Electric Vehicle (EV) Fast Charging Station and System

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

[0002] , ,

[0003]

[0001] The present invention relates to a high-speed charging electric vehicle (EV) charging station and system for high-speed charging or recharging of, for example, an electric vehicle (EV). The electric vehicle (EV) station and system for high-speed charging or recharging can be configured to provide, for example, both high-speed charging or recharging of an electric vehicle (EV) and filling of a fuel-driven vehicle.

Background Art

[0002] Electric vehicles (EVs) have attracted strong interest in clean emissions, quiet operation, and low maintenance, and their use is expanding worldwide. Advancements in battery technology have helped improve vehicle speed and driving range. Battery charging has been improved to help support this growth and provide a short recharge time of two hours for a full charge of a large EV battery (e.g., Chevrolet Volt or Tesla Model S). Due to the movement to improve recharge time, battery manufacturers have improved the technology and provided the battery with "high-speed charging" capabilities. The goal is to enable an EV to recharge in approximately the same time as refueling a gasoline vehicle (e.g., 10 - 15 minutes).

[0003] Rapid recharging of large vehicle batteries presents problems because it requires a large amount of AC power from the commercial power grid for each (or multiple) vehicle during recharging. For example, a standard-sized sedan like the Chevrolet Volt may require as much power as 350 kW during the recharging process to achieve a target recharge time. This power requirement, multiplied by multiple vehicles being charged simultaneously, necessitates a massive AC power source at the recharging location (e.g., commercial power grid infrastructure designed to support large industrial loads, followed by AC / DC conversion). This type of AC power source is unavailable in most locations. Power surges during recharging also pose problems for power companies' ability to predict power requirements at specific locations. In addition to this specific problem, recharging stations are sparsely located. For the EV market to grow, EV recharging pumps must be available at gas stations. For example, Japanese Patent Publication No. 2012-210039 discloses a power distribution device installed on the premises of a commercial facility, the power distribution device comprising a plurality of on-site battery units, a distributor, and a plurality of charging poles, the charging poles to which on-board batteries of electric vehicles can be connected. [Overview of the Initiative]

[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 capacity “electrical reservoirs” or “battery reservoirs” or “energy reservoirs” or “power reservoirs.” These one or more electrical reservoirs can then be used as the primary recharge energy source for recharging electric vehicles (EVs). Battery technologies that support the “reservoir” requirement already exist. Several different energy storage technologies can be used, including flow batteries, lithium-ion batteries, energy storage capacitors (e.g., ultracapacitors) and / or fuel cells. Other electromechanical technologies such as flywheel energy storage can also be used. One or more electrical reservoirs can be located underground and / or above ground in a manner similar to how fuel (e.g., gasoline, diesel) is currently used to store fuel at gas stations.

[0005] One or more electric reservoirs can be charged using electricity already present at conventional gas stations. By using this method, power companies can predict and respond to electricity usage and avoid power surges. For example, one or more electric reservoirs can be recharged continuously, intermittently, variablely, or programmed from power sources (e.g., existing power sources, new power sources, power grids, transmission lines, distribution systems, power plants, generators, fuel-powered generators, solar power, solar panels, photovoltaic power, heat, solar thermal, wind turbines).

[0006] The energy stored in the electric reservoir can be used as a power source to recharge electric vehicles at stations. A recharging unit (e.g., an electric pump) very similar (in terms of physical size and form) to a conventional gasoline pump can be used to perform the appropriate conversion of the 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., a DC flow battery, a DC lithium-ion battery, or a DC lithium-ion battery array), the required power conversion can simply be direct or DC-DC conversion, avoiding the power loss caused by AC-DC conversion used in most battery chargers today.

[0007] The energy generated by a generator (e.g., an electric generator) can also be used as a power source to recharge electric vehicles (or multiple vehicles) at a station, with or without an electric reservoir. Generators can be located on-site (i.e., at the station) or off-site (i.e., separate from the station premises but near or a short distance from it). Generators can be installed on the station premises or they can be portable. For example, a generator can be partially or completely housed in a cargo container or similarly configured container that can be transported and installed at a station as a generator unit providing considerable power output. Furthermore, generators can be a single generator or multiple generators (e.g., connected to each other to provide a power plant).

[0008] Recharging station operators can charge EVs for customers in a similar or identical manner to gasoline customers. They can work with power companies regarding the costs of keeping reservoirs charged and amortize the costs of adding / supporting reservoirs and EV chargers or EV pumps (e.g., chargers or outlets). Operators can accumulate the necessary profits and charge EV customers accordingly. This eliminates the burden on power companies of having to provide industrial-scale power grid infrastructure such as additional towers, power lines, and substations, which may be impractical in most locations.

[0009] The reservoir approach allows for the transformation of traditional gas stations by simply adding EV chargers or EV pumps (e.g., refueling EV pumps), or multiple EV chargers or EV pumps, to provide fast charging for EVs. This fast charging could enable EVs to travel across the country as easily as gasoline cars do today, potentially making EVs more mainstream.

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

[0011] The subject being explained concerns recharging stations.

[0012] The subject matter described herein relates to electric / fuel stations.

[0013] The subject matter described herein relates to improved gas stations that include, or consist of, both a gasoline pump and an electric pump or an EV charger.

[0014] The subject matter described herein relates to an electric recharge / fuel station comprising, or consisting 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 recharge / fuel station comprising, or consisting 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 recharge / fuel station comprising, or consisting of, at least one fuel pump and at least one electric pump or charger, wherein at least one fuel pump is located at a predetermined distance from at least one electric pump or charger.

[0017] The subject matter described herein relates to an electric recharge / 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 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 at least one electric pump or charger are separate units.

[0019] The subject matter described herein relates to fuel / electric stations comprising, or consisting 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 positions and a plurality of electric pumps or chargers, wherein 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 / electric station comprising, or consisting of, at least one electric reservoir.

[0022] The subject matter described herein relates to fuel / electric stations comprising, or consisting of, multiple electric reservoirs.

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

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

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

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

[0027] The subject matter described herein relates to a fuel / electric station comprising, or consisting of, a plurality of electric reservoirs positioned above the ground surface.

[0028] The subject matter described in this specification relates to a fuel / electric station comprising or consisting of at least one electrical reservoir.

[0029] The subject matter described in this specification relates to a fuel / electric station comprising or consisting of a plurality of electrical reservoirs.

[0030] The subject matter described in this specification relates to a fuel / electric station comprising or consisting of at least one on-site electrical reservoir.

[0031] The subject matter described in this specification relates to a fuel / electric station comprising or consisting of a plurality of on-site electrical reservoirs.

[0032] The subject matter described in this specification relates to a fuel / electric station comprising or consisting of at least one electrical reservoir disposed below the ground surface.

[0033] The subject matter described in this specification relates to a fuel / electric station comprising or consisting of a plurality of electrical reservoirs disposed below the ground surface.

[0034] The described subject matter relates to a fuel / electric station comprising or consisting of at least one electrical reservoir disposed above the ground surface.

[0035] The subject matter described in this specification relates to a fuel / electric station comprising or consisting of a plurality of electrical reservoirs disposed above the ground surface.

[0036] The subject matter described in this specification relates to a fuel / electric station comprising or consisting of at least one fuel tank and at least one electrical reservoir disposed below the ground surface.

[0037] The subject matter described herein relates to a fuel / electric station comprising, or consisting of, a plurality of fuel tanks and a plurality of electric reservoirs located below the ground surface.

[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 electric reservoir located below ground level, wherein the at least one gasoline tank and the at least one electric reservoir are separated by at least a predetermined distance.

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

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

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

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

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

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

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

[0047] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an electric vehicle (EV), wherein the EV charging station comprises or consists of a power source, an electrical service that receives power from the power source, a primary electrical reservoir that receives power from the electrical service, a secondary electrical reservoir that receives power from the primary electrical reservoir, and a first EV charger that receives power from the secondary electrical reservoir, further comprising an AC-DC power converter that receives AC power from the electrical service and converts the AC power to DC power, a first DC-DC power converter that receives DC power from the AC-DC converter and converts the DC power to DC power to supply DC power to the primary electrical reservoir, and 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 DC power to the secondary electrical reservoir.

[0048] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an electric vehicle (EV), wherein the EV charging station comprises or comprises a power source, an electrical service that receives power from the power source, a primary electrical reservoir that receives power from the electrical service, a secondary electrical reservoir that receives power from the primary electrical reservoir, and a first EV charger that receives power from the secondary electrical reservoir, further comprising an AC-DC power converter that receives AC power from the electrical service and converts the AC power to DC power, a first DC-DC power converter that receives DC power from the AC-DC converter and converts the DC power to DC power to supply 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 DC power to the secondary electrical reservoir, and 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 DC power to the EV charger.

[0049] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an electric vehicle (EV), wherein the EV charging station comprises or comprises a power source, an electrical service that receives power from the power source, a primary electrical reservoir that receives power from the electrical service, a secondary electrical reservoir that receives power from the primary electrical reservoir, and a first EV charger that receives power from the secondary electrical reservoir, and further comprises an AC-DC power converter that receives AC power from the electrical service and converts the AC power to DC power, and receives DC power from the AC-DC converter and converts the DC power to DC The system further includes a first DC-DC power converter that converts DC power to DC power and supplies DC power to a 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 DC power to a 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 DC power to an EV charger, and a fourth DC-DC power converter that the EV charger converts DC power to DC power for supplying DC power to the EV.

[0050] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an electric vehicle (EV), wherein the EV charging station comprises or consists of a power source, an electrical service that receives power from the power source, a primary electrical reservoir that receives power from the electrical service, a secondary electrical reservoir that receives power from the primary electrical reservoir, a tertiary electrical reservoir that receives power from the secondary electrical reservoir, and a first EV charger that receives power from the tertiary electrical reservoir, and further comprises an AC-DC power converter that receives AC power from the electrical service and converts the AC power to DC power.

[0051] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an electric vehicle (EV), wherein the EV charging station comprises or consists of a power source, an electrical service that receives power from the power source, a primary electrical reservoir that receives power from the electrical service, a secondary electrical reservoir that receives power from the primary electrical reservoir, a tertiary electrical reservoir that receives power from the secondary electrical reservoir, and a first EV charger that receives power from the tertiary electrical reservoir, further comprising an AC-DC power converter that receives AC power from the electrical service and converts the AC power to DC power, and a first DC-DC power converter that receives DC power from the AC-DC converter and converts the DC power to DC power to supply DC power to the primary electrical reservoir.

[0052] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an electric vehicle (EV), wherein the EV charging station comprises or consists of a power source, an electrical service that receives power from the power source, a primary electrical reservoir that receives power from the electrical service, a secondary electrical reservoir that receives power from the primary electrical reservoir, a tertiary electrical reservoir that receives power from the secondary electrical reservoir, and a first EV charger that receives power from the tertiary electrical reservoir, further comprising an AC-DC power converter that receives AC power from the electrical service and converts the AC power to DC power, a first DC-DC power converter that receives DC power from the AC-DC converter and converts the DC power to DC power to supply DC power to the primary electrical reservoir, and 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 DC power to the secondary electrical reservoir.

[0053] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an electric vehicle (EV), wherein the EV charging station comprises or consists of a power source, an electrical service that receives power from the power source, a primary electrical reservoir that receives power from the electrical service, a secondary electrical reservoir that receives power from the primary electrical reservoir, a tertiary electrical reservoir that receives power from the secondary electrical reservoir, and a first EV charger that receives power from the tertiary electrical reservoir, and further comprises an AC-DC power converter that receives AC power from the electrical service and converts the AC power to DC power, a first DC-DC power converter that receives DC power from the AC-DC converter and converts the DC power to DC power to supply 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 DC power to the secondary electrical reservoir, and 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 DC power to the tertiary electrical reservoir.

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

[0055] The subject matter described herein relates to an electric vehicle (EV) charging station for charging an electric vehicle (EV), wherein the EV charging station comprises or consists of a power source, an electrical service that receives power from the power source, a primary electrical reservoir that receives power from the electrical service, a secondary electrical reservoir that receives power from the primary electrical reservoir, a tertiary electrical reservoir that receives power from the secondary electrical reservoir, and a first EV charger that receives power from the tertiary electrical reservoir, and further comprises an AC-DC power converter that receives AC power from the electrical service and converts AC power to DC power, and receives DC power from the AC-DC converter and converts DC power to DC power and supplies DC to the primary electrical reservoir. The system further comprises a first DC-DC power converter for supplying power, a second DC-DC power converter that receives DC power from a primary electrical reservoir, converts the DC power to DC power and supplies DC power to a 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 DC power to a tertiary electrical reservoir, 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 an EV charger, and the EV charger further comprises a fifth DC-DC power converter for converting DC power to DC power and supplying DC power to an EV.

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

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

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

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

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

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

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

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

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

[0065] [Figure 1] This is a schematic diagram of a fuel / electric station according to the present invention. [Figure 2] This is another schematic diagram of the fuel / electric station shown in Figure 1. [Figure 3] Figure 1 is a schematic diagram showing the structure and layout of the fuel / electric station. [Figure 4] This is a schematic diagram of the structure and layout of a portable fuel / electric vehicle (EV) station, intended for use with a fuel / electric station, such as the fuel / electric vehicle (EV) station shown in Figure 1, or for use in a remote area. [Figure 5] Figures 1 to 3 are schematic diagrams of flow batteries for use in fuel / electric vehicle (EV) stations. [Figure 6] This flowchart shows the flow of electricity from an electrical reservoir (e.g., flow battery, lithium-ion battery, energy storage capacitor, fuel cell) to a fuel / electric pump (e.g., EV pump, EV charger, and / or fuel pump). [Figure 7] This is a side view of the fuel / electric pump according to the present invention. [Figure 8] This is a schematic diagram showing the power distribution between the power source and the electric reservoir for EV charging. [Figure 9]This is a schematic diagram showing the power distribution for charging an EV from the fuel / electric pump's electrical reservoir and / or lithium-ion battery. [Figure 10] This flowchart shows the flow of power from an electrical reservoir (e.g., flow battery, lithium-ion battery, energy storage capacitor, fuel cell) to a fuel / electric pump equipped with a fuel pump and EV charger. [Figure 11] This is a side view of a fuel / electric pump according to the present invention, which includes a fuel pump and an EV charger. [Figure 12] This is a schematic diagram showing the power distribution between the power source (e.g., the power grid) and the EV charging from the electric reservoir. [Figure 13] This is a schematic diagram showing the power sharing between the fuel / electric pump's electrical reservoir and the lithium-ion battery used for EV charging. [Figure 14-1] This is a schematic diagram showing a fuel / electric station equipped with multiple (e.g., four) modular power subunits. [Figure 14-2] This is a schematic diagram showing a fuel / electric station equipped with multiple (e.g., four) modular power subunits. [Figure 15] Figure 1 shows a schematic diagram of a fuel / electric vehicle (EV) station enhanced with an additional electric reservoir. [Figure 16] This flowchart shows the flow of power from the electrical reservoir (e.g., flow battery, lithium-ion battery, energy storage capacitor, fuel cell) of a fuel / electric pump (e.g., EV pump, EV charger, and / or fuel pump) to the secondary electrical reservoir (e.g., battery, lithium-ion battery, energy storage capacitor, fuel cell) and the tertiary electrical reservoir (e.g., battery, lithium-ion battery, energy storage capacitor, fuel cell). [Figure 17] This is a block diagram of a communication system for a fuel / electric vehicle (EV) station according to the present invention, for communicating with an electric vehicle during recharging. [Figure 18] This figure shows the communication interface of the communication system shown in Figure 17. [Figure 19]This is a schematic diagram of a fast-charging electric vehicle (EV) system according to the present invention, having a collective AC / DC converter arrangement. [Figure 20] This is a schematic diagram of the fast-charging electric vehicle (EV) system according to the present invention, which has a distributed AC / DC converter arrangement. [Figure 21] This table shows the specifications of the base battery module for the fast-charging electric vehicle (EV) system according to the present invention. [Figure 22] This table shows the cable wiring specifications for the fast-charging electric vehicle (EV) system according to the present invention. [Figure 23] This table shows additional product specifications for the fast-charging electric vehicle (EV) system according to the present invention. [Figure 24] This table shows the specifications for the dual-use battery of the fast-charging electric vehicle (EV) system according to the present invention. [Figure 25A] This is a perspective view of an EV connector for a fast-charging electric vehicle (EV) system according to the present invention. [Figure 25B] This is a perspective view of another EV connector for a fast-charging electric vehicle (EV) system according to the present invention. [Figure 25C] This is a perspective view of a further EV connector for a fast-charging electric vehicle (EV) system according to the present invention. [Figure 25D] This is a perspective view of yet another EV connector for a fast-charging electric vehicle (EV) system according to the present invention. [Figure 26A] This is a front view of a 4-port 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] This is a front view of a 4-port 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] This is a perspective view of a phoenix contact-cooled electric vehicle (EV) connector for a fast-charging electric vehicle (EV) system according to the present invention. [Figure 28]This is a circuit diagram of an electrical circuit for a fast-charging electric vehicle (EV) system according to the present invention. [Figure 29] This flowchart illustrates the various stages of constructing a base battery module for use in an electric reservoir for a fast-charging electric vehicle (EV) system according to the present invention. [Figure 30] This is a perspective view showing the assembled base battery module without the cover attached. [Figure 31] This flowchart illustrates the various stages of constructing a pair of base battery modules for use in an electric reservoir for a fast-charging electric vehicle (EV) system according to the present invention. [Figure 32] This is a perspective view of an assembled electric reservoir for a fast-charging electric vehicle (EV) system according to the present invention. [Figure 33] This is a schematic diagram of a voltage trimming system for use in a high-speed charging electric vehicle (EV) system according to the present invention. [Figure 34] This is a schematic diagram of a boost / buck system for use in a high-speed charging electric vehicle (EV) system according to the present invention. [Figure 35] This is a perspective view of a base battery module showing the airflow out of the base battery module of an electric reservoir for use in a fast-charging electric vehicle (EV) system according to the present invention. [Figure 36] This is a perspective view of the base battery module showing "voltage conduction links" or "high-voltage jumpers" embedded in the base battery module cover, which allow the battery array string voltage to be naturally subdivided simply by removing the cover of the base battery module by removing the higher-order components. [Figure 37] This is a schematic diagram of a base battery module showing the "voltage conduction link" or "high-voltage jumper" embedded in the cover of the base battery module. [Figure 38] This is a schematic diagram showing the power flow and power conversion stages from the power grid to the power head for charging electric vehicles (EVs). [Figure 39]This table shows the specifications for a high-temperature battery indicator for use in a base battery module. [Figure 40] This is a schematic diagram showing 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. [Figure 41] This is a schematic diagram showing a fast-charging electric vehicle (EV) system according to the present invention having a cluster topology selectively connected to the power grid and one or more additional power sources (e.g., a wind-powered power generation system and solar panels). [Figure 42] This is a schematic diagram showing 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., a wind power generation system, solar panels). [Figure 43] This is a schematic diagram showing a fast-charging electric vehicle (EV) system according to the present invention having a cluster topology selectively connected to the power grid and on-site and / or off-side generators (e.g., on-site generators, off-site generators). [Figure 44] This is a schematic diagram showing a high-speed charging electric vehicle (EV) system and on-site and / or off-side generators (e.g., on-site generator, off-site generator) according to the present invention, having a distributed topology selectively connected to the power grid. [Figure 45] This is a schematic diagram showing a fuel / charging system according to the present invention having one or more fuel tanks for supplying or refueling fuel-type vehicles and supplying fuel to on-site and / or off-site generators. [Modes for carrying out the invention]

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

[0067] The fuel / electric station 10 comprises a plurality of fuel / electric pumps 12 (e.g., gasoline pumps). Each fuel / electric pump 12 comprises an electric vehicle charger or EV charger for recharging an EV and a fuel pump for supplying fuel (e.g., gasoline, diesel, gas, propane, liquid propane, hydrogen) to a fuel-type vehicle. Each fuel / electric pump 12 may, for example, contain within the 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, energy storage capacitor, fuel cell) and electronic components for supplying fuel to a conventional fuel-type vehicle having, for example, an internal combustion engine (e.g., fuel pump, fuel gauge, fuel filter, electrical control unit). The fuel / electric pump 12 may include, for example, cooling equipment (e.g., fan, cooler, cooling circulation system) for removing heat from the housing, compartment and electrical components.

[0068] In Figure 1, the fuel / electric pumps 12 are shown in two rows, with three fuel / electric pumps 12 in each row. However, more or fewer fuel / electric pumps 12 can be provided in each row, or more or fewer rows can exist.

[0069] As shown in Figure 7, each fuel / electric pump 12 includes a display 14, a charging cable 16A with an electrical connector 16B configured for EV hookup and recharging, a gasoline hose 18A to which a gasoline nozzle 18B is attached, a DC-DC converter 60, a current limiter 61, and an internal lithium-ion battery 19 (e.g., a battery, multiple batteries, a storage capacitor, a fuel cell). Alternatively, the fuel / electric pump 12 can be structured or configured as an electric pump structured to charge only EVs (i.e., a "charging-only" pump), or as a fuel pump configured to pump only fuel (i.e., a "refueling-only" pump). The fuel pump (e.g., a gasoline pump) may be spaced apart from the electric pumps equipped with or consisting of EV chargers at various locations and / or sites within the premises of the fuel / electric station 10.

[0070] Here again, the illustrated fuel / electric pump 12 comprises components or parts for both gasoline pumping and EV charging. For example, the fuel / electric pump 12 may include a lithium-ion battery 19, a storage capacitor, a fuel cell, an electronic controller configured to control the voltage and current supplied to the electric vehicle (EV) by the lithium-ion battery 19, fuel pump components, and / or safety electronics (e.g., control units for stopping all distribution, stopping EV charging, stopping fuel pumping, starting a halon fire system, suppressing electric sparks, detecting operation lockout, and a "fuel-only" filling mode or a "charge-only" charging mode).

[0071] Here again, the arrangement shown in Figures 1 and 2 can be modified by altering the illustrated rows of fuel / electric pumps 12 to one or more rows of "fuel-filling only" pumps and one or more rows of "charging only" pumps, physically separated, and separating them for safety reasons (e.g., to prevent fuel vapors from coming into contact with electrical equipment and potential electrical sparks). However, the fuel / electric pumps 12 can be configured or designed to allow both gas and electrical operation within the same fuel / electric pump 12 by providing electric spark suppression, a high level of electrical grounding, redundant electrical grounding, separate compartments or housing structures for separate gas and electrical operation, air vents or air or gas (e.g., nitrogen) circulation pumps, fans, and / or coolers. Here again, the fuel / electric pumps 12 can be configured or designed to allow only one operating mode at a time, for example, by providing a time pause between operations to allow the air vents or circulation pumps to remove any remaining fuel or fuel vapors to the atmosphere after the gas operating mode.

[0072] The fuel / electric station 10 comprises an underground fuel storage tank 20 connected to individual fuel / electric pumps 12 via a main fuel supply line 22 that is connected to and supplies to individual fuel lines 24 (i.e., fuel distribution arrangement and system). The fuel / electric station 10 further comprises an underground electrical reservoir 26 connected to the individual fuel / electric pumps 12 via a main power line 28 that is connected to and supplies to individual power lines 30 (i.e., electrical distribution arrangement and system). The fuel / electric station 10 is expected to provide high-speed charging or recharging of electric vehicles within a timeframe similar to that for refueling fuel-type vehicles (for example, configured to charge or recharge electric vehicles (EVs) in 5 to 15 minutes).

[0073] As an alternative to the fuel / electric station 10 shown in Figures 1 and 2, multiple fuel tanks 20 and / or multiple electric reservoirs 26 can be provided to the fuel / electric station 10 to meet larger and / or peak demand. For example, the fuel / electric station may consist of multiple power subunits, each having an electric reservoir and multiple fuel / electric pumps 12.

[0074] The electric reservoir 26 may be a device or apparatus configured to store a large amount of electricity. For example, the electric reservoir 26 may be a battery, a flow battery, a lithium-ion battery, a lithium-ion battery array (e.g., a battery group), an energy storage capacitor (e.g., an ultracapacitor), and / or a fuel cell. For example, the electric reservoir 26 may be a flow battery or a plurality of lithium-ion batteries (e.g., located adjacent to the fuel / electric pump 12, located inside the fuel / electric pump, and configured to fast charge the EV). The electric reservoir 26 may be designed, built, and sized to meet demand based on the 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 electric services 34 (e.g., electric service panels) located, for example, in the store 36 or other suitable on-site location of the station. The high-power service line 38 is powered from power sources 40 (e.g., power grids, power plants, electric power stations, transmission lines, transmission stations, substations, generators, power generators, fuel generators, fuel power generators, photovoltaic systems, solar panels, wind power, wind turbines), energy storage equipment, energy storage equipment, 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 power sources 40.

[0076] Furthermore, an electronic controller 41 can be provided on the power line 32 to control the 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 (for example, located on the premises of the fuel / electric station 10). The electronic controller 41 may be, for example, a programmable electronic controller.

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

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

[0079] Charging the electric reservoir 26 may include continuously charging the electric reservoir 26 at a uniform or variable speed. Alternatively, the electric reservoir 26 may be recharged intermittently at a fixed speed and / or charged at different speeds over different periods. In any case, the intention is to structure and position the fuel / electric station 10 to provide sufficient power availability to always meet the peak demand for recharging EVs at the fuel / electric station 10, while minimizing the peak power demand of the power source 40.

[0080] Figures 1 to 3 show a fuel / electric station 10, and / or power units 126,226 can be installed in a different location (e.g., a separate location, e.g., a remotely located area) as shown in Figure 4. The illustrated power units 126,226 are structured and arranged to provide only recharging. However, units 126,226 can be modified to provide both refueling for conventional fuel-type vehicles or electric recharging for EVs. Power units 126,226 can be connected to, for example, the electric panel 34 of the fuel / electric station 10 to supply power.

[0081] Portable power units 126,226 can be portable power units. For example, a 20-foot mobile storage container can be fitted with a dedicated charging pump 12, and a 40-foot mobile storage container can be fitted with two dedicated charging pumps 12. Portable power units 126,226 can be transported to a site (e.g., a new station location, a local station location, a remote station location) and connected to begin operation. Portable power units 126,226 can be particularly useful for providing temporary operation, remote operation, and inexpensive, reusable, or relocatable operation.

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

[0083] The flow battery 50 comprises, for example, an AQDS / AQDSH electrolyte storage tank having a circulation pump, and an HBr / BR2 electrolyte storage tank having another circulation pump, along with a pair of spaced porous carbon electrodes separated by a proton exchange membrane. The flow battery 50 is connected to a power cable 32 (power supply) and a main power cable 22 leading to the fuel / electric pump 12 and supplied to them.

[0084] As shown in Figure 6, at least one DC-DC converter 60 can receive power from the electrical reservoir 26 and then supply power to the fuel / electric pump 12. The converter 60 may 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 In this case as well, the electrical reservoir 26 may be one or more flow batteries 50. The open-circuit voltage of the redox flow battery cell stack is directly proportional to the number of stacks in series, as with other batteries.

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

[0087] The voltage available from the electrical reservoir 26 (e.g., flow battery 50) itself depends on its configuration (i.e., the number of cells in the stack, the number of stacks in series). For example, a vanadium flow battery installed in 2009 included three cell stacks, each with 40 cells, and the following was demonstrated: The stacks were electrically connected in series, giving a potential of approximately 165V (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 raise the voltage to the desired charge level is to use the power electronics boost converter in the DC-DC converter 60 present in the fuel / electric pump 12. The choice of topology to reach the desired charge 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 significantly different battery voltages or charging port form factors. The DC-DC converter power electronics are considered capable of providing the required voltage levels for a specific range of battery voltages. If the voltage requirements of the EV battery exceed the range that a single DC-DC converter 60 design can provide, or if the charging port form factors are entirely different, then different pump types 212 interfacing with the same electrical reservoir 26 (e.g., flow battery 50) will need to be provided.

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

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

[0092] If the output voltage of the electrical reservoir 26 (e.g., the flow battery 50) is lower than 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 available voltage from the flow battery to a higher voltage, which is then down-converted to the EV battery voltage as needed during the charging process. Both the boost and buck stages operate again while minimizing converter losses.

[0093] The AC-DC power converter 43, positioned after the AC power supply 40 that supplies power to the electrical panel 40 or cable 32, may incorporate a rectifier stage 62 followed by a DC-DC converter stage 64. The rectifier stage 62 is necessary to convert the AC voltage to a DC voltage. The DC-DC converter 64 or converter stage needs to convert the rectified (DC) voltage to the voltage of the electrical reservoir 26, as required during its charging process. The rectifier stage is typically a 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 to meet power quality requirements set by the operator. The DC-DC converter stage 64 may be a "buck" type or a "boost" followed by "buck" type, depending on whether the flow battery voltage is lower or higher than the rectified voltage, respectively. The DC-DC converter stage 64 may include an LC filter 66 to remove voltage ripple caused by the power electronics switching mechanism. Here too, power electronics switches need to be activated 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 supply 350KW of power to recharge the electric vehicle. To manage this large amount of power, a large copper cable must be used. Power is a combination of voltage and current. Today's electric vehicles are built using batteries as high as 350-400VDC. In the future, this voltage will be even higher to support longer driving distances and faster speeds. To ensure successful fast charging, the charging current is expected to be 400-500 amperes.

[0095] The charging cable must be made with a diameter of 0000AWG (approximately 0.5”) 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 that they facilitate 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 in order to initiate the charging process. The "electronic safety key / lock" is also used to ensure that the connection to the pump is that of a valid EV ready for charging. This safety key may also be part of the pump safety software, and the EV must provide a valid response to activate 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 for charging.

[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 not have exposed metal parts for safety reasons, and if two cables are used, the cables must be interchangeable or keyed to prevent improper insertion or connection.

[0097] By using highly conductive cables and contacts, minimal energy loss during the critical charging process is ensured. It is crucial that maximum energy (i.e., power × time) is supplied during the charging process.

[0098] Charging interruption safety is also provided to protect against accidents such as people attempting to start the vehicle during the charging process, or environmental accidents such as earthquakes. The pump provides a suppression signal that EV manufacturers can use to prevent the EV from starting during the charging process. However, in case the cable is accidentally pulled out of the pump during the charging process, the pump will detect this condition and shut off the power supply to prevent it from being used by the outside world.

[0099] For safety reasons, a master cutoff lever is also provided to shut off power from the battery reservoir.

[0100] maximum power sharing As shown in Figure 8, the station and system for high-speed electric vehicle charging or recharging according to the present invention may include a maximum power sharing function between the charging of an energy reservoir and the charging of an EV.

[0101] For example, if the electrical reservoir 26 used is a redox flow battery 50, it cannot be charged while supplying power to the output. This is because the pump flow changes direction accordingly. Due to this limitation, it is possible to use the additional power normally used to charge a redox flow battery to assist in charging an actual EV.

[0102] This feature enables relay switching to select the charging target. While there is no EV in the pump, the redox battery can be selected and continuously charged. As soon as the EV is ready to charge, the system can switch its selection to provide the EV with a maximum charge by supplying power to the EV that is heading towards the energy reservoir.

[0103] It should be noted that the charger 43' (Figure 8), together with the AC-DC power converter 43 shown in Figure 1, may include other electrical components or parts to constitute 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] The characteristics of this type can also be applied to the fuel / electric pump 12, as shown in Figure 9. DC power from the electric reservoir 26 is directed to the DC-DC converter 60. DC-DC power from the DC-DC converter 60 can be selectively used to charge the lithium-ion battery 19, or to charge the EV being charged by the fuel / electric pump 12. Alternatively, the power from the DC-DC converter 60 and the lithium-ion battery 19 can be used simultaneously to charge the EV using the switching configuration shown in Figure 9.

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

[0106] Fuel / electric pump The fuel / electric station 10 is equipped with multiple 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 refueling, 2) a configuration for EV charging only, and 3) a configuration for refueling only.

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

[0108] Modular power subunit The fuel / electric station 10 comprises one or more modular power subunits. For example, the fuel / electric station 10 comprises four modular power subunits 2A, 2B, 2C, and 2D, as shown in Figure 14. The modular power subunits are configured to allow the addition of one or more additional modular power subunits to be installed in the fuel / electric station 10, thereby increasing the charging capacity of the fuel / electric station. For example, the fuel / electric station 10 may comprise one or more modular power subunits. (For example, 1 to 100 modular power subunits 2 are installed in one or more fuel / electric stations 10 located in one or more interconnected locations.) For example, many modular power subunits can be supplied to a parking lot or interconnected parking lot to support the charging of a large number or group of electric vehicles.

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

[0110] As shown in Figure 14, each of the four modular power subunits 2A, 2B, 2C, and 2D is provided with its own separate electrical service 34A, 34B, 34C, and 34D.

[0111] The modular power subunits 2A, 2B, 2C, and 2D each comprise, for example, one or more electrical reservoirs. In Figure 14, the modular power subunits 2A, 2B, 2C, and 2D each comprise electrical reservoirs 26A, 26B, 26C, and 26D, respectively. The fuel / electric pumps 12A, 12B, 12C, and 12D each comprise, for example, a lithium-ion battery 19 (Figure 11).

[0112] The modular subunit may include, for example, various AC-DC and DC-DC converters for adjusting power to specific components or parts of the fuel / electric station 10. For example, a DC-DC converter may be provided upstream of each electric reservoir to adjust the charging power of a particular electric reservoir.

[0113] Multiple levels of electrical reservoir The fuel / electric station 10 comprises one or more electric reservoirs. For example, the fuel / electric station 10 comprises a primary electric reservoir 26-1 and a secondary electric reservoir 26-2, as shown in Figures 15 and 16. As a further example, the fuel / electric station 10 comprises a primary electric reservoir 26-1, a secondary electric reservoir 26-2, and a tertiary electric reservoir 26-3, as shown in Figures 15 and 16. Additional layers (or more) of electric reservoirs (e.g., four or more) can be provided to the fuel / electric station 10 to provide additional energy storage capacity, power redundancy, and power switching of one or more electric reservoirs to a specific fuel / electric pump 12. For example, various electric reservoirs can be switched individually or in combination to a specific fuel / electric pump 12 to meet the charging needs of that specific fuel / electric pump 12 and all other fuel / electric pumps in use. A computer control system is provided to monitor the demand at each fuel / electric pump 12 and to switch to the appropriate power to meet the demand at 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 such as IEC61851-21, IEC61851-23, IEC61851-24, ISO15118, and PLC have already been established for the EV industry.

[0115] The hardware and software will be integrated to support one or more of these standards in order to enable a proper handshake between the EV charger and the vehicle. This hardware / software will support digital communication, digitally encoded information exchanged between the DCEV charging station and the EV, and the method of such exchange.

[0116] Figure 17 shows the digital communication between a DC EV charging station (e.g., fuel / electric station 10) and an electric vehicle for controlling DC charging.

[0117] Figure 18 shows an example of a schematic block diagram of System A. The interface circuit between the charging control station 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 a combined 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 according to the present invention.

[0119] The fast-charging electric vehicle (EV) system 210 comprises 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 for charging 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 is equipped with or connected to a power source 240 (e.g., an external power source, a power grid, e.g., a 240VAC 1-phase / 208VAC or 480VAC 3-phase grid) and functions as the 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 wind power (e.g., a wind-driven power generation system), hydroelectric power (e.g., a water turbine, a turbine), photovoltaic power generation system (e.g., solar panels), generator (e.g., a fuel generator), power generation equipment, a power plant, or other types of power sources.

[0121] Power supply 240 is connected to transformer 214 to supply power, and transformer 214 is connected to AC / DC converter 216, which functions as an electrical reservoir charger to supply power.

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

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

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

[0125] The DC / DC converter 226 is connected to the EV charger 230 to supply power, and the EV charger 230 is connected to the EV charging port 232, which is configured to connect to an electric vehicle (EV) 234 for charging or recharging, to supply power.

[0126] In the combined AC / DC converter configuration 212, the AC / DC converter 216 is a single-stage AC / DC converter configured to selectively charge each of the electrical reservoir modules 222A, 222B, 222C, and 222D on demand, for example. 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 comprises a transformer 314 (e.g., a pad transformer, PAD XFMR), four AC / DC converters 316A, 316B, 316C, 316D and a fast charger controller 318, four switches 319A, 319B, 319C, 319D (e.g., bypass switches), an input bus 320, an electrical reservoir 322 having four electrical reservoir modules 322A, 322B, 322C, 322D, an output bus 324, a DC / DC converter 326, a bypass power supply circuit 328, an EV / HEV charger 330, and a charging port 332 for charging an electric vehicle (EV) 334. The fast charger controller 318 is connected to and can control one or more components of the fast-charging electric vehicle (EV) system 310.

[0129] The fast-charging electric vehicle (EV) system 310 is equipped with a power source 340 or connected to a power source 340 (e.g., an external power source, a power grid, e.g., a 240VAC 1-phase / 208VAC or 480VAC 3-phase grid) and functions 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 wind power (e.g., a wind-driven power generation system), hydroelectric power, a solar power generation system, a generator (e.g., a fuel generator), or other types of power sources.

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

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

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

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

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

[0135] It should be noted that hybrid architectures of these two variations of the fast-charging electric vehicle (EV) systems 210 and 310 are possible, but at the expense of increasing circuit complexity.

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

[0137] Lithium-ion battery For example, Figure 21 shows the battery module specifications for a dual-purpose industrial battery configuration used as the base power for 222 or 322 electrical reservoirs.

[0138] Figure 22 shows the cable wiring specifications for the internal cable wiring of the fast-charging electric vehicle (EV) system 210 or 310.

[0139] Additional product specifications for the fast-charging electric vehicle (EV) system 210 or 310 are shown in Figure 23.

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

[0141] Dual-purpose lithium-ion battery Figure 24 shows the technical specifications for the dual-purpose industrial battery lithium-ion cells used in the electrical reservoir modules 222A, 222B, 222C, and 222D of electrical reservoir 222, or in the electrical reservoir modules 322A, 322B, 322C, and 322D of electrical reservoir 322.

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

[0143] Interface Requirements Human Interface The fast-charging electric vehicle (EV) system 210 or 310 utilizes, for example, interface elements. These elements include, but are not limited to, the following:

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

[0145] The power head 336 can, for example, incorporate a standardized, integrated weather / rain shield. The power head 336 can also incorporate further standardized lighting, for example, to ensure adequate lighting is available in darkness.

[0146] The power head 336 may also include, for example, a pad having a stylized protective barrier. The power head 336 may incorporate a charging port having design elements similar to those of a fuel distribution system nozzle, for example, to recognize the user's intended use.

[0147] The power head 336 may include, for example, a backlit and user-recognizable control panel (e.g., a touchpad control interface, backlit buttons, and switches). The pads may provide the user with, for example, the operating status, connection status, and charging status of the fast-charging electric vehicle (EV) system 210 or 310 in a recognizable display format. These pads and display elements may include, but are not limited to, system status, vehicle connectivity, charging status, fault status, guidance 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 18 feet long, for example, from a high mounting point on the power head 336 to the charging port connection of the EV / HEV. This 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, the 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, a Combo 2 DC connector of IEC62196 Type 2 for power services up to 60KW, and a standard Type 2 (optional) for 3-phase AC charging support.

[0151] EV connector As shown in Figures 25A, 25B, 25C, and 25D, various EV connectors 350A, 350B, 350C, 350D, and 350E can be used in the fast-charging electric vehicle (EV) system 210 or 310.

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

[0153] This approach offers the following advantages: it does not require significant resources for connector development, the communication interfaces and software protocols necessary to use this connector standard are developed as a springboard for future fast-charging EV platforms, and existing high-voltage and high-current protection can be incorporated into this connector standard.

[0154] These components can be purchased and modified via a simple four-plate adapter with an interface corresponding to the charging port of an EV vehicle (or multiple vehicle). This method allows for a cleaner finish and implementation for industrial design and aesthetic purposes.

[0155] Alternative options For example, as shown in Figure 27, the Phoenix Contact glycol-cooled power connection system 354 can be used in the fast-charging electric vehicle (EV) system 210 or 310. This option provides higher current capacity due to the glycol-cooled cable and port system. This option provides streamlined power port connections, but the complexity of integration increases due to the support of the liquid cooling system. Furthermore, cost trade-offs must be considered. Also, when using cooled cables with a 500A capacity, only two need to be connected in parallel to enable 1000A charging.

[0156] Commercial Interface In commercial access deployments, the fast-charging electric vehicle (EV) system 210 or 310 can incorporate, for example, a standard point-of-sale (POV) system for credit / debit payments and a commercial interface to facility control points.

[0157] In support access deployments such as resorts and golf courses where the system is owned and operated, for example, a fast-charging electric vehicle (EV) system 210 or 310 can incorporate control points into a coded access panel.

[0158] Electrical requirements Base rated electricity 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 cells) Voltage rating: 90VDC 240Ah per channel (e.g., 7S2P configuration) 220VAC, 60Hz commercial power input

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

[0160] For example, the interface circuit to the power company may be configured such that, upon detecting a loss of grid power, the electrical reservoir 222 or 322 of the fast-charging electric vehicle (EV) system 210 or 310 is mechanically disconnected, thereby isolating it from the power grid. This provision must comply with the operator's regulations and certifications.

[0161] The capacity size of the electric reservoir 222 or 322 must match the available reserve power at the deployment site so that the electric reservoir 222 or 322 can be recharged during “off-peak” times. This requires a field survey to determine the optimal “periodic usefulness” of the fast-charging electric vehicle (EV) system for a given deployment site.

[0162] Electric reservoir The electrical reservoir can have the following ratings for each channel, for example: Voltage: 90VDC Capacity: 240Ah / battery module Power: Minimum 20.16KWh

[0163] Alternatively, the electrical reservoir can use 16 x 12.8V / 120Ah battery modules (16S1P) in series, which provides a nominal reservoir voltage of 204.8V (per channel). The 204.8V level is used instead of the 90V level because it does 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 comprises, for example, four channels, each having a string array of dual-use industrial batteries, for example, 7S2P (i.e., two electric reservoir modules arranged in parallel). The 7S2P string array can be upgraded to 16S1P, or optionally 16S2P.

[0165] A fast-charging electric vehicle (EV) system 210 or 310 can charge a single EV / HEV (as defined below) from a single fully charged electric reservoir module 222A, 222B, 222C, 222D or 322A, 322B, 322C, 322D, for example, when the electric reservoir is at full capacity. Once the EV / HEV charging cycle is complete, 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 sequentially charging the next EV / HEV.

[0166] Electrical reservoir module (e.g., battery module) 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 the case of hardware, this AC / DC converter shall consist of stacked (if necessary) and distributed groups of AC / DC units (e.g., commercially available) with a minimum capacity of 7 kW per channel. When 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, which shall include 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-purpose industrial battery array can be upgraded to a 16S1P, or optionally to a 16S2P.

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

[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 target battery pack’s battery management system (BMS) when connected via the charging port. This handshake shall enable the following to be achieved: open communication handshake, verification of HVIL integrity, verification of voltage isolation, verification of functional safety (fault status of the EV / HEV battery pack or fast-charging electric vehicle (EV) system), exchange of basic charge request information, charge status, voltage level, battery (pack) temperature, critical cell temperature, charging protocol (if applicable), status of recharge activity, completion of charging activity (de-energization of electric bus(s)), termination of communication, and termination of handshake, etc. [Examples]

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

[0170] insulation The fast-charging electric vehicle (EV) system electrical circuit 356 can be designed so that high-voltage isolation can be confirmed via a "functional safety" software protocol, for example, as shown in Figure 28. If good isolation detection is lost, the fast-charging electric vehicle (EV) system architecture shall provide means to mechanically reduce the internal voltage to less than 60 VDC at any accessible touch point (i.e., potential physical contact).

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

[0172] AC / DC converters can, for example, utilize galvanic isolation.

[0173] It should be noted that if the grounds of two different electrical circuits or pieces of equipment connected to each other are at different potentials, a significantly high current may flow unintentionally or in the wrong direction, potentially damaging the equipment and potentially being fatal to an operator 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 an off-board (external) fast EV charger is directly connected to the EV battery and its battery management system (BMS) via a contactor. The charging station power supply 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 DC current does not flow between the two grounds. DC EV charging systems are based on switching power electronics. In such systems, galvanic isolation is achieved in various ways and locations depending on the power electronics topology / architecture used.

[0175] Power supply circuits are generally isolated using galvanic isolation, which can be performed at the AC line frequency of the AC / DC conversion stage (Figure 4, component block 43) or at high frequencies up to several hundred kilohertz of one or more DC / DC converter stages (Figure 1, component block 64, Figures 6, 7, 8, 9, block 60).

[0176] In a high-speed 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 Figure 4, component block 216 in Figure 41, component block 315A in Figure 42, component block 416 in Figure 43, and component block 515A in Figure 44).

[0177] The above explanation that the EV's OBC is bypassed during DC charging is given because isolation is integrated within the OBC present in the EV, as Level 1 and Level 2 AC charging sources (in contrast to DC charging systems) do not have galvanic isolation. The OBC accepts 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 generally provided during DC / DC conversion via a much smaller and more efficient high-frequency transformer compared to using a large 50 / 60Hz transformer, thus achieving isolation during AC / DC conversion.

[0178] Low-voltage signaling and control loops or feedback circuits can be isolated using galvanic isolation (electromagnetic induction), optoelectronic isolation, or a combination thereof. Such isolation is present in multiple feedback loops present in various components of a charging system.

[0179] ground The fast-charging electric vehicle (EV) system 210 or 310 shall conform to all recognized electrical grounding principles understood in the latest technology. The fast-charging electric vehicle (EV) system 210 or 310 shall be grounded to provide a preferred current path that provides lower electrical resistance than that provided by the system's closed-loop, human interface touchpoints, and human operators or bystanders physically in contact with the commercially available point-of-sale (POV) system interface.

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

[0181] Base battery module configuration The base battery module 372 (e.g., a 12VDC NOM battery cell array) comprises, or may comprise, one or more NOCO brand 12VDC nominal 120Ah dual-purpose 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 typical structure of an electrical reservoir module 222A, 222B, 222C, 222D, or 322A, 322B, 322C, 322D consisting of one or more base battery modules 372 is shown in Figure 29.

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

[0184] alternative structure For example, a general structure of an alternative structure for an electrical reservoir module 222A, 222B, 222C, 222D, or 322A, 322B, 322C, 322D, comprising or consisting of a base battery module 372', is shown in Figure 29.

[0185] In this structure, for example, as shown in Figure 30, the Shida 120Ah pouch cell array and BMS (or BMS) are integrated into a thermal solution that is unified for packaging and cost efficiency.

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

[0187] To extend the operating life, additional battery mass must be considered so that the current supply requirements to the target EV / HEV battery pack(s) do not exceed 70% SOC of NOCO brand dual-purpose industrial batteries equipped with electrical reservoir modules 222A, 222B, 222C, 222D, or 322A, 322B, 322C, 322D.

[0188] Power (charging) reservoir requirements architecture The electrical reservoirs 222 or 322 (Figures 19 and 20) comprise or consist of one or more base battery modules 372, or electrical reservoir modules 222A, 222B, 222C, 222D, or 232A, 232B, 232C, 232. The base battery modules 372 comprise or consist of one or more batteries 370 (e.g., dual-use industrial batteries, lithium-ion batteries), as shown, for example, in Figure 29. For example, the electrical reservoir modules 222A, 222B, 222C, 222D, or 322A, 322B, 322C, 322D each comprise or consist of multiple base battery modules 372, each comprising or consisting of multiple batteries 370.

[0189] Specifically, the electrical reservoir 222 or 322 comprises or consists of multiple batteries 370 connected to and assembled (i.e., constructed) with respect to each other. As shown in Figure 29, each of one or more batteries 370 can be assembled or constructed from multiple battery cells 370A connected to each other 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 upgraded to, for example, an 8S1P array. Furthermore, for example, a fast EV charging system can be upgraded to a 4S4P configuration of 30Ah cells to obtain a 12.8V / 120Ah battery.

[0190] Multiple batteries 370 can be arranged and connected together to provide one or more base battery modules 372. For example, each of the one or more base battery modules 372 may have or consist of a 7S1P string of 12VDC nominal 120Ah dual-purpose industrial batteries (e.g., lithium-ion batteries). The 7S1P can be upgraded to 8S1P (referring to the base battery modules), 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, tab) and a battery module container lid 372B, and can house seven dual-purpose industrial batteries 370 connected to each other in series to provide a nominal voltage of 84VDC. An eighth battery position within each base battery module 372 may be occupied by base battery module control electronics and integrated hardware. The build-up assembly of the base battery module 372 is shown in Figure 29. Alternatively, the eighth battery position may be occupied by the battery itself in an 8S1P configuration. Furthermore, the illustrated nominal voltage of 84VDC can 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 in parallel (e.g., a 1S2P module battery array) to provide a base battery pair 374. A base battery pair 374 (e.g., a 7S2P battery array) can have a minimum capacity of 20.16 kWh.

[0193] The assembled electrical reservoirs 222,322 (i.e., fast-charging electrical reservoirs) comprise, or may comprise, eight base battery modules 372 electrically connected to each other in pairs (e.g., 1S2P base battery modules). These eight base battery modules 372 can be stacked in units of two, consisting of four modules per stack, as shown, for example, in Figure 32.

[0194] Base module configuration. Internal base module array: 7S1P Alternatively, the high-speed EV charging system can use 2 x 8S1P base 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 20.16 kWh modules (stacked type)

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

[0198] This consideration of physical isolation can be determined, for example, by engineering assessments of cable length routing and resistance, or the effects of power efficiency losses.

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

[0200] Electric reservoir charging The fast-charging electric vehicle (EV) system 210 or 310 can be configured, for example, with a fully-capacity electric reservoir 222 or 322, and can charge a single EV / HEV from a single fully-charged base battery module 372. Once the EV / HEV charging cycle is complete, the fast-charging electric vehicle (EV) system 210 or 310 “circulates” to the next base battery module 372 in preparation for sequentially charging the next EV / HEV.

[0201] Bypass mode charging Bypass mode charging is defined as direct charge transmission 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; the cycle efficiency is favorable in bypass mode depending on the state of charge (SOC) of the base battery module 372; the cycle efficiency is favorable with "charge topping" in relation to step-down / step-up operation depending on the battery module SOC; direct charging from the AC / DC converter is favorable based on the voltage / capacity characteristics of the target EV / HEV battery pack; and any combination of the above.

[0203] Power transmission Power transmission between the fast-charging electric vehicle (EV) system 210 or 310 and the target EV / HEV battery pack being charged shall follow the charging protocol recommended by the original manufacturer (OEM). A "handshake" is expected to be communicated via the CSS DC charging port communication interface, which enables the selection of an appropriate charging protocol. If this handshake is not possible, the fast-charging electric vehicle (EV) system 210 or 310 shall select a 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 its serviceable limits. This can be achieved through data exchange during a "handshake" process between the charging system and the EV / HEV target battery pack, or by 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 the specified usable limits, the charging process shall proceed under monitoring until completion (100% SOC or specified terminal voltage). If the EV / HEV target battery pack performance deviates from normal parameters, the charging process will be stopped and the common bus(s) will be discharged. If an inappropriate input power source is detected during the charging function, the charging system will 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, for example, select an appropriate base battery module 372 during the "handshake" process based on data available from the base battery module subcontroller and charge request information obtained from the EV / HEV target battery.

[0208] The fast-charging electric vehicle (EV) system 210 or 310 shall select appropriate base battery modules 372 (cycle) based on the comprehensive objective of maximizing power transmission and capacity usefulness over a given duty cycle (daily operation). This shall be interpreted as discharging the base battery modules 372 sequentially as much as possible, based on the voltage and capacity requirements of the EV / HEV target battery requirements.

[0209] Voltage trimming (optional) In the architecture of the voltage trimming system 258, as shown in Figure 33, the AC / DC converters 216, or 316A, 316B, 316C, and 316D, have their DC outputs connected in series with the 7S string to provide the necessary “trim” voltage to generate the specific output voltage required for the instantaneous charging voltage of the target battery pack. The operational advantage is that the “trim” charging voltage is generated from an available commercial power grid source or power supply, eliminating the power loss associated with the “buck / boost” system. This results in more efficient use of the available capacity in the electrical reservoirs 222 or 322.

[0210] Additional operating modes can be achieved by selectively splitting the 7S string to match the 48V capability. This effectively reduces the need for the high step-down ratio otherwise required for the two target EV / HEV applications (i.e., EZ-GO at 72VDC and Polaris at 48VDC).

[0211] The drawbacks are the increased complexity of the circuit design and the need to achieve a system where the underlying voltage source behaves as a "perfect" voltage source.

[0212] Boost / Break selection (optional) In the 360 ​​architecture of the boost / buck system, the circuit incorporates a boost / buck transformer that operates as follows, as shown in Figure 34.

[0213] If the electrical reservoir 222 or 322 is supplying a voltage exceeding the voltage required for the commanded charging voltage operating point, the step-up / step-down transformer shall operate in step-down mode with an appropriate step-down ratio necessary 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 operating mode.

[0214] The electrical reservoir 222 or 322 can be designed with an appropriate base voltage rating, for example, so that the step-down operating mode takes precedence over the step-up operating mode.

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

[0216] Figures 33 and 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, as it only carries a continuous load of 32A per NEC (80% of the 40A rating). 220V*32A~7kW (for a unified power factor).

[0217] However, a fuel (e.g., gasoline) pump station, for example, can have multiple 240V / 40A outlets, or a padded transformer with a much higher current capacity (e.g., 500A or 800A), which provides a much faster charging speed for the electrical reservoir.

[0218] For example, a fast-charging electric vehicle (EV) system can use a single 30kW AC / DC converter. In Figures 33 and 34, if, for example, a 7kW AC / DC converter is used, several 240V outlets (e.g., four or five) can each be equipped with a 7kW AC / DC converter, each supplying power to a separate reservoir. Alternatively, the outputs of individual 7kW AC / DC converters can be arranged in parallel to effectively supply 28kW or 35kW of power to a larger reservoir. As an alternative, more powerful AC / DC converters can be supplied from a three-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 AC / DC converters 216 or 316A, 316B, 316C, 316D (maximum) and electrical reservoirs 222 or 322 (minimum). This power can be mixed, for example, as an output function of the synchronous (active) rectification process of DC / DC converters 226, 326.

[0220] This topology is likely to efficiently generate the best system and result in the most efficient use of the capacity of the electrical reservoirs 222,322. Note that, by eliminating string splitting in the “trim voltage” option above, the trim voltage and mixed power modes are very similar based on the circuit architecture decision.

[0221] The modes described above are not mutually exclusive. Further engineering analysis is needed to determine which method or combination of methods provides the best cost / efficiency solution for the fast-charging electric vehicle (EV) system 210 or 310 and its required electric reservoirs 222, 322.

[0222] mechanical requirements Geometric shape of the battery module The geometric shape 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, for example, a battery module container 372A (e.g., a formed rotary mold, a formed blow mold, or a vacuum molded structure tray or tab) and a battery module container lid 372B (e.g., a cover lid), or consist of these. For example, the battery module container 372A may be formed with a retaining mechanism for securing individual NOCO dual-use industrial batteries 370 in place.

[0224] Each NOCO dual-purpose industrial battery 370 shall be secured to an individual stopper within the battery module container 372A via a battery retaining bracket and fastener(s) (multiple may be used).

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

[0226] The battery module container 372A may incorporate features on its upper flange, for example, a threaded insert which can be pressed for closing the battery module container lid 372B of the base battery module 372.

[0227] The battery module container 372A may incorporate, for example, flanges for assembling truss elements and support elements to assist in load support for stacking.

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

[0229] The upper flange surface of the battery module container 372A shall incorporate a recessed channel to which either a sealant bead or a sealing cord (e.g., an O-ring or a square ring) may be applied.

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

[0231] The battery module container 372A may have, for example, a flanged feature for housing electrical and communication connections.

[0232] The material of the battery module container 372A shall be, for example, an insulating plastic material (e.g., polyurethane, polyethylene) or consist thereof.

[0233] Battery cover (lid) The battery module container lid 372B may have a structure with intersecting ribs and trusses so as to be able to support the weight of the stacked and assembled base battery modules 372, for example.

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

[0235] The battery module container lid 372B can have features at positions corresponding to the battery module container 372A so that, for example, a metal insert can be installed to support the flange pressure applied by the fastening hardware.

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

[0237] The battery module container lid 372B incorporates a detent so that, for example, the corresponding cleats of the battery module container 372A can be reliably aligned for positioning and stacking.

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

[0239] Sealing of the base battery module The base battery module 372 can be configured, for example, to provide a primary weather sealing for the contained components.

[0240] The sealing methods used can comprise or consist of, for example, direct sealant application, seal cord application, or barrier methods such as louvered fans to prevent rain from entering the base battery module 372 by wind.

[0241] Base battery module hardware All hardware used in the construction or assembly of the base battery module 372 can comply with, for example, the ISO class 10.9 standard or equivalent (SAE grade 8.8).

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

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

[0244] Cooling of the base battery module The base battery module 372 can be configured to provide cooling and / or can include cooling devices (e.g., vents (plural possible), fans (plural possible), air conditioning, cooling circuits) to prevent the base battery module 372 from overheating. For example, the base battery module 372 is provided with vents that allow the air flow of the heated air to the outside to exit from the side surface of the base battery module 372, as shown in FIG. 35.

[0245] Mechanization of the module The base battery module 372 of the electric reservoir 222 or 322 can be configured such that, for example, as shown in FIG. 36, the disassembly process of the base battery module 372 reduces the internal voltage level as a disassembly function. This can be achieved by voltage conduction links 372C and 372D (or high-voltage jumpers) embedded in the base battery module lid 372B such that when the base battery module lid 372B is removed, as shown in FIG. 37, the battery array string voltage is naturally subdivided simply by removing the higher-order components. The purpose of these features is to provide high-voltage safety inherent to both assembly workers and maintenance workers.

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

[0247] The AC power from the power grid drives the 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 led to the electrical reservoir 222 or 322.

[0249] Next, the AC power is converted to DC power to charge the base battery module 372 of the electric reservoir 222 or 322, or to bypass the electric 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 reservoirs 222 or 322 and led to the power head 336 to charge the EV / HEV target battery pack. The system then "cycles" to the next base battery module 372 to continue sequentially charging the next EV / HEV target battery pack.

[0251] High-voltage creepage distance and clearance requirements For the purpose of creepage distance and clearance requirements for fast-charging electric vehicle (EV) systems 210 or 310, ISO 6469-1:2009 (High-voltage on-board charging systems) can be referenced, for example, until a suitable fixed deployment specification is found.

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

[0253] thermal management The fast-charging electric vehicle (EV) system 210 or 310 requires a multi-system thermal management system. The following thermal management techniques are expected to be applied to the following subsystems, including the electrical reservoir 222 or 322, which can conductionally cool, for example, the conductors / busbars (e.g., input bus 220 or 320 and output bus 224 or 324). The battery 370 (e.g., NOCO dual-use industrial lithium-ion battery) can be convectively cooled via dedicated blower fans 372C (or vents) within each base battery module 372, for example, as shown in Figure 35. These fans can be actively controlled, for example. For example, an electronic control module can be air-cooled convectively through a sealed external enclosure housing a heatsink (i.e., outside the control module but inside the base battery module). The containment and environmental housing structure for the electrical reservoir 222 or 322 shall be discharged into the atmosphere, but shall be designed to meet all environmental / meteorological protection requirements for its subsections. For example, AC / DC converters 216 or 316A, 316B, 316C, and 316D may each be sealed modules with internal conductive cooling to an external heatsink. The outer surface of the heatsink shall be cooled by convection via a blower fan. For example, a DC / DC converter(s) 226 or 326 may be a sealed module with internal conductive cooling to an external heatsink. The outer surface of the heatsink shall be convectively cooled via a blower fan(s). The power head 336 kiosk may, for example, be fan-cooled.

[0254] Electrical reservoir housing (mechanical type) For example, the electrical reservoir 222 or 322 of the fast-charging electric vehicle (EV) system 210 or 310 comprises or may consist of a separately housed battery module array. This unit shall be enclosed in a properly grounded structure. The maximum displacement distance from the power head 336 shall be defined based on the DC link conductor resistance loss.

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

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

[0257] The material selected for the structural columns may be preferentially made from a non-conductive material(s) having several metallic elements to provide strength and rigidity. Conductive structural elements must not be in "contact or proximity" to high-voltage busworks and electrical components, so that impact damage to the power head 336 may result in high-voltage potential outside the unit. The material selected for the exterior 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. This Ethernet connection may provide access to fast-charging electric vehicle (EV) system data stored for data mining and system performance. For example, the accessible data may include, but is not limited to, the state of health (SOH) of the battery module, state of charge (SOC) history, battery cycle life monitoring (HOBBS), failure history, functional safety history, system readiness, and software support and maintenance.

[0259] EV / HEV I / O A high-speed charging electric vehicle (EV) system 210 or 310 can establish a "handshake" with an EV / HEV vehicle, for example, 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 Completion of Charging of EV / HEV Target Battery Pack

[0260] Protection and Security Components of the high-speed charging electric vehicle (EV) system 210 or 310 (i.e., the electrical reservoir 222 or 322 and the power head 336) shall be designed and constructed with a secure mechanism to prevent unauthorized access to the disassembly and internal subsystems. This can be achieved by security-type fasteners, lock access panels, and interlock closure panels.

[0261] The design shall utilize inherent safety technologies such that access during the "power supply state" and removal of the closure panel and / or violation of the voltage protection barrier inside the system trigger the HVIL system, break the high voltage potential, and discharge the bus(es) to a safe voltage level. For example, these safety mechanisms must be designed such that it is impossible to remove the panels and barriers in a time shorter than the "detection and discharge time" capabilities of the HVIL safety circuit and logic.

[0262] [[ID=二十二]]Scalability of Modules For example, the high-speed charging electric vehicle (EV) system 210 or 310 can be designed to be "power scaled" based on both the available standby grid power at each deployment site and the desired capabilities required by the local authorities.

[0263] The main factors affecting scalability are listed below, for example, the available commercial voltage at the application site, the available commercial reserve power at the application site, the available reserve power based on the use of commercial operation 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 factors mentioned above.

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

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

[0266] Voltage trim / tap Blood pressure reduction / increase The buck mode is the preferred operating mode for the purpose of maximizing efficiency. For example, in operating regions where the boost mode is required, this mode can be limited to a boost ratio of 2:1 for efficiency purposes.

[0267] To meet the operating voltage requirements, it may be preferable to increase the applied voltage to the battery module operating in sustained boost mode.

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

[0269] Charging system control For example, the charging cycles and "patrol" functions required for the maintenance of the electrical reservoir 222 or 322 may require a subcontroller (e.g., an embedded controller) to be located within each base battery module 372. The operational data parameters of the base battery module 372 acquired by each subcontroller (e.g., an embedded controller) shall be uploaded to the central controller for the purpose of determining the system's readiness, fault status, and functional safety.

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

[0271] System Data I / O Protocol EV / HEV Interface Protocol The system protocol format is most likely to be developed by the vehicle OEM to select a specific battery pack charging profile.

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

[0273] The following standards are intended to guide and facilitate "engineering decision-making" in the development of fast-charging electric vehicle (EV) systems 210 or 310.

[0274] NEMA NFPA70 (NEC)

[0275] NEC U.S. Electrical Code (NEC) NFPA 70 (Connection to grid power) 625.10 Electric Vehicle Coupler 625.15 Marking 625.16 Means of coupling 625.17 Cables and current capacity of cables 625.18 Interlock (Control Pilot) 625.19 Automatic power deactivation of the cable 625.22 Personnel protection equipment 625.41 Overcurrent protection 625.43 Cutting means 625.44 Device Connection 625.48 Bidirectional systems; 625.101 Part IV Wireless Power Transmission Equipment Section 210.8 (Ground Fault Protection) Section 210.12 (Arc Fault, Arc Fault Protection)

[0276] IEEE IEEE 1547 - Interconnection of Distributed Resources and Power Systems IEEE 1547.1 - Conformity Test Procedures for Equipment Interconnecting Distributed Resources with 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 and 2-EVSE personal protection UL9741 - Bidirectional EV charging system equipment (V2G) UL1741 - Standard for inverters, converters, controllers and interconnects, for use with distributed energy resources (grids) and related systems. 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 / Storage Request connection

[0282] Power port (EV / HEV) EV / HEV charging ports are 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 Automatic system indicator requirements. Error indicator. Low temperature indicator(s). High-temperature battery indicator. Short circuit detection. Power supply accessory device. 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 equipment for a diagnostic mode. The diagnostic method can, for instance, provide internal diagnostic information, including important parameters, to the main MCU. This function will utilize a USB-C port.

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

[0289] As shown in Figure 40, the fast charging station 310 includes a fast charging electric vehicle (EV) system 312 and a store 336.

[0290] The fast-charging electric vehicle (EV) system 312 comprises a power head 336, a transformer 314, an electrical reservoir 332, a trunk power line 364, and a distribution box 382. For example, the fast-charging electric vehicle (EV) system 312 comprises 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 electrical reservoirs 332 (e.g., four electrical reservoirs 332 with one electrical reservoir 332 in each row), and a trunk power line 364 selectively connected to the transformers 314 and / or electrical reservoirs 332 for supplying power to the fast-charging electric vehicle (EV) system 312. One end of the main power line 364 extends into the distribution box 382 and connects to power line 240A, which is connected to the power grid 240.

[0291] Each power head 336 can be configured to charge at least one electric vehicle individually. Alternatively, each power head 336 can be configured to charge multiple electric vehicles simultaneously. (For example, each power head 336, configured with two EV chargers and their respective charging cables, can independently and detachably connect and charge at least two electric vehicles located on either side of each power head 336, enabling simultaneous charging of at least 30 (32) electric vehicles at the fast charging station 310.)

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

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

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

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

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

[0297] One or more generators for use with a fuel / charging station or fast-charging station according to the present invention can be provided, for example, by power generation equipment, fuel-operated generators, electromechanical generators, hydroelectric generators, hydroelectric turbines, wind turbines, photovoltaic generators, solar panels, geothermal generators, power plants, and / or power generation devices (for example, mobile, small, or medium-sized power generation devices or power plants positioned on-site or off-site for a fuel / charging station or fast-charging station according to the present invention).

[0298] One or more generators can operate, for example, when the power grid supplying power to a fuel / charging station is down, or when the power grid cannot supply enough power to meet the power demand of a fuel / charging station or fast-charging station according to the present invention, or, for example, when charging one or more electric reservoirs and / or supplying power to an EV charger.

[0299] One or more generators enable the construction and operation of fuel / charging stations or fast-charging stations according to the present invention for charging electric vehicles in areas or locations where power sources (e.g., power grids) are limited, such as remote areas of a country or state (e.g., low-density populations, or located along remote sections of state or interstate highways).

[0300] The ability to generate energy and electricity according to the present invention, and then store that energy at or near a fuel / charging station or fast-charging station, provides greater reliability and continuous 24 / 7 operation of the fuel / charging station or fast-charging station according to 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 present invention. For example, fuel can be stored in a container (e.g., a tank, above a ground tank, below a ground tank, a portable storage container) in the fuel / charging station or fast-charging station and used to supply fuel to or refuel a vehicle. This stored fuel (e.g., the same fuel for a refueling vehicle (e.g., gasoline, diesel) or a different fuel (e.g., liquid propane, hydrogen) can also be used to supply one or more generators in the fuel / charging station or fast-charging station according to the present invention.

[0302] Figure 41 shows a fast charging station 210 comprising a fast charging electric vehicle (EV) system 212 having a clustered terrain, a pad transformer 214 selectively connected to a power grid 240 via power switches 240A and 240B, a wind-driven power generation system 290 via power switches 290A and 290B, a solar power generation system 292 via power switches 292A and 292B, and a power control unit 244.

[0303] The power control unit 244 can be connected to, for example, power switches 240A, 240B, 290A, 290B, 292A, and 292B and configured to selectively control the power supply from the power grid 240, the wind-powered 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, and 292B can be configured to selectively turn on or off one or more of the power switches 240A, 240B, 290A, 290B, 292A, and 292B to provide a power control system that connects one, two, or three power sources from the power grid 240, the wind-powered 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 power switches 240A, 240B, 290A, 290B, 292A, and 292B based, for example, on the power demand and / or operating conditions of the fast charging station 210.

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

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

[0306] A fast-charging station 410 is shown in Figure 43, which includes a fast-charging electric vehicle (EV) system 412 having a combined AC / DC converter arrangement. 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 comprises 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 electrical reservoir 422 having four electrical reservoir modules 422A, 422B, 422C, and 422D, an output bus 424, a DC / DC converter 426, a bypass power supply circuit 428, an EV charger 430, and an EV charging port 432 configured for charging an electric vehicle (EV) 434.

[0308] The fast charging station 410 is equipped with, or 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 control switch) via 440A and 440B, and functions as the power source 440 of the fast charging station 410, as shown in Figure 43. The power source 440 may include one or more additional external power sources, such as power generated by, for example, wind power (e.g., a wind-driven power generation system), hydroelectric power (e.g., a water turbine), photovoltaic power generation system (e.g., solar panels), generator (e.g., a fuel generator), power generation equipment, a power plant, or other types of off-site power sources.

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

[0310] Power supply 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 to power transformer 414 via power control unit 444. Transformer 414 is connected to AC / DC converter 416, which functions as an electrical reservoir charger, to supply power.

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

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

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

[0314] The DC / DC converter 426 is connected to the EV charger 430 to supply power, and the EV charger is connected to the EV charging port 432, which is configured to connect to the electric vehicle 434 to charge or recharge it, to supply power.

[0315] In the combined AC / DC converter configuration 412, the AC / DC converter 416 is a single-stage AC / DC converter configured to selectively charge each of the electrical reservoir modules 422A, 422B, 422C, and 422D on demand, for example. 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 is shown in Figure 44, which includes a fast-charging electric vehicle (EV) system 512 having a distributed AC / DC converter arrangement. 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 comprises 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 electrical reservoir 522 having four electrical reservoir modules 522A, 522B, 522C, 522D, an output bus 524, a DC / DC converter 526, a bypass power supply 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 is equipped with a power source 540 or connected to a power source 540 (e.g., an external power source, a power grid, e.g., a 240VAC 1-phase / 208VAC or 480VAC 3-phase grid) and functions as a power source for the fast-charging electric vehicle (EV) system 510, as shown in Figure 44. The power source 540 may include, for example, one or more additional power sources, e.g., wind power (e.g., a wind-driven power generation system), hydropower, a solar power generation system, a generator (e.g., a fuel generator), or power generated by 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 to supply additional power to the fast charging station 510. The fast charging station 510 shown in Figure 44 may be provided with, for example, one or more fuel tanks (e.g., above the ground fuel tank, below the ground fuel tank, and a mobile fuel tank) for storing and supplying fuel to at least the on-site generator 582.

[0320] Power supply 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 by the power control unit 544 to supply power to transformer 514. Transformer 514 is connected to an AC / DC converter 516, which functions as an electrical reservoir charger, to supply power.

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

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

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

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

[0325] In the fast-charging electric vehicle (EV) system 512 having a distributed AC / DC converter arrangement, the AC / DC converters 516A, 516B, 516C, and 516D are, for example, multi-channel AC / DC converters or individual AC / DC converters appropriately rated for each electrical reservoir module 522A, 522B, 522C, and 522D, and charge each electrical reservoir module 522A, 522B, 522C, and 522D independently 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, and 516D is available for direct charging of the electric vehicle 534's battery pack when operating in bypass mode, or, with additional circuitry and software, the combined output of all individual AC / DC converters 516A, 516B, 516C, and 516D can be mixed in a DC / DC converter stage for the maximum rated power available for direct charging of the electric vehicle 534's battery pack when operating in bypass mode.

[0326] It should be noted that the hybrid architecture of these two variations of the fast charging stations 410 and 510 is possible, but at the cost of increasing circuit complexity.

[0327] A fuel / charge fast-charging electric vehicle (EV) system 610 comprising one or more fuel / charge pumps 612 and one or more power heads 636 is shown in Figure 45.

[0328] One or more fuel / charging pumps 612 are connected to a fuel system 616 which is connected to fuel tank 620A (i.e., fuel tank #1) and fuel tank 620B (i.e., fuel tank #2), thereby supplying fuel.

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

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

[0331] Clause 1. An electric vehicle charging station for charging electric vehicles, One or more power sources that supply power to an electric vehicle charging station in order to charge 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, One or more power heads for charging electric vehicles at an electric vehicle charging station, wherein the power heads receive power from one or more energy storage devices, and each of the power heads is configured to be releasably connected to each of the electric vehicles for charging at the electric vehicle charging station, One or more power control units or control systems configured to control the supply of power from one or more power sources to one or more electrical reservoir modules of an energy storage device, An electric vehicle charging station equipped with the following for charging electric vehicles.

[0332] 2. An electric vehicle charging station for charging electric vehicles at an electric vehicle charging station, One or more power sources for supplying power to an electric vehicle charging station in order to charge electric vehicles, One or more generators that supply power to an electric vehicle charging station in order to charge 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, Multiple power heads for simultaneously charging multiple electric vehicles at an electric vehicle charging station, wherein the multiple power heads receive power from one or more power sources, one or more generators, and / or one or more energy storage devices, and each of the multiple power heads is configured to be releasably connected to each of the multiple electric vehicles for charging at the electric vehicle charging station, One or more power control units or power control systems configured to control the supply of power from one or more power sources to multiple electrical reservoirs of one or more energy storage devices, One or more electrical reservoir control units or electrical reservoir control systems configured to control the supply of power from multiple electrical reservoirs to multiple power heads, An electric vehicle charging station equipped with the following for charging electric vehicles.

[0333] 3. An electric vehicle charging station for charging electric vehicles at an electric vehicle charging station, Multiple power sources to supply power to electric vehicle charging stations in order to charge electric vehicles, One or more generators that supply power to an electric vehicle charging station in order to charge electric vehicles, Multiple energy storage devices, arranged at or adjacent to an electric vehicle charging station, for receiving and storing energy from multiple power sources and / or one or more generators, wherein each of the multiple energy storage devices comprises multiple electrical reservoir modules, Multiple power heads for simultaneously charging multiple electric vehicles at an electric vehicle charging station, wherein each power head receives power from one or more of a plurality of power sources and / or one or more of a plurality of energy storage devices, and each power head is configured to be releasably connected to each electric vehicle for charging at the electric vehicle charging station, One or more power control units or power control systems configured to control the supply of power from one or more of multiple power sources to one or more multiple electrical reservoir modules of multiple energy storage devices, One or more electrical reservoir control units or electrical reservoir control systems configured to control the supply of power from multiple electrical reservoirs to multiple power heads, An electric vehicle charging station equipped with the following for charging electric vehicles.

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

[0335] 5. An electric vehicle power station is a station as described in any one of clauses 1 to 4, wherein 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. A station as described in any one of clauses 1 to 5, where the electric vehicle charging station is configured to charge multiple electric vehicles simultaneously.

[0337] 7. A station as described in any one of Clauses 1 to 6, wherein one or more power heads are multiple power heads for simultaneously charging multiple electric vehicles at an electric vehicle charging station, the multiple power heads receive power from one or more power sources and / or one or more energy storage devices, and each of the multiple power heads is configured to be disconnectably connected to each of the electric vehicles for charging at the electric vehicle charging station.

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

[0339] 9. A station as described in any one of clauses 1 to 8, having one or more power sources that are part of a power grid.

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

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

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

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

[0344] 14. A station as described in any one of the clauses 1 to 13, in which 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 control units 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, including one or more electrical control units or systems configured to control the supply of power from one or more power sources to multiple electrical reservoir modules of one or more energy storage devices.

[0347] 17. A station according to any one paragraph of Clause 1, comprising one or more power charging control units or control systems configured to control the supply of power from one or more electrical reservoir modules of an energy storage device to multiple electric vehicles being charged at an electric vehicle charging station.

[0348] 18. A station as described in any one paragraph of Clause 1, in which one or more power sources are multiple power sources.

[0349] 19. The station described in Clause 18, including one or more electrical control units or control systems configured to control the supply of power from multiple power sources to multiple electrical reservoir modules of one or more energy storage devices.

[0350] 20. The station described in Clause 19, wherein one or more electrical control units or systems are configured to charge multiple energy storage units in sequence.

[0351] 21. A station as described in Clause 19, wherein one or more electrical control units or systems are configured to cycle to repeat a sequence once or more times.

[0352] 22. A station according to any one of the clauses 1 to 21, further comprising a fast-charging electric vehicle (EV) system having a manifold AC / DC converter arrangement.

[0353] 23. A fast-charging electric vehicle (EV) system having a combined AC / DC converter configuration, Transformer and, AC / DC converters are connected to a transformer and receive power from the transformer. A high-speed charger controller connected to an AC / DC converter and receiving power from the AC / DC converter, An input bus connected to the fast charger controller and receiving power from the fast charger controller, An electrical reservoir having multiple electrical reservoir modules connected to the input bus and receiving power from the input bus, It is connected to multiple reservoir modules and has an output bus that receives power from multiple reservoir modules, A DC / DC converter connected to the output bus and receiving power from the output bus, An EV charger that is connected to a DC / DC converter and receives power from the DC / DC converter, An EV charging port connected to an EV charger and receiving power from an EV charger, configured to charge one or more electric vehicles; A station as described in Clause 22, comprising:

[0354] 24. The station described in Clause 23, further comprising a bypass power supply circuit connecting an AC / DC converter to a 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 with a distributed AC / DC converter arrangement, Transformer and Multiple AC / DC converters connected to a transformer and receiving power from the transformer Multiple switches connected to each of multiple AC / DC converters (e.g., bypass switches), and receiving power from each of the multiple AC / DC converters, An input bus connected to multiple switches and receiving power from multiple switches, An electrical reservoir having multiple electrical reservoir modules connected to the input bus and receiving power from the input bus, The output bus is connected to multiple electrical reservoir modules of the electrical reservoir and receives 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 that is connected to a DC / DC converter and receives power from the DC / DC converter, A charging port connected to an EV / HEV charger and receiving power from an EV / HEV charger, configured to charge one or more electric vehicles; A station as described in Clause 25, which is equipped with the following features.

[0357] 27. The station described in Clause 26, which includes a bypass power supply circuit connecting multiple switches to a DC / DC converter.

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

[0359] 29. A station as described in Clause 28, in which 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 one or more energy storage devices comprises a plurality of electrical reservoir modules.

Claims

1. An electric vehicle charging station for charging electric vehicles, One or more power sources that supply power to the electric vehicle charging station in order to charge the electric vehicle, One or more generators that supply power to the electric vehicle charging station in order to charge 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, wherein each of the one or more energy storage devices comprises a plurality of electrical reservoir modules, One or more power heads for charging the electric vehicle at the electric vehicle charging station, wherein the multiple power heads receive power from the one or more energy storage devices, and each of the multiple power heads is configured to be releasably connected to each of the electric vehicles for charging at the electric vehicle charging station, A computer control system is configured to monitor the charging demand in each of the one or more power heads and, based on the charging demand of the one or more power heads, to connect one or more of the multiple electrical reservoir modules to one or more of the power heads. One or more power control units or control systems configured to control the supply of power from one or more power sources to the multiple electrical reservoir modules of the one or more energy storage devices, An electric vehicle charging station equipped with the following for charging electric vehicles.

2. An electric vehicle charging station for charging electric vehicles at the aforementioned electric vehicle charging station, One or more power sources for supplying power to the electric vehicle charging station in order to charge the electric vehicle, One or more generators that supply power to an electric vehicle charging station in order to charge 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, wherein each of the one or more energy storage devices comprises 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, wherein the plurality of power heads receive power from one or more power sources, one or more generators, and / or one or more energy storage devices, and each of the plurality of power heads is configured to be releasably connected to each of the plurality of electric vehicles for charging at the electric vehicle charging station, One or more power control units or power control systems configured to control the supply of power from one or more power sources to the multiple electrical reservoirs of the one or more energy storage devices, A computer control system is configured to monitor the charging demand in each of the one or more power heads and, based on the charging demand of the one or more power heads, to connect one or more of the multiple electrical reservoir modules to one or more of the power heads. One or more electrical reservoir control units or electrical reservoir control 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 equipped with the following for charging electric vehicles.

3. An electric vehicle charging station for charging electric vehicles at the aforementioned electric vehicle charging station, Multiple power sources for supplying power to the electric vehicle charging station in order to charge the electric vehicle, One or more generators that supply power to the electric vehicle charging station in order to charge the electric vehicle, A plurality of energy storage devices, arranged 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, wherein each of the plurality of energy storage devices comprises 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, wherein the plurality of power heads receive power from one or more of the plurality of power sources and / or one or more of the plurality of energy storage devices, and each of the plurality of power heads is configured to be releasably connected to each of the electric vehicles for charging at the electric vehicle charging station, One or more power control units or power control systems configured to control the supply of power from one or more of the multiple power sources to one or more of the multiple electrical reservoir modules of the multiple energy storage devices, A computer control system is configured to monitor the charging demand in each of the one or more power heads and, based on the charging demand of the one or more power heads, to connect one or more of the multiple electrical reservoir modules to one or more of the power heads. One or more electrical reservoir control units or electrical reservoir control 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 equipped with the following for charging electric vehicles.

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

5. The electric vehicle power station according to 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. The electric vehicle charging station according to claim 1, wherein the electric vehicle charging station is configured to simultaneously charge multiple electric vehicles at the electric vehicle charging station.

7. The station according to claim 6, wherein the one or more power heads are a plurality of power heads for simultaneously charging a plurality of electric vehicles at the electric vehicle charging station, the plurality of power heads receive power from the one or more power sources and / or the one or more energy storage devices, and each of the plurality of power heads is configured to be releasably connected to each of the electric vehicles for charging at the electric vehicle charging station.

8. The station according to claim 1, further comprising one or more power charging control units or systems configured to control the 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 according to claim 1, wherein one or more of the power sources are provided with a power grid.

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

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

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

13. The station according to claim 1, wherein the one or more energy storage devices are multiple energy storage devices.

14. The station according to claim 1, wherein the one or more power heads are multiple power heads.

15. The station according to claim 14, wherein the one or more electrical control units 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. The station according to claim 1, comprising one or more electrical control units or systems configured to control the supply of power from one or more power sources to the plurality of electrical reservoir modules of the one or more energy storage devices.

17. The station according to claim 1, comprising one or more power charging control units or control systems configured to control the supply of power from the plurality of electrical 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 according to claim 1, wherein the one or more power sources are multiple power sources.

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

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

21. The station according to claim 20, wherein the one or more electrical control units or systems are configured to cycle through the sequence once or more times.

22. The station according to claim 1, further comprising a fast-charging electric vehicle (EV) system having a collective AC / DC converter arrangement.

23. The fast-charging electric vehicle (EV) system having the aforementioned combined AC / DC converter arrangement, Transformer and, An AC / DC converter connected to the aforementioned transformer and receiving power from the transformer, A high-speed charger controller connected to the AC / DC converter and receiving power from the AC / DC converter, An input bus connected to the aforementioned high-speed charger controller and receiving power from the aforementioned high-speed charger controller, An electrical reservoir having multiple 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 receiving 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 charging port connected to the EV charger and receiving power from the EV charger, configured to charge one or more electric vehicles, The station according to claim 22, comprising:

24. A bypass power supply circuit connecting the AC / DC converter to the DC / DC converter is provided. The station according to claim 23, further comprising:

25. The station according to 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 Multiple AC / DC converters connected to the aforementioned transformer and receiving power from the transformer, Multiple switches connected to each of the multiple AC / DC converters (e.g., bypass switches) and receiving power from each of the multiple 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 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 receiving power from the plurality of electrical reservoir modules of the electrical reservoir, 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 charging port connected to the EV / HEV charger and receiving power from the EV / HEV charger, configured to charge one or more electric vehicles, The station according to claim 25, comprising:

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

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