figure 1. A
module 35 contains a microcontroller 33, data storage 34, and real time clock 36 which provides the information to communicate to the outlet control unit. The data storage 10 holds information about the load or loads defined by the components 70D, 70E and 70F of the vehicle which are programmed by the user or operator of the vehicle through the microprocessor. This information can include the following 1. Identification of the type of vehicle (gasoline, diesel, hybrid, etc).
2. Energy v temperature requirements, 3. What days and hours this vehicle is to be used or ready to be used, 4. What size the load should be, 5. and any other information that is deemed to be important to a load.
Any number of vehicle loads 70D, 70E and 70F are attached in parallel. This implementation does not include switches for each attached load to save on cost.
Figure 3 is a schematic illustration of one embodiment of the vehicle control unit of Figure 1.
Figure 4 is a schematic illustration of a second more complex embodiment of the vehicle control unit of Figure 1.
In the drawings like characters of reference indicate corresponding parts in the different figures.
DETAILED DESCRIPTION
The following description is taken from the above patent of the present inventor, the complete disclosure of which may be consulted, to describe the context of the present invention.
In Figure 1 is shown an overview of the whole system which includes a main power supply 69 for supplying electrical power to a plurality of outlets 71, most of which are shown only schematically but one of which indicated at 72 is shown in an exploded isometric view. The electrical power is supplied through wiring 73 which is again shown only schematically without distinguishing between the hot, neutral or ground wires.
The main power supply comprises basically only a main breaker and possibly a number of subsidiary breakers to a number of different circuits depending upon the number of outlets to be supplied.
it is a conventional practice to provide the outlet as paired outlets with each pair within a separate receptacle mounted at a spaced position around the car park to be supplied. The one outlet illustrated in detail therefore comprises a metal box or receptacle 74 which is mounted on a suitable support for example of wooden post, fencing or the like. The receptacle 74 has an open front face which can receive a rectangular extension box module 75 which in turn carries a standard duplex outlet 81 and cover plate 82. The extension box module is fastened in place by a conventional screw arrangement 85 which connects with screw holes supplied on the receptacle 75. The standard outlet 81 is fastened to the receptacle 74 through holes provided by the extension box module 75 in a standard arrangement by screws 83. The standard cover plate 82 is fastened by screws 85 and/or 84.
A
suitable gasket or other sealing arrangement can be provided to prevent moisture penetration but this is not illustrated as it is well known to one skilled in the art.
The extension box module 75 contains a control unit 80 which enables the independent control of each outlet of an attached duplex outlet 81. A
conventional electrical terminal arrangement is provided on the rear face of the extension box module 75 so as to be insertable into the receptacle 74 for electrical supply connection, protection, and containment thereby. Wires are provided within the open front face of the extension box module 75 so as to enable the standard connection of a standard duplex outlet 81.
The control of the power supply to each outlet is effected by the control unit 80 contained within the extension box module 75, without the necessity for any central control intelligence. In this way the system can be implemented into existing receptacles and wiring simply by inserting the extension box module 75 between the conventional outlet 81 cover plate 82 and the supply receptacle 74. This allows installation at a relatively inexpensive price. In addition individual programming of the outlets can be provided.
On the side facing forward of the extension box module is also shown a first LED 76, 79 which is green for indicating normal or proper operation of the power supply after application of a load. A second LED indicated at 77, 78 is red and this is used to indicate an unacceptable load as described hereinafter.
Further ports 20 and 21 are provided for bi-directional communication as again described hereinafter.
A power supply cord 70A connects power from the outlet 81 to a vehicle control unit 70B in a vehicle 70C for supplying power to a battery 70D
and other components 70E and 70F in the vehicle.
An overall block diagram of the outlet control unit is shown in Figure 2.
The "Hot" power supply 1 supplies all the required power for normal operation of the device. Communication and reprogramming features are supplied by the infrared communications and reprogramming interface 2. The system operation clock for the microcontroller 5 is provided by the CPU clock circuitry 3. The microcontroller 5 controls both outlets of a dual outlet receptacle through the outlet interfaces 4 and 6.
Each outlet interface is identical in construction composed of solid-state contactor circuits 7 and 10, a standard outlet where electrical loads may be attached 8 and 11 and current sense apparatus 9 and 12. The temperature/wind-chill measurement apparatus 13 enables the microcontroller 5 to measure the ambient temperature or wind-chill. Together these circuits provide a novel and particularly useful function for the purpose of energy conservation.
In Figure 3 is shown one implementation of the vehicle control unit 70B
5 of Figure 1 which consists of a combination of a communication load 30 and switch 31 connected across the conductors of the cable 70A to provide a load modulation mechanism for data communication to the outlet control unit of Figure 1. A
module 35 contains a microcontroller 33, data storage 34, and real time clock 36 which provides the information to communicate to the outlet control unit. The data storage 10 holds information about the load or loads defined by the components 70D, 70E and 70F of the vehicle which are programmed by the user or operator of the vehicle through the microprocessor. This information can include the following 1. Identification of the type of vehicle (gasoline, diesel, hybrid, etc).
2. Energy v temperature requirements, 3. What days and hours this vehicle is to be used or ready to be used, 4. What size the load should be, 5. and any other information that is deemed to be important to a load.
Any number of vehicle loads 70D, 70E and 70F are attached in parallel. This implementation does not include switches for each attached load to save on cost.
The AC power lines 70A from the extension cord enters on the left hand side into the circuit. The microcontroller 33, data storage 34, and real time clock unit 35 controls the switch 31 of the COMM load 30. When this switch is closed; the COMM load is added to Loads 70D, 70E and 70F on the AC line. When this switch is open; the COMM load is not added to loads on the AC line. By closing and opening this switch the load size presented to the AC line is modulated by the size of the COMM load. This signal is read by the outlet control unit of Figure 2 by the microcontroller 5.
This information when communicated to the microcontroller 5 can be used to control the time of supply and the allowed current supplied to the vehicle to accommodate the expected loads. Thus it will be appreciated that a gasoline engine and the battery for a gasoline engine will have different temperature and power characteristics from a diesel engine and from a hybrid engine. It is well known that diesel engines require the engine to be heated to maintain the engine at temperatures above freezing to ensure starting whereas gasoline engines can tolerate a much lower temperature before starting difficulties arise. Hybrid engines and the batteries for them require different characteristics of power supply for charging the power batteries. Yet further electric motor powered vehicles have yet further different characteristics. All of these requirements can be stored in the microcontroller 5 and the characteristic communicated by the microcontroller along the cable 70A by the switch 31 connecting and disconnecting the load 30.
Turning now to Figure 3, this arrangement is similar to that if Figure 2 with the addition of switches 37, 38 and 39 to the loads which are controlled by the microcontroller 35 and the provision of a CAN BUS interface connected to the microcontroller 35. The CAN BUS interface allows the microcontroller 35 to communicate with the control systems of the vehicle using the CAN BUS
conventional communications protocol to exchange information therewith or to obtain data therefrom.
The microcontroller 35 is connected to the AC power line 70A
delivered by the outlet control unit. In this way the microcontroller can sense when AC power is on and when it is off. The outlet control unit can therefore communicate to this microcontroller by turning on and off the AC power forming a low baud rate bit stream. Power for the microcontroller 35 can be derived from the AC power supply and/or a local battery.
The addition of a CAN BUS interface enables the microcontroller to communicate with the vehicles onboard computer systems and sensors. With the addition of the switches 37, 28 and 39 to control N different loads various electrical systems on the vehicle maybe controlled. Using the information from the CAN
BUS
interface various loads can be included or excluded depending on their individual power requirements and depending on the power available. And in this way only electrical subsystems which require power are powered, increasing the potential power savings. It will be appreciated therefore that the power available on the system to the individual outlets will vary depending on the number of vehicles connected at any one time and on the total power required. The smart outlet control unit can therefore manage this available power in the best manner. At the same time, the power available to the individual vehicle will vary and the smart vehicle control unit can manage this power in the best manner by supplying it to the loads most requiring the power.
Communications between the two units of power available and power required will allow the system as a whole to be managed for best power savings and for best power management.
The vehicle as shown in Figure 4 includes a GPS receiving system 40 which communicates into the microcontroller 35. The GPS system can be used to generate records in the microcontroller 35 indicating information such as where and how far the vehicle travels between plug-in times. This information can be relayed via the vehicle control unit and the outlet control unit and can serve to update records at the central location relating to maintenance or scheduling, delivery route planning, abuse monitoring, etc. The real time clock 34 in the vehicle control unit and the time clock 3 in the outlet control unit can thus be set without user intervention using the GPS satellite system. Both the current time as well as time zone can be updated without user intervention using the GPS system as an input.
This information when communicated to the microcontroller 5 can be used to control the time of supply and the allowed current supplied to the vehicle to accommodate the expected loads. Thus it will be appreciated that a gasoline engine and the battery for a gasoline engine will have different temperature and power characteristics from a diesel engine and from a hybrid engine. It is well known that diesel engines require the engine to be heated to maintain the engine at temperatures above freezing to ensure starting whereas gasoline engines can tolerate a much lower temperature before starting difficulties arise. Hybrid engines and the batteries for them require different characteristics of power supply for charging the power batteries. Yet further electric motor powered vehicles have yet further different characteristics. All of these requirements can be stored in the microcontroller 5 and the characteristic communicated by the microcontroller along the cable 70A by the switch 31 connecting and disconnecting the load 30.
Turning now to Figure 3, this arrangement is similar to that if Figure 2 with the addition of switches 37, 38 and 39 to the loads which are controlled by the microcontroller 35 and the provision of a CAN BUS interface connected to the microcontroller 35. The CAN BUS interface allows the microcontroller 35 to communicate with the control systems of the vehicle using the CAN BUS
conventional communications protocol to exchange information therewith or to obtain data therefrom.
The microcontroller 35 is connected to the AC power line 70A
delivered by the outlet control unit. In this way the microcontroller can sense when AC power is on and when it is off. The outlet control unit can therefore communicate to this microcontroller by turning on and off the AC power forming a low baud rate bit stream. Power for the microcontroller 35 can be derived from the AC power supply and/or a local battery.
The addition of a CAN BUS interface enables the microcontroller to communicate with the vehicles onboard computer systems and sensors. With the addition of the switches 37, 28 and 39 to control N different loads various electrical systems on the vehicle maybe controlled. Using the information from the CAN
BUS
interface various loads can be included or excluded depending on their individual power requirements and depending on the power available. And in this way only electrical subsystems which require power are powered, increasing the potential power savings. It will be appreciated therefore that the power available on the system to the individual outlets will vary depending on the number of vehicles connected at any one time and on the total power required. The smart outlet control unit can therefore manage this available power in the best manner. At the same time, the power available to the individual vehicle will vary and the smart vehicle control unit can manage this power in the best manner by supplying it to the loads most requiring the power.
Communications between the two units of power available and power required will allow the system as a whole to be managed for best power savings and for best power management.
The vehicle as shown in Figure 4 includes a GPS receiving system 40 which communicates into the microcontroller 35. The GPS system can be used to generate records in the microcontroller 35 indicating information such as where and how far the vehicle travels between plug-in times. This information can be relayed via the vehicle control unit and the outlet control unit and can serve to update records at the central location relating to maintenance or scheduling, delivery route planning, abuse monitoring, etc. The real time clock 34 in the vehicle control unit and the time clock 3 in the outlet control unit can thus be set without user intervention using the GPS satellite system. Both the current time as well as time zone can be updated without user intervention using the GPS system as an input.
Claims (7)
1. Apparatus for supplying electrical power to a plurality of vehicles from a central power supply through a plurality of electrical outlet receptacles to which the vehicles are brought and at which they remain stationary for a period during which the power is supplied through an electrical connection cable connected from the vehicle to a respective one of the electrical outlet receptacles, the apparatus comprising:
an outlet control unit for mounting in a respective one of the electrical outlet receptacles;
and a vehicle control unit for mounting in a respective one of the vehicles;
the outlet control unit comprising:
at least one electrical outlet;
a microprocessor;
and a first switch operable by the microprocessor for selectively supplying power from the central power supply to said at least one electrical outlet;
the vehicle control unit comprising:
an input cable for connection to the electrical outlet;
a power supply connection for supplying power from the outlet to one or more loads in the respective vehicle;
a microprocessor;
and a load connected by a second switch operable so as to connect and disconnect the load across the power supply from the outlet control unit;
the microprocessor of the vehicle control unit being arranged to repeatedly operate the second switch to generate a modulated signal by repeatedly connecting and disconnecting the load across the power supply so as to communicate data contained in the modulated signal along the cable to the microprocessor of the outlet control unit.
an outlet control unit for mounting in a respective one of the electrical outlet receptacles;
and a vehicle control unit for mounting in a respective one of the vehicles;
the outlet control unit comprising:
at least one electrical outlet;
a microprocessor;
and a first switch operable by the microprocessor for selectively supplying power from the central power supply to said at least one electrical outlet;
the vehicle control unit comprising:
an input cable for connection to the electrical outlet;
a power supply connection for supplying power from the outlet to one or more loads in the respective vehicle;
a microprocessor;
and a load connected by a second switch operable so as to connect and disconnect the load across the power supply from the outlet control unit;
the microprocessor of the vehicle control unit being arranged to repeatedly operate the second switch to generate a modulated signal by repeatedly connecting and disconnecting the load across the power supply so as to communicate data contained in the modulated signal along the cable to the microprocessor of the outlet control unit.
2. The apparatus according to Claim 1 wherein the microprocessor of the vehicle control unit has a data storage containing power plant data relating to the type of power plant of the respective vehicle and wherein the microprocessor of the vehicle control unit is arranged to communicate the power plant data to the outlet control unit by generating said modulated signal.
3. The apparatus according to Claim 2 wherein the microprocessor of the vehicle control unit has a data storage containing data relating to whether the power plant of the respective vehicle is gasoline powered, diesel powered, hybrid or electric battery powered.
4. The apparatus according to any one of Claims 1 to 3 wherein the microprocessor of the vehicle control unit is arranged to control third switches which supply power to selected loads in the respective vehicle.
5. The apparatus according to any one of Claims 1 to 4 wherein the microprocessor of the vehicle control unit includes an interface which is arranged to connect to a Canbus communication system of the respective vehicle and arranged to supply power to the respective vehicle dependent on communication between the microprocessor of the vehicle control unit and the Canbus communication system.
6. The apparatus according to any one of Claims 1 to 5 wherein the microprocessor of the outlet control unit is arranged to communicate data to the microprocessor of the vehicle control unit by repeatedly operating the first switch to generate a modulated signal containing the data.
7. The apparatus according to Claim 6 wherein the microprocessor of the outlet control unit is arranged to communicate to the microprocessor of the vehicle control unit to provide interaction between the microprocessors to manage requirement and availability of power.
Priority Applications (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2598012A CA2598012C (en) | 2007-08-13 | 2007-08-13 | Controlling power supply to vehicles through a series of electrical outlets |
| AU2008286652A AU2008286652B2 (en) | 2007-08-13 | 2008-08-12 | Controlling power supply to vehicles through a series of electrical outlets |
| EP08783360A EP2179483A4 (en) | 2007-08-13 | 2008-08-12 | Controlling power supply to vehicles through a series of electrical outlets |
| PCT/CA2008/001450 WO2009021324A1 (en) | 2007-08-13 | 2008-08-12 | Controlling power supply to vehicles through a series of electrical outlets |
| JP2010520387A JP5486495B2 (en) | 2007-08-13 | 2008-08-12 | Control power supply for vehicles via serial electrical outlet |
| RU2010109423/07A RU2468485C2 (en) | 2007-08-13 | 2008-08-12 | Control of power supply to transport vehicles via sequence of electrical outputs |
| CN2008801017159A CN101772871B (en) | 2007-08-13 | 2008-08-12 | Controlling power supply to vehicles through a series of electrical outlets |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2598012A CA2598012C (en) | 2007-08-13 | 2007-08-13 | Controlling power supply to vehicles through a series of electrical outlets |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2598012A1 CA2598012A1 (en) | 2009-02-13 |
| CA2598012C true CA2598012C (en) | 2013-01-08 |
Family
ID=40348366
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2598012A Active CA2598012C (en) | 2007-08-13 | 2007-08-13 | Controlling power supply to vehicles through a series of electrical outlets |
Country Status (7)
| Country | Link |
|---|---|
| EP (1) | EP2179483A4 (en) |
| JP (1) | JP5486495B2 (en) |
| CN (1) | CN101772871B (en) |
| AU (1) | AU2008286652B2 (en) |
| CA (1) | CA2598012C (en) |
| RU (1) | RU2468485C2 (en) |
| WO (1) | WO2009021324A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6094469B2 (en) * | 2013-12-25 | 2017-03-15 | トヨタ自動車株式会社 | Power control device |
| JP6024687B2 (en) * | 2014-03-07 | 2016-11-16 | トヨタ自動車株式会社 | Vehicle power transfer control device |
| DE102019116375A1 (en) * | 2019-06-17 | 2020-12-17 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Device and method for executing at least one vehicle function for a vehicle |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5327066A (en) * | 1993-05-25 | 1994-07-05 | Intellectual Property Development Associates Of Connecticut, Inc. | Methods and apparatus for dispensing a consumable energy source to a vehicle |
| SE503254C2 (en) * | 1994-07-04 | 1996-04-29 | Vattenfall Ab | Electricity distribution network, method and apparatus for regulating electrical current from the grid |
| DE20013399U1 (en) * | 2000-08-03 | 2000-11-02 | Chai Wellmon | Charging station for electrically powered vehicles |
| US6624532B1 (en) * | 2001-05-18 | 2003-09-23 | Power Wan, Inc. | System and method for utility network load control |
| AU2002333556A1 (en) * | 2001-09-10 | 2003-03-24 | Johnson Controls Technology Company | Energy management system for vehicle |
| US6614204B2 (en) * | 2001-12-21 | 2003-09-02 | Nicholas J. Pellegrino | Charging station for hybrid powered vehicles |
| RU2257616C1 (en) * | 2004-06-03 | 2005-07-27 | Журкович Виталий Владимирович | Method for controlling operation of vehicles and system for realization of said method |
| US7838142B2 (en) * | 2006-02-09 | 2010-11-23 | Scheucher Karl F | Scalable intelligent power supply system and method |
-
2007
- 2007-08-13 CA CA2598012A patent/CA2598012C/en active Active
-
2008
- 2008-08-12 RU RU2010109423/07A patent/RU2468485C2/en not_active IP Right Cessation
- 2008-08-12 CN CN2008801017159A patent/CN101772871B/en not_active Expired - Fee Related
- 2008-08-12 JP JP2010520387A patent/JP5486495B2/en not_active Expired - Fee Related
- 2008-08-12 AU AU2008286652A patent/AU2008286652B2/en not_active Ceased
- 2008-08-12 EP EP08783360A patent/EP2179483A4/en not_active Withdrawn
- 2008-08-12 WO PCT/CA2008/001450 patent/WO2009021324A1/en active Application Filing
Also Published As
| Publication number | Publication date |
|---|---|
| JP2010536321A (en) | 2010-11-25 |
| CN101772871B (en) | 2013-07-10 |
| RU2010109423A (en) | 2011-09-20 |
| CN101772871A (en) | 2010-07-07 |
| AU2008286652A1 (en) | 2009-02-19 |
| CA2598012A1 (en) | 2009-02-13 |
| WO2009021324A1 (en) | 2009-02-19 |
| RU2468485C2 (en) | 2012-11-27 |
| AU2008286652B2 (en) | 2012-09-06 |
| JP5486495B2 (en) | 2014-05-07 |
| EP2179483A4 (en) | 2012-12-26 |
| EP2179483A1 (en) | 2010-04-28 |
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| EEER | Examination request |