Electric vehicle (EV) fast charging stations and systems

Abstract

An electric vehicle (EV) charging station for fast charging (e.g., 5-15 minutes) of an electric vehicle (EV). The EV charging station can be configured to include one or more energy storage devices that include multiple electric reservoir modules.

Description

[Technical field]

[0001] The present invention relates to fast charging electric vehicle (EV) charging stations and systems, for example, for fast charging or recharging electric vehicles (EVs). Fast charging or recharging electric vehicle (EV) stations and systems can be configured to provide both fast charging or recharging of electric vehicles (EVs) and filling of fuel-powered vehicles, for example. [Background technology]

[0002] Electric vehicles (EVs) are expanding in use around the world, driven by strong interest in clean emissions, quiet operation, and low maintenance. Advances in battery technology have helped improve vehicle speeds as well as driving range. Helping to support this growth, battery charging has been improved to provide recharge times as short as two hours for a full charge of large EV batteries (e.g., Chevrolet Volt or Tesla Model S). The drive to improve recharge times has driven battery manufacturers to improve their technology and provide "fast charge" capabilities for batteries. The goal is to enable EVs to be recharged in roughly the same time it takes to refuel a gasoline-powered vehicle (e.g., 10-15 minutes).

[0003] Problems arise with fast recharging of large vehicle batteries because it requires large amounts of AC power from the commercial power grid for each (or multiple) vehicle(s) during recharging. For example, a regular size sedan such as a Chevrolet Volt may require as much as 350KW of power during the recharging process to achieve the target recharging time. This power requirement, when multiplied by multiple vehicles being charged simultaneously, requires a huge AC source of power (e.g., commercial power grid infrastructure to support large industrial loads, followed by AC / DC conversion) at the recharging location. This type of AC source is not available in most locations. Power surges during recharging also pose problems for the power company's ability to forecast the power requirements at a particular location. Adding to this particular problem are the sparse locations of recharging stations. For the EV market to grow, EV recharging pumps must be available at gas stations. Summary of the Invention

[0004] To provide sufficient power in most locations, power must be stored and / or generated in a controlled and uniform manner using one or more storage capacities "electrical reservoirs" or "battery reservoirs" or "energy reservoirs" or "power reservoirs". This one or more electrical reservoirs can then be used as the main recharging energy source to recharge electric vehicles (EVs). Battery technology already exists to support the "reservoir" requirement. Several different storage technologies can be used, including flow batteries, lithium-ion batteries, storage capacitors (e.g., ultracapacitors) and / or fuel cells. Other electromechanical technologies, such as flywheel energy storage, can also be used. The one or more electrical reservoirs can be located underground, for example, in a manner similar to that currently used to store fuel (e.g., gasoline, diesel) at gas stations, and / or can be located above ground.

[0005] The electric reservoir or reservoirs can be charged using power already present at a conventional gas station. Using this method, power companies can predict and respond to power usage and avoid power surges. For example, the electric reservoir or reservoirs can be recharged continuously, intermittently, variably, or in a programmed manner from a power source (e.g., existing power source(s), new power source(s), power grid, power line(s), power distribution system, power plant, generator, fuel-powered generator, solar, solar panel, photovoltaic, thermal, solar thermal, wind turbine, wind generator).

[0006] The energy stored in the electric reservoir can be used as a power source to recharge the electric vehicle(s) at the station. A recharging unit (e.g., an electric pump) very similar (in physical size and form) to a conventional gasoline pump can be used to provide the appropriate conversion of power required to charge the EV. Since the power source for the EV is a DC battery and the electric reservoir can be a DC electric reservoir (e.g., DC flow battery, DC lithium-ion battery, DC lithium-ion battery array), the required power conversion can be simply direct or DC-DC conversion, avoiding the power loss due to AC-DC conversion used in most battery chargers today.

[0007] Energy generated by the generator (e.g., an electric generator), with or without an electric reservoir, can also be used as a power source to recharge the electric vehicle(s) at the station. The generator can be located on-site (i.e., located at the station) or off-site (i.e., detached from the station premises but near or some distance from the station premises). The generator can be installed at the station premises or can be a portable generator. For example, the generator can be partially or completely contained within a cargo container or similarly configured container that can be transported and installed at the station as a generator unit providing a significant power output. Furthermore, the generator can be a single generator or multiple generators (e.g., connected together to provide a power station).

[0008] Recharging station operators can charge customers to recharge their EVs in a similar or similar manner to gasoline customers. They can work with the utility on the cost of keeping the reservoir charged and amortize the cost of adding / supporting the reservoir and EV chargers or EV pumps (e.g., chargers or outlets). Operators can accumulate the profits they need and charge their EV customers accordingly. This removes the burden on utilities to have to provide industrial-scale power grid infrastructure such as additional towers, power lines, substations, etc., which may be impractical in most locations.

[0009] Using the reservoir approach, a traditional gas station can be transformed by simply adding an EV charger or EV pump (e.g., a refueling EV pump), or multiple EV chargers or EV pumps, to provide fast charging for an EV(s). This fast charging could allow EVs to travel across the country as easily as gasoline-powered cars do today, making EVs more mainstream.

[0010] The subject matter described herein relates to stations for refueling fuel vehicles and / or recharging electric vehicles.

[0011] The described subject matter relates to recharging stations.

[0012] TECHNICAL FIELD The subject matter described herein relates to electricity / fuel stations.

[0013] The subject matter described herein relates to an improved gas station that includes or consists of both a gas pump and an electric pump or an EV charger.

[0014] The subject matter described herein relates to an electric recharging / fueling station that comprises or consists of at least one fuel pump and at least one electric pump or EV charger.

[0015] The subject matter described herein relates to an electric recharging / fueling station that comprises or consists of at least one fuel pump and at least one electric pump or EV charger.

[0016] The subject matter described herein relates to an electric recharging / fuel station comprising or consisting of at least one fuel pump and at least one electric pump or charger, wherein the at least one fuel pump is spaced a predetermined distance from the at least one electric pump or charger.

[0017] The subject matter described herein relates to an electric recharging / fuel station comprising or consisting of at least one fuel pump and at least one electric pump or charger, wherein the at least one fuel pump and the at least one electric pump or charger are provided in a single unit.

[0018] The subject matter described herein relates to a fuel / electric station comprising or consisting of at least one fuel pump and at least one electric pump or charger, wherein the at least one fuel pump and the at least one electric pump or charger are separate units.

[0019] The subject matter described herein relates to a fuel / electric station that includes or consists of multiple fuel pumps and multiple electric pumps or EV chargers.

[0020] The subject matter described herein relates to a fuel / electric station comprising or consisting of a plurality of fuel pump locations and a plurality of electric pumps or chargers, where the fuel pumps are arranged in at least one row and the electric pumps or chargers are arranged in at least one other row.

[0021] The subject matter described herein relates to a fuel / electricity station comprising or consisting of at least one electric reservoir.

[0022] The subject matter described herein relates to a fuel / electricity station that comprises or consists of multiple electric reservoirs.

[0023] The subject matter described herein relates to a fuel / electric station that comprises or consists of at least one on-site electric reservoir.

[0024] The subject matter described herein relates to a fuel / electricity station comprising, or consisting of, at least one electric reservoir located below earth's surface.

[0025] The subject matter described herein relates to a fuel / electricity station comprising, or consisting of, a plurality of electric reservoirs located below ground level.

[0026] The subject matter described herein relates to a fuel / electricity station comprising, or consisting of, at least one electric reservoir located above earth's surface.

[0027] The subject matter described herein relates to a fuel / electricity station comprising, or consisting of, a plurality of electric reservoirs located above earth's surface.

[0028] The subject matter described herein relates to a fuel / electricity station comprising or consisting of at least one electric reservoir.

[0029] The subject matter described herein relates to a fuel / electricity station that comprises or consists of multiple electric reservoirs.

[0030] The subject matter described herein relates to a fuel / electric station that comprises or consists of at least one on-site electric reservoir.

[0031] The subject matter described herein relates to a fuel / electricity station that includes or consists of multiple on-site electric reservoirs.

[0032] The subject matter described herein relates to a fuel / electricity station comprising, or consisting of, at least one electric reservoir located below earth's surface.

[0033] The subject matter described herein relates to a fuel / electricity station comprising, or consisting of, a plurality of electric reservoirs located below ground level.

[0034] The described subject matter relates to a fuel / electricity station comprising or consisting of at least one electric reservoir located above earth's surface.

[0035] The subject matter described herein relates to a fuel / electricity station comprising, or consisting of, a plurality of electric reservoirs located above earth's surface.

[0036] The subject matter described herein relates to a fuel / electricity station comprising or consisting of at least one fuel tank and at least one electrical reservoir located below ground level.

[0037] The subject matter described herein relates to a fuel / electricity station comprising or consisting of a plurality of fuel tanks and a plurality of electrical reservoirs located below ground level.

[0038] The subject matter described herein relates to a fuel / electric station comprising or consisting of at least one gasoline tank and at least one electrical reservoir located below ground level, the at least one gasoline tank and the at least one electrical reservoir being separated by at least a predetermined distance.

[0039] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service that receives power from the power source, a primary electric reservoir that receives power from the electric service, a secondary electric reservoir that receives power from the primary electric reservoir, and a first EV charger that receives power from the secondary electric reservoir.

[0040] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service that receives power from the power source, a primary electric reservoir that receives power from the electric service, a secondary electric reservoir that receives power from the primary electric reservoir, a tertiary electric reservoir that receives power from the secondary electric reservoir, and a first EV charger that receives power from the tertiary electric reservoir.

[0041] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of at least one power source, a plurality of electric services receiving power from the at least one power source, a plurality of primary electric reservoirs each receiving power from the plurality of electric services, a plurality of secondary electric reservoirs each receiving power from the first primary electric reservoir, and a plurality of EV chargers each receiving power from the plurality of secondary electric reservoirs.

[0042] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service that receives power from the power source, a primary electric reservoir that receives power from the electric service, a secondary electric reservoir that receives power from the primary electric reservoir, and a first EV charger that receives power from the secondary electric reservoir, and further comprising a tertiary electric reservoir that receives power from the secondary electric reservoir.

[0043] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an electric vehicle (EV), the EV charging station comprising or consisting of a power source, an electric service receiving power from the power source, a primary electric reservoir receiving power from the electric service, a secondary electric reservoir receiving power from the primary electric reservoir, and a first EV charger receiving power from the secondary electric reservoir, wherein the electric service is a plurality of electric services, the primary electric reservoir is a plurality of primary electric reservoirs each receiving power from the plurality of electric services, the secondary electric reservoir is a plurality of secondary electric reservoirs each receiving power from the plurality of primary electric reservoirs, and the EV charger is a plurality of EV chargers each receiving power from the plurality of secondary electric reservoirs.

[0044] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an electric vehicle (EV), the EV charging station comprising or consisting of a power source, an electric service receiving power from the power source, a primary electric reservoir receiving power from the electric service, a secondary electric reservoir receiving power from the primary electric reservoir, a tertiary electric reservoir receiving power from the secondary electric reservoir, and a first EV charger receiving power from the tertiary electric reservoir, wherein the electric service is a plurality of electric services, the primary electric reservoir is a plurality of primary electric reservoirs each receiving power from the plurality of electric services, the secondary electric reservoir is a plurality of secondary electric reservoirs each receiving power from the plurality of primary electric reservoirs, the tertiary electric reservoir is a plurality of tertiary electric reservoirs each receiving power from the plurality of secondary electric reservoirs, and the EV charger is a plurality of EV chargers each receiving power from the plurality of tertiary electric reservoirs.

[0045] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service that receives power from the power source, a primary electric reservoir that receives power from the electric service, a secondary electric reservoir that receives power from the primary electric reservoir, and a first EV charger that receives power from the secondary electric reservoir, and further comprising an AC-DC power converter that receives AC power from the electric service and converts the AC power to DC power.

[0046] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service receiving power from the power source, a primary electric reservoir receiving power from the electric service, a secondary electric reservoir receiving power from the primary electric reservoir, and a first EV charger receiving power from the secondary electric reservoir, further comprising an AC-DC power converter receiving AC power from the electric service and converting the AC power to DC power, and a first DC-DC power converter receiving DC power from the AC-DC converter and converting the DC power to DC power to provide the DC power to the primary electric reservoir.

[0047] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service receiving power from the power source, a primary electric reservoir receiving power from the electric service, a secondary electric reservoir receiving power from the primary electric reservoir, and a first EV charger receiving power from the secondary electric reservoir, further comprising an AC-DC power converter receiving AC power from the electric service and converting the AC power to DC power, further comprising a first DC-DC power converter receiving DC power from the AC-DC converter and converting the DC power to DC power to provide the DC power to the primary electric reservoir, and further comprising a second DC-DC power converter receiving DC power from the primary electric reservoir and converting the DC power to DC power to provide the DC power to the secondary electric reservoir.

[0048] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an electric vehicle (EV), the EV charging station comprising or consisting of a power source, an electric service receiving power from the power source, a primary electric reservoir receiving power from the electric service, a secondary electric reservoir receiving power from the primary electric reservoir, and a first EV charger receiving power from the secondary electric reservoir, further comprising an AC-DC power converter receiving AC power from the electric service and converting the AC power to DC power, further comprising a first DC-DC power converter receiving DC power from the AC-DC converter and converting the DC power to DC power and providing the DC power to the primary electric reservoir, further comprising a second DC-DC power converter receiving DC power from the primary electric reservoir and converting the DC power to DC power and providing the DC power to the secondary electric reservoir, and further comprising a third DC-DC power converter receiving DC power from the secondary electric reservoir and converting the DC power to DC power and providing the DC power to the EV charger.

[0049] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service receiving power from the power source, a primary electric reservoir receiving power from the electric service, a secondary electric reservoir receiving power from the primary electric reservoir, and a first EV charger receiving power from the secondary electric reservoir, the EV charging station further comprising an AC-DC power converter receiving AC power from the electric service and converting the AC power to DC power, the AC-DC power converter receiving DC power from the AC-DC converter and converting the DC power to DC power. The EV charger further comprises a first DC-DC power converter that receives DC power from the primary electrical reservoir, converts the DC power to DC power and supplies the DC power to the primary electrical reservoir, a second DC-DC power converter that receives DC power from the primary electrical reservoir, converts the DC power to DC power and supplies the DC power to the secondary electrical reservoir, a third DC-DC power converter that receives DC power from the secondary electrical reservoir, converts the DC power to DC power and supplies the DC power to the EV charger, and the EV charger further comprises a fourth DC-DC power converter that converts the DC power to DC-DC power for conversion to DC power supplied to the EV.

[0050] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service receiving power from the power source, a primary electric reservoir receiving power from the electric service, a secondary electric reservoir receiving power from the primary electric reservoir, a tertiary electric reservoir receiving power from the secondary electric reservoir, and a first EV charger receiving power from the tertiary electric reservoir, and further comprising an AC-DC power converter receiving AC power from the electric service and converting the AC power to DC power.

[0051] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service receiving power from the power source, a primary electric reservoir receiving power from the electric service, a secondary electric reservoir receiving power from the primary electric reservoir, a tertiary electric reservoir receiving power from the secondary electric reservoir, and a first EV charger receiving power from the tertiary electric reservoir, further comprising an AC-DC power converter receiving AC power from the electric service and converting the AC power to DC power, and a first DC-DC power converter receiving DC power from the AC-DC converter and converting the DC power to DC power to provide the DC power to the primary electric reservoir.

[0052] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service receiving power from the power source, a primary electric reservoir receiving power from the electric service, a secondary electric reservoir receiving power from the primary electric reservoir, a tertiary electric reservoir receiving power from the secondary electric reservoir, and a first EV charger receiving power from the tertiary electric reservoir, further comprising an AC-DC power converter receiving AC power from the electric service and converting the AC power to DC power, further comprising a first DC-DC power converter receiving DC power from the AC-DC converter and converting the DC power to DC power to provide the DC power to the primary electric reservoir, and further comprising a second DC-DC power converter receiving DC power from the primary electric reservoir and converting the DC power to DC power to provide the DC power to the secondary electric reservoir.

[0053] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an electric vehicle (EV), the EV charging station comprising or consisting of a power source, an electric service receiving power from the power source, a primary electric reservoir receiving power from the electric service, a secondary electric reservoir receiving power from the primary electric reservoir, a tertiary electric reservoir receiving power from the secondary electric reservoir, and a first EV charger receiving power from the tertiary electric reservoir, further comprising an AC-DC power converter receiving AC power from the electric service and converting the AC power to DC power, further comprising a first DC-DC power converter receiving DC power from the AC-DC converter and converting the DC power to DC power and providing the DC power to the primary electric reservoir, further comprising a second DC-DC power converter receiving DC power from the primary electric reservoir and converting the DC power to DC power and providing the DC power to the secondary electric reservoir, and further comprising a third DC-DC power converter receiving DC power from the secondary electric reservoir and converting the DC power to DC power and providing the DC power to the tertiary electric reservoir.

[0054] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service receiving power from the power source, a primary electric reservoir receiving power from the electric service, a secondary electric reservoir receiving power from the primary electric reservoir, a tertiary electric reservoir receiving power from the secondary electric reservoir, and a first EV charger receiving power from the tertiary electric reservoir, further comprising an AC-DC power converter receiving AC power from the electric service and converting the AC power to DC power, the first EV charger receiving DC power from the AC-DC converter. a first DC-DC power converter that receives DC power from the primary electrical reservoir and converts the DC power to DC power to supply the DC power to the primary electrical reservoir; a second DC-DC power converter that receives DC power from the primary electrical reservoir and converts the DC power to DC power to supply the DC power to the secondary electrical reservoir; a third DC-DC power converter that receives DC power from the secondary electrical reservoir and converts the DC power to DC power to supply the DC power to the tertiary electrical reservoir; and a third DC-DC power converter that receives DC power from the tertiary electrical reservoir and converts the DC power to DC power for supplying to the EV charger.

[0055] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service receiving power from the power source, a primary electric reservoir receiving power from the electric service, a secondary electric reservoir receiving power from the primary electric reservoir, a tertiary electric reservoir receiving power from the secondary electric reservoir, and a first EV charger receiving power from the tertiary electric reservoir, and further comprising an AC-DC power converter receiving AC power from the electric service and converting the AC power to DC power, receiving DC power from the AC-DC converter and converting the DC power to DC power for supplying DC power to the primary electric reservoir. further comprising a first DC-DC power converter for supplying power, further comprising a second DC-DC power converter for receiving DC power from the primary electrical reservoir and converting the DC power to DC power to supply the DC power to the secondary electrical reservoir, further comprising a third DC-DC power converter for receiving DC power from the secondary electrical reservoir and converting the DC power to DC power to supply the DC power to the tertiary electrical reservoir, further comprising a third DC-DC power converter for receiving DC power from the tertiary electrical reservoir and converting the DC power to DC power for supplying to the EV charger, the EV charger comprising a fifth DC-DC power converter for converting the DC power to DC power to supply the DC power to the EV.

[0056] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service that receives power from the power source, a primary electric reservoir that receives power from the electric service, a secondary electric reservoir that receives power from the primary electric reservoir, and a first EV charger that receives power from the secondary electric reservoir.

[0057] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service receiving power from the power source, a primary electric reservoir receiving power from the electric service, a secondary electric reservoir receiving power from the primary electric reservoir, a tertiary electric reservoir receiving power from the secondary electric reservoir, and a first EV charger receiving power from the tertiary electric reservoir, wherein the primary electric reservoir comprises a flow battery.

[0058] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service that receives power from the power source, a primary electric reservoir that receives power from the electric service, a secondary electric reservoir that receives power from the primary electric reservoir, and a first EV charger that receives power from the secondary electric reservoir.

[0059] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service receiving power from the power source, a primary electric reservoir receiving power from the electric service, a secondary electric reservoir receiving power from the primary electric reservoir, a tertiary electric reservoir receiving power from the secondary electric reservoir, and a first EV charger receiving power from the tertiary electric reservoir, wherein the primary electric reservoir comprises a lithium ion battery.

[0060] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service that receives power from the power source, a primary electric reservoir that receives power from the electric service, a secondary electric reservoir that receives power from the primary electric reservoir, and a first EV charger that receives power from the secondary electric reservoir.

[0061] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service receiving power from the power source, a primary electric reservoir receiving power from the electric service, a secondary electric reservoir receiving power from the primary electric reservoir, a tertiary electric reservoir receiving power from the secondary electric reservoir, and a first EV charger receiving power from the tertiary electric reservoir, wherein the primary electric reservoir comprises an electric storage capacitor.

[0062] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service that receives power from the power source, a primary electric reservoir that receives power from the electric service, a secondary electric reservoir that receives power from the primary electric reservoir, and a first EV charger that receives power from the secondary electric reservoir.

[0063] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an electric vehicle (EV), the EV charging station comprising or consisting of a power source, an electric service that receives power from the power source, a primary electric reservoir that receives power from the electric service, a secondary electric reservoir that receives power from the primary electric reservoir, a tertiary electric reservoir that receives power from the secondary electric reservoir, and a first EV charger that receives power from the tertiary electric reservoir, the EV charging station configured to selectively or simultaneously provide power for charging the EV from the power source, the primary electric reservoir, and / or the secondary electric reservoir.

[0064] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an EV, the EV charging station comprising or consisting of a power source, an electric service that receives power from the power source, a primary electric reservoir that receives power from the electric service, a secondary electric reservoir that receives power from the primary electric reservoir, a tertiary electric reservoir that receives power from the secondary electric reservoir, and a first EV charger that receives power from the tertiary electric reservoir, the EV charging station configured to selectively or simultaneously provide power for charging the EV from the power source, the primary electric reservoir, the second electric reservoir, and / or the tertiary electric reservoir. [Brief description of the drawings]

[0065] [Figure 1] 1 is a schematic diagram of a fuel / electricity station according to the present invention. [Diagram 2] 2 is another schematic diagram of the fuel / electric station shown in FIG. 1. [Diagram 3] FIG. 2 is a schematic diagram of the structure and layout of the fuel / electric station shown in FIG. 1. [Figure 4] FIG. 2 is a schematic diagram of a fuel / electric station, such as for use with the fuel / electric vehicle (EV) station shown in FIG. 1, or for use in a remote location, such as a portable fuel / electric vehicle (EV) station, construction and arrangement. [Diagram 5] FIG. 4 is a schematic diagram of a flow battery for use in the fuel / electric vehicle (EV) station shown in FIGS. 1-3. [Figure 6] 1 is a flow chart illustrating the flow of power from an electrical reservoir (e.g., a flow battery, a lithium ion battery, a storage capacitor, a fuel cell) to a fuel / electric pump (e.g., an EV pump, an EV charger, and / or a fuel pump). [Figure 7] FIG. 2 is a side view of the fuel / electric pump according to the present invention. [Figure 8] FIG. 1 is a schematic diagram showing power sharing for EV charging from a power source and an electric reservoir. [Figure 9]FIG. 1 is a schematic diagram showing power sharing for charging an EV from a fuel / electric pump's electric reservoir and / or a lithium-ion battery. [Figure 10] 1 is a flow chart showing the flow of power from an electrical reservoir (e.g., flow battery, lithium ion battery, storage capacitor, fuel cell) to a fuel / electric pump with fuel pump and EV charger. [Figure 11] FIG. 1 is a side view of a fuel / electric pump according to the present invention including a fuel pump and an EV charger. [Figure 12] FIG. 1 is a schematic diagram showing power sharing for EV charging from a power source (e.g., a power grid) and an electric reservoir. [Figure 13] FIG. 1 is a schematic diagram showing power sharing for EV charging from a fuel / electric pump electric reservoir and a lithium-ion battery. [Figure 14-1] FIG. 1 is a schematic diagram illustrating a fuel / electric station with multiple (eg, four) modular power subunits. [Figure 14-2] FIG. 1 is a schematic diagram illustrating a fuel / electric station with multiple (eg, four) modular power subunits. [Figure 15] FIG. 2 is a schematic diagram of the fuel / electric vehicle (EV) station shown in FIG. 1 augmented with an additional electric reservoir. [Figure 16] 1 is a flow chart illustrating the flow of power from an electrical reservoir (e.g., flow battery, lithium ion battery, storage capacitor, fuel cell) of a fuel / electric pump (e.g., EV pump, EV charger, and / or fuel pump) to a secondary electrical reservoir (e.g., battery, lithium ion battery, storage capacitor, fuel cell) to a tertiary electrical reservoir (e.g., battery, lithium ion battery, storage capacitor, fuel cell). [Figure 17] FIG. 1 is a block diagram of a communication system for a fuel / electric vehicle (EV) station for communicating with an electric vehicle being recharged, in accordance with the present invention. [Figure 18] FIG. 18 is a diagram illustrating a communication interface of the communication system illustrated in FIG. [Figure 19]FIG. 1 is a schematic diagram of a fast charging electric vehicle (EV) system according to the present invention having an aggregated AC / DC converter arrangement. [Figure 20] 1 is a schematic diagram of a fast charging electric vehicle (EV) system according to the present invention having a distributed AC / DC converter arrangement; [Figure 21] 1 is a table showing base battery module specifications for a fast charging electric vehicle (EV) system according to the present invention. [Figure 22] 1 is a table showing cabling specifications for a fast charging electric vehicle (EV) system in accordance with the present invention. [Figure 23] 1 is a table showing additional product specifications for a fast charging electric vehicle (EV) system in accordance with the present invention. [Figure 24] 1 is a table showing dual-use battery specifications for a fast charging electric vehicle (EV) system in accordance with the present invention. [Figure 25A] FIG. 1 is a perspective view of an electric vehicle (EV) connector for a fast charging EV system according to the present invention. [Figure 25B] FIG. 1 is a perspective view of another electric vehicle (EV) connector for a fast charging EV system in accordance with the present invention. [Figure 25C] FIG. 1 is a perspective view of a further electric vehicle (EV) connector for a fast charging EV system in accordance with the present invention. [Figure 25D] FIG. 1 is a perspective view of yet another electric vehicle (EV) connector for a fast charging EV system in accordance with the present invention. [Figure 26A] FIG. 1 is a front view of a 4-way CCS (Combined Charging System) Combo Type 1 connector for use in the United States / North America having four connector ports for a fast charging electric vehicle (EV) system according to the present invention. [Figure 26B] FIG. 1 is a front view of a 4-way CCS (Combined Charging System) Combo Type 2 connector for use in Europe having four connector ports for a fast charging electric vehicle (EV) system according to the present invention. [Figure 27] 1 is a perspective view of a Phoenix Contact cooled electric vehicle (EV) connector for a fast charging electric vehicle (EV) system in accordance with the present invention; [Figure 28]FIG. 2 is a schematic diagram of an electrical circuit for a fast charging electric vehicle (EV) system in accordance with the present invention. [Figure 29] 1 is a flow diagram illustrating various steps in constructing a base battery module for use in an electric reservoir for a fast charging electric vehicle (EV) system in accordance with the present invention. [Diagram 30] FIG. 13 is a perspective view showing the assembled state without the base battery module lid attached. [Diagram 31] 1 is a flow diagram illustrating various steps in constructing a base battery module pair for use in an electric reservoir for a fast charging electric vehicle (EV) system in accordance with the present invention. [Diagram 32] FIG. 1 is a perspective view of an assembled electrical reservoir for a fast charging electric vehicle (EV) system according to the present invention. [Diagram 33] 1 is a schematic diagram of a voltage trimming system for use in a fast charging electric vehicle (EV) system in accordance with the present invention. [Diagram 34] FIG. 1 is a schematic diagram of a step-up / step-down system for use in a fast charging electric vehicle (EV) system in accordance with the present invention. [Diagram 35] FIG. 1 is a perspective view of a base battery module illustrating air flow exiting the base battery module of an electric reservoir for use in a fast charging electric vehicle (EV) system according to the present invention. [Diagram 36] FIG. 1 is a perspective view of a base battery module showing the "voltage conducting links" or "high voltage jumpers" recessed into the lid of the base battery module such that removal of the lid of the base battery module naturally fragments the battery array string voltages by simply removing the higher order components. [Figure 37] FIG. 1 is a schematic diagram of a base battery module showing a "voltage conducting link" or "high voltage jumper" embedded in the lid of the base battery module. [Figure 38] FIG. 1 is a schematic diagram showing the power flow and power conversion stages from a power grid to a power head for charging an electric vehicle (EV). [Figure 39]1 is a table showing specifications for a high temperature battery indicator for use with a base battery module. [Diagram 40] FIG. 1 is a schematic diagram illustrating a fast charging electric vehicle (EV) system according to the present invention having multiple electrical reservoirs (e.g., base battery modules) and multiple transformers (e.g., pad transformers) for supplying power to multiple power heads. [Diagram 41] FIG. 1 is a schematic diagram illustrating a fast charging electric vehicle (EV) system according to the present invention having an aggregated topology selectively connected to a power grid and one or more additional power sources (e.g., a wind-driven power generation system and solar panels). [Diagram 42] FIG. 1 is a schematic diagram illustrating a fast charging electric vehicle (EV) system according to the present invention having a distributed topology selectively connected to a power grid and one or more power sources (e.g., wind power system, solar panels). [Diagram 43] FIG. 1 is a schematic diagram illustrating a fast charging electric vehicle (EV) system according to the present invention having an aggregated topology selectively connected to a power grid and an on-site generator and / or an off-side generator (e.g., on-site generator, off-site generator). [Diagram 44] FIG. 1 is a schematic diagram illustrating a fast charging electric vehicle (EV) system according to the present invention having a distributed topology selectively connected to a power grid and an on-site generator and / or an off-side generator (e.g., on-site generator, off-site generator). [Diagram 45] FIG. 1 is a schematic diagram illustrating a fuel / charging system according to the present invention having one or more fuel tanks for fueling or refueling fuel type vehicles and for supplying fuel to on-site and / or off-site generators. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0066] A fuel / electric station 10 configured to provide both fuel for fuel-powered vehicles and fast charging for electric vehicles (EVs) in accordance with the present invention is shown in Figures 1 and 2. The fuel / electric station 10 is structured, arranged, and designed to 1) dispense fuel (e.g., gas, diesel, propane, liquid propane, hydrogen) and 2) charge or recharge electric vehicles (EVs).

[0067] The fuel / electric station 10 includes a number of fuel / electric pumps 12 (e.g., gasoline pumps). Each of the fuel / electric pumps 12 includes an electric vehicle charger or EV charger for recharging an EV and a fuel pump for refueling a fuel type vehicle with fuel (e.g., gasoline, diesel, gas, propane, liquid propane, hydrogen). Each of the fuel / electric pumps 12 can include, e.g., within a housing or compartment(s) of the fuel / electric pump 12, electrical components for charging an EV (e.g., EV charger, DC-DC converter, battery, lithium ion battery, storage capacitor, fuel cell) and electronic components for refueling a conventional fuel type vehicle having, e.g., an internal combustion engine (e.g., fuel pump, fuel gauge, fuel filter, electrical controls). The fuel / electric pumps 12 can include cooling equipment (e.g., fans, chillers, cooling circulation systems) for removing heat from, e.g., the housing, compartments, and electrical components.

[0068] 1 in two rows with three fuel / electric pumps 12 in each row, however, more or fewer fuel / electric pumps 12 may be provided in a row or there may be more or fewer rows.

[0069] As shown in FIG. 7, the fuel / electric pumps 12 each have a display 14, a charging cable 16A with an electrical connector 16B configured for EV hook-up and recharging, a gasoline hose 18A with a gasoline nozzle 18B attached, a DC-DC converter 60, a current limiter 61, and an internal lithium ion cell 19 (e.g., a battery, multiple batteries, a storage capacitor, a fuel cell). Alternatively, the fuel / electric pumps 12 can be structured or configured as an electric pump structured to charge only EVs (i.e., a "charge only" pump), or as a fuel pump configured to pump only fuel (i.e., a "fill only" pump). The fuel pump (e.g., a gasoline pump) can be separate from the electric pump that comprises or consists of the EV charger, at various locations and / or positions within the fuel / electric station 10 premises.

[0070] Again, the illustrated fuel / electric pump 12 includes components or parts for both pumping gasoline and charging an EV. For example, the fuel / electric pump 12 can include a lithium ion battery 19, a storage capacitor, a fuel cell, an electronic controller configured to control the voltage and current provided by the lithium ion battery 19 to an electric vehicle (EV), fuel pump components, and / or safety electronics (e.g., stop all dispensing, stop EV charging, stop fuel pumping, initiate halon fire system, electrical spark suppression, operational lockout detection, and controls for a "fuel fill only" fill mode or a "charge only" charge mode).

[0071] 1 and 2 may be modified with one or more rows of "fuel fill only" pumps and one or more rows of "charging only" pumps that are physically separated from one another to separate them for safety reasons (e.g., to prevent fuel vapors in close proximity to electrical equipment and potential electrical sparks). However, the fuel / electric pump 12 may be configured or designed to provide electrical spark suppression, high level electrical grounding, redundant electrical grounding, separate compartments or containment structures for separate gas and electrical operations, air vent or air or gas (e.g., nitrogen) circulation pumps, fans, and / or chillers to allow for both gas and electrical operations within the same fuel / electric pump 12. Again, the fuel / electric pump 12 may be configured or designed to allow for only one mode of operation at a time, for example with a timed pause between operations to allow an air vent or circulation pump to remove remaining fuel or fuel vapors to the atmosphere after a gas mode of operation.

[0072] The fuel / electric station 10 includes an underground fuel storage tank 20 connected to each of the fuel / electric pumps 12 via a main fuel supply line 22 that is connected to and feeds each of the fuel lines 24 (i.e., a fuel distribution arrangement and system). The fuel / electric station 10 further includes an underground electric reservoir 26 connected to each of the fuel / electric pumps 12 via a main power line 28 that is connected to and feeds each of the electrical lines 30 (i.e., an electrical distribution arrangement and system). The fuel / electric station 10 is expected to provide high speed charging or recharging of electric vehicles in a similar time frame to filling up a fuel type vehicle with fuel (e.g., configured to charge or recharge an electric vehicle (EV) in 5-15 minutes).

[0073] 1 and 2, multiple fuel tanks 20 and / or multiple electric reservoirs 26 may be provided in the fuel / electric station 10 to meet larger and / or peak demands. For example, the fuel / electric station may include or consist of multiple power subunits, each including an electric reservoir and multiple fuel / electric pumps 12.

[0074] The electrical reservoir 26 may be an apparatus or device configured to store large amounts of electrical power. For example, the electrical reservoir 26 may be a battery, a flow battery, a lithium ion battery, a lithium ion battery array (e.g., a bank of batteries), a storage capacitor (e.g., an ultracapacitor), and / or a fuel cell. For example, the electrical reservoir 26 may be a flow battery or a plurality of lithium ion batteries (e.g., disposed adjacent to the fuel / electric pump 12, disposed internally within the fuel / electric pump, and configured to fast charge the EVs). The electrical reservoir 26 may be designed, constructed, and sized to accommodate demand based on a projected number of EVs to be recharged on hourly, daily, weekly, monthly, and yearly schedules.

[0075] The electric reservoir 26 is powered via underground power lines 32 connected to an electric service 34 (e.g., an electric service panel) located, for example, in a store 36 or other suitable location on-site at the station. A high power service line 38 delivers power from a power source 40 (e.g., a power grid, a power grid, a generating station, an electric power plant, a transmission line, a transmission station, a power transmission station, a generator(s), a generator(s), a fuel generator(s), a fuel-powered generator(s), a photovoltaic system, a solar panel(s), a wind power, a wind turbine(s)), an energy storage device, a storage device, and other suitable power sources. A power meter 35 (e.g., located on the side of the store 36) may be provided to measure the input power from the power source 40.

[0076] Additionally, an electronic controller 41 may be provided on the power line 32 to control charging of the electric reservoir 26 via the power line 32. For example, the electronic controller 41 may be a component or part of the electric reservoir 26 or a separate component or part (e.g., located on the premises of the fuel / electric station 10). The electronic controller 41 may be, for example, a programmable electronic controller.

[0077] 1 and 3, an AC / DC converter 43 may be provided on the power line 32 to convert input AC power via the power line 32 to DC power for charging the electric reservoir 26. For example, the AC / DC converter 43 may be a component or part of the electric reservoir 26 or a separate component or part (e.g., located on the premises of the fuel / electric station 10).

[0078] The electric reservoir 26 can be recharged in a variety of ways. For example, the electric reservoir 26 can be continuously charged, intermittently charged, variably charged, charged on demand, and / or charged according to a program or algorithm. For example, a charging methodology can be to charge the electric reservoir 26 in a manner that reduces or minimizes demand (e.g., avoiding peak demand on the power source 40) while still meeting the demand for charging a predicted number of electric vehicles throughout a daily schedule. The program or algorithm can be configured to learn and store data regarding the amount of demand at a given time on each particular day throughout the year, seasons (e.g., summer, fall, winter, and spring), and holidays, and can update and improve predictions of future demand.

[0079] Charging the electric reservoir 26 may include continuously charging the electric reservoir 26 at a uniform or variable rate. Alternatively, the electric reservoir 26 may be intermittently recharged at a fixed rate and / or may be charged at different rates for different periods of time. In any case, the intent is to structure and arrange the fuel / electric station 10 to provide sufficient power availability at all times to meet peak demand for recharging EVs at the fuel / electric station 10 while minimizing peak power demand on the power source 40.

[0080] The fuel / electric station 10 is shown in Figures 1-3 and / or the power unit 126, 226 can be installed in another operation (e.g., a site located at another location, e.g., a remote location) as shown in Figure 4. The illustrated power unit 126, 226 is structured and arranged to provide only recharging. However, the unit 126, 226 can be modified to provide both refueling for conventional fuel type vehicles or electric recharging for EVs. The power unit 126, 226 can be connected to the electrical panel 34 of the fuel / electric station 10 to provide electrical power, for example.

[0081] The portable power unit 126, 226 may be a portable power unit. For example, a 20 foot mobile storage container may be fitted with a charge only pump 12, and a 40 foot mobile storage container may be fitted with two charge only pumps 12. The portable power unit 126, 226 may be transported to a site (e.g., a new station location, a local station location, a remote station location) and plugged in to begin operation. The portable power unit 126, 226 may be particularly useful for providing temporary operation, remote operation, and for providing inexpensive, reusable, or relocatable operation.

[0082] The electrical reservoir 26 shown in Figures 1-3 can be, for example, a flow battery 50 shown in Figure 5. In particular, the flow battery 50 can be structured, configured, and / or designed for use as the portable electrical reservoir 26 in the fuel / electricity station 10 shown in Figures 1-3 or the power units 126 and 226 shown in Figure 3.

[0083] Flow battery 50 comprises, for example, an AQDS / AQDSH electrolyte storage tank with a circulation pump and an HBr / BR2 electrolyte storage tank with another circulation pump along with a pair of spaced apart porous carbon electrodes separated by a proton exchange membrane. Flow battery 50 is connected to and supplied by power cable 32 (power source) and mains power cable 22 which lead to fuel / electric pump 12.

[0084] 6, at least one DC-DC converter 60 can receive power from the electrical reservoir 26 and then provide power to the fuel / electric pump 12. The converter 60 can be a component or part of the electrical reservoir 26 and / or a component or part of the fuel / electric pump 12.

[0085] Flow battery Again, the electrical reservoir 26 can be one or more flow batteries 50. The open circuit voltage of a redox flow battery cell stack, like other batteries, is directly proportional to the number of stacks in series.

[0086] To charge the EV battery, the voltage provided by the flow battery 50 must be adjustable to the level at which the EV battery needs to be charged (e.g., it may assume several different intermediate levels during the charging process). A properly designed DC-DC converter 60 (e.g., housed within the fuel / electric pump 12, as shown in FIG. 7) with appropriate sensing and feedback mechanisms provides the desired voltage to charge the EV battery, followed by the flow battery. For example, a Tesla Model S has a battery voltage of about 350 VDC.

[0087] The voltage available from the electrical reservoir 26 (e.g., flow battery 50) itself depends on its configuration (i.e., number of cells in a stack, number of stacks in series). For example, a vanadium flow battery installed in 2009, containing three cell stacks with 40 cells in each stack, demonstrated that the stacks are electrically connected in series, giving a potential of about 165 V (Riso-National Laboratory for Sustainable Energy Report, Riso-R-1753(EN), February 2011, Technical University of Denmark).

[0088] This voltage can be increased by adding more cell stacks in series. Another way to increase the voltage to the desired charging level is to use a power electronic boost converter in the DC-DC converter 60 present in the fuel / electric pump 12. The choice of topology to reach the desired charging voltage depends on the economics of each option and the physical space (real estate) each option requires.

[0089] The output voltage of the DC-DC converter 60 depends on the EV model being charged, which may have widely different battery voltages or charging port form factors. It is believed that the DC-DC converter power electronics can provide the necessary voltage levels for a particular range of battery voltages. If the voltage requirements of the EV battery are beyond what a single DC-DC converter 60 design can provide, or an entirely different charging port form factor, then a different pump type 212 must be provided that interfaces with the same electrical reservoir 26 (e.g., flow battery 50).

[0090] Any EV battery must be charged at a current level recommended by its manufacturer, which must not exceed a maximum current level in order to protect the EV battery and limit the voltage drop in the cable connecting to the EV's charging inlet port. The current limiting feature of DC-DC converter 60 provides that protection.

[0091] If the output voltage of the electrical reservoir 26 (e.g., the flow battery 50) is higher than the EV battery voltage, the DC-DC converter 60 will be of the "step-down" type, consisting of power electronic switches of either type MOSFET or IGBT. Due to the high currents involved during fast charging, it may be preferable to operate the switches with a low-loss switching technique, such as "zero voltage switching" and synchronous rectification. The DC-DC converter 60 may then consist of power electronic switches arranged in a "half-bridge", followed by a current limiter 61 (e.g., an LC filter) to reduce the voltage ripple caused by the power electronic switching mechanism.

[0092] When the output voltage of the electrical reservoir 26 (e.g., the flow battery 50) is lower or close to the EV battery voltage, the DC-DC converter 60 has a first "boost" stage, followed by a "DC link" capacitor, followed by a "buck" stage and an LC filter. The "boost" stage steps up the voltage available from the flow battery to a higher voltage, which is then downconverted to the EV battery voltage as needed during the charging process. Both the boost and buck stage operations are again performed while minimizing converter losses.

[0093] The AC-DC power converter 43, placed after the AC source 40 supplying the electric panel 40 or cable 32, can incorporate a rectifier 62 stage followed by a DC-DC converter 64 stage. The rectifier 62 stage is necessary to convert the AC voltage into a DC voltage. The DC-DC converter 64 or converter stage needs to convert the rectified (DC) voltage into the voltage of the electric reservoir 26 as required during its charging process. The rectifier stage is typically of the full-bridge "controlled rectifier" type, implemented using MOSFET or IGBT type switches. The rectifier stage is controlled to achieve "power factor correction" on its AC side in order to meet the power quality requirements set by the utility. The DC-DC converter 64 stage may be of the "buck" type or of the "boost" followed by "buck" type, depending on whether the flow battery voltage is lower or higher, respectively, than the rectified voltage. The DC-DC converter 64 stage can include an LC filter 66 to remove the voltage ripple caused by the power electronics switching mechanism. Again, power electronic switches must be operated to minimize losses.

[0094] EV Power Pump High Energy Cable The high energy cable 16A (Figure 7) of the fuel / electric pump 12 can safely deliver 350KW of power to recharge an electric vehicle. To manage this much power, large copper cables must be used. Power is a combination of voltage and current. Today's electric vehicles are built with batteries as high as 350-400VDC. In the future, this voltage will be higher to support longer driving ranges and faster speeds. To provide successful fast charging, the charging current is expected to be 400-500 amps.

[0095] The charging cable must be made using a diameter of 0000 AWG (approximately 0.5” diameter) or larger to handle the required charging current. The interface to the vehicle must also be a large conductor. One large cable or two small cables can be used to provide the required power supply. The advantage of two cables is easier handling between the EV power pump and the EV. The two cable connection can also be used as a safety key for the charging process. More specifically, the EV power pump must detect a solid connection of both conductors to allow the charging process to begin. An “electronic safety key / lock” is also used to ensure that the connection to the pump is a valid EV ready to charge. This safety key may be part of the pump safety software and the EV must provide a valid response to enable the pump. In this way, the pump will not turn on high power to the cable unless it safely and clearly determines that a valid EV is connected and ready to charge.

[0096] The conductors between the EV power pump and the EV must be made of a highly conductive heavy gauge metal such as copper or silver and must be of a low corrosion type. The connectors at the ends of the high energy cable 16A must have no exposed metal parts for safety and if two cables are used the cables must be interchangeable or keyed to prevent improper insertion or connection.

[0097] The use of highly conductive cables and contacts ensures minimal energy loss during the critical charging process. It is very important that maximum energy (i.e. power x time) is delivered during the charging process.

[0098] Charge interruption safety is also provided to protect against accidents such as a person attempting to launch during the charging process, or environmental accidents such as an earthquake. An inhibit signal is provided from the pump that the EV manufacturer can use to disable the EV from launching during the charging process. However, in case the cable is accidentally pulled from the pump during the charging process, the pump will detect this condition and cut off power so that it is not available to the outside world.

[0099] A master shutoff lever is also provided to turn off power from the battery reservoir for safety.

[0100] maximum power sharing A station and system for high speed electric vehicle charging or recharging according to the present invention may include maximum power sharing functionality between charging the energy reservoir and charging the EV, as shown in FIG.

[0101] For example, if the electrical reservoir 26 used is a redox flow battery 50, it cannot be charged while powering the output, since the pump flow would change direction accordingly. Due to this limitation, it is possible to utilize the additional power normally used to charge a redox flow battery to assist in the charging of the actual EV.

[0102] This feature allows relay switching to select the charging target. The redox battery can be selected to charge continuously while the pump is not present. As soon as the EV is ready to charge, the system can switch the selection to provide maximum charging to the EV by providing it with power that goes to the energy reservoir.

[0103] It should be noted that the charger 43' (FIG. 8) may comprise the AC-DC power converter 43 shown in FIG. 1 as well as other electrical components or parts to configure the charger 43' for charging the electrical reservoir 26. Alternatively, the charger 43' may be a different type of charger compared to the AC-power converter 43'.

[0104] This type of feature can be applied to the fuel / electric pump 12 as well, as shown in Figure 9. DC power from the electrical reservoir 26 is directed to a DC-DC converter 60. The DC-DC power from the DC-DC converter 60 can be selectively used to charge the lithium ion battery 19, or can be used to charge an EV being charged by the fuel / electric pump 12. Alternatively, power from the DC-DC converter 60 and the lithium ion battery 19 can be used in concert to charge an EV via a switching arrangement shown in Figure 9.

[0105] The features of FIGS. 8 and 9 may be separate or may be combined together in the fuel / electric station 10.

[0106] Fuel / Electric Pump The fuel / electric station 10 includes a number of fuel / electric pumps 12. The fuel / electric pumps 12 can be configured in at least three basic modes, including: 1) a configuration for both EV charging and fuel filling, 2) a configuration for EV charging only, and 3) a configuration for fuel filling only.

[0107] 10 to 13, the fuel / electric pump 12 includes an EV charger 12A. The EV charger 12A includes electrical components for charging the EV, such as a DC-DC converter.

[0108] Modular Power Subunits The fuel / electric station 10 includes one or more modular power subunits. For example, the fuel / electric station 10 includes four modular power subunits 2A, 2B, 2C, 2D as shown in FIG. 14. The modular power subunits are configured to allow one or more additional modular power subunits to be added and installed in the fuel / electric station 10 to increase the charging capacity of the fuel / electric station. For example, the fuel / electric station 10 may include one or more modular power subunits. (e.g., 1 to 100 modular power subunits 2 are installed in one or more fuel / electric stations 10 located at one or more interconnected locations.) For example, many modular power subunits can be provided to a parking lot or interconnected parking lots to accommodate charging of a large number or fleet of electric vehicles.

[0109] The modular power subunits 2A, 2B, 2C, 2D may be powered from one or more power sources (e.g., one or more power supply lines from a power grid, a power station, a generator, a solar panel, a wind turbine, a storage facility or device). For example, the modular power subunits 2A, 2B, 2C, 2D may be powered by four power sources 40A, 40B, 40C, 40D, which may be the same or different power sources, as shown in FIG. 14.

[0110] As shown in FIG. 14, the four modular power subunits 2A, 2B, 2C, 2D are provided with separate electrical services 34A, 34B, 34C, 34D, respectively.

[0111] The modular power sub-units 2A, 2B, 2C, 2D may, for example, comprise or consist of one or more electrical reservoirs. In Fig. 14, the modular power sub-units 2A, 2B, 2C, 2D each comprise an electrical reservoir 26A, 26B, 26C, 26D, respectively. The fuel / electrical pumps 12A, 12B, 12C, 12D each comprise, for example, a lithium ion battery 19 (Fig. 11).

[0112] The modular sub-units may, for example, be provided with various AC-DC and DC-DC converters for conditioning power to particular components or parts of the fuel / electric station 10. For example, a DC-DC converter may be provided upstream of each electrical reservoir to condition the charging power of that particular electrical reservoir.

[0113] Multi-level Electric Reservoir The fuel / electric station 10 includes one or more electrical reservoirs. For example, the fuel / electric station 10 includes a primary electrical reservoir 26-1 and a secondary electrical reservoir 26-2, as shown, for example, in FIGS. 15 and 16. As a further example, the fuel / electric station 10 includes a primary electrical reservoir 26-1, a secondary electrical reservoir 26-2, and a tertiary electrical reservoir 26-3, as shown, for example, in FIGS. 15 and 16. Additional layers or layers of electrical reservoirs (e.g., four or more) can be provided in the fuel / electric station 10 to provide the fuel / electric station 10 with additional storage capacity, power redundancy, and power switching of one or more electrical reservoirs to a particular fuel / electric pump 12. For example, the various electrical reservoirs, alone or in combination, can be switched into a particular fuel / electric pump 12 to meet the charging demands of the particular fuel / electric pump 12 and all other fuel / electric pumps in use. A computer control system is provided to monitor the demand on each fuel / electric pump 12 and switch appropriate power on and off to meet the demand of each fuel / electric pump 12, for example, at programmed times or in real time.

[0114] communication Communication is required between the EV charger and the vehicle. Communication standards have already been created for the EV industry, such as IEC61851-21, IEC61851-23, IEC61851-24, ISO15118, and PLC.

[0115] Hardware and software are integrated to support one or more of these standards to enable the proper handshake between the EV charger and the vehicle. This hardware / software supports the digital communication, the digitally encoded information exchanged between the DCEV charging station and the EV, and the manner in which it is exchanged.

[0116] The digital communication between a DC EV charging station (eg, fuel / electric station 10) and an electric vehicle for control of DC charging is shown in FIG.

[0117] An example of a schematic block diagram of system A is shown in Fig. 18. An interface circuit between the station for charging control and the electric vehicle is provided for digital communication with the vehicle.

[0118] Fast charging electric vehicle (EV) system A fast charging electric vehicle (EV) system 210 having an aggregated AC / DC converter arrangement 212 is shown in Figure 19. The fast charging electric vehicle (EV) system 210 can be integrated into a fast charging station in accordance with the present invention.

[0119] The fast charging electric vehicle (EV) system 210 includes a transformer 214 (e.g., a pad transformer, PAD XFMR), an AC / DC converter 216, a fast charger controller 218, a selectable switch 219, an input bus 220, an electric reservoir 222 having four electric reservoir modules 222A, 222B, 222C, 222D (e.g., 18 KWh electric reservoir modules), an output bus 224, a DC / DC converter 226, a bypass power circuit 228, an EV charger 230, and an EV charging port 232 configured to charge an electric vehicle (EV) 234. The fast charger controller can be connected to one or more components of the fast charging electric vehicle (EV) system 210.

[0120] The fast charging electric vehicle (EV) system 210 includes or is connected to a power source 240 (e.g., an external power source, a power grid, e.g., a 240 VAC 1 phase / 208 VAC or 480 VAC 3 phase grid) that serves as a power source for the fast charging electric vehicle (EV) system 210, as shown in Figure 19. The power source 240 may include one or more additional external power sources, such as power generated by a wind power source (e.g., a wind-driven power system), a hydroelectric power source (e.g., a water wheel, a turbine), a solar power system (e.g., a solar panel), a generator (e.g., a fuel-powered generator), a power generating device, a power plant, or other type of power source.

[0121] A power supply 240 is connected to provide power to a transformer 214 which in turn provides power to an AC / DC converter 216 which functions as an electrical reservoir charger.

[0122] The AC / DC converter 216 is connected to provide power to a fast charger controller 218, which is connected via an input bus 220 to provide power (e.g., selectively or simultaneously) to the four electrical reservoir modules 222A, 222B, 222C, 222D of the electrical reservoir 222 to charge the four electrical reservoir modules 222A, 222B, 222C, 222D. The number of electrical reservoir modules can be increased or decreased from the four shown in FIG. 19 (e.g., 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11+ electrical reservoir modules).

[0123] The four electrical reservoir modules 222A, 222B, 222C, 222D of the electrical reservoir 222 are connected via an output bus 224 to a DC / DC converter 226 to provide power.

[0124] The bypass power circuit 228 is connected between the AC / DC converter 216 and the DC / DC converter 226 and bypasses the fast charger controller 218, the input bus 220, the four electrical reservoir modules 222A, 222B, 222C, 222D, and the output bus 224, supplying power directly from the AC / DC converter 216 to the DC / DC converter 226.

[0125] DC / DC converter 226 is connected to and provides power to an EV charger 230, which in turn is connected to and provides power to an EV charging port 232 configured to connect to an electric vehicle (EV) 234 to charge or recharge it.

[0126] In the aggregated AC / DC converter arrangement 212, the AC / DC converter 216 is, for example, a single stage AC / DC converter configured to selectively charge each of the electric reservoir modules 222A, 222B, 222C, 222D on demand. In addition to this on-demand charging capability, the maximum rated power of the AC / DC converter 216 is available for direct charging of the battery pack of the electric vehicle (EV) 234 when operating in bypass mode.

[0127] A fast charging electric vehicle (EV) system 310 having a distributed AC / DC converter arrangement 312 is shown in Figure 20. The fast charging electric vehicle (EV) system 310 can be integrated into a fast charging station.

[0128] The fast charging electric vehicle (EV) system 310 includes a transformer 314 (e.g., a pad transformer, PAD XFMR), four AC / DC converters 316A, 316B, 316C, 316D, a fast charger controller 318, four switches 319A, 319B, 319C, 319D (e.g., bypass switches), an input bus 320, an electric reservoir 322 having four electric reservoir modules 322A, 322B, 322C, 322D, an output bus 324, a DC / DC converter 326, a bypass power circuit 328, an EV / HEV charger 330, and a charging port 332 for charging an electric vehicle (EV) 334. The fast charger controller 318 can be connected to and control one or more components of the fast charging electric vehicle (EV) system 310.

[0129] The fast charging electric vehicle (EV) system 310 includes or is connected to a power source 340 (e.g., an external power source, a power grid, e.g., a 240 VAC 1 phase / 208 VAC or 480 VAC 3 phase grid) to serve as a power source for the fast charging electric vehicle (EV) system 310, as shown in Figure 20. The power source 340 may include one or more additional power sources, such as, for example, a wind power source (e.g., a wind-driven power system), a hydroelectric power source, a solar power system, a generator (e.g., a fuel-powered generator), or other types of power sources.

[0130] A power supply 340 is connected to and provides power to a transformer 314, which in turn is connected to and provides power to each of four AC / DC converters 316A, 316B, 316C, 316D which function as electrical reservoir chargers.

[0131] The four AC / DC converters 316A, 316B, 316C, 316D are connected to the four electrical reservoir modules 322A, 322B, 322C, 322D of the electrical reservoir 322 via an input bus 320 to provide power to and charge the four electrical reservoir modules 322A, 322B, 322C, 322D.

[0132] The four electrical reservoirs 322A, 322B, 322C, 322D are connected to an output bus 324 and provide power to a DC / DC converter 326 via the output bus. The output bus 324 can carry power, for example, provided by one of the reservoir modules 322A, 322B, 322C, 322D and / or provided simultaneously by two or more of the reservoir modules 322A, 322B, 322C, 322D. For example, the fast charger controller 318 can be connected to switching to selectively control the provision of power from the reservoir modules 322A, 322B, 322C, 322D to the output bus 324.

[0133] The bypass power supply circuit 328 is connected between the four switches 318A, 318B, 318C, 318D and the DC / DC converter 324, bypassing the four electrical reservoir modules 322A, 322B, 322C, 322D of the electrical reservoir 322 and the output bus 324, and supplying power directly from the four AC / DC converters 316A, 316B, 316C, 316D to the DC / DC converter 326.

[0134] In the distributed AC / DC converter arrangement 312, the AC / DC converters 316A, 316B, 316C, 316D may be, for example, multi-channel AC / DC converters or individual AC / DC converters appropriately rated for each electrical reservoir module 322A, 322B, 322C, 322D to independently charge each electrical reservoir module 322A, 322B, 322C, 322D on demand. In addition to this on-demand charging capability, a single channel rated power of one or more of the AC / DC converters 316A, 316B, 316C, 316D can be available for direct charging of the battery pack of the electric vehicle (EV) 334 when operating in bypass mode, or, with additional circuitry and software, the aggregated output of all the individual AC / DC converters 316A, 316B, 316C, 316D can be mixed in a DC / DC converter stage for maximum rated power available for direct charging of the battery pack of the electric vehicle (EV) 334 when operating in bypass mode.

[0135] It should be noted that hybrid architectures of these two variations of fast charging electric vehicle (EV) systems 210 and 310 are possible, albeit with increased circuit complexity.

[0136] Base Power For example, the electric reservoir modules 222A, 222B, 222C, 222D of the electric reservoir 222 of the fast charging electric vehicle (EV) system 210 and the electric reservoir modules 322A, 322B, 322C, 322D of the electric reservoir 322 of the fast charging electric vehicle (EV) system 310 may each comprise or consist of eight dual-use industrial batteries (e.g., lithium ion batteries). A dual-use industrial battery as defined comprises or consists of an internal battery cell array, a battery management system (BMS), and control circuitry that meets voltage, capacity, and integration requirements as defined herein.

[0137] Lithium-ion battery For example, the battery module specifications for a dual-use industrial battery configuration used as base power for the electrical reservoir(s) 222 or 322 are shown in FIG.

[0138] The cabling specifications for the internal cabling of the fast charging electric vehicle (EV) system 210 or 310 are shown in FIG.

[0139] Additional product specifications for the fast charging electric vehicle (EV) system 210 or 310 are shown in FIG.

[0140] Detailed technical specifications Detailed technical specifications and system enhancements are discussed below, including battery pack voltage boost, USB-C charging circuitry, fast charge LED to indicate power delivery, high and low temperature LEDs, and reverse polarity LEDs.

[0141] Dual-use lithium-ion battery The technical specifications of the dual-use industrial battery lithium ion cells used in the electrical reservoir modules 222A, 222B, 222C, 222D of the electrical reservoir 222 or the electrical reservoir modules 322A, 322B, 322C, 322D of the electrical reservoir 322 are shown in FIG.

[0142] The above specifications shown in Figure 24 are for the battery itself. When applied to a fast charging electric vehicle (EV) system 210 or 310, the continuous and burst discharge currents may be low as a result of the electrical components, including, for example, smart switches, cables, clamps, and other associated circuitry. For example, the design of the fast charging electric vehicle (EV) system 210 or 310 may minimize power loss from the battery to achieve the highest possible energy output.

[0143] Interface Requirements Human Interface The fast charging electric vehicle (EV) system 210 or 310 may utilize, for example, interface elements, including but not limited to:

[0144] The power head 336 is the portion of the fast charging electric vehicle (EV) system that is presented to the user as a human interface (FIG. 38) and can appear, for example, as a stylized EV charger, fuel dispenser system, or EV charger / fuel dispenser so that a common user can recognize the features. The body can consist, for example, of a stylized kiosk with design features.

[0145] The power head 336 can incorporate, for example, a stylized integrated weather / rain protection. The power head 336 can further incorporate stylized lighting, for example, to allow proper lighting in darkness.

[0146] The power head 336 may also include, for example, a pad with a stylized protective barrier. The power head 336 may incorporate a charging port with design elements similar to a fuel delivery system nozzle, for example, such that the user is aware of the intended application.

[0147] The power head 336 can include, for example, a backlit, user-perceivable control panel (e.g., a touchpad control interface, backlit buttons, switches, etc.). The pad provides, for example, the operational, connection, and charging status of the fast charging electric vehicle (EV) system 210 or 310 to the user in a perceivable display format. These pad and display elements can include, but are not limited to, system status, vehicle connectivity, charging status, fault status, instructional assistance, and / or charging completion.

[0148] For example, the DC link cable can be supported by a mechanical lift assist depending on its weight so that the user effort required for port insertion and cable management is minimized (i.e., the weight of the DC link exceeds the weight of the fuel dispenser hose assembly).

[0149] The DC link cable may be, for example, 18 feet long from the high mounting point on the power head 336 to the EV / HEV charge port connection, which is the same length as a typical fuel dispenser hose.

[0150] EV / HEV interface The fast charging electric vehicle (EV) system 210 or 310 can utilize, for example, a Combined Charging System (CCS) standard for charging EV / HEV vehicles. As a DC fast charging electric vehicle (EV) system, for example, the fast charging electric vehicle (EV) system 210 or 310 can support, for example, Type 1 or IEC 62196 Type 2 Combo 2 DC connector for power service up to 60KW, and regular Type 2 (optional) for 3-phase AC charging support.

[0151] EV Connector For example, various EV connectors 350A, 350B, 350C, 350D, 350E can be used in fast charging electric vehicle (EV) system 210 or 310, as shown in FIGS. 25A, 25B, 25C, and 25D.

[0152] For example, for a Polaris Utility EV application, for a current draw requirement of 1027 amps, the 4-way connector 352 method can be implemented utilizing a Type 1 for US applications and a Type 2 for European applications with combo 2 DC connectors 352A, 352B, 352C, 352D or 352A', 352B', 352C', 352D' as shown in Figures 26A and 26B.

[0153] This approach offers the following advantages such that significant resources are not required for connector development, the communication interfaces and software protocols required to use this connector standard can be developed as a springboard for future fast charging EV platforms, and existing high voltage and high current protection offerings can be built into this connector standard:

[0154] These components can be purchased and modified via a simple 4-plate adapter with an interface that matches the charging port of the EV vehicle(s). This approach allows for cleaner finishes and execution for industrial design and aesthetic purposes.

[0155] Alternatives For example, as shown in FIG. 27, a Phoenix Contact glycol cooled power connection system 354 can be used in a fast charging electric vehicle (EV) system 210 or 310. This option offers higher current carrying capacity with a glycol cooled cable and port system. This option offers a streamlined power port connection, but has greater integration complexity due to the support of a liquid cooling system. Additionally, cost tradeoffs must be considered. Also, if a cooled cable with 500A capacity is used, only two need to be chained in parallel to allow for 1000A charging.

[0156] Commercial Interface For commercial access deployments, the fast charging electric vehicle (EV) system 210 or 310 may incorporate standard point of sale systems for, for example, credit / debit payments and commercial interfaces to facility control points.

[0157] For system owned and operated support access deployments such as resorts and golf courses, for example, fast charging electric vehicle (EV) system 210 or 310 may incorporate control points into coded access panels.

[0158] Electrical Requirements Base Rated Electrical The base rating of the fast charging electric vehicle (EV) system 210 or 310 may be, for example, as follows: System Power Rating: 80KW (based on Shida 120Ah pouch cell) Voltage rating: 90VDC 240Ah per channel (e.g., 7S2P configuration) 220VAC, 60Hz commercial input

[0159] commercial power supply The fast charging electric vehicle (EV) system 210 or 310 can receive input power, for example, from a power source 240 or 340 (e.g., an external utility power grid). Depending on the particular deployment installation location, this power input can be, for example, either 220 VAC or 480 VAC. The power source 240 or 340 (e.g., a power grid) can be conditioned, for example, by a pad transformer that is appropriately installed and rated as prescribed based on the particular application. Alternatively, a 208 VAC three-phase line voltage can be utilized.

[0160] For example, the interface circuitry to the utility company may be configured such that upon detection of a loss of grid power, the electric reservoir 222 or 322 of the fast charging electric vehicle (EV) system 210 or 310 is mechanically disconnected and isolated from the power grid, a provision that must comply with utility regulations and certifications.

[0161] The capacity of the electric reservoir 222 or 322 needs to be sized to match the available deployment site reserve power so that the electric reservoir 222 or 322 can be recharged during "off-peak" hours. This requires a site survey to determine the optimal "periodic utility" of a fast charging electric vehicle (EV) system for a given deployment site.

[0162] Electrical Reservoir The electrical reservoirs may be rated, for example, as follows per channel: Voltage: 90VDC Capacity: 240Ah / battery module Power: Minimum 20.16KWh

[0163] Alternatively, the electric reservoir can use 16 x 12.8V / 120Ah battery modules in series (16S1P), which gives a nominal reservoir voltage of 204.8V (per channel). The 204.8V level is used instead of the 90V level, as this would not allow enough headroom to charge a 72V type vehicle when using a step-down converter.

[0164] The electric reservoir 222 or 322 of the fast charging electric vehicle (EV) system 210 or 310 may, for example, comprise or consist of four channels, each comprising, for example, a string array of 7S2P (i.e., two electric reservoir modules arranged in parallel) dual-use industrial batteries. The 7S2P string array may be upgraded to 16S1P, or optionally 16S2P.

[0165] A fast charging electric vehicle (EV) system 210 or 310 can, for example, charge a single EV / HEV (requirements defined below) from a single fully charged electric reservoir module 222A, 222B, 222C, 222D or 322A, 322B, 322C, 322D with the electric reservoir at full capacity. Once an EV / HEV charging cycle is complete, for example, the fast charging electric vehicle (EV) system can be configured to "cycle" to the next electric reservoir module 222A, 222B, 222C, 222D or 322A, 322B, 322C, 322D in preparation for charging the next EV / HEV in sequence.

[0166] Electrical reservoir modules (e.g., battery modules) For example, the electric reservoir modules 222A, 222B, 222C, 222D of the fast charging electric vehicle (EV) system 210 or the electric reservoir modules 322A, 322B, 322C, 322D of the fast charging electric vehicle (EV) system 310 can be charged by an internal AC / DC converter (i.e., charger) system. In hardware, this AC / DC converter shall consist of a stacked (if necessary) and distributed group of AC / DC units (e.g., commercially available) that meet a minimum capacity of 7KW per channel. As used in this requirement, for example, a single channel shall consist of a pair of electric reservoir modules 222A, 222B, 222C, 222D or 322A, 322B, 322C, 322D that comprise or consist of a 7S2P dual-use industrial battery array. For alternative AC / DC converter options, see "Product Configuration" in this specification or description. The 7S2P dual-use industrial battery array can be upgraded to a 16S1P or optionally to a 16S2P.

[0167] When the capacity of any utilized pair of electrical reservoir modules 222A, 222B, 222C, 222D, or 322A, 322B, 322C, 322D (i.e., packs) becomes depleted, the AC / DC converter can recharge the packs to an optimal capacity based, for example, on the usage and life history of the underlying batteries.

[0168] Charging EV / HEV battery pack Charging an EV / HEV target battery pack shall require the fast charging electric vehicle (EV) system 210 or 310 to establish a "handshake" with the battery management system (BMS) of the target battery pack when connected via a charging port. This handshake may accomplish the following: open communication handshake, verification of HVIL integrity, verification of voltage isolation, verification of functional safety (fault conditions of the EV / HEV battery pack or fast charging electric vehicle (EV) system), exchange of basic charging requirement information, state of charge, voltage levels, battery (pack) temperature, critical cell temperatures, charging protocol (if applicable), status of recharging activity, completion of charging activity (de-energizing electric bus(es)), end of communication, and end of handshake. EXAMPLES

[0169] An EV / HEV (i.e., electric vehicle / hybrid electric vehicle) can be defined as, for example, either a Polaris Utility EV vehicle and / or an EZ-GO golf car. For purposes of the fast charging electric vehicle (EV) system 210 or 310, the fast charging electric vehicle (EV) system 210 or 310 can utilize integrated battery packs for two vehicles. The electric reservoir modules 222A, 222B, 222C, 222D or 322A, 322B, 322C, 322D can be reconfigured for safe deployment and operation in, for example, mobile applications. This approach may require significant repackaging to meet, for example, the respective vehicle integration requirements, but shall retain the same basic functional operating parameters. This significantly reduces the burden and resource requirements for purposes of EV / HEV battery pack development.

[0170] insulation The fast charging electric vehicle (EV) system electrical circuitry 356 can be designed such that high voltage isolation can be verified via a "functional safety" software protocol, for example, as shown in Figure 28. In the event that good isolation detection is lost, the fast charging electric vehicle (EV) system architecture shall provide a means by which the internal voltage can be mechanically reduced to below 60VDC at any accessible touch point (i.e., potential for physical contact).

[0171] The fast charging electric vehicle (EV) system electrical circuit 356 shown in FIG. 28 is an example and is disclosed in U.S. Pat. No. 9,007,066, entitled “Measuring isolated high voltage and detecting isolation breakdown with measures for self-detection of circuit faults.”

[0172] The AC / DC converter may be, for example, galvanically isolated.

[0173] Please note that if the grounds of two different electrical circuits or equipment connected to each other are at different potentials, extremely high currents can flow unintentionally or in the wrong direction, potentially damaging the equipment and potentially fatal to operators in contact with or near the equipment.

[0174] In a DC EV fast charging system, for example, the EV's on-board charger (OBC) is bypassed and the DC voltage provided by the off-board (external) fast EV charger is to be directly connected to the EV battery and its Battery Management System (BMS) via contactors. The charging station power source is an AC power grid whose ground is at a different potential than the EV battery (load) ground. To safely connect these two systems, it is essential to isolate the power ground and the load ground so that no DC current flows between the two grounds. DC EV charging systems are based on switching power electronics. In such systems, galvanic isolation is achieved in different ways and places depending on the power electronics topology / architecture used.

[0175] Power circuits are typically isolated using galvanic isolation, which may be at AC line frequencies in the AC / DC conversion stage (FIG. 4, component block 43) or at higher frequencies up to hundreds of kilohertz in one or more of the DC / DC converter stages (FIG. 1, component block 64; FIGS. 6, 7, 8, 9, block 60).

[0176] In a fast EV charging system, for example, galvanic isolation can be provided by a high frequency transformer present in the AC / DC converter (component block 43 in FIG. 4, component block 216 in FIG. 41, component block 315A in FIG. 42, component block 416 in FIG. 43, component block 515A in FIG. 44).

[0177] The above statement that the EV's OBC is bypassed during DC charging is made because Level 1 and Level 2 AC charging sources (as opposed to DC charging systems) do not have galvanic isolation, as the isolation is integrated within the OBC present in the EV. The OBC accepts the AC input and rectifies it to a DC voltage. A subsequent DC / DC converter within the OBC converts the rectified voltage to an appropriate DC level suitable for charging the EV battery during its various charging states. Galvanic isolation within the OBC is typically provided during DC / DC conversion via a much smaller and more efficient high frequency transformer compared to using a large 50 / 60 Hz transformer to achieve isolation during AC / DC conversion.

[0178] The low voltage signaling and control loops or feedback circuits can be isolated using galvanic (electromagnetic induction) or optoelectronic isolation or a combination. Such isolation exists for multiple feedback loops present in various components of the charging system.

[0179] ground The fast charging electric vehicle (EV) system 210 or 310 shall comply with all recognized electrical grounding principles as understood in the state of the art. The fast charging electric vehicle (EV) system 210 or 310 shall be grounded in a manner that provides a preferred current path that offers lower electrical resistance than that presented by a human operator or bystander in physical contact with the system closures, human interface touch points, and commercial point of sale system interfaces.

[0180] High Voltage Interlock (HVIL) The fast charging electric vehicle (EV) system 210 or 310 can have an integrated high voltage interlock system, for example, such that activation triggers an internal active discharge event. The circuit architecture can be designed, for example, such that the internal discharge circuit can discharge any potential high voltage source that may pose a hazard risk to any human user involved in the system. Such events include, but are not limited to, premature charge port removal, short circuit detection, software failure, removal of high voltage access panel, loss of insulation, and excessive HVIL signal bounce.

[0181] Base Battery Module Configuration The base battery module 372 (e.g., 12VDC NOM battery cell array) may, for example, comprise or consist of one or more NOCO brand 12VDC nominal 120Ah dual-use industrial batteries 370. The individual cells within this battery may be either cylindrical cells or pouch constructed cells. The selection of cells shall be based on the general economic and / or performance attributes of a given cell.

[0182] Cylindrical cell array structure For example, a general structure of an electrical reservoir module 222A, 222B, 222C, 222D or 322A, 322B, 322C, 322D made up of one or more base battery modules 372 is shown in FIG.

[0183] The base battery ratings shall vary based on the specific rated cells selected in the construction of the NOCO brand 12VDC nominal 100Ah dual-use industrial battery 370. The ratings defined herein are based on the values ​​set forth in this section.

[0184] alternative structure For example, a general structure of an alternative construction of an electrical reservoir module 222A, 222B, 222C, 222D or 322A, 322B, 322C, 322D that comprises or consists of a base battery module 372' is shown in FIG.

[0185] In this structure, for example as shown in FIG. 30, the Shida 120Ah pouch cell array and BMS(s) are integrated into an integrated thermal solution for packaging and cost efficiency.

[0186] Battery Module Life The electrical reservoir modules 222A, 222B, 222C, 222D, or 322A, 322B, 322C, 322D may have a life rating of, for example, less than 1000 charge / discharge cycles, where a charge / discharge cycle is defined as the energy cycles between the maximum allowable charging voltage and the minimum cutoff voltage specified by the manufacturer of the internal battery cells used in the construction of the NOCO brand dual-use industrial batteries.

[0187] To extend operational life, additional battery mass must be taken into consideration so that the current supply requirements for the target EV / HEV battery pack(s) do not exceed 70% SOC of the NOCO brand dual-use industrial battery with electric reservoir module 222A, 222B, 222C, 222D, or 322A, 322B, 322C, 322D.

[0188] Power (charging) reservoir requirements architecture The electrical reservoir 222 or 322 (FIGS. 19 and 20) comprises or consists of an electrical reservoir module 222A, 222B, 222C, 222D, or 232A, 232B, 232C, 232, which comprises or consists of one or more base battery modules 372. The base battery module 372 comprises or consists of one or more batteries 370 (e.g., dual-use industrial batteries, lithium-ion batteries), for example, as shown in FIG. 29. For example, the electrical reservoir module 222A, 222B, 222C, 222D, or 322A, 322B, 322C, 322D comprises or consists of a plurality of base battery modules 372, each comprising or consisting of a plurality of batteries 370.

[0189] Specifically, the electrical reservoir 222 or 322 comprises or consists of a number of batteries 370 connected and assembled (i.e., constructed) together. As shown in FIG. 29, each of the one or more batteries 370 can be assembled or constructed from a number of battery cells 370A connected together by conductive plates 370B to form a battery assembly 370C surrounded by a battery cover 370D. It should be noted that the 7S1P array can be updated to, for example, an 8S1P array. Furthermore, for example, a fast EV charging system can be updated to a 4S4P configuration of 30Ah cells to obtain a 12.8V / 120Ah battery.

[0190] A number of batteries 370 can be arranged and connected together to provide one or more base battery modules 372. For example, the one or more base battery modules 372 each comprise or consist of a 7S1P string of 12VDC nominal 120Ah dual-use industrial batteries (e.g., lithium ion cells). The 7S1P can be upgraded to an 8S1P (referring to a base battery module), two of which can be connected in series to provide a reservoir voltage of 204.8V.

[0191] For example, each base battery module 372 may comprise or consist of a battery module container 372A (e.g., tray, tub) and a battery module container lid 372B, and may house seven dual-use industrial batteries 370 connected together in a series configuration to provide an 84VDC nominal voltage. An eighth battery position within each base battery module 372 may be occupied by the base battery module control electronics and integrated hardware. A build-up assembly of a base battery module 372 is shown in FIG. 29. Alternatively, the eighth battery position may be occupied by the battery itself in an 8S1P configuration. Additionally, the illustrated 84VDC nominal diagram may be updated to 12.8×4=102.4VDC.

[0192] For example, as shown in Figure 31, two base battery modules 372 can be electrically connected together in parallel (e.g., a 1S2P module battery array) to provide a base battery pair 374. The base battery pair 374 (e.g., a 7S2P battery array) can be a minimum of 20.16 KWh capacity.

[0193] The assembled electrical reservoir 222, 322 (i.e., fast-charging electrical reservoir) may comprise or consist of, for example, eight base battery modules 372 electrically connected together in pairs (e.g., 1S2P base battery modules). These eight base battery modules 372 may be stacked in pairs of four modules per stack, for example, as shown in FIG.

[0194] Base module configuration. Internal bass module array: 7S1P Alternatively, a fast EV charging system can use 2x8S1P based modules resulting in a 16S1P configuration and a 204.8V / 120Ah reservoir.

[0195] Stacked base module configuration Stacked base module array: 1S2P

[0196] Charging Reservoir Configuration Charging reservoir array: 4 x 20.16KWh modules (stacked)

[0197] Power Head 336 Configuration The power head 336 can be configured, for example, to be physically independent from the structure (reference: system mechanization) of the electrical reservoir 222 or 322. The electrical reservoir 222 or 322 can be located remotely from the power head 336 (or vice versa), for example, such that all access panels of the electrical reservoir 222 or 322 are available for use without requiring disassembly of the power head 336.

[0198] This physical separation consideration may be determined, for example, by engineering evaluation of the impact of cable length routing and resistance, or power efficiency loss.

[0199] power management The fast charging electric vehicle (EV) system 210 or 310 may, for example, provide multi-mode operation. The main modes of operation are defined below. These modes are not deterministic and "mixed modes" of operation are possible based on the circuit complexity and desired efficiency in using the available power. These modes of operation are optimization based.

[0200] Electrical Reservoir Charging The fast charging electric vehicle (EV) system 210 or 310 may be configured, for example, with a fully-capacity electric reservoir 222 or 322 and may charge a single EV / HEV from a single, fully-charged base battery module 372. Once an EV / HEV charging cycle is completed, the fast charging electric vehicle (EV) system 210 or 310 may "cycle" to the next base battery module 372 in preparation for charging the next EV / HEV in its sequence.

[0201] Bypass Mode Charging Bypass mode charging is defined as a direct charge transfer between the primary AC / DC converter 216, or 316A, 316B, 316C, 316D, of the fast charging electric vehicle (EV) system 210 or 310 and the target battery pack of the EV / HEV vehicle being charged.

[0202] The fast charging electric vehicle (EV) system 210 or 310 can operate in bypass mode based on, for example, the following criteria: the base battery module 372 is depleted, cycle efficiency is favored in bypass mode depending on the SOC of the base battery module 372, cycle efficiency is favored with "charge topping" for step-down / step-up operation depending on the battery module SOC, direct charging from an AC / DC converter is favored based on the voltage / capacity characteristics of the target EV / HEV battery pack, and any combination of the above.

[0203] Power Transmission Power transfer between the fast charging electric vehicle (EV) system 210 or 310 and the target EV / HEV battery pack being charged shall follow the original equipment manufacturer's (OEM) recommended charging protocol. A "handshake" is expected to be communicated over the CSS DC charge port communication interface that allows for the selection of the appropriate charging protocol. If this handshake is not possible, the fast charging electric vehicle (EV) system 210 or 310 shall select the charging protocol based on the "sensed" voltage and initial current imposed by the target EV / HEV battery pack being charged.

[0204] Battery SOC / DOD operating limits The software logic of the fast charging electric vehicle (EV) system 210 or 310 must be able to recognize when the EV / HEV target battery pack is within maintainable limits. This can be accomplished through data exchange during a "handshake" process between the charging system and the EV / HEV target battery pack, or by a simple voltage measurement at the terminals.

[0205] The behavior of this logic is as follows. If the performance of the EV / HEV target battery pack is within specified usable limits, the charging process shall proceed as monitored until completion (100% SOC or the specified terminal voltage). If the EV / HEV target battery pack performance is outside of normal parameters, the charging process shall be stopped and the common bus(es) shall be discharged. During the charging function, if an inadequate input power source is detected, the charging system shall terminate the charging process in normal operating mode.

[0206] Reservoir Module Voltage Selection Voltage division detection method.

[0207] Reservoir circulation operation (module selection) The fast charging electric vehicle (EV) system 210 or 310 can select an appropriate base battery module 372 based on data available from the base battery module sub-controller and charging requirement information obtained from the EV / HEV target battery, for example, during a “handshake” process.

[0208] The fast charging electric vehicle (EV) system 210 or 310 shall select the appropriate base battery module 372 (rotation) based on the overarching goal of maximizing power transfer and maximizing capacity availability over a given duty cycle (daily operation). This shall translate to depleting the base battery modules 372 as sequentially as possible based on the voltage and capacity requirements of the EV / HEV target battery requirements, whenever possible.

[0209] Voltage Trimming (Optional) In the architecture of the voltage trimming system 258, as shown in Figure 33, the AC / DC converter 216 or 316A, 316B, 316C, 316D is configured with its DC output connected in series with the 7S string to provide the "trimmed" voltage required to generate the specific output voltage required for the target battery pack instantaneous charging voltage. An operational advantage is that the "trimmed" charging voltage is generated from an available utility power grid source or power source such that the power losses associated with a "buck / boost" system are eliminated. This results in a more efficient use of the capacity available in the electrical reservoir 222 or 322.

[0210] Additional operating modes can be achieved by selectively splitting the 7S string so that it is sized for 48V capability, effectively reducing the need for the high step-down ratios that would otherwise be required for the two target EV / HEV applications (i.e., EZ-GO at 72VDC and Polaris at 48VDC).

[0211] The disadvantage is the increased complexity of the circuit design, and the need for the underlying voltage sources to achieve a system that behaves as a "perfect voltage" source.

[0212] Step-up / step-down selection (optional) In a step-up / step-down system 360 architecture, as shown in FIG. 34, the circuit shall incorporate a step-up / step-down transformer that operates as follows.

[0213] If the electrical reservoir 222 or 322 is supplying a voltage in excess of that required for the commanded charging voltage operating point, the step-up / step-down transformer shall operate in step-down mode with the appropriate step-down ratio required to achieve the commanded charging voltage. This is a more efficient use of the capacity of the electrical reservoir 222 or 322 and the system should be designed to maximize this mode of operation.

[0214] The electrical reservoir 222 or 322 can be designed with an appropriate base voltage rating, for example, so that a step-down mode of operation is preferred over a step-up mode of operation.

[0215] If the electrical reservoir 222 or 322 is supplying less than the voltage required for the commanded charging voltage operating point, the step-up / step-down transformer shall operate in step-up mode with the appropriate step-up ratio required to achieve the commanded charging voltage. This is a very inefficient use of the capacity of the electrical reservoir 222 or 232 and the system should be designed to minimize this mode of operation.

[0216] Figure 33, Figure 34 show a single 7kW AC / DC converter in the system. For example, a 7kW AC / DC converter can be selected for each 220V / 40A breaker since it only carries a 32A continuous load per NEC (80% of the 40A rating). 220V*32A ~ 7kW (due to the unity power factor).

[0217] However, for example, a fuel (e.g., gasoline) pumping station may have multiple 240V / 40A outlets or pad-mounted transformers with much higher current capacity (e.g., 500A or 800A), which provides a much greater charging rate of the electrical reservoir.

[0218] For example, a fast charging electric vehicle (EV) system can use a single 30 kW AC / DC converter. In Figures 33 and 34, for example, if a 7 kW AC / DC converter is used, several 240V outlets (e.g., 4 or 5) can be provided with a 7 kW AC / DC converter each, each feeding a separate reservoir. Alternatively, the outputs of the individual 7 kW AC / DC converters can be placed in parallel, effectively feeding 28 kW or 35 kW of power into a larger reservoir. Alternatively, a larger capacity AC / DC converter(s) can be fed from a 3-phase AC panel.

[0219] mixed power Mixed power is an operating mode in which, for example, a fast charging electric vehicle (EV) system 210 or 310 can draw power from the power grid as needed to meet a commanded instantaneous charging voltage via the AC / DC converter 216 or 316A, 316B, 316C, 316D (maximum) and the electric reservoir 222 or 322 (minimum). This power can be mixed, for example, as a function of the output of the synchronous (active) rectification process of the DC / DC converter 226, 326 stages.

[0220] This topology is likely to produce the best system efficiency and result in the most efficient use of the capacitance of the electrical reservoir 222, 322. Note that due to the elimination of string splitting in the "Trim Voltage" option above, the Trim Voltage and Mixed Power modes are very similar based on circuit architecture decisions.

[0221] The aforementioned modes are not mutually exclusive, and further engineering analysis is required to determine which method or combination of methods will provide the best cost / efficiency solution for the fast charging electric vehicle (EV) system 210 or 310 and its required electric reservoir 222, 322.

[0222] mechanical requirements Battery Module Geometry The geometry of the battery module shall be configured as follows:

[0223] Battery module container (tray) The base elements of the base battery module 372 may comprise or consist of, for example, a battery module container 372A (e.g., a rotational mold formed, blow molded, or vacuum molded structural tray or tub) and a battery module container lid 372B (e.g., a cover lid). For example, the battery module container 372A may be formed into a detent mechanism that secures the individual NOCO dual use industrial batteries 370 in place.

[0224] Each NOCO dual use industrial battery 370 shall be secured to an individual detent within the battery module container 372A via a battery hold-down bracket and fastener(s).

[0225] The battery module container 372A, for example, incorporates cleats formed on its outer bottom surface such that these formed cleats interlock with corresponding detents in the battery module container lid 372B of a subsequent base battery module 372 that may be stacked thereon.

[0226] The battery module container 372A can incorporate a feature on the top flange into which a threaded insert can be pressed for closure of the battery module container lid 372B of the base battery module 372, for example.

[0227] The battery module container 372A can incorporate flanges for assembling truss and support elements, for example, to aid in load support for the stack.

[0228] The battery module enclosure 372A can incorporate channeling and drainage on the inside of the bottom surface of the battery module enclosure 372A, for example, to provide low point drainage.

[0229] The upper flange surface of the battery module container 372A incorporates a recessed channel into which either a sealant bead or a sealing cord (eg, O-ring or square ring) may be applied.

[0230] The battery module receptacle 372A may, for example, incorporate a cutout to accommodate a blower fan 372C.

[0231] The battery module receptacle 372A can have, for example, flanged features to accommodate electrical and communication connections.

[0232] The material of the battery module container 372A may, for example, comprise or consist of an insulating plastic material (eg, polyurethane, polyethylene).

[0233] Battery cover The battery module container lid 372B may be a structure having cross ribs and trusses, for example, to be able to support the weight of the stacked and assembled base battery modules 372.

[0234] The battery module container lid 372B, for example, can incorporate a positioning detent mechanism such that the fastening hardware positions are automatically aligned when placed onto the battery module container 372A.

[0235] The battery module container lid 372B can have features in locations corresponding to the battery module container 372A, for example, to allow metal inserts to be installed to support flange pressure applied by the fastening hardware.

[0236] The battery module container lid 372B can have recessed channels that correspond to the recessed channels in the flange of the battery module container 372A, for example, so that either a sealing compound or a sealing cord (see above) can be applied.

[0237] The battery module container lid 372B, for example, incorporates detents so that corresponding cleats on the battery module container 372A can be securely aligned for positioning and stacking.

[0238] The material of the battery module container lid 372B may comprise or consist of, for example, an insulating plastic material (eg, polyurethane, polyethylene).

[0239] Base battery module encapsulation The base battery module 372 can be configured, for example, to provide primary weather sealing to the housed components.

[0240] The sealing method used may comprise or consist of, for example, a direct sealant application, a sealing cord application, or a barrier method such as a louvered fan to prevent wind induced rain from entering the base battery module 372.

[0241] Base Battery Module Hardware All hardware utilized in the construction or assembly of the base battery module 372 may conform to, for example, ISO Class 10.9 standards or equivalent (SAE Grade 8.8).

[0242] For example, all fasteners can be implemented with washers of corresponding size and rating.

[0243] For example, all inserts used in the construction or assembly of the base battery module 372 may be equivalent to the class / grade of fasteners listed above.

[0244] Base Battery Module Cooling The base battery module 372 can be configured to provide cooling and / or can include cooling equipment (e.g., vent(s), fan(s), air conditioning, cooling circuit) to prevent the base battery module 372 from overheating. For example, the base battery module 372 is provided with vents that allow outward airflow of heated air out the sides of the base battery module 372, as shown in FIG.

[0245] Module Mechanization The base battery module 372 of the electrical reservoir 222 or 322 can be configured, for example, such that the disassembly process of the base battery module 372 reduces the internal voltage levels as a function of disassembly, as shown in FIG 36. This can be accomplished by voltage conducting links 372C and 372D (or high voltage jumpers) embedded in the base battery module lid 372B such that removal of the base battery module lid 372B naturally fragments the battery array string voltages by simply removing the higher order components, as shown in FIG 37. The purpose of these features is to provide inherent high voltage safety for both assembly and maintenance personnel.

[0246] Mechanization of the system The mechanization of the fast charging electric vehicle (EV) system 210 or 310 is as follows.

[0247] The utility grid AC power drives a pad transformer 380, as shown in Figure 38. The pad transformer 380 steps down the AC power to an appropriate voltage.

[0248] The regulated AC power is then directed to the electrical reservoir 222 or 322 .

[0249] The AC power is then converted to DC power to either charge the base battery module 372 of the electrical reservoir 222 or 322 or to bypass the electrical reservoir 222 or 322 and directly charge the EV / HEV target battery pack via the power head 336.

[0250] If grid power is insufficient, DC power is drawn from the electrical reservoir 222 or 322 and directed to the power head 336 to charge the EV / HEV target battery pack. The system "cycles" to the next base battery module 372 to continue charging the next EV / HEV target battery pack in sequence.

[0251] High Voltage Creepage and Clearance Requirements For purposes of creepage and clearance requirements for fast charging electric vehicle (EV) systems 210 or 310, for example, ISO 6469-1:2009 (High-Voltage On-Board Charging Systems) may be referenced until a suitable fixed deployment specification is found.

[0252] All high voltage creepage and clearance distances between devices at rated potential shall be evaluated and shall comply with this standard.

[0253] thermal management A fast charging electric vehicle (EV) system 210 or 310 requires a multi-modal thermal management system. The following thermal management techniques are expected to be applied to the following subsystems including the electric reservoir 222 or 322, e.g., the conductors / busbars (e.g., input bus 220 or 320 and output bus 224 or 324) can be conduction cooled. The batteries 370 (e.g., NOCO dual-use industrial lithium ion batteries) can be convection cooled, e.g., via dedicated blower fans 372C (or vents) in each base battery module 372, as shown in FIG. 35. These fans can be actively controlled, e.g., For example, the electronic control module may be convectively air-cooled via an enclosed exterior (ie, external to the control module but internal to the base battery module) that houses a heat sink. The containment and environmental housing structure for electrical reservoir 222 or 322 shall be vented to atmosphere but shall be designed to meet all environmental / weather protection requirements of that subsection. For example, the AC / DC converter(s) 216 or 316A, 316B, 316C, 316D may each be an enclosed module with internal conductive cooling to an external heat sink. The exterior surface of the heat sink is to be convection cooled via blower fan(s). For example, the DC / DC converter(s) 226 or 326 may be an encapsulated module with internal conductive cooling to an external heat sink. The exterior surface of the heat sink is to be convection cooled via blower fan(s). And The power head 336 kiosk can be, for example, fan cooled.

[0254] Electrical Reservoir Housing (Mechanical) For example, the electric reservoir 222 or 322 of the fast charging electric vehicle (EV) system 210 or 310 may comprise or consist of a separately housed battery module array. The unit shall be enclosed in a suitable grounded structure. The maximum displacement distance from the power head 336 shall be defined based on DC link conductor resistive losses.

[0255] The electrical reservoir 222 or 322 may be stylized and visually decorative, but the mechanical implementation is practical (similar to a transformer housing). The unit size must be directly proportional to the selected power deployment and of modular design (block volume).

[0256] Structure of power head 336 (mechanical type) For example, the construction and design of the power head 336 can be highly stylized to project a brand image (e.g., the NOCO brand image) to customers. The construction of this housing can be constructed, for example, using stylized outer panels and interior columns with cladding.

[0257] The material selected for the structural columns may, for example, be preferentially made from a non-conductive material(s) with some metallic elements to impart strength and rigidity. The conductive structural elements must not be in "contact proximity" to high voltage buswork and electrical components, as impact damage to the power head 336 could result in high voltage potentials external to the unit. The material selected for the exterior surfaces shall be a non-conductive material.

[0258] Fast charging electric vehicle (EV) system data I / O connection For example, the fast charging electric vehicle (EV) system 210 or 310 may be equipped with an Ethernet connection that may provide access to fast charging electric vehicle (EV) system data stored for data mining and system performance. For example, accessible data may include, but is not limited to, battery module State of Health (SOH), State of Charge (SOC) history, battery cycle life monitoring (HOBBS), fault history, functional safety history, system readiness, and software support and maintenance.

[0259] EV / HEV I / O The fast charging electric vehicle (EV) system 210 or 310 may, for example, establish a "handshake" with the EV / HEV vehicle upon port connection. The characteristics shared in this "handshake" shall be used to define the charging protocol. These characteristics include, but are not limited to, the following: EV / HEV target battery pack voltage EV / HEV target battery pack ID EV / HEV target battery pack charging protocol requirements EV / HEV target battery pack fully charged

[0260] Protection and Security The components of the fast charging electric vehicle (EV) system 210 or 310 (i.e., the electric reservoir 222 or 322 and the power head 336) shall be designed and constructed with secure features that prevent disassembly and unauthorized access to the internal subsystems. This can be accomplished by security type fasteners, locking access panels, and interlocking closure panels.

[0261] The design shall utilize inherent safety techniques so that removal of access and closure panels and / or breach of voltage protection barriers internal to the system while "energized" shall trigger the HVIL system to break the high voltage potential and discharge the bus(es) to a safe voltage level. For example, these safety mechanisms shall be designed so that the panels and barriers cannot be removed in less time than the "detect and discharge time" capabilities of the HVIL safety circuits and logic.

[0262] Modular Scalability For example, the fast charging electric vehicle (EV) system 210 or 310 can be designed such that each deployment is "power scaled" based on both the spare grid power available at the site and the desired capacity required by the site authorities.

[0263] The major factors that affect scalability are listed below, including, for example, the utility voltage available at the application site, the utility reserve power available at the application site, the reserve power available based on utility operation usage at the site, the vehicle throughput at the site, the EV / HEV vehicle battery pack voltage "mix" encountered at the site, the EV / HEV vehicle battery pack capacity "mix" encountered at the site, and the recovery capacity of the charging reservoir based on the above factors.

[0264] Electromechanical Architecture The electromechanical architecture, for example, takes into account this concept of scalability. Buswork and termination points within the electrical reservoir 222 or 322 can be configured, for example, to maximize scalability (i.e., battery module connections). The modularity of the electrical reservoir 222 or 322 can, for example, allow the system to be expandable in a block fashion.

[0265] The power head 336 can be designed and constructed to meet, for example, a power rating of up to 350 KW. For economical considerations, this shall be a common design for all power deployment variants.

[0266] Voltage Trim / Tap Buck / Boost Buck mode is the preferred mode of operation for purposes of maximizing efficiency. For example, in operating regions requiring boost mode, this mode can be limited to a 2:1 boost ratio for efficiency purposes.

[0267] To meet operating voltage requirements, a priority may be given to increasing the applied voltage to battery modules operating in sustained boost mode.

[0268] Software Requirements As a high voltage device, the fast charging electric vehicle (EV) system 210 or 310 requires advanced operational control and system monitoring.

[0269] Charging system control For example, the charge cycles and "walk-around" functions necessary for maintenance of the electrical reservoirs 222 or 322 may require a sub-controller (e.g., an embedded controller) to be located within each base battery module 372. Operational data parameters of the base battery module 372 acquired by each sub-controller (e.g., an embedded controller) shall be uploaded to the central controller for purposes of determining system readiness, fault conditions, and functional safety.

[0270] System monitoring The main elements of the monitoring system are listed below, including, for example, battery module state of charge, battery module state of health (SOH), fault monitoring, functional readiness, functional safety, high voltage isolation, and high voltage interlock.

[0271] System Data I / O Protocol EV / HEV interface protocol System protocol formats will most likely be developed by vehicle OEMs to select specific battery pack charging profiles.

[0272] Regulatory requirements Regulatory requirements shall be based on compatibility with high voltage requirements for mobile EV / HEV vehicles. These requirements shall be continually reviewed to determine their need for application to fast charging electric vehicle (EV) system 210 or 310.

[0273] The following standards are for guidance and "engineering decisions" in the development of a fast charging electric vehicle (EV) system 210 or 310.

[0274] NEMA NFPA70(NEC)

[0275] NEC National Electrical Code (NEC) NFPA 70 (Connection to Grid Power) 625.10 Electric vehicle couplers 625.15 Marking 625.16 Means of coupling 625.17 Cables and cable current carrying capacity 625.18 Interlocks (Control Pilot) 625.19 Automatic cable de-energization 625.22 Personnel protection equipment 625.41 Overcurrent protection 625.43 Cutting means 625.44 Equipment connections 625.48 Two-way systems; 625.101 Part IV Wireless power transmission equipment Section 210.8 (Ground Fault Protection) Section 210.12 (Arc Fault Protection)

[0276] IEEE IEEE 1547 - Interconnection of Distributed Resources with Power Systems IEEE 1547.1 - Conformance Test Procedures for Equipment Interconnecting Distributed Resources with Electrical Power Subsystems IEEE2030.5

[0277] UL UL2202-Electric Vehicle (EV) Charging System Equipment UL2594-Electric Vehicle Supply Equipment (EVSE) UL2251-Plugs, receptacles and couplers for electric vehicles UL62-Flexible Cords and Cables UL2231-1 & 2 - Personal Protection of EVSE UL9741-Bidirectional EV Charging System Equipment (V2G) UL1741-Standard for Inverters, Converters, Controllers and Interconnects, System Equipment for Use with Distributed Energy Resources (Grid) UL458 UL943 Subject 943C UL2231-1 / 2 UL1022

[0278] IEC IEC62196 61851-1 61850-90-8 IEC60529

[0279] ISO ISO15118

[0280] SAE SAEJ1772 SAEJ1850 SAEJ2178 SAE2293

[0281] Insulation Requirements EMI / EMC requirements Environmental durability requirements material Sealing / Containment Connectivity Requirements

[0282] Power port (EV / HEV) An EV / HEV charging port is defined by the charging port configuration of a fast charging electric vehicle (EV) system.

[0283] data Wifi. Serial(support). Ethernet.

[0284] Industrial Design Requirements Form Factor Style and aesthetics. Functional safety requirements Automated System Indicator Requirements. Error indicator. Low temperature indicator(s). High temperature battery indicator. Short circuit detection. Power accessory devices. USB-C charging input and output.

[0285] Battery Temperature Charging -15C~0C slow charging 0C~45C fast charging 45C~55C slow charging

[0286] USB-A charging input / output.

[0287] Diagnostic mode. For example, all products may include the provision for a diagnostic mode. The diagnostic method may provide internal diagnostic information, including, for example, critical parameters, to the main MCU. The USB-C port shall be used for this function.

[0288] Fast Charging Station A fast charging station 310 according to the present invention is shown in FIG. 40. The fast charging station 310 can be combined with a fuel station to provide a fuel / fast charging station. For example, a fuel station with multiple fuel pumps or fuel / electric pumps can be provided on different sides of the store 36 (e.g., left, right, opposite side) to provide a fuel / fast charging station. Alternatively, the power head 336 shown in FIG. 40 can be replaced with a fuel / electric pump 12 (FIG. 7) according to the present invention to provide a fuel / fast charging station.

[0289] The fast charging station 310 includes a fast charging electric vehicle (EV) system 312 and a store 336, as shown in FIG.

[0290] The fast charging electric vehicle (EV) system 312 includes a power head 336, a transformer 314, an electric reservoir 332, a mains power line 364, and a power distribution box 382. For example, the fast charging electric vehicle (EV) system 312 includes a plurality of power heads 336 (e.g., 16 power heads 336) arranged with four rows of four power heads 336, a plurality of transformers 314 (e.g., four transformers 314 with one transformer 314 in each row), a plurality of electric reservoirs 332 (e.g., four electric reservoirs 332 with one electric reservoir 332 in each row), and a mains power line 364 selectively connected to the transformers 314 and / or the electric reservoirs 332 to supply power to the fast charging electric vehicle (EV) system 312. One end of the main power line 364 extends into a distribution box 382 and connects to a power line 240 A that connects to the power grid 240 .

[0291] The power heads 336 can be configured to charge at least one electric vehicle each, or the power heads 336 can be configured to simultaneously charge multiple electric vehicles (e.g., power heads 336 each configured with two EV chargers and respective charging cables can separately and removably connect to and charge at least two electric vehicles, each located on either side of each power head 336, allowing for simultaneous charging of at least thirty (30) (32) electric vehicles at the fast charging station 310).

[0292] The transformer 314 and the electrical reservoir 322 are selectively or collectively connected to the power mains 364 to selectively or collectively supply power to the transformer 314 and the electrical reservoir 322 from power provided by the power grid 240. For example, a power controller or control system may be provided and connected to one or more power switches configured to control the power provided selectively or collectively from the power grid 240 to the transformer 314 and the electrical reservoir 322. For example, the power controller or control system may be configured to selectively or collectively supply power to each of the power heads 336 (e.g., turning each power head 336 on or off).

[0293] Each power head 336 may each be provided with a battery or battery array (e.g., lithium ion batteries or a lithium ion battery array) the same or similar to that provided in the housing of the fuel / electric pump 12 (FIGS. 6-9), providing another level of energy storage with each battery or battery array acting as an additional electrical reservoir within each power head 336.

[0294] Fuel / charging station or fast charging station with generator A fuel / charging station or fast charging station according to the present invention can include, for example, one or more generators (e.g., power generators). The one or more generators can be, for example, one or more on-site generators and / or one or more off-site generators.

[0295] The one or more generators can generate electrical energy and power, for example, to provide an additional source of power for charging the electric vehicle and / or for charging one or more energy storage devices (e.g., electric reservoirs) used to charge the electric vehicle.

[0296] The three main categories of energy for generating electricity are fossil fuels (e.g., coal, natural gas, and oil), nuclear energy, and renewable energy sources. Most energy is generated in steam turbines using fossil fuels, nuclear power, biomass, geothermal heat, solar thermal energy, and wind power.

[0297] The generator or generators for use with the fuel / charging station or fast charging station according to the present invention may be provided by, for example, power generating equipment, fuel operated generators, electromechanical generators, hydroelectric generators, hydroelectric turbines, aerodynamic generators, wind turbines, photovoltaic generators, solar panels, geothermal generators, power plants, and / or power generation equipment (e.g., mobile, small, medium sized power generation equipment or power plants located on-site or off-site relative to the fuel / charging station or fast charging station according to the present invention).

[0298] The generator or generators can operate, for example, when the power grid supplying power to the fuel / charging station fails or when the power grid cannot provide sufficient power for the power needs of the fuel / charging station or fast charging station of the present invention, or, for example, to charge one or more electric reservoirs and / or provide power to an EV charger.

[0299] The one or more generators enable a fuel / charging station or fast charging station according to the present invention to be constructed and operated for charging electric vehicles in areas or locations where the power source (e.g., the power grid) is limited, such as in remote areas of a country or state (e.g., located in low population density areas or along remote sections of state or interstate highways).

[0300] The ability to generate energy and power in accordance with the present invention and then store the energy at or near the fuel / charging station or fast charging station provides greater reliability and continuous 24 / 7 operation of the fuel / charging station or fast charging station in accordance with the present invention.

[0301] In the case of a fuel / charging station or fast charging station, fuels such as gas, gasoline, petroleum, oil, diesel, biodiesel, kerosene, petrol, natural gas, methane, propane, liquid propane, butane, alcohol, methanol, ethanol, coal gas, coal, hydrogen, biomass, wood, and other suitable fuels can be stored in the fuel / charging station or fast charging station according to the invention. For example, fuel can be stored in the fuel / charging station or fast charging station in a container (e.g., tank, above ground tank, below ground tank, portable storage container) and used to fuel or refuel vehicles. This stored fuel (e.g., the same fuel (e.g., gasoline, diesel) or a different fuel (e.g., liquid propane, hydrogen) for refueling vehicles can also be used to supply one or more generators in the fuel / charging station or fast charging station according to the invention.

[0302] A fast charging station 210 is shown in FIG. 41 including a fast charging electric vehicle (EV) system 212 with an aggregated terrain, a pad transformer 214 selectively connected to a power grid 240 via power switches 240A, 240B, a wind driven power generation system 290 via power switches 290A, 290B, a solar power generation system 292 via power switches 292A, 292B, and a power control unit 244.

[0303] The power control unit 244 can be coupled to the power switches 240A, 240B, 290A, 290B, 292A, 292B, for example, and configured to selectively control the supply of power from the power grid 240, the wind driven power generation system 290, and the solar power generation system 292 to the pad transformer 214 of the fast charging electric vehicle (EV) system 212. For example, the power control unit 244 and the power switches 240A, 240B, 290A, 290B, 292A, 292B are configured to selectively turn on or off one or more of the power switches 240A, 240B, 290A, 290B, 292A, 292B to provide a power control system that connects one, two, or three power sources from the power grid 240, the wind driven power generation system 290, and / or the solar power generation system 292 to the pad transformer 214 of the fast charging electric vehicle (EV) system 212. The power control unit 244 may be programmable to control the power switches 240A, 240B, 290A, 290B, 292A, 292B based on, for example, the power needs and / or operating conditions of the fast charging station 210.

[0304] A fast charging station 310 is shown in FIG. 42 including a fast charging electric vehicle (EV) system 312 with distributed terrain, a pad transformer 314 selectively connected to a power grid 340 via power switches 340A, 340B, a wind driven power generation system 390 via power switches 390A, 390B, a solar power generation system 392 via power switches 392A, 392B, and a power control unit 344.

[0305] Power control unit 344 can be coupled, for example, to power switches 340A, 340B, 390A, 390B, 392A, 392B and configured to selectively control the supply of power from power grid 340, wind powered generation system 390, and solar power generation system 392 to pad transformer 314 of fast charging electric vehicle (EV) system 312. For example, the power control unit 344 and the power switches 340A, 340B, 390A, 390B, 392A, 392B are configured to selectively turn on or off one or more of the power switches 340A, 340B, 390A, 390B, 392A, 392B to provide a power control system that connects one, two, or three power sources from the power grid 340, the wind driven power generation system 390, and / or the solar power generation system 392 to the pad transformer 314 of the fast charging electric vehicle (EV) system 312. The power control unit 344 may be programmable to control the power switches 340A, 340B, 390A, 390B, 392A, 392B based on, for example, the power needs and / or operating conditions of the fast charging station 310. Alternatively or additionally, solar thermal and concentrating solar power generation systems can be added.

[0306] A fast charging station 410 comprising a fast charging electric vehicle (EV) system 412 with an aggregated AC / DC converter arrangement is shown in Figure 43. The fast charging electric vehicle (EV) system 412 is integrated into the fast charging station 410 as shown in Figure 43.

[0307] The fast charging station 410 includes a transformer 414 (e.g., a pad transformer, PAD XFMR), an AC / DC converter 416, a fast charger controller 418, an input bus 420, an electric reservoir 422 having four electric reservoir modules 422A, 422B, 422C, 422D, an output bus 424, a DC / DC converter 426, a bypass power circuit 428, an EV charger 430, and an EV charging port 432 configured to charge an electric vehicle (EV) 434.

[0308] The fast charging station 410 includes or is selectively connected to a power source 440 (e.g., an external power source, a power grid, a 240VAC 1 phase / 208VAC or 480VAC 3 phase grid controlled switch) via 440A, 440B, which serves as the power source 440 for the fast charging station 410, as shown in FIG 43. The power source 440 may include one or more additional external power sources, such as power generated by a wind power source (e.g., a wind driven power system), a hydroelectric power source (e.g., a water wheel, a water turbine), a solar power system (e.g., solar panels), a generator (e.g., a fuel-powered generator), a power generating device, a power plant, or other type of off-site power source.

[0309] The fast charging station 410 may further include an off-site generator 480 and / or an on-site generator 482 for providing additional power to the fast charging station 410. The fast charging station 410 shown in FIG. 43 may include, for example, one or more fuel tanks (e.g., above an above-ground fuel tank, below an above-ground fuel tank, mobile fuel tank) for storing and supplying fuel to at least the on-site generator 482.

[0310] Power source 440 with power switches 440A, 440B, off-site generator 480 with power switches 480A, 480B, and / or on-site generator 482 with power switches 482A, 482B can be selectively connected individually or in various combinations by power control unit 444 to provide power to transformer 414. Transformer 414 is connected to and provides power to AC / DC converter 416 which functions as an electrical reservoir charger.

[0311] The AC / DC converter 416 is connected to provide power to a fast charger controller 418, which is connected via an input bus 420 to provide power (e.g., selectively or in unison) to the four electrical reservoir modules (e.g., battery modules 422A, 422B, 422C, 422D) of the electrical reservoir 422 for charging the four electrical reservoir modules (e.g., battery modules 422A, 422B, 422C, 422D). The number of electrical reservoir modules can be increased or decreased from the four shown in FIG. 43 (e.g., 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11+ electrical reservoir modules).

[0312] The four electrical reservoir modules (e.g., battery modules 422A, 422B, 422C, 422D) of the electrical reservoir 422 are connected to a DC / DC converter 426 via an output bus 424 to provide power. The output bus 424 can, for example, selectively provide power from one or more of the four electrical reservoir modules (e.g., battery modules 422A, 422B, 422C, 422D).

[0313] The bypass power circuit 428 is connected between the AC / DC converter 416 and the DC / DC converter 426 and bypasses the fast charger controller 418, the input bus 420, the four electrical reservoir modules 422A, 422B, 422C, 422D, and the output bus 424, and supplies power directly from the AC / DC converter 416 to the DC / DC converter 426.

[0314] DC / DC converter 426 is connected to and provides power to an EV charger 430 , which in turn is connected to and provides power to an EV charge port 432 configured to connect to and charge or recharge an electric vehicle 434 .

[0315] In the aggregated AC / DC converter arrangement 412, the AC / DC converter 416 is, for example, a single stage AC / DC converter configured to selectively charge each electric reservoir module 422A, 422B, 422C, 422D on demand. In addition to this on-demand charging capability, the maximum rated power of the AC / DC converter 416 is available for direct charging of the battery pack of the electric vehicle 434 when operating in bypass mode.

[0316] A fast charging station 510 comprising a fast charging electric vehicle (EV) system 512 with a distributed AC / DC converter arrangement is shown in Figure 44. The fast charging electric vehicle (EV) system 512 is integrated into the fast charging station 510 as shown in Figure 44.

[0317] The fast charging electric vehicle (EV) system 510 includes a transformer 514 (e.g., a pad transformer, PAD XFMR), four AC / DC converters 516A, 516B, 516C, 516D, four switches 518A, 518B, 518C, 518D (e.g., bypass switches), an input bus 520, an electric reservoir 522 having four electric reservoir modules 522A, 522B, 522C, 522D, an output bus 524, a DC / DC converter 526, a bypass power circuit 528, an EV / HEV charger 530, and a charging port 532 for charging an electric vehicle 534.

[0318] The fast charging electric vehicle (EV) system 510 includes or is connected to a power source 540 (e.g., an external power source, a power grid, e.g., a 240 VAC 1 phase / 208 VAC or 480 VAC 3 phase grid) to serve as a power source for the fast charging electric vehicle (EV) system 510, as shown in Figure 44. The power source 540 can include, for example, one or more additional power sources, such as power generated by wind (e.g., a wind-driven power system), hydroelectric power, a solar power system, a generator (e.g., a fuel-powered generator), or other types of power sources.

[0319] The fast charging station 510 may further include an off-site generator 580 and / or an on-site generator 582 for providing additional power to the fast charging station 510. The fast charging station 510 shown in FIG. 44 may include, for example, one or more fuel tanks (e.g., above an above-ground fuel tank, below an above-ground fuel tank, mobile fuel tank) for storing and supplying fuel to at least the on-site generator 582.

[0320] Power source 540 with power switches 540A, 540B, off-site generator 580 with power switches 580A, 580B, and / or on-site generator 582 with power switches 582A, 582B can be selectively connected individually or in various combinations to provide power to transformer 514 by power control unit 544. Transformer 514 is connected to and provides power to AC / DC converter 516 which functions as an electrical reservoir charger.

[0321] A power supply 540 is connected to and provides power to a transformer 514, which in turn is connected to and provides power to each of four AC / DC converters 516A, 516B, 516C, 516D which function as electrical reservoir chargers.

[0322] The four AC / DC converters 516A, 516B, 516C, 516D are connected to and supply power to the four electrical reservoir modules 522A, 522B, 522C, 522D of the electrical reservoir 522 via the input bus 520 for charging the four electrical reservoir modules 522A, 522B, 522C, 522D.

[0323] The four electrical reservoirs 522A, 522B, 522C, 522D are connected to an output bus 524 and provide power via the output bus to a DC / DC converter 526. The output bus 524 can, for example, selectively receive power from one or more of the four electrical reservoir modules (e.g., the four battery modules 522A, 522B, 522C, 522D).

[0324] The bypass power supply circuit 528 is connected between the four switches 518A, 518B, 518C, 518D and the DC / DC converter 524, bypassing the four electrical reservoir modules 522A, 522B, 522C, 522D of the electrical reservoir 522 and the output bus 524, and supplying power directly from the four AC / DC converters 516A, 516B, 516C, 516D to the DC / DC converter 526.

[0325] In a fast charging electric vehicle (EV) system 512 having a distributed AC / DC converter arrangement, the AC / DC converters 516A, 516B, 516C, 516D may be, for example, multi-channel AC / DC converters or individual AC / DC converters appropriately rated for each electric reservoir module 522A, 522B, 522C, 522D to independently charge each electric reservoir module 522A, 522B, 522C, 522D on demand. In addition to this on-demand charging capability, the single channel rated power of one or more of the AC / DC converters 516A, 516B, 516C, 516D can be available for direct charging of the battery pack of the electric vehicle 534 when operating in bypass mode, or with added circuitry and software, the aggregated output of all the individual AC / DC converters 516A, 516B, 516C, 516D can be mixed in the DC / DC converter stage for maximum rated power available for direct charging of the battery pack of the electric vehicle 534 when operating in bypass mode.

[0326] It should be noted that hybrid architectures of these two variants of fast charging stations 410 and 510 are possible, albeit with increased circuit complexity.

[0327] A fuel / charge fast charge electric vehicle (EV) system 610 including one or more fuel / charge pumps 612 and one or more power heads 636 is shown in FIG.

[0328] One or more fuel / charge pumps 612 are connected to a fuel system 616 that is connected to a fuel tank 620A (ie, fuel tank #1) and a fuel tank 620B (ie, fuel tank #2) to supply fuel thereto.

[0329] One or more power heads 636 are connected to or are part of a fast charging electric vehicle (EV) system 622 that includes an electric reservoir 626A (i.e., electric reservoir #1), an electric reservoir 626B (i.e., electric reservoir #2), and an electric reservoir 626C (i.e., electric reservoir #3).

[0330] A fast charging electric vehicle (EV) system 622 is connected to and selectively receives power from a power grid 640, an off-site generator 680, and an on-site generator 682.

[0331] Terms 1. An electric vehicle charging station for charging an electric vehicle, comprising: one or more power sources that provide power to the electric vehicle charging station for charging the electric vehicle; one or more energy storage devices that receive and store energy from one or more power sources and / or one or more generators, each of the one or more energy storage devices comprising a plurality of electrical reservoir modules; one or more power heads for charging electric vehicles at an electric vehicle charging station, the plurality of power heads receiving power from the one or more energy storage devices, each of the plurality of power heads configured to releasably connect to a respective one of the electric vehicles for charging at the electric vehicle charging station; one or more power source controllers or control systems configured to control the supply of power from the one or more power sources to the plurality of electrical reservoir modules of the one or more energy storage devices; An electric vehicle charging station for charging an electric vehicle, comprising:

[0332] 2. An electric vehicle charging station for charging an electric vehicle at an electric vehicle charging station, comprising: one or more power sources for providing power to the electric vehicle charging station for charging the electric vehicle; one or more generators that provide power to the electric vehicle charging station for charging the electric vehicles; one or more energy storage devices that receive and store energy from one or more power sources and / or one or more generators, each of the one or more energy storage devices comprising a plurality of electrical reservoir modules; a plurality of power heads for simultaneously charging a plurality of electric vehicles at an electric vehicle charging station, the plurality of power heads receiving power from one or more power sources, one or more generators, and / or one or more energy storage devices, each of the plurality of power heads configured to releasably connect to each of the plurality of electric vehicles for charging at the electric vehicle charging station; one or more power source controllers or systems configured to control the supply of power from the one or more power sources to the plurality of electrical reservoirs of the one or more energy storage devices; one or more electrical reservoir controls or systems configured to control the supply of electrical power from the plurality of electrical reservoirs to the plurality of power heads; An electric vehicle charging station for charging an electric vehicle, comprising:

[0333] 3. An electric vehicle charging station for charging an electric vehicle at an electric vehicle charging station, comprising: a plurality of power sources for providing power to the electric vehicle charging station for charging the electric vehicles; one or more generators that provide power to the electric vehicle charging station for charging the electric vehicles; a plurality of energy storage devices disposed at or adjacent to the electric vehicle charging station for receiving and storing energy from a plurality of power sources and / or one or more generators, each of the plurality of energy storage devices comprising a plurality of electric reservoir modules; a plurality of power heads for simultaneously charging a plurality of electric vehicles at an electric vehicle charging station, the plurality of power heads receiving power from one or more of a plurality of power sources and / or one or more of a plurality of energy storage devices, each of the plurality of power heads configured to releasably connect to each of the electric vehicles for charging at the electric vehicle charging station; one or more power source controllers or systems configured to control the supply of power from one or more of the plurality of power sources to the plurality of electrical reservoir modules of the one or more of the plurality of energy storage devices; one or more electrical reservoir controls or systems configured to control the supply of electrical power from the plurality of electrical reservoirs to the plurality of power heads; An electric vehicle charging station for charging an electric vehicle, comprising:

[0334] 4. A station described in any one of clauses 1 to 3, further comprising one or more electrical reservoir controls or control systems configured to control the supply of power from the multiple electrical reservoirs to the one or more power heads.

[0335] 5. The electric vehicle power station according to any one of clauses 1 to 4, wherein the one or more power heads are configured to receive power from one or more power sources and / or one or more energy storage devices.

[0336] 6. The station of any one of clauses 1 to 5, wherein the electric vehicle charging station is configured to simultaneously charge multiple electric vehicles at the electric vehicle charging station.

[0337] 7. A station as described in any one of clauses 1 to 6, wherein the one or more power heads are multiple power heads for simultaneously charging multiple electric vehicles at the electric vehicle charging station, the multiple power heads receiving power from one or more power sources and / or one or more energy storage devices, and each of the multiple power heads configured to releasably connect to each of the electric vehicles for charging at the electric vehicle charging station.

[0338] 8. The station of any one of clauses 1 to 7, further comprising one or more power charging controllers or systems configured to control the supply of power from a plurality of energy storage units of the one or more energy storage devices to a plurality of electric vehicles being charged at the electric vehicle charging station.

[0339] 9. A station as described in any one of clauses 1 to 8, wherein the power source or sources comprise a power grid.

[0340] 10. A station as described in any one of clauses 1 to 9, wherein one or more generators use fuel to operate the one or more generators.

[0341] 11. A station as described in any one of clauses 1 to 10, wherein one or more generators are located onsite at the electric vehicle charging station.

[0342] 12. A station as described in any one of clauses 1 to 11, wherein the one or more generators are located off-site to the electric vehicle charging station.

[0343] 13. A station as described in any one of clauses 1 to 12, wherein the one or more energy storage devices are multiple energy storage devices.

[0344] 14. A station as described in any one of clauses 1 to 13, wherein the one or more power heads are multiple power heads.

[0345] 15. A station as described in any one of clauses 1 to 14, wherein one or more electrical controls or control systems are configured to control the supply of power from multiple power sources to multiple electrical reservoir modules of one or more energy storage devices.

[0346] 16. A station as described in any one of clauses 1 to 15, comprising one or more electrical controls or systems configured to control the supply of power from one or more power sources to a plurality of electrical reservoir modules of one or more energy storage devices.

[0347] 17. A station as described in any one of clauses 1 including one or more power charging controllers or control systems configured to control the supply of power from a plurality of electric reservoir modules of one or more energy storage devices to a plurality of electric vehicles being charged at the electric vehicle charging station.

[0348] 18. A station as described in any one of clauses 1, wherein the one or more power sources are multiple power sources.

[0349] 19. A station as described in clause 18 including one or more electrical controls or control systems configured to control the supply of power from a plurality of power sources to a plurality of electrical reservoir modules of one or more energy storage devices.

[0350] 20. A station as described in clause 19, wherein one or more electrical controls or systems are configured to charge multiple energy storage units in sequence.

[0351] 21. A station as described in clause 19, in which one or more electrical controls or systems are configured to cycle through the station to repeat the sequence one or more times.

[0352] 22. A station as described in any one of clauses 1 to 21, further comprising a fast charging electric vehicle (EV) system having an aggregated AC / DC converter arrangement.

[0353] 23. A fast charging electric vehicle (EV) system having an aggregated AC / DC converter arrangement, A transformer; An AC / DC converter that is connected to the transformer and receives power from the transformer. a fast charger controller coupled to the AC / DC converter and receiving power from the AC / DC converter; an input bus connected to the fast charger controller to receive power from the fast charger controller; an electrical reservoir having a plurality of electrical reservoir modules connected to an input bus and receiving power from the input bus; an output bus connected to the plurality of reservoir modules and configured to receive power from the plurality of reservoir modules; a DC / DC converter connected to the output bus and receiving power from the output bus; an EV charger connected to the DC / DC converter and receiving power from the DC / DC converter; an EV charge port connected to and receiving power from the EV charger, the EV charge port configured to charge one or more electric vehicles; 23. A station as claimed in claim 22, comprising:

[0354] 24. The station of claim 23, further comprising a bypass power circuit connecting the AC / DC converter to the DC / DC converter.

[0355] 25. A station as described in any one of clauses 1 to 24, further comprising a fast charging electric vehicle (EV) system having a distributed AC / DC converter arrangement.

[0356] 26. A fast charging electric vehicle (EV) system having a distributed AC / DC converter arrangement, Transformer and A plurality of AC / DC converters are connected to the transformer and receive power from the transformer. a plurality of switches (e.g., bypass switches) coupled to each of the plurality of AC / DC converters to receive power from each of the plurality of AC / DC converters; an input bus connected to the plurality of switches and receiving power from the plurality of switches; an electrical reservoir having a plurality of electrical reservoir modules connected to an input bus and receiving power from the input bus; an output bus connected to the plurality of electrical reservoir modules of the electrical reservoir for receiving electrical power from the electrical reservoir modules; a DC / DC converter connected to the output bus and receiving power from the output bus; an EV / HEV charger connected to the DC / DC converter and receiving power from the DC / DC converter; a charge port adapted to connect to and receive power from the EV / HEV charger, the charge port configured to charge one or more electric vehicles; 26. A station as claimed in clause 25, comprising:

[0357] 27. A station as described in clause 26 including a bypass power supply circuit connecting the plurality of switches to the DC / DC converter.

[0358] 28. A station as described in any one of clauses 1 to 27, further comprising one or more generators that provide power to the electric vehicle charging station for charging the electric vehicles.

[0359] 29. A station as described in clause 28, wherein one or more energy storage devices receive and store energy from one or more power sources and / or one or more generators.

[0360] 30. A station as described in clause 29, wherein each of the one or more energy storage devices comprises a plurality of electrical reservoir modules.

Claims

1. 1. An electric vehicle charging station for charging an electric vehicle, comprising: one or more power sources that provide power to the electric vehicle charging station for charging the electric vehicle; one or more generators that provide power to the electric vehicle charging station for charging the electric vehicles; one or more energy storage devices that receive and store energy from the one or more power sources and / or the one or more generators, the one or more energy storage devices each comprising a plurality of electrical reservoir modules; one or more power heads for charging the electric vehicles at the electric vehicle charging station, the plurality of power heads receiving power from the one or more energy storage devices, the plurality of power heads each configured to releasably connect to a respective one of the electric vehicles for charging at the electric vehicle charging station; one or more power source controllers or control systems configured to control the supply of power from the one or more power sources to the plurality of electrical reservoir modules of the one or more energy storage devices; An electric vehicle charging station for charging an electric vehicle, comprising:

2. An electric vehicle charging station for charging an electric vehicle at the electric vehicle charging station, one or more power sources for providing power to the electric vehicle charging station for charging the electric vehicle; one or more generators that provide power to the electric vehicle charging station for charging the electric vehicles; one or more energy storage devices that receive and store energy from the one or more power sources and / or the one or more generators, each of the one or more energy storage devices comprising a plurality of electrical reservoir modules; a plurality of power heads for simultaneously charging a plurality of electric vehicles at the electric vehicle charging station, the plurality of power heads receiving power from the one or more power sources, the one or more generators, and / or the one or more energy storage devices, each of the plurality of power heads configured to releasably connect to each of the plurality of electric vehicles for charging at the electric vehicle charging station; one or more power source controllers or systems configured to control the supply of power from the one or more power sources to the electrical reservoirs of the one or more energy storage devices; one or more electrical reservoir controls or systems configured to control the supply of power from the plurality of electrical reservoirs to the plurality of power heads; An electric vehicle charging station for charging an electric vehicle, comprising:

3. An electric vehicle charging station for charging an electric vehicle at the electric vehicle charging station, a plurality of power sources for providing power to the electric vehicle charging station for charging the electric vehicle; one or more generators that provide power to the electric vehicle charging station for charging the electric vehicle; a plurality of energy storage devices disposed at or adjacent to the electric vehicle charging station for receiving and storing energy from the plurality of power sources and / or the one or more generators, each of the plurality of energy storage devices comprising a plurality of electric reservoir modules; a plurality of power heads for simultaneously charging a plurality of electric vehicles at the electric vehicle charging station, the plurality of power heads receiving power from one or more of the plurality of power sources and / or one or more of the plurality of energy storage devices, each of the plurality of power heads configured to releasably connect to each of the electric vehicles for charging at the electric vehicle charging station; one or more power source controllers or systems configured to control the supply of power from the one or more of the plurality of power sources to the plurality of electrical reservoir modules of one or more of the plurality of energy storage devices; one or more electrical reservoir controls or systems configured to control the supply of power from the plurality of electrical reservoirs to the plurality of power heads; An electric vehicle charging station for charging an electric vehicle, comprising:

4. The station of claim 1 , further comprising one or more electrical reservoir controls or control systems configured to control the supply of power from the plurality of electrical reservoirs to the one or more power heads.

5. The electric vehicle power station of claim 1 , wherein the one or more power heads are configured to receive power from the one or more power sources and / or the one or more energy storage devices.

6. 10. The station of claim 1, wherein the electric vehicle charging station is configured to simultaneously charge a plurality of electric vehicles at the electric vehicle charging station at the same time.

7. 7. The station of claim 6, wherein the one or more power heads are multiple power heads for simultaneously charging multiple electric vehicles at the electric vehicle charging station, the multiple power heads receiving power from the one or more power sources and / or the one or more energy storage devices, and each of the multiple power heads configured to releasably connect to each of the electric vehicles for charging at the electric vehicle charging station.

8. 13. The station of claim 1, further comprising one or more power charging controllers or systems configured to control a supply of power from the plurality of energy storage units of the one or more energy storage devices to the plurality of electric vehicles being charged at the electric vehicle charging station.

9. The station of claim 1 , wherein the one or more power sources comprise a power grid.

10. The station of claim 1 , wherein the one or more generators use fuel to operate the one or more generators.

11. The station of claim 1 , wherein the one or more generators are located on-site at the electric vehicle charging station.

12. The station of claim 1 , wherein the one or more generators are located off-site of the electric vehicle charging station.

13. The station of claim 1 , wherein the one or more energy storage devices is a plurality of energy storage devices.

14. The station of claim 1 , wherein the one or more power heads is a plurality of power heads.

15. 15. The station of claim 14, wherein the one or more electrical controls or control systems are configured to control the supply of power from multiple power sources to the multiple electrical reservoir modules of the one or more energy storage devices.

16. 10. The station of claim 1, further comprising one or more electrical controls or systems configured to control the supply of power from the one or more power sources to the plurality of electrical reservoir modules of the one or more energy storage devices.

17. 13. The station of claim 1 , comprising one or more power charging controllers or control systems configured to control the supply of power from the plurality of electric reservoir modules of the one or more energy storage devices to a plurality of electric vehicles being charged at the electric vehicle charging station.

18. The station of claim 1 , wherein the one or more power sources is a plurality of power sources.

19. 20. The station of claim 18, comprising one or more electrical controls or control systems configured to control the supply of power from the multiple power sources to the multiple electrical reservoir modules of the one or more energy storage devices.

20. 20. The station of claim 19, wherein the one or more electrical controls or systems are configured to sequentially charge the multiple energy storage units.

21. 20. The station of claim 19, wherein the one or more electrical controls or systems are configured to cycle through the sequence to repeat the sequence one or more times.

22. The station of claim 1 further comprising a fast charging electric vehicle (EV) system having an aggregated AC / DC converter arrangement.

23. The fast charging electric vehicle (EV) system having the collective AC / DC converter arrangement, A transformer; an AC / DC converter connected to the transformer and receiving power therefrom; a fast charger controller coupled to the AC / DC converter to receive power from the AC / DC converter; an input bus coupled to the fast charger controller for receiving power from the fast charger controller; an electrical reservoir having a plurality of electrical reservoir modules connected to the input bus and receiving power from the input bus; an output bus connected to the plurality of reservoir modules and configured to receive power from the plurality of reservoir modules; a DC / DC converter coupled to the output bus and receiving power from the output bus; an EV charger connected to the DC / DC converter and receiving power from the DC / DC converter; an EV charge port connected to the EV charger and configured to receive power from the EV charger, the EV charge port configured to charge the one or more electric vehicles; 23. The station of claim 22, comprising:

24. a bypass power supply circuit connecting the AC / DC converter to the DC / DC converter; The station of claim 23 further comprising:

25. The station of claim 1 further comprising a fast charging electric vehicle (EV) system having a distributed AC / DC converter arrangement.

26. The fast charging electric vehicle (EV) system having the distributed AC / DC converter arrangement, Transformer and a plurality of AC / DC converters coupled to the transformer to receive power therefrom; a plurality of switches (e.g., bypass switches) coupled to each of the plurality of AC / DC converters to receive power from each of the plurality of AC / DC converters; an input bus connected to the plurality of switches to receive power from the plurality of switches; an electrical reservoir having a plurality of electrical reservoir modules connected to the input bus and receiving power from the input bus; an output bus connected to the plurality of electrical reservoir modules of the electrical reservoir and configured to receive electrical power from the plurality of electrical reservoir modules of the electrical reservoir; a DC / DC converter coupled to the output bus and receiving power from the output bus; an EV / HEV charger connected to the DC / DC converter and receiving power from the DC / DC converter; a charge port connected to the EV / HEV charger to receive power from the EV / HEV charger, the charge port configured to charge the one or more electric vehicles; 22. The station of claim 21 , comprising:

27. 27. The station of claim 26, further comprising a bypass power circuit connecting the plurality of switches to the DC / DC converter.

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