Electric vehicle charging apparatus

Abstract

EV charging apparatus is disclosed comprising: a central control unit; a plurality of separately housed, remote charging units, each having a charging socket; cable containment; and cabling connecting

Description

[0001] ELECTRIC VEHICLE CHARGING APPARATUS

[0002] Project Medusa: Smarter EV Charging for a Smarter Grid

[0003] Field of the Invention

[0004] This invention relates generally to electric vehicle (EV) charging apparatus, and to a central control unit and a remote charging unit for the same.

[0005] Some aspect and embodiments provide or relate to improvements in or relating to vehicle charging and / or discharging.

[0006] Some aspects and embodiments provide or relate generally to the installation of EV supply equipment for multiple vehicles at physically and / or electrically constrained locations.

[0007] Some aspects and embodiments provide or relate to technology designed to reduce the cost and simplify the installation of EV supply equipment for multiple vehicles particularly at physically and / or electrically constrained locations. to the Invention

[0008] Context: the electricity grid is changing:

[0009] • Centralised to decentralised

[0010] • Integration of renewables

[0011] • Digital is key to the transition

[0012] • Smart Grid technologies continue to develop

[0013] • End ‘prosumers’ will actively participate in the network

[0014] • Fragmentation / localisation

[0015] • Microgrids

[0016] • Energy Security

[0017] Challenges for the grid I DNOs:

[0018] • Available capacity is reducing

[0019] • Energy not being used in a smart way

[0020] • Little visibility of what is happening on the LV network

[0021] • Demand is outstripping supply and ability to deliver

[0022] • Old thinking needs to be reinvented

[0023] • Need to balance out demand and remove peaks

[0024] Fleet EV operational challenges:

[0025] • Every site is different

[0026] • Electrical infrastructure can be complicated

[0027] • We are at the frontier - new challenges are being found and addressed as the industry matures.

[0028] Challenges for electric vehicle fleets:

[0029] • High cost per installed charge point

[0030] • Disruptive civils works

[0031] • Need for rapid rollout at depots

[0032] • Long lead times for some equipment

[0033] • Charge points often with ‘closed’ back-end control systems

[0034] • Large cumulative EV loads cause problems for constrained building electrical supplies

[0035] • Expensive to upgrade electricity supply

[0036] • Often restrictions and limits on local grid capacity

[0037] Problems facing fleet operators and workplaces transitioning to electric vehicles:

[0038] Fleet operators and workplaces are now in the process of provisioning for the replacement of large numbers of Internal Combustion Engine (ICE) vehicles with EVs to meet with their carbon reduction commitments.

[0039] When considering the non-HGV side of fleet operations (e.g. cars and LCVs), the charging systems are normally provided by AC charge points in a range of capacities. The fleet operator ideally requires rapid rollout of new charging infrastructure; however, these individual charge points and posts have to be installed for every parking bay required for EV charging at a given depot. This results in a high cost per installed charging socket, long elapsed time from concept to implementation, disruptive civils works including trenching, backfilling and making good, installation of protective barriers and other street furniture, significant design and planning work and a commitment to the designed layout with no flexibility should reconfiguration be required in the future.

[0040] In addition, the large cumulative EV loads created by multiple charge points can cause problems for constrained building electrical supplies that were never designed for the significant additional load of EVs. The basic solution to this is to apply for a connection upgrade from the local Distribution Network Operator (DNO) however, depending on the condition of the local electrical network, this can require significant reinforcement works and addition of new switchgear which is both expensive and time consuming.

[0041] In the United Kingdom, the Office of Gas and Electricity Markets (OfGEM) Innovation Vision states that flexibility and smart energy are key components to the future of the electricity networks and that businesses should look for methods of introducing systems for peak load shifting, network load management and self-regulating grid edge technologies. With specific reference to EV charging, it requires models for mass deployment of EVs and EV charging to be introduced along with improvements in the use of data to accelerate integration of EVs into the energy system.

[0042] The current situation:

[0043] • Charge points installed per parking bay

[0044] • Trenching required

[0045] • Underground cabling

[0046] • Civils and re-instatement

[0047] • Expensive to install

[0048] • 4G SIM in each charge point for communications with high dropout rates

[0049] • Physical protection required

[0050] • Wasteful in materials

[0051] The present invention seeks to provide improvements in or relating to electric vehicle charging and / or discharging.

[0052] Summary of the Invention

[0053] An object of the present invention is to provide EV charging apparatus which can reduce the cost and / or simplify the complexity of installation.

[0054] The product aims revolutionise the installation of fleet EV charging infrastructure by reducing the time and cost of electric vehicle supply equipment (EVSE) installations. Fleet operators will be able to connect more EVs to constrained electricity grid connections without requiring costly and time-consuming electricity network upgrades.

[0055] The solution provided by some embodiments is a centralised, standardised, easily installed and modular EVSE unit, which will charge multiple EVs per unit via a single, smart controlled, central electrical and control enclosure, without the need to install multiple individual charging points and avoiding the associated groundworks and underground electrical cabling.

[0056] An aspect of the present invention provides apparatus to allow the charging of multiple electric vehicles in flexible locations from one control box comprising: a) A central control box containing all the electrical, protective, safety, monitoring, authorising, information processing and communications equipment to allow the electric vehicles to be charged. b) Connectors by which cables of varying length may be attached to the central box to transfer power and communications signals. c) Containment for the power and communications cables d) EV charging sockets (e.g. type 2) which provide the termination for the above cables in the required locations.

[0057] A further aspect provides a charging socket to allow connection of electric vehicles, remotely from the central control box, comprising: a) Type 2 charging socket with protective cover b) RGB LED to indicate the status of the charging socket and charging session c) RFID tag reader for RFID authorisation of charging session d) Payment card reader for authorisation of payment cards

[0058] A further aspect provides a system to automatically and dynamically allocate the electrical phase with the most available capacity to any single phase charging session to allow the optimal use of the available electrical infrastructure and to provide optimal phase balancing across the installation. A further aspect provides a system for allowing the charging of multiple electric vehicles, comprising: a) a central control module / unit containing electrical, protective, safety, monitoring, authorising, information processing and communications equipment to allow the electric vehicles to be charged; b) connectors by which cables of varying length may be attached to the central module to transfer power and communications signals; c) containment for the power and communications cables; and d) charging sockets which provide the termination for the above cables in required locations.

[0059] A further aspect provides apparatus to allow the charging of multiple electric vehicles in flexible locations from one control box comprising: e) A central control box containing all the electrical, protective, safety, monitoring, authorising, information processing and communications equipment to allow the electric vehicles to be charged f) Connectors by which cables of varying length may be attached to the central box to transfer power and communications signals g) Containment for the power and communications cables h) EV charging (e.g. type 2) sockets which provide the termination for the above cables in the required locations.

[0060] A further aspect provides a charging socket to allow connection of electric vehicles, remotely from the central control box, comprising: e) charging socket with optional protective cover f) RGB LED to indicate the status of the charging socket and charging session g) RFID tag reader for RFID authorisation of charging session h) Provision of a third party payment card reader for authorisation and processing of payment cards i) ANPR camera and processing to detect vehicle details for authentication

[0061] A further aspect provides a system to automatically and dynamically allocate the electrical phase with the most available capacity to any single-phase charging session to allow the optimal use of the available electrical infrastructure and to provide optimal phase balancing across the installation.

[0062] A further aspect provides a system for allowing the charging of multiple electric vehicles, comprising: e) a central control module containing electrical, protective, safety, monitoring, authorising, information processing and communications equipment to allow the electric vehicles to be charged; f) connectors by which cables of varying length may be attached to the central module to transfer power and communications signals; g) containment for the power and communications cables; and h) charging sockets which provide the termination for the above cables in required locations.

[0063] In accordance with a further aspect of the present invention, there is provided EV charging apparatus comprising: a central control unit; a plurality of separately housed, remote charging units, each having a charging socket; cable containment; and cabling connecting the central control unit to remote charging units via the cable containment.

[0064] As relating to the relationship between the central control unit and the remote charging unit, the remote unit is more than a plug or socket. For example, each remote charging unit may comprise means to receive information relating to a user’s identity and / or charging authorisation (e.g. via RFID) which can be streamed to the external central control unit (without storing the information locally at the remote charging unit). Also, each remote charging unit may comprise means (such as an ANPR camera) to identify a vehicle positioned to use that remote charging unit.

[0065] The central control unit may comprise a user interface including for receiving information relating to a user’s identity, charging authorisation and / or a vehicle registration from a user. Where this is the case, the central control unit could turn on charging for a given remote charging unit. It is also contemplated that each remote charging unit could receive information relating to a user’s identity, charging authorisation and / or a vehicle registration, with the central control unit being configured to turn on charging for a given remote charging unit upon receiving that information from that remote charging unit. The respective user interfaces of the central control unit and the remote charging units may have different capabilities to receive information relating to a user’s identity, charging authorisation and / or a vehicle registration (e.g., with the remote charging units being more limited).

[0066] In so far as physical installation of the apparatus is concerned, cable containment includes ground-based / groundmounted cable trunking with the apparatus further comprising respective upright supporting members attached to the ground-based cable trunking so as to position the remote charging units and their charging sockets above ground. Alternatively, the apparatus may comprise a corrugated vehicle barrier, such as an ARMCO barrier, with remote charging units attached to the barrier (e.g. so as to be at least partially recessed in a furrow of the barrier). Similarly, cabling could be recessed in a furrow of the barrier, i.e. the furrow providing cable containment. Cabling extending from the trunking to a remote charging unit could in part be either inside or attached to a supporting pillar of the vehicle barrier.

[0067] The primary above ground containment solution is part of the Medusa solution. This means containment, stanchions (uprights) are part of the product should an end-user purchase a ground-mounted unit as opposed to a wall-mounted unit.

[0068] A modular and / or field-adjustable containment system may also be provided.

[0069] In so far as the electric / electronic architecture of the apparatus is concerned, the central control unit may comprise a series of modular charging units, one for each remote charging unit, with each modular charging unit providing circuit necessary for the control of and supply of charge to a respective remote charging unit. For example, each modular charging unit could comprise metering circuity for measuring charge delivered to a respective remote charging unit and an isolation switch for preventing charge being delivered to a respective remote charging unit. Similarly, each modular charging unit could be configured to forward detected information relating to a user’s identity, charging authorisation and / or a vehicle registration to the same microprocessor of the central control unit.

[0070] Having a central control unit enables the available charge to be balanced amongst simultaneously demanding remote charging units (including at the level of balancing individual phases for single phase charging sessions).

[0071] Also provided in accordance with the present invention is, in isolation, a modular charging unit, a central control unit and a remote charging unit for such EV charging apparatus.

[0072] EV charging apparatus according to the present invention allows the charging of multiple electric vehicles in flexible locations from one control box where such a central control box contains all the electrical, protective, safety, monitoring, authorising, information processing and communications equipment to charge an EV. It does so in a centralised and standardised manner, can be easily installed and with a modular approach without the need to install multiple individual charging points and / or avoiding the associated groundworks and underground electrical cabling.

[0073] A further aspect provides EV charging apparatus comprising: a central control unit; a plurality of separately housed, remote charging units, each having a charging socket; cable containment; and cabling connecting the central control unit to remote charging units via the cable containment.

[0074] This defines the central control unit / remote charging unit relationship: the remote unit is more than a plug or socket (RFID, Camera, LED).

[0075] Each remote charging unit may comprise means to receive information relating to a user’s identity and / or charging authorisation, and to transmit that information to the central control unit.

[0076] Each remote charging unit may comprise an RFID reader.

[0077] The RFID reader may stream the charging information to the external central control unit without storing the information locally at the remote charging unit.

[0078] The RFID reader may present an RS485 interface for a communications processor of the external central control unit. Other serial protocols such as SPI, i2C may, for example, be used.

[0079] Each remote charging unit may comprise means to identify a vehicle positioned to use that remote charging unit.

[0080] Each remote charging unit may comprise an ANPR camera.

[0081] The central control unit may be configured to turn on charging for a given remote charging unit upon receiving information relating to a user’s identity, charging authorisation and / or a vehicle registration from that remote charging unit.

[0082] Each remote charging unit may have a light indictor to indicate its charging status.

[0083] The central control unit may include means to individually indicate the charging status of each remote charging socket. Each charging socket may, for example, be a type 2 charging socket.

[0084] Aspects and embodiments may be, or may be configured to be, use and / or be used with different types of socket and / or plug. A chargepoint may be configured to just one type or multiple types.

[0085] A charging plug may be provided for use in EV charging cables and will plug into any compatible chargepoint. It is the male side of the connection and so has pins not sleeves. A plug, pre-attached to suitably rated cable intended for permanent connection to an EVSE (chargepoint), may be provided.

[0086] An AC-based or a DC-based system may be provided.

[0087] Chargepoints may have charging cables pre-attached (e.g. no socket on the chargepoint side).

[0088] The central control unit may further comprise a user interface; and wherein the central control unit is configured to turn on charging for a given remote charging unit upon receiving information relating to a user’s identity, charging authorisation and / or a vehicle registration from the central control unit’s user interface.

[0089] This partly defines the central control unit / remote charging unit relationship of an embodiment: the difference in user interface functionality between the central control unit and the remote unit. The remote charging unit does not have a given functionality / only limited components and the opposite applies at the central control unit.

[0090] Each remote charging unit may comprise means to receive information relating to a user’s identity, charging authorisation and / or a vehicle registration, and wherein the central control unit is configured to turn on charging for a given remote charging unit upon receiving that information from that remote charging unit.

[0091] The respective user interface of the central control unit and the remote charging units may have different capabilities to receive information relating to a user’s identity, charging authorisation and / or a vehicle registration.

[0092] The user interface of the remote charging unit may be limited relative to that of the central control panel for at least one aspect of receiving information relating to a user’s identity, charging authorisation and / or a vehicle registration.

[0093] The central control unit may comprise an RFID reader and a keypad for charging authorisation whereas the remote charging units only comprise an RFID reader.

[0094] The central control unit may comprise a physical card reader whereas the remote charging units do not. Alternatively or additionally the system may be configured to enable payments from the socket location, using NFC / RFID technology for example. This may still mean the physical payment terminal hardware remains within the central power unit but reads the card remotely.

[0095] The central control unit may comprise a display whereas the remote charging units do not.

[0096] The central control unit may comprise cellular communications functionality whereas the remote charging units may not.

[0097] The cable containment may include ground-based and / or ground-mounted cable trunking, the apparatus further comprising respective upright supporting members attached to the ground-based cable trunking so as to position the remote charging units and their charging sockets above ground.

[0098] Apparatus may further comprise a corrugated vehicle barrier wherein at least one remote charging unit is attached to the barrier.

[0099] At least one remote charging unit is attached to a barrier so as to be at least partially recessed in a furrow of the barrier.

[0100] Apparatus may further comprise cabling which is connected to a remote charging unit and recessed in a furrow of the barrier whereby the furrow of the barrier provides cable containment.

[0101] Apparatus may further comprise cable trunking and cabling which extends from the trunking to a remote charging unit in part either inside or attached to a supporting pillar of the vehicle barrier.

[0102] Cable trunking may be mounted to the ground. The cable containment may include trunking which itself supports attached remote charging units above the ground.

[0103] Trunking may be supported above the ground by the central control unit and / or supporting members attached to the ground, and wherein the trunking supports attached remote charging units located between the central control unit and / or supporting members.

[0104] Cable containment may include wall-based trunking.

[0105] The central control unit may comprise a series of modular charging units, one for each remote charging unit, each modular charging unit providing circuit necessary for the control of and supply of charge to a respective remote charging unit.

[0106] Each modular charging unit may further comprise metering circuity for measuring charge delivered to a respective remote charging unit.

[0107] Each modular charging unit may further comprise an isolation switch for preventing charge delivered to a respective remote charging unit.

[0108] Each modular charging unit may be configured to forward detect information relating to a user’s identity, charging authorisation and / or a vehicle registration to the same microprocessor of the central control unit.

[0109] The central control unit may be configured to balance the available charge to simultaneously demanding remote charging units.

[0110] Charge balancing may be at the level of individual phases for single phase charging sessions.

[0111] A further aspect provides EV charging apparatus comprising: a central control unit; a plurality of separately housed, remote charging units, each having a charging socket; and cabling connecting the central control unit to remote charging units via the cable containment, wherein each remote charging unit comprises means to receive information relating to a user’s identity and / or charging authorisation, and to transmit that information to the central control unit.

[0112] The present invention also provides a central control unit of EV charging apparatus as described herein.

[0113] The present invention also provides a modular charging unit of a central control unit as described herein.

[0114] The present invention also provides a remote charging unit for EV charging apparatus as described herein.

[0115] The present invention also provides a facility (e.g. car park) provided with apparatus described herein.

[0116] A centralised AC charging system formed in accordance with the present invention may comprise one of more of the following features / benefits:

[0117] • Above ground installation

[0118] • Core equipment centralised

[0119] • Enables quicker rollout of charging sockets

[0120] • Less underground cabling

[0121] • Less trenching

[0122] • Less civils and re-instatement

[0123] • Flexibility on socket location

[0124] • Single point of comms

[0125] • Single electrical connection

[0126] • Cabling through ‘speed bumps’ or above-ground cable containment

[0127] • Sockets in containment, barrier (e.g. Armco) or pillars or proprietary modular sockets

[0128] • Simplified to save time, materials, labour & cost.

[0129] Example Central controller

[0130] The central controller unit may be a system integration of components for AC circuit protection and measurement together with in-house developed EV control protocol, switching and communications hardware.

[0131] The control box may comprise a main isolator, circuit breakers, contactors, EV control hardware, processor board for running local control software, metering, power monitoring, networking equipment, mobile communication (e.g. 4G / 5G router) or alternative internet connection for external communications. Also included in the control box may be an import limitation system to comply with the new G100 / 2 requirements from the Energy Networks Association (ENA) which dictates how demand equipment must behave if import limits are reached or power quality goes out of prescribed bounds. In this way the system can be confirmed to be Distribution Network Operator (DNO) compliant. This G100 system is provided by third party partners.

[0132] Via solid state power electronics, the system may allow automatic rotation of phases for complete optimisation and phase balancing of the available electrical supply.

[0133] Example Smart Socket

[0134] A charging socket, however located, will be electrically isolated from mains power until an EV is physically plugged in and charging. The socket may have a built in LED indicator to show charging status. An RFID reader can also be integrated into the charging socket to allow verification or authentication of charging if required. This module can also accept payment cards to enable a plug’n’charge operation. The data connection that will be provided to the charging socket means that possibilities exist for vehicle identification which have so far been absent from AC charging systems.

[0135] The smart socket may also contain a microprocessor to enable communications via RS485 (or other serial protocol such as SPI, i2C) to the central controller and also to control the Status LED, RFID reader and locking solenoid and also the possibility of a proximity sensor to align with OCPP 2.0.1. The addition of an ANPR camera and associated image processing system will allow the registration plate identification for the vehicle to be sent back to the central controller and CSMS software to allow for vehicle verification and identification for more intelligent charging sessions.

[0136] Example Physical Installation

[0137] A centralised electrical cabinet may contain all the equipment required to supply charging sockets in any number from two upwards, offering up to 22kW (for example) charging per socket. Electrical and data cabling is run to just a charging socket at the required parking location.

[0138] The cabling may be installed above ground using a ‘speed bump’ product that has the cables contained within, or by utilising an Armco style barrier or the like and cable containment behind, or by utilising a stanchion-mounted modular cable containment as part of a ground-mounted product offering.

[0139] The charging post may be made from recycled plastic and can be located anywhere the fleet operator requires. In the barrier installation the socket can be mounted anywhere along the length of the barrier. For internal and / or external installations, the system can be installed using modular trunking and the charging sockets can be placed where required.

[0140] The charging socket, however located, will be electrically isolated from mains power until an EV is physically plugged in and charging. The socket may have a built in LED indicator to show charging status. An RFID reader can also be integrated into the charging socket to allow verification of charging if required. This module could also accept payment cards to enable a plug’n’charge operation.

[0141] A recycled plastic charging post can sustain accidental contact with vehicles and is easily replaced if damaged. The fact that a data connection is provided to the charging socket means that possibilities exist for vehicle identification which have so far been absent from AC charging systems.

[0142] In this way core equipment is centralised and underground cabling, trenching, civils and re-instatement is minimised. This and the removal of the need for individual charging units means there is a reduction in overall materials required. The system enables quicker rollout of charging sockets, flexibility on socket location and also uses a single point of communications and a single electrical connection from the building. The system can also be reconfigured or reused in a different location if required in the future.

[0143] Local and remote-control software

[0144] The control software may automatically and dynamically balance the power delivered to the EVs against the available grid capacity of the building through a combined Load Balancing and Import Limitation System. This is handled by understanding the maximum capacity available, dynamically monitoring the current building load and automatically and intelligently adjusting the supply to each of the charging sockets based on the remaining capacity.

[0145] The charging management system may include energy management algorithms that can be linked to building energy monitoring systems where dynamic load balancing is required. With this system, fleet operators can programme charging to take place at times of lower electricity tariffs. The system can be used to provide demand side response / reduction services to the local network operator, to reduce load on the grid at certain times of the day or in response to a DNO generated Active Network Management signal. This can generate savings and potential revenue for the fleet operator and saves reinforcement investment costs for the DNO. Demand Side Response is now starting to happen, e.g. Octopus and National Grid trials to pay consumers not to use power during certain times.

[0146] The system may also have the ability to provide power quality data from the installation, including Voltage, Current, Energy, Power (apparent & reactive), Frequency, THD, TDD and Harmonics which can all be collected from the internal metering. This gives visibility on the state of local LV network which also may be of particular interest to the local DNO.

[0147] The system is able to easily integrate and manage renewable energy generation and battery storage systems to complement the charging load requirements of the EVs.

[0148] The Charge Station Management System (CSMS) has the ability to remotely monitor and control the individual charging sockets via Open Charge Point Protocol (OCPP). A comprehensive web-based dashboard and user interface which also includes error reporting and alerting allows the performance of the system to be monitored. Integrated carbon reporting can show the mix of the electricity used for charging the vehicles.

[0149] Certification and Standards

[0150] The system conforms to the following standards:

[0151] IEC 61851 series which sets out the definition and requirements for EV Supply Equipment and its communication with the vehicle

[0152] ISO 15118

[0153] BS7671 Wiring Regulations

[0154] Smart Charging Regulations

[0155] OCPP 1.5s, 1.6s, 1.6j (2.0.1 beta testing)

[0156] Systems formed in accordance with the present invention may comprise one or more of the following:

[0157] • Load monitoring

[0158] • Load balancing

[0159] • Local control

[0160] • PEN Fault detection technology

[0161] • Modular

[0162] A vision for flexibility:

[0163] • Local load balancing

[0164] • Individual providers

[0165] • Grid becoming localised

[0166] Payment gateway:

[0167] • Payment via apps is frustrating

[0168] • Allow contactless payments

[0169] • Flexible time of use payments

[0170] • Simplify the experience

[0171] Vehicle database:

[0172] • Each vehicle charges in a different way

[0173] • Build a database of vehicle parameters and variables

[0174] Vehicle recognition:

[0175] • Each make of vehicle behaves in a different way

[0176] • Single phase vs 3 phase

[0177] • Some single phase charge L1 - L2

[0178] • Maximum charge that can be delivered

[0179] • Minimum set point for vehicle to charge

[0180] • Charging profile

[0181] • Causes a phase balancing issue

[0182] Vehicle telematics:

[0183] • Receive telemetry and accurate vehicle data

[0184] • OBDII standard • Can communicate locally via Bluetooth to Medusa box

[0185] • Receive SoC and other vehicle data

[0186] • Telemetry

[0187] • Accurately logs all transactions

[0188] ANPR - vehicle recognition:

[0189] • To confirm which vehicle is parked in which bay

[0190] • ANPR camera built into barrier or post

[0191] • Recognises vehicle

[0192] • Configures charging profile

[0193] • Assigns charging session

[0194] • More accurate billing

[0195] • Transaction logs

[0196] LoRaWAN Gateway:

[0197] • Built-in LoRaWAN gateway

[0198] • Receive / transmit from o Parking space sensors o Environmental sensors o Building load monitoring o Other monitoring

[0199] Othertechnology: o Comms with vehicle o Chargepoint control o European code and integration o Provides web based back end o OCPP integration and control with platform

[0200] • OBDEVSE o Telematics

[0201] Phase balancing and phase rotation:

[0202] • Phase balancing is a big problem for the DNO

[0203] • Overloading on one phase can cause fuses to trip

[0204] • Provide software and hardware solution to phase balancing

[0205] DNO network data:

[0206] • DNO has little visibility of LV network

[0207] • Provide power quality data to DNO

[0208] • Chargepoints will be connected to main building incomer providing valuable data

[0209] • Voltage, Current, Freq, THD, TDD, Harmonics etc

[0210] • PEN fault alarms

[0211] • Alerts when Power Quality is out of bounds

[0212] Load monitoring:

[0213] • Need to monitor building load and power to enable load balancing

[0214] • Many proprietary options

[0215] • Also open source options

[0216] • Data valuable to customer

[0217] • And PQ data valuable to DNO

[0218] Constrained supplies:

[0219] • Use Dynamic Load Management to ensure site capacity is never exceeded by shifting and balancing EV load

[0220] • Avoids the need for electricity upgrades

[0221] • Allows for peak shifting and participation in flexibility market

[0222] • Allows easy integration of renewables

[0223] • Can pair with storage for even greater grid independence

[0224] • Is the grid preferred option (Smart Grid)

[0225] • Can be revenue generating

[0226] • Requires charge point management software and building load monitoring hardware

[0227] Charge Point Management System:

[0228] • Manages all aspects of system

[0229] • Remote maintenance • Load management algorithms

[0230] • Smart charging management

[0231] • Allows load shifting

[0232] • Functionality available already

[0233] Storage:

[0234] • Connect storage and generation

[0235] • Energy flows managed by the central system

[0236] • Optimise use of available energy

[0237] • Supplements site ASC

[0238] • Can be charged up during the day and used for EV at night

[0239] • Responds to DNO requests

[0240] DNO services:

[0241] • Active Network Management

[0242] • Demand Side Response

[0243] • Network performance data

[0244] • G100 import limitation

[0245] • Phase balancing

[0246] • Phase rotation

[0247] DNO Signal integration:

[0248] • Active Network Management & Demand Side Response (DSR)

[0249] • Turn up / turn down

[0250] • Flexibility trading

[0251] • Create universal DNO signal interface

[0252] • OpenFMB - new open standard for Smart Grid

[0253] • EEBUS - new open standard for energy management

[0254] G100 import limitation (new G100 / 2 standard):

[0255] • Provide hard-wired fail-safe import limitation

[0256] • Ensure site ASC never exceeded

[0257] • Needs to be DNO / G100 compliant

[0258] • New standard as per export limitation

[0259] • Provides progressive levels of shutdown

[0260] • Final failsafe shutdown

[0261] • Prevents DNO fuse blowing / overload on network

[0262] • Guaranteed demand management

[0263] Further embodiments may comprise or relate to one or more of the following:

[0264] Vehicle recognition and database of vehicle type and characteristics - some vehicles won't accept low set point, mono vs tri phase on board charger etc so that charging can be optimised for the actual connected vehicle.

[0265] Voltage and electricity network information

[0266] Different hierarchies for different levels of load management in complex electrical setups

[0267] DC charging

[0268] Vehicle-to-grid (V2G)

[0269] ISO15118 readiness

[0270] Telematics integration

[0271] Some aspects and embodiments are AC-based.

[0272] Some aspects and embodiments can be configured for vehicle-to-grid discharging as well as charging.

[0273] Some aspects and embodiments rely on a handshake process between a node and a vehicle.

[0274] In some aspects and embodiments lighting is provided on or by containment. In an example, containment lighting could indicate available charging bays and / or be used to direct vehicles to a particular bay. Some aspects and embodiments of the present invention provide or relate to improvements in or relating to electric vehicle charging and / or discharging.

[0275] Switching unit for multiplying available sockets

[0276] Aspects and embodiments of the present invention may provide or relate generally to the installation of EV supply equipment for multiple vehicles at locations which have large numbers of parking spaces.

[0277] Embodiments may aim to revolutionise the installation of mass EV charging infrastructure by reducing the time and cost of electric vehicle supply equipment (EVSE) installations and allowing the deployment of a charging socket at every parking bay. Operators will be able to connect more EVs to constrained electricity grid connections without requiring costly and time-consuming electricity network upgrades.

[0278] Some embodiments of the solution may be a centralised, standardised, easily installed and modular EVSE unit, which will charge multiple EVs per unit via a single, smart controlled, central electrical and control enclosure, without the need to install multiple individual charging points and avoiding the associated groundworks and underground electrical cabling.

[0279] Some embodiments of the solution will allow a parking garage or similar to be ‘flood cabled’, using the same principle as data networking. A smart socket may be installed at each and every parking bay in a large car park and then each socket is cabled back to a smart switching box. Power and communication signals are then switched to EVs that have plugged in as required. The “multiplexer” box may connect to other multi-way products to multiply the number of sockets available. Not all sockets can or need to be in use at the same time and so in some embodiments a controller balances, prioritises and switches the charging to the appropriate sockets. This can be integrated with a car park booking system (e.g. airports) for prioritisation of charging based on departure time.

[0280] A typical schematic of a switching matrix used to switch any possible input to any possible output is shown in Figure 18.

[0281] Example Physical Installation

[0282] A centralised electrical cabinet contains all the equipment required to supply 48 charging sockets, offering up to 11 kW charging per socket. Electrical and data cabling is then run to 100 smart sockets at each parking bay. The cabling may be installed by using a wall or stanchion mounted containment system and the socket can be mounted anywhere along the length of the containment. In alternative embodiments the cabling may be installed along the ground using a ‘speed bump’ product that has the cables contained within, by utilising an Armco style barrier and cable containment behind, or by using a wall mounted containment system. The charging post may be made from recycled plastic and can be located anywhere the fleet operator requires. In the barrier installation the socket can be mounted anywhere along the length of the barrier. For internal installations, the system can be installed using modular trunking and the charging sockets can be placed where required.

[0283] The charging socket, however located, will be electrically isolated from mains power until an EV is physically plugged in and charging. The socket will only be made live by the switching unit depending on the prioritisation algorithm that is present within the central controller.

[0284] The socket has a built in LED indicator to show charging status. An RFID reader can also be integrated into the charging socket to allow verification of charging if required. A data connection is also provided to the charging socket and so the incorporation of an ANPR camera into the smart socket will allow for vehicle identification which has so far been absent from AC charging systems. The vehicle identification will allow scheduling and prioritisation of charging.

[0285] In this way core equipment is centralised and underground cabling, trenching, civils and re-instatement is minimised. In addition a whole car park can be enabled with charging sockets without the need for a supply to each and every one. As EV charging requirements grow, additional power boxes can be added to the system to charge more vehicles at once (dependent on local supply). This and the removal of the need for individual charging units means there is a reduction in overall materials required. The system enables quicker rollout of charging sockets, flexibility on socket location and also uses a single point of communications and a single electrical connection from the building. The system can also be reconfigured or reused in a different location if required in the future.

[0286] Example Smart switch

[0287] The central controller is a system integration of components and power electronics along with intelligent control software. The control box may comprise inputs and outputs, solid-state switches, switching control hardware, processor board for running local control software and communications equipment.

[0288] Example Control software

[0289] The control software automatically and dynamically balances the power delivered to the EVs against the available grid capacity of the building through a combined Load Balancing and Import Limitation System. This is handled by understanding the maximum capacity available, dynamically monitoring the current building load and automatically and intelligently adjusting the supply to each of the charging sockets based on the remaining capacity.

[0290] The charging management system includes energy algorithms that run locally on the central controller linked to building energy monitoring systems which need to be installed as part of the overall system installation.

[0291] The control software also recognises which sockets currently have an EV plugged in and will also recognise the associated vehicle identification via the built in ANPR camera. It then prioritises and switches power and vehicle communications to and from the various connected sockets based on schedule, priority status, departure time by communicating with the central switching module.

[0292] With this system, fleet operators can programme charging to take place at times of lower electricity tariffs. The system can be used to provide demand side response / reduction services to the local network operator, to reduce load on the grid at certain times of the day or in response to a DNO generated Active Network Management signal. This can generate savings and potential revenue for the fleet operator and saves reinforcement investment costs for the DNO.

[0293] The system is able to easily integrate and manage renewable energy generation and battery storage systems to complement the charging load requirements of the EVs.

[0294] The Charging Station Management System (CSMS) has the ability to remotely monitor and control the individual charging sockets via a comprehensive web-based dashboard and user interface which also includes error reporting and alerting. Integrated carbon reporting can show the mix of the electricity used for charging the vehicles.

[0295] Display Screen

[0296] The central control unit may also incorporate a display screen for either information or advertising purposes. These may be large displays for public environments or smaller screens for depot environments. These could be configured in a range of different styles.

[0297] The central control unit may be formed as a kiosk with display advertising on the rear and control features in the kiosk.

[0298] Some embodiments are formed as a large display board and control surfaces for larger car park installations to include location facilities.

[0299] Resilient charging post

[0300] In cases of ground mounted charging systems the upright posts may be made more resilient to damage by incorporating a spring mechanism into the base of the charging post. This will allow the charging post to spring back if there happens to be accidental contact with a vehicle thus reducing the need to for maintenance, repair and replacement.

[0301] Individual Socket Box

[0302] A socket assembly may be installed without containment if required, the socket box comprising the socket assembly and two modular end units from the containment system to create the socket box. The power and communications cabling may be run surface mounted to the socket box.

[0303] Further aspects and embodiments are listed in the following numbered paragraphs.

[0304] 1. EV charging apparatus comprising: a central control unit; a plurality of separately housed, remote charging nodes, each having a charging connector; cable containment; and cabling connecting the central control unit to remote charging units via the cable containment.

[0305] 2. Apparatus according to paragraph 1 wherein each remote charging node comprises means to receive information relating to a user’s identity and / or charging authorisation, and to transmit that information to the central control unit. 3. Apparatus according to paragraph 1 or paragraph 2 wherein each remote charging node comprises one or more of: an RFID reader; vehicle identification means; ANPR; payment means.

[0306] 4. Apparatus according to paragraph 3 wherein the RFID reader streams the charging information to the external central control unit without storing the information locally at the remote charging unit.

[0307] 5. A remote charging unit according to paragraph 3 or paragraph 4 wherein the RFID reader presents an RS485 or other interface for a communications processor of the external central control unit. In other embodiments, for example, a ANPR picture could be send to the central control box and / or over ethernet; or TCPIP connection may be provided.

[0308] 6. Apparatus according to any preceding paragraph wherein each remote charging node comprises means to identify a vehicle positioned to use that remote charging unit.

[0309] 7. Apparatus according to paragraph 6 wherein each remote charging node comprises an ANPR camera.

[0310] 8. Apparatus according to any of paragraphs 2 to 7 wherein the central control unit is configured to turn on charging for a given remote charging node upon receiving information relating to a user’s identity, charging authorisation and / or a vehicle registration from that remote charging node. In some embodiments the charge will not turn on until the vehicle has performed a successful handshake with the central control unit.

[0311] 9. Apparatus according to any preceding paragraph wherein each remote charging node has an indicator to indicate charging status, such as a light indictor.

[0312] 10. Apparatus according to any preceding paragraph wherein the central control unit includes means to individually indicate the charging status of each charging connector.

[0313] 11. Apparatus according to any preceding paragraph wherein each charging connector is: a socket (type 1 or type 2, for example); a cable and plug; a tethered connector. In some embodiments a node has only a single type of connector.

[0314] 12. Apparatus according to any preceding paragraph wherein the central control unit further comprises a user interface; and wherein the central control unit is configured to turn on charging for a given remote charging unit upon receiving information relating to a user’s identity, charging authorisation and / or a vehicle registration from the central control unit’s user interface.

[0315] 13. Apparatus according to paragraph 12 wherein each remote charging node comprises means to receive information relating to a user’s identity, charging authorisation and / or a vehicle registration, and wherein the central control unit is configured to turn on charging for a given remote charging node upon receiving that information from that remote charging node.

[0316] 14. Apparatus according to paragraph 13 wherein the respective user interface of the central control unit and the remote charging nodes have different capabilities to receive information relating to a user’s identity, charging authorisation and / or a vehicle registration.

[0317] 15. Apparatus according to paragraph 13 wherein user interface of the remote charging nodes is limited relative to that of the central control panel for at least one aspect of receiving information relating to a user’s identity, charging authorisation and / or a vehicle registration.

[0318] 16. Apparatus according to paragraph 15 wherein the central control unit comprises an RFID reader and a keypad and / or screen interface for charging authorisation whereas the remote charging nodes only comprise an RFID reader.

[0319] 17. Apparatus according to paragraph 15 wherein the central control unit comprises a physical card reader whereas the remote charging nodes do not.

[0320] 18. Apparatus according to paragraph 15 wherein the central control unit comprises a display whereas the remote charging nodes do not.

[0321] 19. Apparatus according to paragraph 15 wherein the central control unit comprises cellular communications functionality whereas the remote charging nodes do not.

[0322] 20. Apparatus according to paragraph 1 wherein the cable containment includes ground mounted cable trunking, the apparatus further comprising respective upright supporting members attached to the ground mounted cable trunking so as to position the remote charging nodes and their charging sockets above ground.

[0323] 21 Apparatus according to paragraph 1 further comprising a corrugated vehicle barrier wherein at least one remote charging unit is attached to the barrier.

[0324] 22. Apparatus according to paragraph 21 wherein at least one remote charging node is attached to the barrier so as to be at least partially recessed in a furrow of the barrier.

[0325] 23. Apparatus according to paragraph 21 or paragraph 22 further comprising cabling which is connected to a remote charging node and recessed in a furrow of the barrier whereby the furrow of the barrier provides cable containment.

[0326] 24. Apparatus according to paragraph 21 or paragraph 22 further comprising cable trunking and cabling which extends from the trunking to a remote charging node in part either inside or attached to a supporting pillar of the vehicle barrier.

[0327] 25. Apparatus according to paragraph 24 wherein the cable trunking is mounted to the ground.

[0328] 26. Apparatus according to paragraph 1 wherein the cable containment includes trunking which itself supports attached remote charging nodes above the ground.

[0329] 27. Apparatus according to paragraph 28 wherein the trunking is supported above the ground by the central control unit and / or supporting members attached to the ground, and wherein the trunking supports attached remote charging nodes located between the central control unit and / or supporting members. 28. Apparatus according to paragraph 1 wherein the cable containment includes wall based trunking.

[0330] 29. Apparatus according to paragraph 1 wherein the central control unit comprises a series of modular charging units, one for each remote charging node, each modular charging unit providing circuit necessary for the control of and supply of charge to a respective remote charging node.

[0331] 30. Apparatus according to paragraph 29 wherein each modular charging unit further comprising metering circuity for measuring charge delivered to a respective remote charging node.

[0332] 31. Apparatus according to paragraph 29 wherein each modular charging unit further comprising an isolation switch for preventing charge delivered to a respective remote charging node.

[0333] 32. Apparatus according to paragraph 29 wherein each modular charging unit is configured to forward detected information relating to a user’s identity, charging authorisation and / or a vehicle registration to the same microprocessor of the central control unit.

[0334] 33. Apparatus according to any preceding paragraph wherein the central control unit is configured to balance the available charge to simultaneously demanding remote charging nodes.

[0335] 34. Apparatus according to paragraph 33 wherein the charge balancing is at the level of individual phases for single phase charging sessions.

[0336] 35. EV charging apparatus comprising: a central control unit; a plurality of separately housed, remote charging nodes, each having a charging socket; and cabling connecting the central control unit to remote charging units via the cable containment, wherein each remote charging node comprises means to receive information relating to a user’s identity and / or charging authorisation, and to transmit that information to the central control unit.

[0337] 35. A central control unit of EV charging apparatus according to any of the preceding paragraphs.

[0338] 36. A modular charging unit of the central control unit of paragraph 35.

[0339] 37. A remote charging node for EV charging apparatus according to any of paragraphs 1 to 34.

[0340] 38. An apparatus to allow the charging of multiple electric vehicles from one control box and switching box combination comprising: i) A central control box containing equipment to allow the electric vehicles to be charged; j) A switch to divert power and communications to one or more required charging sockets; k) Connectors by which charging cables can be attached to the switching box to transfer power and communications signals; and l) Vehicle connectors which provide the termination for the above cables in required locations.

[0341] 39. A charging socket to allow connection of electric vehicles, remotely from a central control box, comprising one or more of: j) Type 2 charging socket with protective cover; k) RGB LED to indicate the status of the charging socket and charging session; l) RFID tag reader for RFID authorisation of charging session; m) Payment card reader for authorisation of payment cards; and n) ANPR camera for recognition of vehicle registration plate for identification.

[0342] 40. A system to automatically and dynamically allocate electrical power to a required charging socket based on vehicle identification and / or prioritisation algorithms.

[0343] 41 . A system for allowing the charging of multiple electric vehicles, comprising: i) a central control module containing electrical, protective, safety, monitoring, authorising, information processing and communications equipment to allow the electric vehicles to be charged; j) an intelligent switch to divert power and communications to the required charging socket; k) connectors by which cables of varying length may be attached to the switching module to transfer power and communications signals; l) containment for the power and communications cables; and m) charging sockets which provide the termination for the above cables in required locations.

[0344] 42. An apparatus to allow the charging of multiple electric vehicles in any location in a car park from one control box and switching box combination comprising: a) A central control box containing all the electrical, protective, safety, monitoring, authorising, information processing and communications equipment to allow the electric vehicles to be charged. b) An intelligent switch to divert power and communications to the required charging socket. c) Connectors by which cables of varying length may be attached to the switching box to transfer power and communications signals. d) Containment for the power and communications cables. e) EV charging type 2 sockets which provide the termination for the above cables in the required locations.

[0345] 43. A charging socket to allow connection of electric vehicles, remotely from the central control box, comprising: a) Type 2 charging socket with protective cover b) RGB LED to indicate the status of the charging socket and charging session c) RFID tag reader for RFID authorisation of charging session d) Payment card reader for authorisation of payment cards e) ANPR camera for recognition of vehicle registration plate for identification. 44. A system to automatically and dynamically allocate the electrical power to the required charging socket based on vehicle identification and prioritisation algorithms.

[0346] 45. A system for allowing the charging of multiple electric vehicles, comprising: a) a central control module containing electrical, protective, safety, monitoring, authorising, information processing and communications equipment to allow the electric vehicles to be charged; b) An intelligent switch to divert power and communications to the required charging socket c) connectors by which cables of varying length may be attached to the switching module to transfer power and communications signals; d) containment for the power and communications cables; and e) charging sockets which provide the termination for the above cables in required locations.

[0347] 46. An apparatus to allow the charging of multiple electric vehicles from one control box and switching box combination comprising: m) A central control box containing equipment to allow the electric vehicles to be charged; n) A switch to divert power and communications to one or more required charging sockets; o) Connectors by which charging cables can be attached to the switching box to transfer power and communications signals; and p) Vehicle connectors which provide the termination for the above cables in required locations.

[0348] 47. A charging socket to allow connection of electric vehicles, remotely from a central control box, comprising one or more of: o) charging socket with protective cover; p) RGB LED to indicate the status of the charging socket and charging session; q) RFID tag reader for RFID authorisation of charging session; r) Payment card reader for authorisation of payment cards; and s) ANPR camera for recognition of vehicle registration plate for identification.

[0349] 48. A system to automatically and dynamically allocate electrical power to a required charging socket based on vehicle identification and / or prioritisation algorithms.

[0350] 49. A system for allowing the charging of multiple electric vehicles, comprising: n) a central control module containing electrical, protective, safety, monitoring, authorising, information processing and communications equipment to allow the electric vehicles to be charged; o) an intelligent switch to divert power and communications to the required charging socket; p) connectors by which cables of varying length may be attached to the switching module to transfer power and communications signals; q) containment for the power and communications cables; and r) charging sockets which provide the termination for the above cables in required locations.

[0351] 50. An apparatus to allow the charging of multiple electric vehicles in any location in a car park from one control box and switching box combination comprising: f) A central control box containing all the electrical, protective, safety, monitoring, authorising, information processing and communications equipment to allow the electric vehicles to be charged. g) An intelligent switch to divert power and communications to the required charging socket. h) Connectors by which cables of varying length may be attached to the switching box to transfer power and communications signals. i) Containment for the power and communications cables. j) EV charging type 2 sockets which provide the termination for the above cables in the required locations.

[0352] 51. A charging socket to allow connection of electric vehicles, remotely from the central control box, comprising: f) Type 2 charging socket with protective cover g) RGB LED to indicate the status of the charging socket and charging session h) RFID tag reader for RFID authorisation of charging session i) Payment card reader for authorisation of payment cards j) ANPR camera for recognition of vehicle registration plate for identification.

[0353] 52. A system to automatically and dynamically allocate the electrical power to the required charging socket based on vehicle identification and prioritisation algorithms.

[0354] 53. A system for allowing the charging of multiple electric vehicles, comprising: f) a central control module containing electrical, protective, safety, monitoring, authorising, information processing and communications equipment to allow the electric vehicles to be charged; g) An intelligent switch to divert power and communications to the required charging socket h) connectors by which cables of varying length may be attached to the switching module to transfer power and communications signals; i) containment for the power and communications cables; and j) charging sockets which provide the termination for the above cables in required locations.

[0355] Different aspects and embodiments of the invention may be used separately or together.

[0356] Further particular and preferred aspects of the present invention are set out in the accompanying independent and dependent claims. Features of the dependent claims may be combined with the features of the independent claims as appropriate, and in combination other than those explicitly set out in the claims. Each aspect can be carried out independently of the other aspects or in combination with one or more of the other aspects.

[0357] Brief Description of the Drawings

[0358] The present invention will now be more particularly described, by way of example, with reference to the accompanying drawings

[0359] Example embodiments are described below in sufficient detail to enable those of ordinary skill in the art to embody and implement the systems and processes herein described. It is important to understand that embodiments can be provided in many alternate forms and should not be construed as limited to the examples set forth herein

[0360] Accordingly, while embodiments can be modified in various ways and take on various alternative forms, specific embodiments thereof are shown in the drawings and described in detail below as examples. There is no intent to limit to the particular forms disclosed On the contrary, all modifications, equivalents, and alternatives falling within the scope of the appended claims should be included. Elements of the example embodiments are consistently denoted by the same reference numerals throughout the drawings and detailed description where appropriate.

[0361] The terminology used herein to describe embodiments is not intended to limit the scope. The articles “a,” “an,” and “the" are singular in that they have a single referent, however the use of the singular form in the present document should not preclude the presence of more than one referent. In other words, elements referred to in the singular can number one or more, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises,” “comprising,” “includes,” and / or “including,” when used herein, specify the presence of stated features, items, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, items, steps, operations, elements, components, and / or groups thereof.

[0362] Unless otherwise defined, all terms (including technical and scientific terms) used herein are to be interpreted as is customary in the art. It will be further understood that terms in common usage should also be interpreted as is customary in the relevant art and not in an idealized or overly formal sense unless expressly so defined herein.

[0363] Brief Description of the Drawings

[0364] The present invention will now be described by way of example only with reference to the accompanying figures in which:

[0365] Figures 1 A, 1 B, 2A, 2B, 3A and 3B illustrate EV charging apparatus according to the present invention;

[0366] Figure 4 illustrates a charging socket suitable for use with the apparatus of figures 1 to 3;

[0367] Figures 5Ato 5C illustrate a further EV charging apparatus according to the present invention;

[0368] Figure 6 is a schematic diagram of a remote charging unit for such EV charging apparatus;

[0369] Figure 7 is a schematic diagram of a central control unit for such EV charging apparatus;

[0370] Figure 8 is a schematic diagram of a modular charging unit of the central control unit of fig. 7;

[0371] Figure 9A illustrates a central control unit formed according to an embodiment of the present invention;

[0372] Figure 9B is a derivative of a digital photo of a prototype central control unit illustrating the modular nature of charging unit circuitry;

[0373] Figure 10 is a schematic of an example control system;

[0374] Figure 11 is a general system schematic;

[0375] Figures 12 and 13 illustrate EV charging apparatus formed according to further embodiments; and Figures 14 and 15 illustrate a footer system formed in accordance with the present invention.

[0376] Detailed Description

[0377] Figures 1 to 3 illustrate different configurations of EV charging apparatus according to the present invention Each has a control unit 10, 20, 30 in the form of a cabinet which is connected to a respective series of separately housed remote charging nodes 11 , 21 , 31 , each having a charging connector (such as a socket), by various configurations of cabling and cable containment. Each remote charging node 11 , 21 , 31 comprises an RFID reader 34 (not shown in figs. 1 and 2) to receive information relating to a user’s identity and charging account. This could be from a dedicated RFID enabled identity or account card, or from a RFID enables telephone running an appropriate application Each remote charging unit is configured to present an RS485 interface (or other serial protocols such as SPI, I2C) to a communications processor of the central control unit for the purposes of streaming such information to the central control unit. The central control units 10, 20, 30 are configured to turn on charging for a given remote charging node upon receiving information satisfactory identity information and / or charging authorisation.

[0378] 16

[0379] RECTIFIED SHEET (RULE 91) ISA / EP Such a centralised control unit cabinet would contain all the equipment required to supply the remote charging nodes, for example, up to 22kW charging per remote charging node. Also, necessary electrical and data cabling can be surface mounted above ground. For example, in figure 1 , the EV charging apparatus is integrated with a corrugated vehicle barrier 12, often known as an ARMCO barriers, with remote charging units attached to the barrier so as to be at least partially recessed in a furrow of the barrier. In such arrangement, the furrow provides at least part of the cable containment. Alternatively or in addition, and as shown in figure 1 , ground based cable trunking is provided with cabling (not shown) extending from the trunking to the remote charging units inside (or attached to) supporting pillars 13 of the vehicle barrier.

[0380] In figure 2, an alternative is shown also employing ground-based cable trunking 22, but instead of a vehicle barrier, individual upright supports 23 are employed so as to position the remote charging nodes 21 and their charging connectors at a convenient height above ground.

[0381] In figure 3, a further alternative is shown where cable containment is provided by cable trunking 32 supported above the ground by the central control unit 30 and / or supporting members attached to the ground (not shown) which itself supports attached remote charging nodes 33 (including between central control unit and / or supporting members). This example relates to wall-mounted containment for a use case such as an underground or multistorey car park.

[0382] Ground mounted apparatus (e.g. utilising a rooted, bolt-down or ballasted barrier system with cable containment behind) can be modular and so the remote charging unit can be located as required. For example, in the barrier installation, the socket can be mounted anywhere along the length of the barrier. For internal installations, the solution can be installed using a similar modular containment system and the charging sockets can be placed where required. Equally the cabling to the sockets can be completed without containment where the environment allows. In this way, underground cabling, trenching, civils and re-instatement is minimised. This and the removal of the need for individual central control units means there is a reduction in overall materials and therefore cost of installation. Moreover, installation can be quicker with greater flexibility of socket location. Also, the central control unit in requiring only a single point of communications and a single electrical connection further simplifies installation.

[0383] Figure 4 illustrates the charging socket housed by remote charging units of the type described above 11 , 21, 31. There is a receptacle for a charging plug 50, a protective container 51 for circuitry (such as an RFID reader and an RS485 interfacing integrated circuit (IC) for providing receive information relating to a user’s identity and charging account to the central control unit as described in more detail below). High capacity terminal 52 receives EV charge from the central control unit. Also, LEDs are provided to indicate the charging status 53 and 54.

[0384] Figure 4: charging socket.

[0385] • With RGB LED

[0386] • Remote from central box

[0387] • Status indicated by LED

[0388] • Various mounting options

[0389] • Can be easily replaced

[0390] • No mains when not connected

[0391] • Could include RFID

[0392] Figures 5A to 5C illustrate a further installation configuration of EV charging apparatus according to the present invention employing wall-based trunking with a back portion 41 attached to a wall (not shown) and supporting remote charging units 43 and cabling 42, and top portions 44, 45 completing the cable containment.

[0393] Figure 5: internal car park EV installation with central supply using sockets mounted in modular trunking.

[0394] • For internal depot

[0395] • Or car park area

[0396] • Socket is a modular accessory

[0397] • Can be placed anywhere

[0398] • Easy to install

[0399] • Easy to reconfigure

[0400] • Additional accessories possible

[0401] In this embodiment a metal back plate may be provided, together with cable separators. An extruded plastic front may be provided. A socket module may, for example be provided. In this embodiment the trunking can be cut to length.

[0402] Figure 6 is a schematic diagram of a remote charging unit for such EV charging apparatus. As mentioned above, a remote charging unit according to the present invention is more than a type 2 plug. However, it has a much simplified user interface as compared to the central control unit consisting of a type 2 plug feed by charge supply 61 , an RFID reader which presents an RS485 stream 63 including user supplied identity and / or charging authorisation information from the remote charging unit to the central control unit, and LED indicators indicating the status of the a remote charging unit based on signalling 62 from the central control unit. Green is contemplated for charging, red for not charging, and, reflecting the traffic light paradigm which the EV user will be familiar with, orange for awaiting charging confirmation from the central control unit having presented the necessary user’s identity and charging account information to the RFID reader. A payment reader 64 and / or ANPR camera 65 may be provided.

[0403] The charging socket, however located, will be electrically isolated from mains power until an EV is physically plugged in and charging. In this respect, a proximity sensor could be included in the remote charging unit and its output reported to the central charging unit to comply with OCPP 2.0.1. Similarly the addition of an ANPR camera and associated image processing would allow the remote charging unit to report a vehicle registration plate to the central charging unit. If a locking solenoid were provided to remote charging unit, this could also be controlled by the central control unit. In some embodiments this module can also accept payment cards to enable a plug’n’charge operation. The data connection that will be provided to the charging socket means that possibilities exist for vehicle identification which have so far been absent from AC charging systems. A payment card reader may be provided.

[0404] Figure 7 is a schematic diagram of a central control unit for such EV charging apparatus comprises modular charging units, one for each connected remote charging unit and with each modular charging unit providing the circuitry necessary for the control of and supply of charge to a respective remote charging unit via high capacity power distribution circuitry 72. The central control unit further consists of common circuitry in communication with each modular charging unit, such common circuitry including a CPU, a graphical user interface, an RFID reader and cellular communications, all connected to modular charging units by a Modbus 71. The central control unit GUI is enhanced compared to that of the remote charging units, for example, including a display, keypad, physical card reader, speakers etc. Indeed, the user interface of the remote charging units is intentionally limited relative to that of the central control panel: the central control unit comprises an RFID reader and a keypad for charging authorisation whereas the remote charging units comprise only an RFID reader; the central control unit comprises a physical card reader whereas the remote charging units do not; the central control unit comprises a display whereas the remote charging units do not, and the central control unit comprises cellular communications functionality whereas the remote charging units do not.

[0405] The central control unit further provides charging source circuitry including all necessary safety circuitry but also charge balancing circuitry ensuring an appropriate distribution of charge to its modular charging units when multiple remote charging nodes are simultaneously tapping the central control unit for charge. This can include distribution down to the level of individual electrical phases, with the phases most available capacity automatically and dynamically allocated to any single phase charging session. This provides for the optimal use of the available electrical infrastructure and to provide optimal phase balancing across the installation.

[0406] Figure 8 is a schematic diagram of a modular charging unit of the central control unit of fig. 7 and illustrates the circuitry necessary to supply and control a respective remote charging nodes. This includes a contactor 85 which isolates charge from only the respective remote charging unit, means for metering the charge to its respective remote charging node, and a microprocessor with communications functionality. The charging protocol (CP) unit of the microprocessor manages the communications with multiple vehicles dealing with EV <-> EVSE handshake and session initiation as well as charging current limiting. The functionality of the microprocessor can be expanded to include ISO 15118 for certificate exchange, vehicle identification and eMAID token presentation. Also, the microprocessor will manage the provision of user identity and charging information provided by the remote charging node is forwarded of the modular charging unit to the common circuitry of the central control unit.

[0407] Figure 9A illustrates a central control unit formed in accordance with the principles of the present invention.

[0408] Figure 9B is a derivative of a digital photo of a prototype central control unit illustrating the modular nature of its charging unit circuitry. In particular, a central control unit housing 90 is provided with panels 91 , 92, 93, 94 which may be populated with modular charging unit circuitry akin to line replacement units which may be added or removed as remote charging units are added or removed. It is also contemplated that bespoke modular charging unit may be added remote charging units with bespoke requirements: e.g. rapid charging requirements.

[0409] The central controller unit is a system integration of components for AC circuit protection and measurement together with in house designed EV control protocol, switching and communications hardware. It comprises a main isolator, power supplies, circuit breakers, RCDs, contactors, EV control hardware, local control processor boards, local RS485 comms board, metering, power monitoring, networking equipment, 4G router for external communications, PEN fault detection, DC leakage current detection, surge protection and main fail safe trip. The CPU of the central control unit will also support a fully compliant OCPP client chargepoint stack which will handle all external communication with an external Charging Station Management System (CSMS). Such EV apparatus will confirm to appropriate standards such as: IEC 61851 which sets out the definition and requirements for EV supply equipment and communication with the vehicles, ISO 15118, BS7671 Wiring Regulations, Smart Charging Regulations, OCPP 1.5s, 1.6s, 1.6j, etc.

[0410] The control box comprises a main isolator, power supplies, circuit breakers, RCDs, contactors, EV control hardware, local control processor board, local RS485 comms (or other serial protocol), metering, power monitoring, networking equipment, 4G router for external communications, PEN fault detection, DC leakage current detection, surge protection and main failsafe trip.

[0411] Also included in or with the control box can be an import limitation system to comply with the new G100 / 2 requirements from the Energy Networks Association which dictates how demand equipment must behave if import limits are reached or power quality goes out of prescribed bounds. In this way the system can be confirmed to be compliant where G100 / 2 is required by the DNO. This G100 system is provided by our specialist third party partners who were involved in the G100 working group and provide an ENA / DNO approved solution.

[0412] The system (which may be known as “Medusa”) EV protocol control board manages the communications with multiple vehicles dealing with EV <-> EVSE handshake and session initiation as well as charging current limiting. This can be expanded to include ISO 15118 for certificate exchange and vehicle identification and eMAID token presentation.

[0413] The communications protocol used within the Medusa architecture is Modbus over RS485. 4 RS485 channels are created via a specially designed Medusa comms board which is attached to the central processor. This is then used to communicate with the EV protocol controller, retrieve data from the metering and also communicate with the remote sockets.

[0414] The central processor handles the communications and commands to and from each of the 8 EV protocol controllers. It also runs a fully functional, fully compliant OCPP client charge point stack which handles all external communication between the Medusa unit and the Charging Station Management System (CSMS). A local version of the CSMS can be included inside the unit on a microcontroller to provide localised load balancing and management across a micro-network in the event of communications loss or simply to operate on a private network. This scalable CSMS is provided by our specialist third party software partners who have created an architecture that is capable of running on embedded controllers.

[0415] Critically, the system architecture is modular which means that multiple units can be combined to achieve the required number of sockets with the units intercommunicating to behave as if they were one single unit (e.g. with respect to load balancing).

[0416] Alternative definitions of the invention are contemplated such a EV charging apparatus comprising a central control unit, a plurality of separately housed, remote charging units, each having a charging socket and cabling connecting the central control unit to remote charging units via the cable containment, wherein the remote charging units comprises means to receive information relating to a user’s identity and / or charging authorisation, and transmit that information to the central control unit.

[0417] Similarly, the remote charging units for use with such EV charging apparatus could be individually characterised such as one comprising means to receive information relating to a user’s identity and / or charging authorisation and to transmit that information to the central control unit; one having a RFID card reader but no keypad; and one with housing shaped to fit a furrow of a corrugated barrier.

[0418] Figure 10 is an example schematic of a charging system (showing 2 of 8 charging control systems for clarity).

[0419] Figure 11 is an example general schematic.

[0420] Figure 12: above ground EV installation with central supply using sockets mounted in barriers.

[0421] Figure 13: above ground EV installation with central supply and control unit using ‘speed bumps’ and bollards.

[0422] Figures 14 and 15 illustrate a concrete-ballasted foot option for supporting uprights. In this embodiment a steel shoe (with a generally trapezoidal section) is provided and filled with concrete. This can be used to form a base for an upright. The shoe could be bolted or otherwise secured to the ground, or free-standing. This allows for support of uprights without requiring extensive groundworks (“civils”).

[0423] Figures 16 and 17 illustrate two options for installing an 8-socket charging unit.

[0424] Figure 16: Mounting the distribution box and distribution beams on the wall with additional spacers.

[0425] Figure 17: Mounting the distribution box on the wall and the distribution beams on stanchion posts. Figure 18: Example switching matrix to allow power and communications to be switched to the required socket allowing the multiplication of sockets from a single control box. There is no limit on the number of inputs and outputs.

[0426] Figure 19: Schematic of wider switching arrangement shown without the detail of the switching matrix for clarity. In this example 8 EV charging inputs can be switched to any one of the 20 sockets.

[0427] A central smart switching unit which may be an add-on to an existing multi-way charging unit.

[0428] The control box comprises inputs and outputs, solid-state switches, switching control hardware, processor board for running local control software and communications equipment. Any input can be switched to any output using switches.

[0429] Figure 20 shows display screen embodiments. This may be for a large display and control screen as shown in Figure 20A or for a smaller screen integrated into the unit for environments where a large display screen is not required as shown in Figure 20B.

[0430] Figure 20A: Example of a floor mounted display unit into which all of the componentry of the central control unit can also be incorporated.

[0431] Figure 20B: Example of a control unit with a smaller display screen.

[0432] Figure 20C: Example of a floor mounted kiosk unit with integrated display and payment terminal into which all of the componentry of the central control unit can also be incorporated.

[0433] Figure 21: Resilient charging post.

[0434] For ground mounted charging systems the upright posts are made more resilient to damage by incorporating a spring mechanism into the base of the charging post. This will allow the charging post to spring back if there happens to be accidental contact with a vehicle thus reducing the need to for maintenance, repair and replacement.

[0435] Figure 22: Individual Socket Box.

[0436] A socket assembly may be installed without containment if required, the socket box comprising the socket assembly and two modular end units from the containment system to create the socket box. The power and communications cabling may be run surface mounted to the socket box.

[0437] Other variations of the present invention and implementation options will suggest themselves to persons skilled in the art.

Claims

CLAIMS1. EV charging apparatus comprising: a central control unit; a plurality of separately housed, remote charging nodes, each having a charging connector; cable containment; and cabling connecting the central control unit to remote charging units via the cable containment.

2. Apparatus according to claim 1 wherein each remote charging node comprises means to receive information relating to a user’s identity and / or charging authorisation, and to transmit that information to the central control unit.

3. Apparatus according to claim 1 or claim 2 wherein each remote charging node comprises one or more of: an RFID reader; vehicle identification means; ANPR; payment means.

4. Apparatus according to claim 3 wherein the RFID reader streams the charging information to the external central control unit without storing the information locally at the remote charging unit.

5. A remote charging unit according to claim 3 or claim 4 wherein the RFID reader presents an interface for a communications processor of the external central control unit.

6. Apparatus according to any preceding claim wherein each remote charging node comprises means to identify a vehicle positioned to use that remote charging unit.

7. Apparatus according to claim 6 wherein each remote charging node comprises an ANPR camera.

8. Apparatus according to any of claims 2 to 7 wherein the central control unit is configured to turn on charging for a given remote charging node upon receiving information relating to a user’s identity, charging authorisation and / or a vehicle registration from that remote charging node.

9. Apparatus according to any preceding claim wherein each remote charging node has an indicator to indicate charging status, such as a light indictor.

10. Apparatus according to any preceding claim wherein the central control unit includes means to individually indicate the charging status of each charging connector.

11. Apparatus according to any preceding claim wherein each charging connector is: a socket; a cable and plug; a tethered connector.

12. Apparatus according to any preceding claim wherein the central control unit further comprises a user interface; and wherein the central control unit is configured to turn on charging for a given remote charging unit upon receiving information relating to a user’s identity, charging authorisation and / or a vehicle registration from the central control unit’s user interface.

13. Apparatus according to claim 12 wherein each remote charging node comprises means to receive information relating to a user’s identity, charging authorisation and / or a vehicle registration, and wherein the central control unit is configured to turn on charging for a given remote charging node upon receiving that information from that remote charging node.

14. Apparatus according to claim 13 wherein the respective user interface of the central control unit and the remote charging nodes have different capabilities to receive information relating to a user’s identity, charging authorisation and / or a vehicle registration.

15. Apparatus according to claim 13 wherein user interface of the remote charging nodes is limited relative to that of the central control panel for at least one aspect of receiving information relating to a user’s identity, charging authorisation and / or a vehicle registration.

16. Apparatus according to claim 15 wherein the central control unit comprises an RFID reader and a keypad for charging authorisation whereas the remote charging nodes only comprise an RFID reader.

17. Apparatus according to claim 15 wherein the central control unit comprises a physical card reader whereas the remote charging nodes do not.

18. Apparatus according to claim 15 wherein the central control unit comprises a display whereas the remote charging nodes do not.

19. Apparatus according to claim 15 wherein the central control unit comprises cellular communications functionality whereas the remote charging nodes do not.

20. Apparatus according to claim 1 wherein the cable containment includes ground-based cable trunking, the apparatus further comprising respective upright supporting members attached to the ground-based cable trunking so as to position the remote charging nodes and their charging sockets above ground.21 Apparatus according to claim 1 further comprising a corrugated vehicle barrier wherein at least one remote charging unit is attached to the barrier.

22. Apparatus according to claim 21 wherein at least one remote charging node is attached to the barrier so as to be at least partially recessed in a furrow of the barrier.

23. Apparatus according to claim 21 or claim 22 further comprising cabling which is connected to a remote charging node and recessed in a furrow of the barrier whereby the furrow of the barrier provides cable containment.

24. Apparatus according to claim 21 or claim 22 further comprising cable trunking and cabling which extends from the trunking to a remote charging node in part either inside or attached to a supporting pillar of the vehicle barrier.

25. Apparatus according to claim 24 wherein the cable trunking is mounted to the ground.

26. Apparatus according to claim 1 wherein the cable containment includes trunking which itself supports attached remote charging nodes above the ground.

27. Apparatus according to claim 28 wherein the trunking is supported above the ground by the central control unit and / or supporting members attached to the ground, and wherein the trunking supports attached remote charging nodes located between the central control unit and / or supporting members.

28. Apparatus according to claim 1 wherein the cable containment includes wall-based trunking.

29. Apparatus according to claim 1 wherein the central control unit comprises a series of modular charging units, one for each remote charging node, each modular charging unit providing circuit necessary for the control of and supply of charge to a respective remote charging node.

30. Apparatus according to claim 29 wherein each modular charging unit further comprising metering circuity for measuring charge delivered to a respective remote charging node.

31. Apparatus according to claim 29 wherein each modular charging unit further comprising an isolation switch for preventing charge delivered to a respective remote charging node.

32. Apparatus according to claim 29 wherein each modular charging unit is configured to forward detected information relating to a user’s identity, charging authorisation and / or a vehicle registration to the same microprocessor of the central control unit.

33. Apparatus according to any preceding claim wherein the central control unit is configured to balance the available charge to simultaneously demanding remote charging nodes.

34. Apparatus according to claim 33 wherein the charge balancing is at the level of individual phases for single phase charging sessions.

35. EV charging apparatus comprising: a central control unit; a plurality of separately housed, remote charging nodes, each having a charging socket; and cabling connecting the central control unit to remote charging units via the cable containment, wherein each remote charging node comprises means to receive information relating to a user’s identity and / or charging authorisation, and to transmit that information to the central control unit.

35. A central control unit of EV charging apparatus according to any of the preceding claims.

36. A modular charging unit of the central control unit of claim 35.

37. A remote charging node for EV charging apparatus according to any of claims 1 to 34.

38. An apparatus to allow the charging of multiple electric vehicles from one control box and switching box combination comprising: a) a central control box containing equipment to allow the electric vehicles to be charged; b) a switch to divert power and communications to one or more required charging sockets; c) connectors by which charging cables can be attached to the switching box to transfer power and communications signals; and d) vehicle connectors which provide the termination for the above cables in required locations.

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