WO2022197192A1 - Systèmes, procédés et dispositifs de charge de véhicules électriques - Google Patents

Systèmes, procédés et dispositifs de charge de véhicules électriques Download PDF

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Publication number
WO2022197192A1
WO2022197192A1 PCT/NZ2022/050030 NZ2022050030W WO2022197192A1 WO 2022197192 A1 WO2022197192 A1 WO 2022197192A1 NZ 2022050030 W NZ2022050030 W NZ 2022050030W WO 2022197192 A1 WO2022197192 A1 WO 2022197192A1
Authority
WO
WIPO (PCT)
Prior art keywords
electric vehicle
charging station
charging
cable
vehicle charging
Prior art date
Application number
PCT/NZ2022/050030
Other languages
English (en)
Inventor
Lawrence Muijlwijk
Ronald Peter Smits
Original Assignee
Hikotron Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from AU2021900994A external-priority patent/AU2021900994A0/en
Application filed by Hikotron Limited filed Critical Hikotron Limited
Priority to AU2022239007A priority Critical patent/AU2022239007A1/en
Publication of WO2022197192A1 publication Critical patent/WO2022197192A1/fr

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Classifications

    • 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
    • B60L53/66—Data transfer between charging stations and vehicles
    • B60L53/665—Methods related to measuring, billing or payment
    • 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
    • H01R13/62—Means for facilitating engagement or disengagement of coupling parts or for holding them in engagement
    • H01R13/639—Additional means for holding or locking coupling parts together, after engagement, e.g. separate keylock, retainer strap
    • H01R13/6397—Additional means for holding or locking coupling parts together, after engagement, e.g. separate keylock, retainer strap with means for preventing unauthorised use
    • 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
    • B60L53/10—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 characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • 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
    • B60L53/10—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 characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/18—Cables specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • 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
    • 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
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B60L53/68—Off-site monitoring or control, e.g. remote control
    • G—PHYSICS
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    • G—PHYSICS
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    • G06F21/44—Program or device authentication
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C9/00—Individual registration on entry or exit
    • G07C9/00174—Electronically operated locks; Circuits therefor; Nonmechanical keys therefor, e.g. passive or active electrical keys or other data carriers without mechanical keys
    • 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
    • H01R13/40—Securing contact members in or to a base or case; Insulating of contact members
    • H01R13/42—Securing in a demountable manner
    • H01R13/436—Securing a plurality of contact members by one locking piece or operation
    • H01R13/4361—Insertion of locking piece perpendicular to direction of contact insertion
    • 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
    • H01R13/701—Structural association with built-in electrical component with built-in switch the switch being actuated by an accessory, e.g. cover, locking member
    • 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
    • H01R13/703—Structural association with built-in electrical component with built-in switch operated by engagement or disengagement of coupling parts, e.g. dual-continuity coupling part
    • 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
    • H01R13/707—Structural association with built-in electrical component with built-in switch interlocked with contact members or counterpart
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/30—Preventing theft during charging
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/30—Preventing theft during charging
    • B60L2270/32—Preventing theft during charging of electricity
    • 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
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/30—Preventing theft during charging
    • B60L2270/34—Preventing theft during charging of parts
    • 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
    • B60L53/30—Constructional details of charging stations
    • B60L53/305—Communication interfaces
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06K—GRAPHICAL DATA READING; PRESENTATION OF DATA; RECORD CARRIERS; HANDLING RECORD CARRIERS
    • G06K17/00—Methods or arrangements for effecting co-operative working between equipments covered by two or more of main groups G06K1/00 - G06K15/00, e.g. automatic card files incorporating conveying and reading operations
    • G06K17/0022—Methods or arrangements for effecting co-operative working between equipments covered by two or more of main groups G06K1/00 - G06K15/00, e.g. automatic card files incorporating conveying and reading operations arrangements or provisious for transferring data to distant stations, e.g. from a sensing device
    • G06K17/0025—Methods or arrangements for effecting co-operative working between equipments covered by two or more of main groups G06K1/00 - G06K15/00, e.g. automatic card files incorporating conveying and reading operations arrangements or provisious for transferring data to distant stations, e.g. from a sensing device the arrangement consisting of a wireless interrogation device in combination with a device for optically marking the record carrier
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06K—GRAPHICAL DATA READING; PRESENTATION OF DATA; RECORD CARRIERS; HANDLING RECORD CARRIERS
    • G06K19/00—Record carriers for use with machines and with at least a part designed to carry digital markings
    • G06K19/06—Record carriers for use with machines and with at least a part designed to carry digital markings characterised by the kind of the digital marking, e.g. shape, nature, code
    • G06K19/06009—Record carriers for use with machines and with at least a part designed to carry digital markings characterised by the kind of the digital marking, e.g. shape, nature, code with optically detectable marking
    • G06K19/06037—Record carriers for use with machines and with at least a part designed to carry digital markings characterised by the kind of the digital marking, e.g. shape, nature, code with optically detectable marking multi-dimensional coding
    • G—PHYSICS
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    • G06K7/00—Methods or arrangements for sensing record carriers, e.g. for reading patterns
    • G06K7/0004—Hybrid readers
    • 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
    • H01R13/665—Structural association with built-in electrical component with built-in electronic circuit
    • H01R13/6691—Structural association with built-in electrical component with built-in electronic circuit with built-in signalling means
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    • H01R2201/00—Connectors or connections adapted for particular applications
    • H01R2201/26—Connectors or connections adapted for particular applications for vehicles
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L2209/00—Additional information or applications relating to cryptographic mechanisms or cryptographic arrangements for secret or secure communication H04L9/00
    • H04L2209/80—Wireless
    • H04L2209/805—Lightweight hardware, e.g. radio-frequency identification [RFID] or sensor

Definitions

  • the present technology relates to the field of electric vehicle charging, including systems, methods and devices.
  • the technology may find particular application in AC charging systems. However, this should not be seen as limiting on the present technology.
  • Electric vehicles may be charged using DC or AC charging stations.
  • DC charging stations are typically used for high-current rapid charging of batteries, while AC chargers are more commonly reserved for slower charging.
  • DC charging stations typically have a charging cable permanently attached, which a user connects to the charging port on their vehicle.
  • Examples of currently available DC charging connectors include the CHAdeMO, Combined Charging System (CCS) and Tesla Supercharger connectors.
  • AC chargers are used, it is common to require a customer to provide their own AC charging cable.
  • These can include the single-phase "Type 1" (SAE J1772) connector, and the three-phase "Type 2" connectors as defined by the IEC 62196 standard.
  • a user To charge a vehicle's battery, a user typically parks the vehicle next to a charging station, connects their charging cable to the station, and authorises some form of payment. There are various ways in which the payment can be made, such as logging into an account via an application on a cell phone, website, payment processor on the charging station, or by presenting an RFID tag to the charging station. As the uptake of electric vehicles continues to increase, it will be important for this process to be as quick and easy as possible.
  • systems, methods and devices for charging electric vehicles there are provided systems, methods and devices for ensuring that a user is able to retrieve their charging cable from a charging station.
  • a charging cable for charging an electric vehicle comprising: at least one unique identifier indicative of user account or billing account.
  • an electric vehicle charging station which comprises: a locking mechanism configured to secure a charging cable to the charging station during charging of an electric vehicle; a manual override, operable to disengage the locking mechanism and release the charging cable from the charging station; and an override locking mechanism configured to restrict unauthorised use of the manual override, wherein the override locking mechanism is unlockable using at least one access code.
  • a system for identifying a charging station user account or billing account comprising: a charging station, a charging cable having a first connector configured to connect to the charging station and a second connector connect to the electric vehicle, wherein the charging cable comprises at least one unique identifier indicative of a user account or billing account; wherein the charging station comprises at least one scanning device configured to read the at least one unique identifier to identify the user or billing account.
  • a system comprising: a charging station as described herein, and a server configured to remotely unlock the override locking mechanism and/or provide at least one access code.
  • a method of releasing a charging cable from a charging station as described herein comprising the steps of: a) remotely unlocking, or using the access code to unlock the override locking mechanism; and b) operating the manual override to disengage the locking mechanism and release the charging cable.
  • a charging station comprising a system as described herein.
  • the charging cable may be an AC charging cable.
  • the charging cable may be a Type 2 charging cable.
  • the charging cable may include a charging plug with an IEC 62196 Type 2 connector. Flowever, this should not be seen as limiting on the scope of the technology, and other types of cables and connectors may be used.
  • the charging station may include a charging socket configured to receive the charging cable.
  • the charging socket may be an AC charging socket, more preferably an IEC 62196 Type 2 charging socket.
  • the charging station and/or charging cable may be configured for mode 3 charging as defined by the IEC 61851 standard.
  • the charging station and/or charging cable may be configured for single or three phase AC charging of up to 22kW.
  • mode 3 charging is non-portable (charging stations are in fixed locations, and hardwired to power sources) and utilises a specific control signal or protocol to communicate with the vehicle, as specified by IEC 61851-1 and SAE J1772.
  • the unique identifier may be provided as a visual, electrical or wireless signal.
  • the visual signal may include one or more of a barcode, image, number or code.
  • the electrical signal may include a serial or parallel data signal.
  • the wireless signal is preferably provided as an RFID signal, however in alternative embodiments it may comprise WiFi, Bluetooth, or Zigbee signals.
  • the charging cable may comprise a passive RFID tag or chip.
  • the passive RFID tag or chip may be attached to or embedded in the charging plug.
  • the scanning device may comprise an RFID reader. Flowever, this should not be seen as limiting on the technology, and in alternative embodiments, the scanning device may include one or more of a barcode reader, camera, processor or transceiver.
  • the RFID tag or chip may be configured to operate at 125 kFIz.
  • the RFID reader may be configured to operate at 125 kFIz.
  • the RFID tag or chips and RFID reader may be configured to operate at any one or more of 134.2kHz, 433 MHz, 13.56 MHz, and 850 - 960 MHz.
  • the unique identifier may comprise identifying information about the user. For example, a name, account name, account identifier, user identifier, or vehicle identifier such as a vehicle identification number (VIN).
  • VIN vehicle identification number
  • the scanning device may be configured to be mounted within 50mm of the unique identifier when the charging plug is inserted into the charging socket. More preferably the scanning device may be configured to be mounted within 20mm of the unique identifier when the charging plug is inserted into the charging socket.
  • the charging station when the user of the charging station is identified, the charging station may be configured to automatically enable charging.
  • the charging station may further comprise a button or other interface for enabling charging such as a start/stop button or user interface such as a touchscreen.
  • the locking mechanism may be configured to secure the charging cable to the charging station during charging of the electric vehicle.
  • a first end of the charging cable may be secured to the electric vehicle, while a second end of the electric cable may be secured to the charging station.
  • the second end of the charging cable may be released from the charging station when one or more of the following occurs: when charging has stopped, the cable has been disconnected from the vehicle, or when the manual override is operated as described herein.
  • the locking mechanism may comprise a solenoid.
  • the locking mechanism may comprise a servomechanism, electric motor, electromagnetic actuator, or any other suitable locking mechanism known to those skilled in the art.
  • the solenoid may be configured to actuate a locking pin between a first position in which the charging cable is secured to the charging station, and a second position in which the charging cable is free to be released from the charging station.
  • the locking pin may be configured to engage with or be located within a locking recess on the charging cable in use.
  • the solenoid may comprise the manual override.
  • the manual override may be configured for use in the absence of power. That is to say that the manual override is mechanically operable. For example, by physical manipulation, such as being hand operable. Accordingly, the manual override does not require the use of a power source such as a battery or AC power supply.
  • the manual override may be operatively connected to a compartment or override locking mechanism.
  • the manual override may be connected to the compartment or override locking mechanism by way of an extension such as a rod, cable or wire.
  • the override locking mechanism may be a combination locking mechanism.
  • the override locking mechanism may include a rotary disc combination lock, push-button combination lock, single dial combination lock, or keypad.
  • the override locking mechanism may be a mechanical locking mechanism configured to operate in the absence of a power source.
  • the override locking mechanism may be configured to provide access to, or otherwise activate the manual overrider without requiring a power source such as AC or DC power.
  • the manual override is operable in the absence of electrical power.
  • the manual override may release the locking mechanism without requiring a power source such as an AC or DC power source.
  • the override locking mechanism may be operable remotely.
  • the override locking mechanism may be configured to provide access to or otherwise activate the manual override by receiving instructions from a remote server, such those described herein.
  • the override locking mechanism may be provided with a power source such as a battery.
  • a power source such as a battery.
  • Use of a battery may advantageously enable the override locking mechanism to be operated remotely in the absence of power.
  • the compartment / override locking mechanism may be self-securing.
  • the compartment / override locking mechanism may be biased towards a closed position.
  • the compartment / override locking mechanism may be configured to self lock when closed.
  • the compartment / override locking mechanism may be configured to latch itself into a locked state when closed.
  • the method may further comprise one or more of the following steps in any order: c) providing at least one identifying credential of a person requesting the at least one access code. d) validating that the at least one access credential is indicative of an authorised user as described herein.
  • Advantages of the present technology may include:
  • FIG. 1 shows a system for charging an electric vehicle in accordance with the present technology
  • Fig. 2A shows a flow diagram for determining whether a user is authorised to charge at a charging station
  • Fig. 2B shows a flow diagram illustrating the process of disconnecting a charging cable from a charging station
  • Fig. 3 shows an example of an automated system of identifying a user of a charging station in accordance with the present technology
  • Fig. 4A shows a simplified end view of a type 2 charging connector in accordance with the present technology
  • Fig. 4B shows a simplified side view of a type 2 charging connector in accordance with the present technology
  • Fig. 5 shows a locking mechanism for securing a charging cable to a charging station in accordance with the present technology
  • Fig. 6A shows a system for providing a manual override of a locking mechanism in accordance with the present technology
  • Fig. 6B shows an alternative system for providing a manual override of a locking mechanism in accordance with the present technology
  • Fig. 7 shows a flow diagram of the process of manually overriding the locking mechanism of a charging station in accordance with the present technology.
  • Fig. 1 shows a system 100 for charging an electric vehicle 102 in accordance with the present technology.
  • the system 100 comprises a charging station 104 configured to deliver a charging current to the electric vehicle 102 via a charging cable 106.
  • the charging station 104 includes a user interface 108 to facilitate user authorisation and/or payment processing.
  • the user interface 108 shown includes an electronic display 110, however this should not be seen as limiting on the technology, and in alternative examples of the technology, the user interface 108 may consist of one or more LED's to indicate user authorisation or charging state.
  • the charging station 104 also includes a communications system 112, which can include wired or wireless technologies for communicating with one or more of:
  • a user's device such as a smartphone to facilitate authentication of the user and/or payment
  • wired technologies include one or more of, Ethernet, USB, serial, ISDN, xDSL, ADSL, or Fibre.
  • wireless technologies include Wi-Fi, Bluetooth, Cellular (such as GSM, GPRS, CDMA, LTE etc.), Satellite or IOT networks such as LoRaWANTM, SigfoxTM, NB-IOT, or Cat-Mi.
  • a user connects a first end 106a of their charging cable 106 to the electric vehicle 102, and a second end 106b of their charging cable to the charging station 104 (in either order).
  • the user then provides identifying credentials to the charging station 104 or a remote server 114, for example the user credentials may be provided wirelessly from the user's electronic device, by using the user interface 108, or by using one or more of the automated user authentication methods further described herein.
  • the charging station 104 is configured to deliver the charging current to the vehicle, and optionally lock the charging cable 106 to the charging station 104, using a locking mechanism 116.
  • a user's electronic device such as a smart phone may already be authenticated with, or logged into the service providers' network. Accordingly, the user's electronic device may automatically provide the user credentials to the charging station 104 or remote server 114. Other methods of automatically providing user credentials are described in greater detail herein.
  • the user may instruct the charging station 104 to stop charging, or to release the charging cable 106.
  • This can be done using any of the authorisation methods described herein, or alternatively by disconnecting the charging cable 106 from the electric vehicle 102, i.e. removing, unplugging, or releasing, or pressing the a release button on the electric vehicle or first end of the cable. In some examples of the technology this will automatically cause the charging station 104 to unlock the locking mechanism 116 securing the second end 106b of the charging cable 106 to the charging station 104, allowing for its removal.
  • the present technology relates to charging stations, wherein the user generally provides their own charging cable 106.
  • the charging cable 106 is both releasably attached to the charging station, and to the electric vehicle.
  • This is a fundamentally different type of charging station to those which have a fixed cable attached to the charging station, such as is common with DC charging stations.
  • These types of charging stations 104 must be able to reliably release the charging cable when the user has finished charging, as the cable belongs to the user, and the user requires the cable to be able to charge in other locations.
  • this type of cable is generally stored in a location away from the charging station when not in use. Therefore the cable needs to be able to be disconnected at both ends reliably even under fault conditions such as a loss of power or jammed locking mechanism.
  • One method of authorising a user of a vehicle charging station 104 is to have the user establish an account with the charging station provider.
  • the account can be configured to store billing information such as credit card information, direct debit authorisations or account balance information.
  • a user can be authorised at the charging station 104 by providing their identifying/account credentials to the charging station 104 or to the remote server 114.
  • Fig. 2A shows an exemplary method of authorising a user of a charging station 104.
  • a user approaches a charging station 104, and provides their credentials either directly to the charging station 104, or to the remote server 114. This can be done by:
  • Wirelessly providing identifying credentials such as via Bluetooth, WiFi, or using an IOT/cellular network.
  • identifying credentials such as via Bluetooth, WiFi, or using an IOT/cellular network.
  • an application on the user's electronic device such as a smartphone
  • the credentials may be provided by logging into the web page or application, automatic if the user is already logged in, or if the login is automatic due to saved account information.
  • the identifier can be used to identify the charging station the user intends to use.
  • the identifier can be provided to an application on the user's phone, and the application, when logged in, can provide the credentials to the charging station 104 or remote server 114.
  • the identifier may be configured to redirect the user to a webpage, provide the webpage with sufficient information to identify the charging station, and prompt the user to enter their credentials, or in the case of automatic sign-in, automatically provide the identifying credentials.
  • the user may be prompted to provide information to identify the charging station 104 they intend to use.
  • the system then validates the identifying credentials. This can be done via direct communication from the user's electronic device (such as a smartphone) to the remote server 114. Or alternatively, communicated from the charging station 104 to the remote server 114. This validation may include determining whether the account credentials (username and password / fingerprint / facial or voice recognition etc) are correct, whether the user has an appropriate payment method (active credit card for example) or sufficient account balance.
  • This validation may include determining whether the account credentials (username and password / fingerprint / facial or voice recognition etc) are correct, whether the user has an appropriate payment method (active credit card for example) or sufficient account balance.
  • the remote server 114 communicates the validation to the charging station 104, and the charging station 104 enables the charging of the user's vehicle. If the credentials are incorrect or invalid, the charging station 104 will not provide the charging current to the vehicle, or lock the charging cable to the charging station.
  • the charging station 104 may engage the locking mechanism 116 in the charging station 104 to lock the charging cable 106 to the charging station 104. This prevents unauthorised removal of the charging cable 106 during use.
  • Engaging the locking mechanism 116 can be done automatically (for example as the cable is connected, the user is authorised or charging is initiated), or manually, for example by request by the user.
  • a user may wish to also lock the charging cable 106 to their electric vehicle 102. This is a feature provided by the most electric vehicles 102 which prevents removal or tampering while the user is away from their vehicle 102.
  • FIG. 2B shows a flow diagram which illustrates the reverse process of removing the user's charging cable 106 from the charging station 104.
  • the first method involves the user re-entering their credentials (whether manually or automatically) together with a request to end the charging session or otherwise stop charging.
  • the remote server 114 or charging station 104 validates the credentials before ceasing charging, disengaging the locking mechanism 116 and releasing the user's charging cable 106. It should be appreciated that the foregoing may be performed in any order, for example the credentials may be validated, before the request to stop charging is received or otherwise processed.
  • the act of the user logging into a web or mobile phone application may automate the credential validation step, and once logged in the user may select the "end charging session" option, or equivalent to end the charging process.
  • the system is configured to automatically stop charging and disengage the locking mechanism 116 if the user's charging cable 106 is removed from the electric vehicle 102. This is possible since modern electric vehicles have their own locking mechanism integrated into the vehicle's charging port, and the state of this locking mechanism, and/or the connection status of the charging cable may be communicated to the charging station.
  • the system may further comprise a means for a third-party to request that the cable is released from the charging station 104.
  • a technician, emergency services worker, or business owner may be authorised to remove the charging cable 106 from the charging station 104. This could be done by pre-authorising the third-party's access credentials, or on request, such as a call to the service provider. Both methods offer protection against the charging process being interrupted, or the charging cable 106 being removed by an authorised user, such as a person intending to tamper with the charging process, or steal the user's charging cable.
  • the first approach requires the user's specific credentials, while the second approach requires access to the interior of the vehicle to release the vehicle's charging cable locking mechanism.
  • Fig. 3 shows one example of a method of automating the user authorisation process by embedding or affixing one or more unique identifiers 302 in or on the plug 304 on the charging cable 106.
  • the unique identifier 302 may be located or otherwise embedded inside the plug, such as within the mating area of the plug, to allow reading when the plug end is inserted in the charging station. The location may also prevent the ability to read the plug end from any readers external to the charging station, which can help to prevent attempted security attacks, such as duplicating the unique identifier.
  • the unique identifier(s) 302 can be read by a scanning device 306 in the charging station 104.
  • the scanning device 306 is ideally located within or adjacent to the charging socket 308. By positioning the scanning device within or directly adjacent to the charging socket 308, the present technology can read the unique identifier either during insertion of the charging cable, once the cable is inserted, or at any time thereafter. For example, within less than 50mm of the charging socket 308, or more preferably within 20mm of the charging socket 308.
  • the unique identifier 302 can provided a visual signal, electrical signal, or wireless signal.
  • suitable visual signals include barcodes (including one-dimensional and two-dimensional barcodes), a unique number/code or image.
  • the unique identifier can be hidden from view in use i.e. connected to the charging station.
  • the visual signal may be configured to be inserted into the charging socket 308 or otherwise hidden under a shroud or other similar protrusion extending from the charging station. In this way, the visual signal is unable to be copied or tampered with while the user is away from their vehicle.
  • Examples of electrical signals include serial or parallel data signals over any suitable protocol such as USB, SPI, I2C, RS232 or RS485. These electrical signals may be superimposed on one or more of the Charging cable's 106 existing electrical conductors 310. Alternatively, additional electrical contacts may be provided within the charging cable 106 to provide the electrical identifications signals.
  • wireless signals examples include, RFID, NFC, Bluetooth, Zigbee and WiFi.
  • the scanning device 306 is configured to read the unique identifier 302 and communicate the unique identifier 302 to the charging station 104 to automate the authentication of the user.
  • the scanning device 306 can include one or more of a barcode scanner, a camera, a processor, an RFID reader or transceiver configured to read the electrical or wireless signals.
  • the present technology reads the unique identifier to identify the user's charging cable, or more specifically the user or billing account associated with the charging cable rather than any specific user.
  • a business or company may provide charging cables for their customers or staff to use, therefore the unique identifier may not directly identify the user, but the account associated with the cable.
  • the charging station may be configured to further request a secondary identifying credential as described herein to identify the specific user of the cable. In this way, a user can simply connect their charging cable 106 to a charging station 104 to begin the charging process. This approach streamlines the charging process, enabling faster, simpler authentication which is expected to result in fewer support calls.
  • the charging process is as simple as possible. There is no need to remember any user credentials, remembering to bring a RFID fob, or even remembering the process required to activate the charging station 104. The user simply needs to plug in their charging cable 106 and the charging can begin automatically.
  • the charging cable 106 includes a unique identifier 302 presented as data on an RFID tag or chip, and the charging station 104 includes a scanning device 306 which includes an RFID reader configured to read the data.
  • the RFID tag/chip and RFID reader are configured to communicate at approximately 125kHz. However, this should not be seen as limiting on the technology, and other RF technologies may be used as will be known to those skilled in the art, such as 134.2kHz, 433 MHz, 13.56 MHz, and 850 -
  • the RFID reader would need to draw power from the cable, or inductively from the charging station, adding further cost, complication and compliance issues.
  • the charging cable may include smart electronics which are configured to communicate between the charging station and/or electric vehicle. Flowever, this is generally unnecessary as the vehicle to charger communications protocol is already well defined, and highly capable of communicating the desired information regarding charging. Therefore this approach can add additional costs, complexity and reliability issues to the technology.
  • a half-duplex or full- duplex 125 kHz tag can be positioned in or on the plug 304 without requiring a separate power source.
  • the 125 kHz RFID reader may be positioned within or adjacent to the charging socket 308, where power is readily available.
  • Locating the scanning device 306 in close proximity to the charging socket 308 advantageously reduces the transmit power, and receive sensitivity required to read the unique identifier 302. Locating the scanning device 306 in close proximity also allows for smaller RFID tag and reader antennae, which helps to miniaturise the RFID tag and scanning device 306. For example, it is advantageous to position the scanning device 306 such that it is located within 50 mm of the RFID tag when the plug 304 is inserted into the charging socket 308. More preferably the scanning device 306 should be positioned within 20 mm of the RFID tag.
  • the present technology can read the unique identifier either during insertion of the charging cable, once the cable is inserted, or at any time thereafter. This reduces the likelihood that identification fails for example due to a failed read, and can allow for validation of which cable is connected at any time after connection.
  • a further advantage is that the charging process can be made as simple as possible, to the point where the user does not need to know that the charging station 104 includes a scanning device 306, or that their cable includes a unique identifier 302.
  • a further advantage of the present technology is that it does not restrict access to the charging port when not in use. Accordingly, any user can connect a charging cable irrespective of whether the cable includes a unique identifier. In the case the unique identifier is faulty, or not present in the cable, the user can authorise use of the charging station through the alternative means described herein such as using a personal electronic device or the user interface on the charging station.
  • the RFID reader may be continuously active. That is to say that the electromagnetic field of the reader is enabled in a continuous or semi-continuous state.
  • the charging station 104 may be able to detect the user credentials present on the RFID tag, as it is inserted into the socket, or as it approaches the socket. This may advantageously allow for faster detection and validation of the user's credentials, and therefore faster feedback to the user, or faster initiation of the charging process.
  • the RFID reader may be activated when the charging plug 304 is inserted into the charging socket 308.
  • the RFID reader may be activated when the charging plug 304 is inserted into the charging socket 308.
  • any of the existing cable detection methods such as detecting the contacts in the cable, or location of the cable in the socket via a microswitch or similar. Activating the RFID reader only when a cable is present allows for reduced power consumption, heat and wear on the electronics.
  • Another feature of the technology is providing improved connectors which facilitate the methods of user / account authorisation as described herein, as well as cables comprising same.
  • Figs. 4A and 4B show a charging connector (400).
  • the charging connector is a male, type 2 connector or plug as defined by IEC 62196.
  • the type 2 connector includes a plurality of electrical connections (402) including:
  • a proximity pilot (PP) connection used for pre-insertion signalling, and/or indicating the current rating of the cable;
  • a control pilot (CP) connection typically used for post-insertion signalling
  • a protective earth (PE) connector A neural conductor (N); and
  • the type 2 connector includes conductors for DC power delivery.
  • connections L2 and L3 may be replaced with negative and positive DC connections respectively.
  • the type 2 connector may be used for DC power delivery only, in which case the N and L3 connections may be replaced with positive power connections, and the LI and L2 connections replaced with negative.
  • the unique identifier (302) may be located within the connector (400). For example, within a recess in the connector, within the housing (404) of the connector, or otherwise moulded into the material of the connector which is generally a form of plastic.
  • the unique identifier (302) is provided on an RF tag or chip as described herein, It can be advantageous to position the RF tag in the approximate position shown in Figs. 4A and 4B. That is to say directly adjacent to the PP and LI conductors, and close to the housing (404) of the connector.
  • the RF tag or chip may be positioned within 10mm of the PP connector, within 10mm of the LI connector and within 5mm of the housing of the connector.
  • the RF tag or chip may be positioned within 20mm of the end (406) of the housing (404) of the connector such that the unique identifier is located within the charging socket (308) during charging.
  • Fig. 4B also shows a handle (408) with grip portions (410) and a cable strain relief (412).
  • the present technology allows for a number of advantages including:
  • Tag can be positioned in a way such that the user is not aware of the feature, or where the feature is located. Durability and reliability advantages as the RF tag or chip is not exposed or prone to damage.
  • the locking mechanisms 116 are not perfect, and may be rendered inoperable by power failure, component failure or foreign material, such as dust.
  • the locking mechanism 116 shown comprises a solenoid 502 which is electronically activated by applying a voltage across the wires 504A, 504B. On activation, the solenoid 502 moves a locking pin 506 between a first position 508A in which the locking pin 506 sits in a locking recess 510 in the plug 304 and a second position 508B in which the locking pin 506 is removed from the locking recess 510 in the plug 304.
  • the locking pin 506 may or may not contact the locking recess 510 in the first position 508A.
  • the locking pin 506 may only contact the sides of the locking recess 510 if an attempt to withdraw the charging cable 106 occurs.
  • the present technology also includes a system which allows for the locking mechanism 116 to be manually released in the event of a failure such as component failure, power failure or a jamming failure due to foreign material.
  • a failure such as component failure, power failure or a jamming failure due to foreign material.
  • a service, maintenance, repair person or suitably authorised third-party such as a parking management officer, business owner or emergency services personnel requires the charging cable to be removed.
  • One way of providing the manual release function is to use a locking mechanism 116 with a manual override or release 512.
  • a solenoid 502, servomechanism, electric motor or electromagnetic actuator with a manual override/release.
  • Examples of manual override/release mechanisms should be known to those skilled in the art.
  • solenoids are available with manual overrides, spring loaded linkages can be used to manually disengage an actuator from a solenoid, servomechanism, electric motor or electromagnetic actuator.
  • the locking mechanism 116 can include an actuator which is configured to act upon a locking component.
  • the locking component then secures the charging cable 106 to the charging station 104.
  • the manual override/release can then be configured to act upon the locking component, for example by displacing it laterally to release the charging cable 106 from the charging station 104.
  • the locking component may be spring loaded so as to return to the locking position once the manual override has stopped being actuated.
  • the manual override/release 512 is used to move the locking mechanism 116 from the first position 508A to the second position 508B.
  • This manual override 512 is operable irrespective of whether the locking mechanism is latched in the locked position, or a current or voltage is applied to wires 504A, 504B which biases the locking mechanism into the locked position.
  • the override can be mechanically actuated (generally by applying a pushing or pulling force) the manual override is operable without requiring electronic control of the locking mechanism, power, any other control means. In this way, in the event of a failure, the user's charging cable 106 can be removed.
  • a further feature of the present technology is to provide a secure system and method of providing access to the manual override 512.
  • FIGs. 6A and 6B show secure manual release systems in accordance with the present technology.
  • the system comprises a locking mechanism 116 for securing the charging cable 106 to the charging station 104.
  • the locking mechanism 116 includes a manual override 512 as described in relation to the previous embodiments. Access to the manual override 512 is provided by a secure access point 601.
  • the secure access point 601 includes a secure compartment 602, and the manual override 512 is accessible within the secure compartment 602 by way of an extension 604, such as a rod, wire or cable.
  • the secure compartment 602 shown in Fig. 6A is shown as being mounted on an external surface of the charging station 104, this should in no way be seen as limiting on the technology, and in alternative embodiments, the secure compartment may be flush with, internal to, or partially inside charging station 104.
  • override locking mechanism 608 comprises a combination locking mechanism such as a rotary disc combination lock, push-button combination lock, single dial combination lock, or keypad.
  • the override locking mechanism 608 is a mechanical locking mechanism, or more preferably a locking mechanism which is able to operate in the absence of a power source.
  • a mechanical locking mechanism is the ability to provide access to the manual override 512 in situations where the charging station 104 has lost power.
  • the override locking mechanism 608 can include an electronic locking mechanism.
  • the electronic locking mechanism may optionally be provided with a backup power source, such as a battery which allows the locking mechanism to be actuated in the event that the charging station 104 loses power.
  • the override locking mechanism 608 includes a plurality of locking mechanism.
  • a combination locking mechanism for public access and a key lock for service or technician access.
  • the key lock may include a pin tumbler lock, a wafer tumbler lock or a tubular lock.
  • the override locking mechanism 608 is configured to secure an access panel or door 606 to the secure compartment 602.
  • the override locking mechanism 608 is operatively connected to the manual override 512. In this way, movement or unlocking of the override locking mechanism 608 may be configured to actuate the manual override 512. For example, unlocking, rotating, pulling, sliding, pressing or titling the override locking mechanism may be configured to actuate the manual override
  • unlocking the override locking mechanism may be configured to send an electrical signal to an actuator which in turn engages the manual override 512.
  • the electrical signal may actuate a solenoid, servomechanism, electric motor or electromagnetic actuator.
  • a backup power source such as a battery may be used to ensure that the manual override 512 is operable in the event of a power failure.
  • Fig. 7 shows an exemplary flow diagram which illustrates a method of activating the manual override 512.
  • the user can request a secure access code to the override locking mechanism 608. This can be done in a number of ways including: by calling or sending a text message to a help number, by requesting assistance through an application or webpage, or by requesting assistance through the user interface 108 on the charging station 104.
  • the user can request remote release of the charging cable 106 or override locking mechanism 608 using any one of the methods described herein.
  • the system can then validate the user's credentials to ensure that the person making the request for manual override access is a person who has recently used the charging station 104. In this way the system can make sure that the person requesting a charging cable 106 release or access to the manual override 512 is a person who is likely to have a jammed cable, and is not an attempt to take or disconnect another user's cable. For example, where the present technology is used in combination with the automated user authorisation technologies described herein, the system can confirm whether the user's charging cable 106 is presently connected to the charging station 104 before providing the access code to the user or remotely releasing the charging cable 106 or unlocking the override locking mechanism 608.
  • the system can be configured to validate a third-party's credentials such as the credentials of a business owner, emergency services team, parking enforcement agent, or technician. These credentials may be pre-authorised by the system, or authorised on request, such as in a phone call to the system provider.
  • a third-party's credentials such as the credentials of a business owner, emergency services team, parking enforcement agent, or technician. These credentials may be pre-authorised by the system, or authorised on request, such as in a phone call to the system provider.
  • the system can deny access to the manual override 512 by simply not providing the access code or not remotely releasing the charging cable 106 or unlocking the override locking mechanism 608.
  • further validation methods may be used such as a person-to-person call to discuss the circumstances of the request.
  • the access code can be provided.
  • the access code may be texted, verbally given, sent via an application, web-page, push notification or email.
  • the charging cable 106/override locking mechanism 608 may be remotely released.
  • the access code can then be used to unlock the override locking mechanism 608 and access the secure compartment 602 and activate the manual override 512, or simply activate the manual override 512. This releases the charging cable 106 from the charging station 104. Once released the override locking mechanism 608 can be locked again.
  • the override locking mechanism 608 is self-locking.
  • the access panel 606 is biased towards a closed position (for example using a spring), and when closed the override locking mechanism 608 is configured to revert to a locked state automatically.
  • the secure compartment 602 is provided with a sensor which detects when the access panel door 606 is open. This information can be communicated by the communications system 112 to the service provider. The service provider can then get in contact with the user or third-party and remind them to secure the access panel door 606, or alternatively send a technician to close the access panel door 606.
  • the system may be further configured to dispatch a technician, or schedule a technician visit after any given request for access to the override locking mechanism 608.
  • the technician can then attend to repairing the locking mechanism 116, and optionally changing the access code.
  • the access codes may be changed on a periodic basis as a further means to secure the secure compartments 602. For example, the access codes may be changed during scheduled servicing of the charging station 104.
  • the access code may be configured to change periodically, or for example after each time it is provided or accessed.
  • the code may be changed by a technician using any of the techniques known in the art.
  • the access code is electronic (such as a keypad) the access code may be updated remotely.
  • Electric Vehicle This includes any vehicle with a power source that requires charging, such as cars, buses, bicycles, scooters, trains, trams, ferries, boats, planes etc. It should be appreciated that the technology includes hybrid plug-in electric vehicles as well as pure electric vehicles.
  • Charging Station The structure, which is configured to provide the charging current to the electric vehicle.
  • Charging Cable The cable which facilitates the transfer of electric energy between an electric vehicle and charging station during charging.
  • User interface - A means by which a user can interface or interact with a device, such as using buttons, dials, touchscreen displays, etc.
  • Communications System The system that provides a wired or wireless connection to the internet or some other server. Typical examples include Wifi, Ethernet and Fibre connections, together with the modems and routers which facilitate communication over same.
  • Remote Server - A server which is located away from the charging station itself, such as a server accessible via the internet or any other public or private network.
  • Locking mechanism A mechanism which is used to lock an charging cable to a charging station during use.
  • Unique Identifier A piece of information used to uniquely identify a user, account or charging cable.
  • Plug - The connector located on the end of a charging cable which connects to the charging station and/or electric vehicle.
  • Scanning Device - A device configured to read the unique identifier.
  • Charging Socket - A socket configured to receive the plug to facilitate charging of the electric vehicle.
  • Locking Pin - A component of the locking mechanism configured to prevent removal of a charging cable while the locking mechanism is in a locked state.
  • Locking Recess - A recess on the plug which is configured to prevent removal of the charging cable while the locking mechanism is in a locked state.
  • Manual Override A feature which allows for the locking pin position to be overridden, irrespective of whether the locking mechanism is being electronically driven to the locked state.
  • Secure access point - part of the charging station which in use allows a user to operate the manual override, this is generally secured against unauthorised use using an override locking mechanism.
  • Compartment - In some examples of the technology the secure access point includes a compartment (which may be locked) that provides access to a means or device for activating the manual override. Extension - A connection between the manual override and the secure access point.
  • Override locking mechanism A locking mechanism configured to restrict unauthorised use of the manual override in use.

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  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne des systèmes, des procédés et des dispositifs pour améliorer le processus global de charge de véhicules électriques. Dans un exemple de l'invention, des perfectionnements apportés à des câbles de charge, des connecteurs et des stations de charge permettent une identification automatique de comptes d'utilisateurs pendant le processus de charge. Dans d'autres exemples de l'invention, des perfectionnements apportés à des stations de charge permettent de dégager les câbles de charge des stations de charge en cas de panne d'alimentation ou de défaillance de composants.
PCT/NZ2022/050030 2021-03-19 2022-03-16 Systèmes, procédés et dispositifs de charge de véhicules électriques WO2022197192A1 (fr)

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