FOR ELECTRIC VEHICLES

BACKGROUND OF THE INVENTION

With the increasing popularity of electric vehicles, greater attention is now being given to battery recharging options and systems for electric vehicles.

Logically, some of the battery recharging issues include location and duration. Whether the electric vehicle is a part of a commercial fleet or is privately owned by an individual, over-night charging (i.e., recharging) or at least recharging during an extended period of non-use is likely the preferred recharging option. Logically, this would be a period of non-use which is able to be scheduled or at least is expected. As used herein, "electric vehicle" means both an electric vehicle and a hybrid electric vehicle.

Another consideration with regard to the use of electric vehicles and their required recharging is the driving range for the electric vehicle. Even when fully charged, the electric vehicle will still have a fairly limited range, perhaps only 50 to 150 miles, depending on the driving conditions, the driving habits, and the road course. Rapid acceleration, for example, will run down the battery charge on the electric vehicle faster than gradual acceleration. Steep hills, as another example, will also have an adverse effect on the battery life or charge, resulting in a reduced range before requiring battery recharging. If the anticipated use of the electric vehicle is well within the specified driving range based on a full or complete battery charge, then the base recharging site (i.e., home or business garage, for example) should be sufficient. However, if a scheduled or desired travel distance exceeds the specified driving range, then some type of recharging, en route, will be required prior to the time the electric vehicle returns to its "base".

A number of recharging options and systems have been suggested for use when an electric vehicle is approaching the point in time when it needs to be recharged and the vehicle is remote from either its base location or a known or scheduled recharging location. For example, US 5,461,299, which issued October 24, 1995 to Bruni, discloses a weatherized curb-side battery charging system for transferring electrical power to an electric vehicle to recharge its battery. The housing is intended to be located in a fixed position at the side of a street on the curb. As another example, US 5,982,139, which issued November 9, 1999 to Parise, discloses a remote charging system including a power transmission unit. The recharging is accomplished via a wireless energy beam. The power transmission unit has a fixed, stationary location.

Published application No. US2009/0327165, which was published

December 31, 2009, discloses a system for re- supplying electrical energy to an electric vehicle which is within a defined geographical area. The system contemplates a network of service stations (fixed locations) which have battery exchange capabilities and/or recharging capabilities. This type of recharging network might permit an extended driving range for an electric vehicle so long as the vehicle operator stays within reach of a (i.e., the next) recharging service station.

Another important consideration with any type of recharging station or system is the length of time to fully recharge the batteries of the electric vehicle. In the context of this invention and the Background discussion, assume that an electric vehicle is able to be fully recharged in 6 to 8 hours at a recharging station or at the vehicle's base station, such as with household current from a home outlet. In this case, an overnight charge should be sufficient and the vehicle will essentially be fully charged in the morning. If the commute to and from work is within the driving range for the overnight charge on the electric vehicle, then use of the electric vehicle should be uneventful. However, if there is a power outage at the base station (i.e., home or business) during the night or the vehicle operator forgets to recharge the electric vehicle batteries or battery module the electric vehicle may be inoperable in the middle of rush hour traffic, for example, with a "dead" battery or at least an insufficient power level on the battery to operate the electric vehicle.

The typical solution for a broken down or stalled conventional motor vehicle is to tow it away and allow a mechanic to evaluate and presumably make the required repairs. With an electric vehicle, a further possibility or explanation for a stalled vehicle is a dead battery or at least a battery with an insufficient charge. This problem could be resolved by providing a mobile, battery recharging system which could be driven up to the stalled electric vehicle and deliver a recharge to the batteries or battery module of that vehicle. The next consideration is the electrical capacity and characteristics of the mobile battery recharging system which will govern the time required for a full charge to the electric vehicle. In the alternative, the focus could be on providing at least a sufficient charge to allow the stalled vehicle to become operable and reach a further recharging station or return to the primary base station for that vehicle.

One of the new technologies which is ideally suited for the type of mobile, battery recharging system discussed above is represented by US 6,979,913, which issued December 27, 2005 to Storm et al.; US 7,057,303, which issued June 6, 2006 to Storm et al.; and US 7,915,749, which issued March 29, 2011 to Storm et al.

Disclosed in these references are vehicle mounted electrical generator systems. These generator systems are constructed and arranged to receive mechanical power from a prime mover and transfer the mechanical power to an AC electrical generator using the mechanical power input connection of that generator. The vehicle which includes this electrical generator system is the same vehicle which carries the recharging unit which is specifically configured for electric vehicles. Obviously, the recharging unit requires its own electrical power source and this comes from the electrical generator system which is integrated into the transporting vehicle, thereby providing total mobility and flexibility. The selected recharging unit which is carried by the transporting vehicle is constructed and arranged in cooperation with the electrical generator system to deliver a rapid charge (defined as being no more than thirty (30) minutes for a full charge) to the electric vehicle.

In another embodiment of the present invention, a portable charging pod is described which is constructed and arranged for delivery, on demand, of recharging electricity for one or more electric or hybrid electric vehicles. A modular container, a modular structure or similar enclosure structure is provided which contains one or more battery packs which are coupled with one or more recharging cords which are capable of connecting to one or more hybrid electric vehicles. This embodiment is constructed and arranged to eliminate the need for substantial infrastructure changes and/or additions to existing facilities to enable those facilities to quickly offer recharging service and assistance to owners and operators of electric or hybrid electric vehicles. As used herein, the expressions "electric vehicle" and "EV" are defined as including both electric vehicles and hybrid electric vehicles. Further, these two expressions may be used interchangeably with the same scope and meaning.

BRIEF SUMMARY

A mobile recharging vehicle includes an integrated vehicle mounted electrical generator system and an electrical recharging unit for electric vehicles. In another embodiment, a self-contained electrical vehicle charging pod includes one or more battery packs coupled with one or more recharging cords wherein each cord is able to connect to a corresponding electric vehicle.

One object of the present disclosure is to describe an improved vehicle mounted electrical generator system and recharging unit for electric vehicles.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS

OF THE DRAWINGS

FIG. 1 is a side elevational view of a transport vehicle according to one of the mobile recharging concepts disclosed herein.

FIG. 2 is a perspective view of a cooling pad which may be used in conjunction with one of the mobile recharging concepts disclosed herein.

FIG. 3 is a diagrammatic illustration of an alternative cooling arrangement.

FIG. 4 is a diagrammatic illustration of an electric vehicle charging pod as arranged for use in recharging.

DETAILED DESCRIPTION

For the purposes of promoting an understanding of the disclosure, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the disclosure is thereby intended, such alterations and further modifications in the illustrated device and its use, and such further applications of the principles of the disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the disclosure relates.

Referring to FIG. 1 , a transport vehicle 20 is illustrated which includes an integrated vehicle mounted electrical generator system 21 and is carrying an electrical recharging unit 22. In the exemplary embodiment, the vehicle mounted electrical generator system 21 is constructed and arranged according to U.S. Patent No.

6,979,913 and is integrated into the transport vehicle 20 in accordance with the '913 patent. U.S. Patent No. 6,979,913, which issued December 27, 2005 to Storm et al., is hereby expressly incorporated by reference in its entirety. In the exemplary embodiment, the transport vehicle is a GMC 5500 truck. In the exemplary embodiment, the electrical recharging unit is an Eaton Pow-R-Station™ DC Electric vehicle quick charger sold and distributed by Eaton Corporation. This combination is able to deliver a Level 3 charge to the electric vehicle.

Disclosed in US 6,979,913 is a vehicle mounted AC generator system having an AC generator mounted outside the engine/transmission compartment and connected by drive shaft with universal joints and a belt driven RPM ratio device. The ratio is set to provide accurate AC generator RPM at a preselected engine RPM. The AC generator is mechanically engageable when certain conditions are met and is disconnected when other conditions are present, including an operator emergency stop switch.

The corresponding engine may be any one of a variety of prime movers including spark-ignited gasoline or natural gas fueled engine or a compression ignition diesel engine. The transmission may be one of a variety of transmissions including an automatic transmission providing a rotatable output shaft for the vehicle.

The engine of the '913 patent is controlled by an engine control module (ECM) interconnected to the engine. The interconnection between the engine control module and the engine may vary widely according to the type of engine and the desired control parameters. In most cases, the engine fuel supply system is controlled by a computer in the ECM in accordance with an algorithm based on various engine operating parameters such as engine RPM, required torque, ambient temperatures, absolute pressure and a host of other variables. The result is that the interconnection between the engine control module and the engine is a two-way connection wherein parameter signals are transmitted to the ECM and control signals are transmitted to the engine.

This generator system of the '913 patent consists of applying a readily available, highly commercially developed and relatively inexpensive AC generator to a vehicle instead of the overly complicated DC generators and inverters or hydraulically-driven AC generators previously applied to such vehicles. The structural configuration allows this to be achieved in a way that is consistent with heavy-duty electrical generation and convenience and safety of use. The disclosed AC generator system comprises an AC generator that can be selected from various sizes and manufacturers. Measured in kilowatt output, it has been found that 5-15 kilowatts are readily accommodated within the anticipated types of vehicles. One of the advantages of an AC generator is that it produces a perfect sine wave which replicates the sine wave produced by utility companies as opposed to the modified or mock sine wave produced by standard inverters on the market. It is also a feature of AC generators that they are very robust and can easily handle high continuous current loadings as would be experienced in typical construction site activities like welding and heavy-duty cutting of materials.

The integration of electrical generator system 21 into transport vehicle 20 according to the present disclosure makes the electrical generator system 21 fully operational. Further, the electrical generator system 21 is operatively electrically connected to the electrical recharging unit 22, making unit 22 fully operational and capable of providing a rapid charge to an electric vehicle for recharging of that vehicle's batteries or battery pack. The electrical recharging unit 22 includes an electrical cable 23 which is constructed and arranged to plug into a recharging port 24 of an electric vehicle (EV) 19 so as to deliver a charge to the EV battery 18. The flexibility and mobility provided by transport vehicle 20 enables the electrical recharging unit 22 to be driven to the location of the electric vehicle which needs servicing, whether that vehicle is stalled in the midst of rush hour traffic or stranded on the side of a road. Use of the term "stalled" is intended to mean a vehicle having an insufficient charge on that vehicle's battery or battery pack in order to operate appropriately. The electrical characteristics of the electrical generator system 21 and the cooperative connection of system 21 to electrical recharge unit 22 enable the delivery of a rapid charge to the electric vehicle. As used herein, the phrase "rapid charge" is defined as a Level 3 direct current (DC) charge that is generally described within the electric vehicle industry as fitting within a range of voltage and amperage combinations ranging from 30, 50 and 60 kW that will fully charge most electric vehicles in less than half an hour.

Based on the construction of vehicle 20 and the integration of the vehicle mounted electrical generator system 21 according generally to the technology disclosed in the '913 patent, electricity is available for the operation and powering of the electrical recharging unit 22. Unit 22 in turn is constructed and arranged to provide a rapid recharge to the battery or batteries of an electric vehicle or hybrid electric vehicle. In terms of the ability to delivery a "rapid" recharge, there are several techniques which can be employed in order to facilitate this result beyond simply the design of electrical recharging unit 22. For example, it is known that the battery or batteries of an electric vehicle will be recharged a little quicker if the temperature of the battery can be lowered. Therefore, one concept associated with the disclosed vehicle 20 and the recharging method, as disclosed herein, is to position a cooling pad or mat 25 (see FIG. 2) beneath the battery of the vehicle. Cooling air from a blower flows into the mat 25 via a connecting hose 26 and outlet openings 27 redirect the incoming air upwardly toward the battery.

Another cooling option (See FIG. 3) is to provide a by-pass connection or conduit 30 from an air conditioner 32 and actually direct cooled air 33 across the battery or batteries 340 of the electric vehicle. This may be accomplished by the use of mat 25 or by other flow-directing structure. The air conditioner 32 may be the actual air conditioner of the vehicle 20, in one embodiment. In another embodiment air conditioner 32 may be an auxiliary unit mounted onto the flat bed of vehicle 20. Air condition 32 may be any cooling source which is capable of functioning in the intended manner. A related cooling option is to use the air conditioner 32 of the electric vehicle after an initial charge is applied. Although use of the air conditioner would typically result in a longer time for a full charge to be applied to the battery, the added cooling of the batteries more than offsets the extended time due to some utilization of the battery charge.

The underlying technology of vehicle 20, including system 21 and unit 22, is fundamentally sound in terms of being able to provide an electric charge for a rapid recharge of the battery of an electric vehicle. The next issue or consideration is how to deploy vehicle 20 so that it can be driven to where it is needed within a reasonable period of time. In this regard, one option is to have a fleet of vehicles 20 strategically positioned along the selected route or desired roads, similar to how tow trucks are positioned at service stations along highways and interstates. A related concept is to focus on rush hour traffic and position the vehicles 20 either along or readily accessible to the primary in-bound routes in the a.m. and then switch to the primary out-bound routes in the p.m. The vehicles 20 need to be positioned in safe areas which are close to ingress and egress points for the primary route.

In the event of a stalled or stopped electric vehicle due to a dead battery, or at least a battery with an insufficient charge for operation (i.e., driving) of the electric vehicle, vehicle 20 would be called. Contacting the driver of the closest vehicle 20 can be by any conventional means of communication. While one option would be to contact the vehicle operator directly, another option would be to contact a dispatcher who would in turn identify and contact the operator of the vehicle 20 which is closest to the point of need. The "closest" vehicle 20 is the one which is considered to be the closest time- wise to the vehicle needing the recharging service. It is conceivable that a vehicle 20 which is physically closer to the electric vehicle needing the recharging service might not be "closest" in terms of time. This is something which vehicle operators should communicate with each other to resolve and this may be facilitated by a dispatcher, if one is utilized.

The originator of the call for assistance might be a law enforcement officer, the driver of the vehicle needing recharging, a passenger of that vehicle, or perhaps another driver who is stopped in traffic behind the stalled vehicle. Ultimately, someone needs to make a call in order to secure recharging assistance and it would be expected that either the driver of the electric vehicle or someone on behalf of that driver would cover the cost of the recharging service. Preferably, the operator of the vehicle would provide a credit card or cash payment directly to the operator of vehicle 20 in order to pay the required fee for this service call. It is also envisioned that the stopped or stalled electric vehicle could be identified by aerial surveillance and the precise location given by means of the mile marker or perhaps by GPS coordinates.

In terms of the distance or spacing between adjacent vehicles 20 which are positioned or stationed along the roadway, it is estimated that a vehicle 20 would be positioned in a safe location with convenient access to the road approximately every twenty (20) miles. This is seen as sufficient since there would be at least one recharging vehicle 20 which could be present to assist the stalled or stopped electric vehicle within ten (10) or fifteen (15) minutes. A safe location could be one which is close to an interstate exit with ingress and egress access. More specifically, a suitable stationing for the various vehicles 20 could be near an interstate overpass for ease of getting on and off the interstate in a safe manner. If the roadway is an interstate, then positioning vehicles 20 at approximately every twenty miles means roughly a ten minute wait for service once the report of the stopped or stalled electric vehicle is communicated to the driver of the selected vehicle 20. If the electric vehicle is stopped or stalled in city traffic during rush hour, the wait time for servicing could be slightly longer. However, it is conceivable that, as more and more electric vehicles become part of the landscape, other recharging options will be made available in urban settings. In terms of coordinating which vehicle 20 will respond to a particular call, open channel communication between the dispatcher and/or the drivers of vehicles 20 should resolve which vehicle 20 is in the most appropriate location for responding to the stalled or stopped vehicle for recharging of that electric vehicle.

A further concept associated with the use of vehicle 20 is to position the vehicle 20 in close proximity to a retail or commercial establishment. Since a Level 3 charge is available, the charging time for an electric vehicle is in the 15 minute range. This type of time interval would likely correspond to a person' s morning breakfast stop at a fast-food restaurant or a stop for the morning coffee. This example is not limited to morning stops nor limited by the type of establishment. This example simply represents a marketing concept and opportunity. The establishment could promote the presence of a recharging vehicle in its parking lot for the convenience of those patrons driving electric vehicles.

A still further concept associated with having vehicles 20 stationed every twenty miles or so along interstate overpasses is the option of voluntary recharging to "top off" the charge on the battery of an electric vehicle before the electric vehicle reaches a level of insufficient charge for its continued operation. If a driver anticipates that his battery charge is too low for a complete commute or for other travel requirements for that day, then the driver could voluntarily seek out a vehicle 20 and get a recharge of the electric vehicle battery at least an increased level of battery charge which is expected to be sufficient for the commute and return to the base station for that electric vehicle. Obviously these voluntary recharges simply to "top off" the charge on the battery would not take precedent over the response of vehicle 20 to a stalled or stopped vehicle.

Another embodiment of the present invention pertains to a self-contained electric vehicle charging pod 40. This structure is also considered to be self-reliant and self-sufficient in terms of its operational features and advantages. Disclosed is a portable, weather resistant (wind, water, and thermally protected), deliverable on demand, modular container 42 or structure that contains one or more battery packs 44 that are coupled with one or more recharging cords 46 that are capable of connecting to one or more electric or hybrid electric vehicles to deliver an electrical charge (Level 2 or higher) from the EV charging POD to the electric or hybrid electric vehicles (See FIG. 4). This concept and device is purposefully intended to eliminate the need for substantial infrastructure changes and/or additions to existing facilities to enable the facilities to quickly offer recharging service and assistance to owners and operators of electric or hybrid electric vehicles. Although the primary and initial intent for this concept and device is to be a self-contained, stand alone device, the concept and device can be constructed in a manner that is capable of hard- wire connection with existing electrical and/or mechanical infrastructure if the owner/operator so desires, at any point in time. The EV charging POD 40 may include a wireless receiver 41 and a wireless transmitter 43 to enable the EV charging POD to become a Wi-Fi hot spot for customers using the EV charging POD to recharge the customer's vehicle. The EV Charging POD will also use the wireless transmitter to connect to the Internet 48 to transmit all internally collected and recorded commercial data 50, including payment information associated with the recharging service, generated by or from the EV Charging POD. For this purpose, commercial data may include, but will not be limited to, monitoring the stored energy available and tracking the rate of delivery of the stored energy available in the batteries contained within the EV Charging POD to alert the owner/operator of the EV Charging POD of the anticipated time and date to recharge the EV Charging POD. The commercial data collected, recorded and transmitted, may also include, but will not be limited to, certain operational and environmental parameters, diagnostic programs and conditions, and functionally equivalent information and programs to assist with the proper operation, maintenance, service and support of the EV charging POD.

The EV charging POD may include one or more solar panels 52 (see FIG. 4) that are capable of supplying energy to charge batteries internal to the EV Charging POD. The battery systems connected to the solar panels may be separate from or may be integrated within one or more other battery units internal to the EV charging POD that are also used to supply an electrical charge to one or more electric or hybrid electric vehicles. The uses for the solar energy include, but are not limited to, supplying electricity to the internal computers, interior and/or exterior lights, cameras, microphones, routers, etc.

The EV charging POD may include one or more electrical connection ports 54 that are capable of receiving electrical service from either a mobile electrical generator (off-grid) OR a permanent, hard- wired electrical source (direct from the grid via a hard wired connection to the local electric utility service provider). It is anticipated that electrical connection ports 54 may include "quick-connect" fittings to facilitate rapid service and safety.

The EV charging POD may include internal controls to electrically isolate one or more battery packs from all other battery packs that remain in service to recharge electric or hybrid electric vehicles at the same time that the electrically isolated battery pack is being recharged by either an off-grid or direct-to-the-grid electrical delivery device.

The EV charging POD may include a device to monitor, record, store and transmit audio and video data collected by devices contained internally and mounted externally to the EV Charging POD.

The EV charging POD will be constructed in a manner that will enable the EV charging POD to be loaded and unloaded from a traditional flat-bed truck, trailer, or functionally equivalent device using a standard forklift, winch, or functionally equivalent device.

The EV charging POD will be constructed in a manner intended to ensure safe mechanical/electrical self-service operation, limit vandalism, limit the risk of unauthorized entry, and resist adverse effects associated with moisture, air, and thermal conditions.

While the preferred embodiment of the invention has been illustrated and described in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that all changes and modifications that come within the spirit of the invention are desired to be protected.