GB2533176A

GB2533176A - Charging electric vehicles

Info

Publication number: GB2533176A
Application number: GB1503584.3A
Authority: GB
Inventors: Peter Martin Timothy
Original assignee: Zapinamo Ltd
Current assignee: Zapinamo Ltd
Priority date: 2015-03-02
Filing date: 2015-03-02
Publication date: 2016-06-15
Anticipated expiration: 2035-03-02
Also published as: GB201503584D0; GB2536147B; GB2536147A; GB201607673D0; GB2533176B

Abstract

A manually movable trolley 107 having a battery of rechargeable cells (201, fig 2) is positioned and recharged at a first location 108. The trolley 107 is manually moved to a position close to an electric vehicle 103. The battery of electrical cells is then discharged so as to recharge the electrical vehicle. The trolley 107 rides on castors (fig 4) that may be used to detect a kerb 105. The trolley 107 includes voltage converters and retractable cables. The trolley is rendered inoperable if it is taken beyond particular boundaries 110, 111 established from a beacon 109 or by geo-fences according to GPS.

Description

Charging Electric Vehicles

CROSS REFERENCE TO RELATED APPLICATIONS

This application represents the first application for a patent directed towards the invention and the subject matter.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to an apparatus for charging electric vehicles. The present invention also relates to a method of charging an electric vehicle.

2. Description of the Related Art

It is known to charge electric vehicles at locations where vehicles are regularly parked, possibly overnight or during the working day. It is also known to charge vehicles from publically available charges, typically at motorway service stations and shopping centres. Increasingly, public charging facilities are also being provided at parking spaces adjacent to a curb on the highway.

* .* It has been appreciated that the take up of electric vehicles, * * * *** * particularly in urban areas, may be restricted by potential users not being * * able to charge their vehicle when using on-street parking. In particular, many e* ** * * * 0 * potential users may find themselves in a situation where it is not possible to * * * * * * * ** of the electric source and the usual parking location of the vehicle. It is also * * appreciated that when using on street parking, it is likely that a user would not be in a position to park at the same position each evening. Thus, *** * charge a vehicle from their own domestic supply, given the relative positions charging from a home source becomes impractical.

It is also appreciated that it would not be possible for a user to make permanent use of a charging location established for general public use. Problems are also created in that often a user will wish to obtain a relatively fast charge but have limited means in terms of the standard electricity supply which is often only capable of providing a trickle charge. * **

* * * 0** * ** ** * * . *

BRIEF SUMMARY OF THE INVENTION

According to an aspect of the present invention, there is provided an apparatus for charging electric vehicles, comprising: a battery of rechargeable cells; an input converter for receiving electrical energy from a fixed supply; an output converter for supplying electrical energy to an electric vehicle; and a manually moveable trolley configured to be manually wheeled from a first location at which said input converter receives electrical energy from said fixed supply to a second location at which said output supplies electric energy to an electric vehicle.

In an embodiment, an operational region is defined around the first location, such that said second location may be at a position anywhere within said operational region. In an embodiment, the output converter is made non-operational when the apparatus is taken outside of the operational region.

In an embodiment, the apparatus is provided with curb detection * * means configured to prevent further movement if the curb detection means *** detects that a portion of the apparatus has extended over a curb.

According to a second aspect of the present invention, there is provided a method of charging an electric vehicle, comprising the steps of: positioning a manually moveable trolley having a battery of rechargeable ** * ** * 25 ** ** * * cells at a first location; charging said battery of rechargeable cells at said first location; manually moving said trolley to a position close to an electric vehicle; and discharging said battery of electrical cells so as to recharge said vehicle.

In an embodiment, a mains transformer is located at said first location to provide mains isolation, such that mains connection cannot occur during said discharge step.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 shows a plan view of a highway; Figure 2 shows an apparatus for charging electric vehicles; Figure 3 illustrates a portion of pavement identified in Figure 1; and Figure 4 shows side view of a kerb identified in Figure 1.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS * ** * a * Oe* * * *

no o* o* * * * a Figure 1 A plan view of a highway 101 is shown in Figure 1. The highway 101 includes spaces that allow vehicles, including vehicle 102 and vehicle 103, to park adjacent to a pavement or sidewalk 104. As is well known, the edge between the highway 101 and the pavement 104 is defined by a kerb 105 defining an edge such that the pavement is raised several centimetres above the level of the highway.

A terrace 106 of houses is illustrated in Figure 1 and the occupants of these houses may have motor vehicles. Street parking is provided, as illustrated by vehicles 102 and 103; but in this urban environment, off-street parking is not available. Thus, it is not possible for the owner of vehicle 103, * ** * 0. * *11 * a

* o* living within terrace 106, to park their vehicle close enough to their house in order to facilitate overnight charging.

* * * *** * To achieve overnight charging, it would be necessary for charging cables to extend from the private residence into the public space, thereby * 5 creating hazard situations and inviting theft opportunities etc. Furthermore, it 000000 is unlikely that the vehicle owner would be in a position to park at substantially the same space during each evening. Thus, even if charging were possible on many evenings, evenings would exist when charging was not possible, such that the vehicle could not be used the next day.

* * 10 Furthermore, a total discharge may occur, thereby stranding the vehicle at a ** ** location where it is not possible to receive charge except via an emergency callout. Thus, all of these issues create a significant negative impact upon any decisions made as to which type of vehicle to acquire.

* * * An embodiment of the invention provides a method of charging an electric vehicle within the environment shown in Figure 1. In particular, there is provided a manually moveable trolley 107 that has a battery of rechargeable cells. The manually moveable trolley may be positioned at a first location 108 where charging of the battery of rechargeable cells occurs. Thereafter, the trolley 107 is manually moved to a position as illustrated in Figure 1, close to electric vehicle 103. Thus, when positioned close to vehicle 103, a discharging of the battery of electrical cells occurs, so as to recharge the vehicle 103. In this way, vehicle charging is possible within an urban environment, without maintaining a permanent connection to the mains supply.

Trolley 107 is also configured such that discharging is not possible if the trolley is taken outside a predetermined region. The region itself may be defined by a transmission from a beacon 109; with the beacon being * 0 ** * * SO positioned substantially at the first location. Thus, in this example, charging is made possible at any position along pavement 104 between a first boundary 110 and a second boundary 111. * ** * 0 * *** * $

****** * * * ** ** * * *** * * *G * * * ** * * Figure 2 Apparatus 107 for charging electric vehicles is illustrated in Figure 2.

The apparatus includes a battery of rechargeable cells and in input convertor for receiving electrical energy from a fixed supply, at location 108. In addition, there is provided an output converter for supplying electrical energy to an electric vehicle, such as vehicle 103 and vehicle 102.

The apparatus is disposed within a manually moveable trolley configured to be manually wheeled from first location 108, at which the input converter receives electrical energy from the fixed supply. It is then moved to a second location, at which the output converter supplies electric energy to an electric vehicle 103.

In the embodiment of Figure 2, a central portion 201 is supported between a first raised end portion 202 and a second raised end portion 203. The rechargeable cells are located within the central portion 201.

In the embodiment of Figure 2, the central portion 201 has a substantially convexed upper surface. In this way, any liquids, including rain, will not collect on the apparatus and the apparatus will not provide a convenient platform for other items to collect thereon.

The first raised portion 202 includes controls for operating the apparatus. The controls may be accessible via a locked control-panel cover 204, such that none of the controls are accessible until panel 204 has been unlocked.

In this embodiment, the second end portion 203 includes a first connection means for connecting the input converter to the fixed supply. In addition, the first connecting means may include an input cable and the second raised portion may include a retracting device for retracting the input cable into the second end portion.

In an alternative embodiment, input cables are restrained at the source 108. An advantage of this alternative embodiment is that the apparatus can be connected to the source for charging or the apparatus can be discharged to a vehicle but it is not physically possible for both input cables and output cables to be connected at the same time. Thus, in this way, isolation from the mains during the discharge operation is guaranteed, without the requirement for additional isolating transformers and unnecessary DC to AC and then AC back to DC conversion. Thus, it should be appreciated that to effect this two stage charging process, the charging and discharging cycles should be made as efficient as possible, to minimise unnecessary losses that occur during voltage transformation.

In the embodiment of Figure 2, the second raised portion includes second connection means for connecting the output converter to an electric vehicle, such as vehicle 103. The output connection means may include a plurality of output cables offering differing charging types. Thus, the apparatus may include a second retracting device for retracting the second * *0 * * * *** 0 ** ** * * * * . connection means into the second end portion 203. * ***

* Control electronics of the apparatus shown in Figure 2 includes a * * * * receiver for receiving transmissions from beacon 109. While transmissions * ** * continue to be received, the apparatus remains operational, allowing the * discharge process to be initiated, so as to recharge an electric vehicle.

However, the nature of the signal from beacon 109 is such that connection is lost if the apparatus is taken beyond boundary 110 or, in the opposite direction, beyond boundary 111. Thus, in this way, the section of highway 101 between boundary 110 and boundary 111 represents an operational region. The output converter is therefore made non-operational when the apparatus is taken outside of this operational region.

In alternative configurations, a plurality of beacons could be defined, thereby shaping the operational region. In this way, it is possible that a device could operate on one side of the highway but not on the other side of the highway, for example. Furthermore, operational regions could be extended as new users subscribe to the service.

In an alternative embodiment, the apparatus could be provided with satellite based systems allowing geo-fences to be defined with respect to grid references. Furthermore, geo-fences for a plurality of operational units could be defined dynamically from a central control station and operational regions could be made smaller as more users subscribe such that, for example, additional units could be placed on a street, effectively dividing one operational region into two or more operational regions.

The apparatus of Figure 2 is configured, in an embodiment, to provide a full charge to a typical electric vehicle. Current indications suggest that the majority of vehicles are recharged before they are totally discharged. Thus, given the capacity to charge a vehicle fully, it is more likely that the device would be used to recharge two or three vehicles before being required to recharge itself.

As is known in the art, most electric vehicles are provided with input connections for receiving relatively high power charging, often from a DC source. Thus, in an embodiment, the apparatus is configured to provide high power discharge such that a typical cycle would involve a relatively slow recharge, possibly during the day, followed by short high powered discharge * ** * * * * ** * * * ** * * * * *** * * * ** ** * * * * * operations, to charge vehicles, possibly during the evening. Thus, it is possible to charge the apparatus from a modest domestic supply, at location 108, and then discharge at the vehicle, at position 107 of Figure 1, relatively quickly, thereby minimising the duration of the discharge period.

It is appreciated that in order to provide sufficient storage for a complete recharge to take place, the battery of cells does have a substantial mass and therefore care must be taken when manually moving the trolley from its charging location to its discharging location. * * *

* * * 0 * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * Figure 3 A portion of pavement 104 is illustrated in Figure 3. An attempt has been made to move trolley 107 close to vehicle 103, to allow vehicle 103 to be recharged. To allow a discharge operation to be performed, charging vehicle 103, the trolley must be brought close to the kerb 105, so as to minimise the cable length and minimise the risk of creating a hazard.

However, when pushing the trolley 103 close to kerb 105, a risk is created in that the trolley may extend over the kerb, as shown in Figure 3, which in turn may cause the trolley 107 to tip towards the road.

To minimise the risk of the trolley falling over totally, the battery is maintained close to ground level within region 202 and the centre of gravity of the apparatus is made as low as possible. However, should a wheel or castor extend over the kerb, as illustrated in Figure 3, there is a risk that the wheel or castor could drop onto the road level and encourage further movement of the trolley onto the road itself. This in itself may create a hazard. Furthermore, it could be difficult to return the trolley to the pavement.

Figure 4 A side view of kerb 105 is illustrated in Figure 4, where wheel 401 has extended over the kerb and could come into contact with road surface 402. To prevent this, the apparatus includes kerb detection means configured to prevent further movement if the kerb detection means detects that a portion of the apparatus has extended over the kerb. The kerb detection means may comprise a plurality of castors, wherein each said castor is configured to extend vertically downwards when unsupported. In an alternative configuration, as shown in Figure 4, the apparatus is provided with a swinging leg 403 supported by an actuator 404. An optical device 405 detects the distance below the trolley. When this distance increases from D1 to D2, representing a change from being above the pavement to being above the road surface, the increase is detected by detection device 405 resulting in the actuation of actuator 404. Consequently, swinging leg 403 swings downwards in the direction of arrow 406 so as to support the corner of the apparatus that has now extended over the kerb. Furthermore, other locking mechanisms may be engaged and the output converter may be rendered non-operational. * * * * * *

* * * * * * * * * * * * * * 0 *e * * * * * 0 * * * * * S. *

Claims

Claims What we claim is: 1. An apparatus for charging electric vehicles, comprising: a battery of re-chargeable cells; an input converter for receiving electrical energy from a fixed supply; an output converter for supplying electrical energy to an electric vehicle; and a manually movable trolley configured to be manually wheeled from a first location at which said input converter receives electrical energy from said fixed supply to a second location at which said output converter supplies electric energy to an electric vehicle.
2. The apparatus of claim 1, wherein a central portion is supported between a first raised end portion and a second raised end portion, wherein said rechargeable cells are located within said central portion.

* * * *
3. The apparatus of claim 2, wherein said central portion has a * * * 0 * * * * substantially convex upper surface.

* * * * 20 * * * * *
4. The apparatus of claim 2, wherein said first raised portion includes controls for operating the apparatus.
5. The apparatus of claim 4, wherein said controls are accessible via a locked control-panel cover.
6. The apparatus of claim 2, wherein said second end portion includes a first connection means for connecting said input converter to said fixed supply.
7. The apparatus of claim 6, wherein said first connecting means includes an input cable and said second raised portion includes a retracting device for retracting said input cable into said second end portion.
8. The apparatus of claim 2, wherein said second raised portion includes second connection means for connecting said output converter to an electric vehicle.
9. The apparatus of claim 8, wherein said connection means includes a plurality of output cables of differing charging types.
10. The apparatus of claim 8 or claim 9, including a second retracting device for retracting said second connection means into said second end portion.

0 **
11. The apparatus of any of claims 1 to 10, wherein an operational * * * *** * 20 region is defined around said first location, such that said second location may be at a position anywhere within said operational region. S * ** *0 * * * * e * *** * *

** *** *
12. The apparatus of claim 11, wherein said output convertor is ** * . made non-operational when the apparatus is taken outside said operational region.
13. The apparatus of claim 11 or claim 12, further comprising a reception device, wherein the operational region is defined by said reception device being able to receive a signal from an independently located transmission device.
14. The apparatus of claim 13, wherein said independently located transmission device is located in the vicinity of said first location.
15. The apparatus of claim 11 or claim 12, further comprising: reception means for receiving independently generated signals for location detection; and processing means for defining a geo-fence, such that said operational region is defined by a geo-fence.
16. The apparatus of any of claims 1 to 15, further comprising kerb detection means configured to prevent further movement if said kerb detection means detects that a portion of the apparatus has extended over a kerb.

* **
17. The apparatus of claim 16, wherein said kerb detection means * * * *** * 20 comprises a plurality of casters, wherein each said caster is configured to * extend vertically downwards when unsupported. * ** ** * * * * * * *** *

** *** *
18. The apparatus of claim 16, wherein said kerb detection means **** * includes non-mechanical devices to detect clearance distances, such that a * kerb edge is identified by an increase in said clearance distance at a particular portion of the apparatus.
19. The apparatus of any of claims 1 to 18, wherein said first location includes a transformer for receiving mains electricity and isolating the apparatus.
20. The apparatus of claim 19, wherein said first location also includes rectification means for supplying direct current to said input converter.
21. A method of charging an electric vehicle, comprising the steps of: positioning a manually movable trolley having a battery of rechargeable cells at a first location; charging said battery of re-chargeable cells at said first location; manually moving said trolley to a position close to an electric vehicle; and discharging said battery of electrical cells so as to re-charge said vehicle.
22. The method of claim 21, wherein said discharging step is blocked if the trolley is taken outside a predetermined region.
23. The method of claim 22, wherein said region is defined by a transmission from a beacon. 9 **

* * * *** * * * ** ** * * * * * * *** * * * * * * * ** co *
24. The method of claim 23, wherein said beacon is positioned substantially at said first location.
25. The method of any of claims 21 to 24, wherein further movement of said trolley is prevented if a curb edge is detected.
26. The method of any of claims 21 to 25, wherein a mains transformer is located at said first location to provide mains isolation, such that mains connection cannot occur during said discharge step. * *** * * *** * * * * 41e ** * * * * * * *** * * * * * * * * ** * * * Amendment to Claims have been filed as follows Claims 1. An apparatus for charging electric vehicles, comprising: a battery of re-chargeable cells; an input converter for receiving electrical energy from a fixed supply; an output converter for supplying electrical energy to electric vehicles; and a manually movable trolley configured to be manually wheeled from a first location at which said input converter receives electrical energy from said fixed supply to a second location at which said output converter supplies electrical energy to an electric vehicle, wherein an operational region is defined around said first location; said second location may be anywhere within said operational region; and said output converter is made non-operational when the apparatus is taken outside of said operational region. Se 1 * *80.410 * * 2. The apparatus of claim 1, wherein a central portion is supported between a first raised end portion and a second raised end portion, wherein said rechargeable cells are located within said central portion.* 000* 3. The apparatus of claim 2, wherein said central portion has a OS * substantially convex upper surface. * * * * *4. The apparatus of claim 2, wherein said first raised portion includes controls for operating the apparatus.* * * * 5. The apparatus of claim 4, wherein said controls are accessible via a locked control-panel cover.6. The apparatus of claim 2, wherein said second end portion includes a first connection means for connecting said input converter to said fixed supply.7. The apparatus of claim 6, wherein said first connecting means includes an input cable and said second raised portion includes a retracting device for retracting said input cable into said second end portion.8. The apparatus of claim 2, wherein said second raised portion includes second connection means for connecting said output converter to an electric vehicle.9. The apparatus of claim 8, wherein said connection means includes a plurality of output cables of differing charging types.10. The apparatus of claim 8 or claim 9, including a second retracting device for retracting said second connection means into said second end portion.11. The apparatus of claim 1, further comprising a reception device, wherein the operational region is defined by said reception device being able to receive a signal from an independently located transmission device.Piles * O004 be * 4 * P S. * *:** *** 12. The apparatus of claim11, wherein said independently located transmission device is located in the vicinity of said first location.13. The apparatus of claim 1, further comprising: reception means for receiving independently generated signals for location detection; and processing means for defining a geo-fence, such that said operational region is defined by a geo-fence.14. The apparatus of any of claims 1 to13, further comprising kerb detection means configured to prevent further movement if said kerb detection means detects that a portion of the apparatus has extended over a kerb.15. The apparatus of claim14, wherein said kerb detection means comprises a plurality of casters, wherein each said caster is configured to extend vertically downwards when unsupported.16. The apparatus of claim14, wherein said kerb detection means includes non-mechanical devices to detect clearance distances, such that a kerb edge is identified by an increase in said clearance distance at a particular portion of the apparatus.17. The apparatus of any of claims 1 to16, wherein said first location includes a transformer for receiving mains electricity and isolating the apparatus. r***** .*** Dig 0 * * * ** 18. The apparatus of claim17, wherein said first location also includes rectification means for supplying direct current to said input converter.19. A method of charging an electric vehicle, comprising the steps of: positioning a manually movable trolley having a battery of rechargeable cells at a first location; charging said battery of re-chargeable cells at said first location; manually moving said trolley to a position close to an electric vehicle; and discharging said battery of electrical cells so as to re-charge said vehicle, wherein said vehicle may be at a position anywhere within an operational region; and said discharging step is made non-operational outside of said operational region.20. The method of claim19, wherein said discharging step is blocked if the trolley is taken outside a predetermined region.21. The method of claim20, wherein said region is defined by a transmission from a beacon. ** * * **** * **** * *** **** ****11.* * * *I OM22. The method of claim21, wherein said beacon is positioned substantially at said first location.23. The method of any of claims 19 to22, wherein further movement of said trolley is prevented if a curb edge is detected.24. The method of any of claims 19 to23, wherein a mains transformer is located at said first location to provide mains isolation, such that mains connection cannot occur during said discharge step.25. An apparatus for charging electric vehicles, substantially as herein described with reference to the accompanying drawings.26. A method of charging an electric vehicle, substantially as herein described with reference to the accompanying drawings. * ** * * ** * ** * 20 * * * *** * *** * * ** * * * ** ** ** * * * * * **