[go: up one dir, main page]

EP4536505A1 - Système de batterie auxiliaire et ses procédés d'utilisation - Google Patents

Système de batterie auxiliaire et ses procédés d'utilisation

Info

Publication number
EP4536505A1
EP4536505A1 EP23818700.9A EP23818700A EP4536505A1 EP 4536505 A1 EP4536505 A1 EP 4536505A1 EP 23818700 A EP23818700 A EP 23818700A EP 4536505 A1 EP4536505 A1 EP 4536505A1
Authority
EP
European Patent Office
Prior art keywords
auxiliary battery
battery pack
auxiliary
battery
main
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP23818700.9A
Other languages
German (de)
English (en)
Inventor
Arek M KAMINSKI
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ak Motor International Corp
Original Assignee
Ak Motor International Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ak Motor International Corp filed Critical Ak Motor International Corp
Publication of EP4536505A1 publication Critical patent/EP4536505A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/80—Exchanging energy storage elements, e.g. removable batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B60K2001/0455—Removal or replacement of the energy storages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2304/00—Optimising design; Manufacturing; Testing
    • B60Y2304/07—Facilitating assembling or mounting
    • B60Y2304/078—Facilitating assembling or mounting by interchangeable parts, e.g. new part adapting to old design

Definitions

  • This invention relates generally to battery systems for Electric Vehicles and more particularly, to an auxiliary battery system and methods of using same.
  • the discharging of the battery represents the actual Electric Vehicle usage on the road.
  • the vehicle usage is commonly expressed by the range metric, which indicates the distance a vehicle can be driven on a single charge.
  • This metric is not well representative of an Electrical Vehicle's overall utility as it only provides a measure of travel distance potential. There are other Electric Vehicles potential uses which are not addressed with the range metric.
  • the range metric does not take into account the length of time that a battery can generate heat inside a cabin for the occupants' survivability purposes.
  • the casing of the auxiliary battery pack has fins on the exterior structure of the casing for controlling heat dissipation from the auxiliary battery pack, when in use.
  • Another aspect of the invention relates to a system for providing auxiliary power to an Electric Vehicle (EV), the system comprises: at least one auxiliary battery pack, as described above; sensors for obtaining measurements from a main battery of the EV and the at least one auxiliary batter pack, when securely installed inside and is electrically connected to the EV to form an integral part of the on-board battery system of the EV; and a controller electrically connected to the EV, the controller configured to: receive the measurements from the sensors; determine a level of charge stored in the main battery and the at least one auxiliary battery pack based on the measurements received; select a mode of operation of the at least one auxiliary battery pack based on the determined level of charge store in the main battery and the at least one auxiliary battery pack; and manipulate an electrical circuit connecting the main battery and the at least one auxiliary battery pack based on the mode of operation selected.
  • a controller electrically connected to the EV, the controller configured to: receive the measurements from the sensors; determine a level of charge stored in the main battery and the at least one auxiliary battery pack
  • the mode of operation specifies the mode of the main battery and the at least one auxiliary battery pack to be one of discharging or recharging.
  • the controller is configured to determine, based on the measurements, if the secure installation of the at least one auxiliary battery pack inside the EV is jeopardized and to electrically disconnect thereafter the at least one auxiliary battery pack from the on-board battery system of the EV. [0020] In another related embodiment of the system, the controller is configured to determine, based on the measurements, excessive weight placed on the at least one auxiliary battery pack inside the EV and to electrically disconnect thereafter the at least one auxiliary battery pack from the on-board battery system of the EV.
  • the at least one auxiliary battery pack includes two or more auxiliary battery packs physically coupled to one another in a stacked configuration, such that the stacked configuration is securely installed inside the EV and is electrically connected to the EV, such that each auxiliary battery pack of the stacked configuration forms an integral part of the on-board battery system of the EV.
  • the controller is configured to receive commands wirelessly from an external interface.
  • Another aspect of the invention relates to a method of using an auxiliary battery pack in an Electric Vehicle (EV) in addition to a main battery.
  • the method includes: manually securing the auxiliary battery pack inside the EV; electrically connecting the auxiliary battery pack to the EV, such that the auxiliary battery pack forms an integral part of an on-board battery system of the EV; configuring, via a controller in the EV, the auxiliary battery pack to operate between a first operational mode and a second operational mode, wherein in the first operational mode, the auxiliary battery pack performs at least one of charging the main battery and supplying electricity to the EV, without interrupting electrical operation of the EV and wherein when in the second operational mode, the auxiliary battery pack operates to recharge from the main battery, without interrupting electrical operation of the EV.
  • the method further includes configuring the controller to electrically disconnect the auxiliary battery pack from the on-board battery system of the EV when the auxiliary battery pack is no longer securely coupled to the EV.
  • the method further includes configuring the controller to electrically disconnect the auxiliary battery pack from the on-board battery system of the EV when excess weight is detected on the auxiliary battery pack.
  • the method further incudes: (a) manually disconnecting the electrical connection between the auxiliary batter pack and the EV; (b) manually decoupling the auxiliary battery pack from the EV; (c) recharging the auxiliary battery pack at a location different from a location of the EV; (d) bringing back the recharged auxiliary battery pack to the location of the EV; (e) manually securing the recharged auxiliary battery pack inside the EV; (f) electrically connecting the recharged auxiliary battery pack to the EV; (g) configuring the auxiliary battery pack to operate in the first operational mode to trickle charge the main battery; and (h) repeating steps (a) to (g) to supplement the charge of the main battery.
  • the method further includes: continuously monitoring an electrical charge level of the main battery during operation of the EV; determining when the electrical charge level of the main battery falls below a predetermined level; configuring, vial the controller of the EV, the auxiliary battery pack to operate in the first operational mode; and configuring, vial the controller of the EV, the on-board battery system to disconnect the main batter as a power source to the EV and to maintain the auxiliary battery pack as the only electrical power source to the EV without interrupting the electrical operation of the EV.
  • the method further includes: manually securing another auxiliary battery pack inside the EV in a stackable configuration with the auxiliary battery pack; electrically connecting the other auxiliary battery pack to the auxiliary battery pack, such that the other auxiliary battery pack forms an integral part of an on-board battery system of the EV; configuring, via a controller in the EV, the each of the auxiliary battery pack and the other auxiliary battery pack to operate between a first operational mode and a second operational mode, wherein in the first operational mode, the auxiliary battery pack performs at least one of charging the main battery and supplying electricity to the EV, without interrupting electrical operation of the EV and wherein when in the second operational mode, the auxiliary battery pack operates to recharge from the main battery, without interrupting electrical operation of the EV.
  • Fig.l shows a perspective view of a four auxiliary battery pack configuration according to an embodiment of the current invention.
  • Fig. 3a shows a partial perspective view of an auxiliary battery pack with fastener in an engaged position.
  • Fig. 3b shows a partial perspective view of an auxiliary battery pack with fastener in an engaged position.
  • Fig. 3c shows a perspective view of a receptacle.
  • Fig. 4 shows a perspective view of an electrical connection.
  • Fig. 5a shows a perspective view of a rear trough and groove in an unengaged position.
  • Fig. 5b shows a perspective view of a rear trough and groove in an engaged position.
  • Fig. 5c shows a perspective view of a rear trough and groove in a travel position.
  • Fig. 5d shows a perspective view of a rear groove in detail.
  • Fig. 6 shows a perspective view of a single auxiliary battery pack.
  • Fig. 7a shows a perspective view of an auxiliary battery pack mounted on a surface of the EV.
  • Fig. 8 shows an exploded view of an auxiliary battery pack according to an embodiment of the current invention.
  • Fig. 9 shows a schematic flowchart for creating an auxiliary battery subscription account.
  • Fig. 10 shows a schematic flowchart describing the process used to connect a smart phone app to an auxiliary battery.
  • FIG. 11 shows a schematic flowchart describing the process to register and EV with a smartphone according to an embodiment of the present invention.
  • Fig. 12 shows a schematic flowchart describing the process to access EV through the app.
  • Fig. 13 shows smart-phone app main screen according to an embodiment of the current invention.
  • Fig. 14 shows an EV app main screen according to an embodiment of the current invention.
  • Fig. 15 shows a schematic flowchart describing the process for the auxiliary battery installation into an EV.
  • Fig. 16 shows a schematic flowchart describing the process for sharing the auxiliary battery.
  • Fig. 17 shows a schematic flowchart describing the process for charging the auxiliary battery.
  • Fig. 18 shows a further exploded diagram of the auxiliary battery pack.
  • Fig. 19 shows a detailed perspective view of the physical connectors within an EV used for connecting the auxiliary battery pack.
  • Fig. 20 shows a detailed perspective view of the electrical connector within the EV for interfacing with the auxiliary battery, according to an embodiment of the present invention.
  • the solution presented in this disclosure addresses many challenges relating the EVs in an elegant way, while remaining fundamentally "future proof" as the technology evolves.
  • the essence of the system relies on the idea of separating the battery arrangement of an EV into two separate systems, whereby the First System is a permanent, on-board system, which is built into the structure of the EV, and the Secondary or Auxiliary System is one which can be installed, and removed from the vehicle manually, without any tools.
  • This Auxiliary Battery System is intended to be portable, and is analogous to a gas canister for an ICE vehicle.
  • This Auxiliary Battery System may be managed by an on-board EV App, and / or a Smart-Phone App.
  • the Auxiliary Battery is portable, ideally carried by a human, which implies a weight limitation. Also, the installation of a fully charged Auxiliary Battery allows the EV to drive instantly, if only for a short period of time due to a more limited capacity, in an analogous way to a traditional Internal Combustion Engine Car which has had its tank filled up. This "quick-install" method immediately removes the need for time spent on charging the battery. A third party can invest the time into charging, or it can be done in spare time, outside the car.
  • a secondary optional component of this arrangement is the application, herein after referenced as the "app" which manages the relationship between the Primary and Auxiliary Battery, as well as the vehicle itself.
  • This app be accessed on-board the vehicle's digital interface, and/ or may be a downloadable app that may be installed on the owner's smart phone.
  • the app may further allow for a relationship among any number of Auxiliary Batteries shared among a broad section of the population.
  • the Auxiliary Battery is intended to mimic the basic functionality of a portable gasoline canister whereby an ICE vehicle becomes instantly operable when gasoline is added to its fuel tank.
  • the EV should automatically be drivable when the Auxiliary Battery is plugged in.
  • This solution arises from the common complaint among those who are hesitant to adopt the usage of Electric Vehicles whereby if the ICE vehicle runs out of gasoline, all that is needed is a canister of gasoline to get the vehicle going again. So far, to the knowledge of the applicant, this solution is not available for Electric Vehicles; i.e. there is no additional or supplementary battery that can deliver instant power to an Electric Vehicle in addition to the primary EV battery or temporarily in place of the primary EV battery.
  • the Auxiliary Battery once installed in the Electric Vehicle (with a discharged main battery) is configured to allow that vehicle to instantly become drivable.
  • the Gasoline Canister Analogy is configured to allow that vehicle to instantly become drivable.
  • an Auxiliary (exchangeable) Battery does not have any odors associated with it, and there are no preconceived notions about onboard storage challenges. There is also another key reason which tilts the potential acceptability of the Auxiliary Battery in favor over the Gas Canister. Electricity for the Auxiliary Battery can be generated practically by anyone, anywhere (especially from home), or even using an array of charging equipment capable of harnessing power sources (such as wind, solar, heat etc.). By contrast, gasoline can only be purchased at a gas station, and it often comes from regions of the world that have poor human rights records. Gasoline is not made at home, whereas every home practically has electricity on tap.
  • a collection of four auxiliary battery packs 5 are shown to be mounted on a surface 2 within the trunk or another storage portion of an Electric vehicle.
  • Auxiliary batery packs 5 are configured to be electrically connected to each other in a stacked configuration, which will be described in more detail below, and to a vehicle connection 8 by cables 10.
  • the batery system is configured such that a single battery is in direct electrical communication with the EV through the vehicle connection 8 and each of the remaining auxiliary batteries 5 is directly connected to another of the battery packs, such that each auxiliary batery pack is directly connected to a single other batery pack and one of the batery packs 5 is directly connected to the EV through the vehicle connection 8.
  • the auxiliary batery pack's output port may be structured to be in the form of a male part that clips to a female shaped EV electrical connection to establish a connection between the battery pack and the EV.
  • the male part of another auxiliary batery pack may be fited into a corresponding female shaped input port of the auxiliary batery pack such that when the two batery packs are connected by couple the male and female parts together, a stacked configuration is established.
  • the cable 10 may not be needed.
  • each of the batery packs 5 is clipped within the trunk of the EV by engagement with receptacles 12 on the surface 2 of the trunk.
  • An additional batery packs 5 is shown to be connected to each of the batery packs 5 that are coupled to the receptacles 12, in a stacked configuration.
  • Each batery pack 5 has a plurality of fastener 15 like clips that may engage with another batery pack below them or the receptacles 12. This allows for each of the batery packs to be coupled to the body of the EV directly through the receptacles or indirectly by being coupled to other batery packs in a stackable configuration, as shown in Fig. 2 and Fig. 1.
  • FIG. 2 an embodiment with two auxiliary battery packs 5 is shown to be connected to each other in a stackable configuration with one of the two auxiliary battery packs 5 is connected to the EV through vehicle connection 8.
  • a set of receptacles 12 are shown with a trough 18, all for mounting a battery pack 5, wherein the battery pack 5 has complementary fastener 15 such as clips.
  • the objective of the receptacle 12 is to secure the battery pack that is coupled to it in place against any movement.
  • the trough may be optional.
  • the receptacle in the EV for receiving the fastener of the auxiliary battery may also act as the EV female power connection.
  • the male output components of the auxiliary battery pack may serve as the fastener as well.
  • the presence of a catch system and a trough may be optional as the male and female parts model would be a replacement to such components.
  • the fastener 15 is lowered so that the hook 20 fits around the bar 13. Then the hook 20 is upwardly biased to maintain contact with the bar 13. Releasing the fastener 15 in such exemplary embodiment is established by applying the reverse process, specifically the hook 20 is downwardly biased and moved outwardly to avoid the hook 20 before it returns upwardly in the channel 22, avoiding engagement with the bar 13.
  • the design of the fasteners 15 prevents lateral movement of the battery 5 secured to it.
  • the rear trough 18 is shown to receive a part of the battery packs 5, as will be described in detail below. Such engagement is not shown to prevent lateral movement of battery pack 5, when coupled to trough 18. In other embodiments, additional means of securing the end of the battery pack 5 to the EV, while trough 18 is aligned with and coupled to the corresponding end of battery pack 5.
  • FIG. 4 With reference to Fig. 4, the electrical connection to the EV is shown. Cables 10, which is coupled to a battery pack 5 is shown to terminate in a plug 28, which engages a vehicle connection 8 electrically connected to the vehicle, to establish an electrical connection between the battery pack 5 and the EV.
  • plug 28 is shown to be compatible with vehicle connection 8. In other embodiments, a converter may be used to achieve such compatibility.
  • the trough 18 consists of an elongated trough in the surface 2, with a lip 30 therein.
  • the lip 30 plays two important functions in addition to the physical restraining of the battery.
  • the floor lip 30 tells the vehicle that a battery is connected to it physically when it is raised.
  • the battery lip tells the battery that a second battery is physically connected to it when it is raised. This is a very important feature, in that if the lip were not raised, the battery would not be able to connect electrically to the EV.
  • the logic is simple here, in that the battery must be properly restrained for safety purposes to ensure that it doesn't fly around inside the trunk or passenger compartment, and secondly, to ensure that the battery doesn't become electrically disconnected. Having the movable flap, allows the flap to become the "switch" which tells the system that it is properly restrained. Only then when the battery is plugged in, will it become active.
  • the switch in this example acts to close the electrical loop that connects the auxiliary battery pack to the electrical system of the EV, which includes a control system configured to detect the presence of the auxiliary battery and implement a series of instructions. The second reason why a movable lip was chosen was so that the floor surface would remain flush when not engaged.
  • the surface of the battery is also able to be flush and this improves stackability.
  • the battery pack 5 has a hooked fastener, namely a groove 32 on the bottom which engages with the lip 30 once the bottom of the battery pack 5 is adjacent to the trough 18.
  • the engagement is biased forwardly by the clips described in Figs. 3a - c, such that the groove 32 does not disengage from the lip 30 as long as the clips are engaged, since the clips prevent the battery pack 5 from lateral movement once engaged. It is to be understood that other mechanisms known in the art may be implemented in this invention to achieve the objectives described above.
  • battery pack 5 is shown to have a cable 10 connecting at one end to the battery and terminating at the other end in plug 28.
  • Battery pack 5 is also shown to have a handle 35 to help to carry it, and fasteners 15 to engage with a surface 2 (shown in Fig. 1).
  • a shorter or longer battery pack 5 may be used.
  • two rows of receptacles 12 may be present in each column for receiving a battery pack 5, for the fasteners 15 to engage with.
  • the first row 36 would be for a shorter pack (shown) while the second row 37 would be for a longer pack (not shown).
  • the trough 18 is present in only the one position, which is aligned with the end opposite to the end comprising fasteners 15.
  • the different size auxiliary battery pack would allow for a variation of the battery capacity as well as dimensions to accommodate the interior space of the EV compartment used to engage the auxiliary battery pack.
  • FIG. 8 an exploded diagram of the battery pack 5 is shown, showing the battery 40, the casing 41, the handle 35 which may swivel to a closed position, the fasteners 15 and the front plate containing the fastener channels 22.
  • the casing may have fin-like exterior texture, demonstrated by the stripes on the casing in Fig. 8, to allow for heat control and heat dissipation. The number of fins may vary at the time of manufacturing to accommodate the desired heat control requirements.
  • the battery head 43 may contain electronics including Wi-Fi, Bluetooth, accelerometer, Principal Circuit Board (PCB,) battery service memory.
  • PCB Principal Circuit Board
  • battery head 43 may include a localized battery processor for controlling the operation and functionality of the electronics described above.
  • the bottom housing 42 has an impact detector (not shown) built into it like an airbag sensor.
  • battery 40 may comprise any type of battery used in the filed for EV use. Further details about the structure and functionality of the auxiliary battery will now be provided.
  • an Auxiliary Battery is to be installed by hand in an Electric Vehicle, or carried by hand for charging purposes, it must correspond to appropriate ergonomic considerations. These considerations do not need to be identical to the Gas Canister equivalent, but some of the Gas Canister logic must be considered. There is a good reason why Gas Canisters are shaped the way they are, and are limited in size by their volume. Gas canisters could be narrow, but this would result in them being likely to tip. Therefore gas canisters have a significant footprint, and they stay upright. The reasoning here is that the spout for the Gas Canister has to be at the top for ease of pouring. Also, having the spout above the gas fill line reduces the possibility of a gasoline spill. Gas Canisters are commonly limited in their weight for ease of carrying, therefore there is sound logic in conforming to some Gas Canister standards when developing Auxiliary Batteries for an EV.
  • the weight of an Auxiliary Battery may be similar to the above. It is to be understood that the Auxiliary Battery may be available with several different weight specifications. The auxiliary battery may also conform to different size and shape specifications as well, and this will be outlined elsewhere in this disclosure. It should be noted that the weight of the Auxiliary Battery could have a correlation with the size or shape, but also it could be the battery's chemical composition. There are various types of Electric Vehicle batteries on the market such as Lithium-Ion, Nickel-Metal Hydride, Nickel-zinc, etc. Also, there will be other chemical compositions in the future. The scope of this invention is not limited to any specific battery chemistry or composition, and therefore the Auxiliary Battery may have various weights, while maintaining the same size and shape, bearing in mind that the size can somewhat vary as well as long as the fundamental ergonomic principles remain the same.
  • the Auxiliary Battery units may have a non-limiting exemplary target weight as follows: 151bs, 301bs, and 401bs.
  • the Auxiliary Battery may be configured to have any shape known in the field for the purpose the battery is intended for as it could practically be stored in any strategically sound location in an Electric Vehicle.
  • the Auxiliary Battery is in the shape of a "plate".
  • a "plate” or “tile” shape would offer the best option for carrying an Auxiliary Battery unit by hand.
  • the Auxiliary Battery is configured to be carried like a briefcase which is slim and overall square or rectangular in shape. Such configuration provides an ergonomic structure for an Auxiliary Battery.
  • the shape of the Auxiliary Battery is also designed to be functional beyond its ergonomic requirements. Since the battery packs may be coupled to one another in a stacked configuration, theoretically, there is no limit to the number of Auxiliary Batteries that could be used in an Electric Vehicle by way of this disclosure. Rather, it should be the specific Electric Vehicle design which limits the number of Auxiliary Batteries that could be safely installed in the vehicle and stored.
  • the advantage of an overall flat, rectangular "briefcase shape" is that the Auxiliary Battery can be stored flat inside the vehicle, preferably in a strategic location that aids in the vehicle's road behavior by keeping the center of gravity low. As each Auxiliary Battery unit is heavy, multiple units in a vehicle will affect the vehicle driving dynamics. Based on a preferred configuration, it is possible to easily store 4 Auxiliary Battery units inside the rear trunk, or the front trunk, or under the rear seats of the Electric Vehicle or in other location of the EV for such purpose, depending on the individual vehicle's specifications.
  • the batteries in an EV are the heaviest components.
  • the main batteries in an EV take advantage of such physical feature. Since the batteries are placed low in some embodiments, inside the floor, they assist in keeping the center of gravity of the vehicle low, which adds to the performance of the Electric Vehicle. In addition, these batteries are securely fixed inside the vehicle, when properly installed, which reduces the hazard of unsprung weight in the vehicle. Unsprung weight affects the driving dynamics in an unpredictable way, and would also result in a physical hazard if heavy objects are placed loose (unsprung weight) inside the vehicle cabin.
  • the controller in the EV in charge of integrating the auxiliary battery into the power system of the EV may be programmed to disable the Auxiliary Battery from the power system if the controller detects that the auxiliary battery is not properly installed (i.e. secured within the designated compartment for it in the EV). Such detection may be done via sensory measurements obtained from any combination of the trough, receptacles, auxiliary battery processor and/ or PCB as well as other sensors that may be placed in the EV for detection of physical and electrical connectivity of the Auxiliary battery to the EV as well as to other auxiliary batteries.
  • a preferred embodiment includes a positive location for every Auxiliary Battery installed inside the electric vehicle, and these batteries are able to securely interlock if multiple units are to be installed.
  • the Auxiliary Battery once positively located inside the vehicle, the Auxiliary Battery has its own connector port, which could be a cable, that interfaces with the Electric Vehicle, directly or indirectly as described above, from inside the vehicle. This is an important point of distinction from devices which charge the Electric Vehicle from the outside. Normally, it would not be possible to drive the EV if a battery is connected outside the Electric Vehicle for charging the main battery.
  • the Auxiliary Battery when the Auxiliary Battery is plugged in from the inside, this adds security and elegance to the entire arrangement. Effectively, if the Auxiliary Battery system is connected to the EV from the outside, it would just be a Charger. There is a clear distinction to be made here, that by mounting the Auxiliary Battery inside the vehicle, it is not a Charging Device, but rather an integral part of the On-Board Battery System. While the Auxiliary Battery could potentially act as a Charger for the Main Battery, it could do so while the Electric Vehicle is stationary or in motion (i.e. would disrupting the electrical operation of the EV), which is a significant point of difference from all EV Chargers in the market.
  • the Auxiliary Battery has an input port which allows another Auxiliary Battery to connect to it. This way, multiple Auxiliary Batteries can be connected together in sequence inside the Electric Vehicle, while only requiring 1 main port for the first Auxiliary Battery inside the vehicle.
  • the auxiliary battery supplies power to the EV through high voltage connection inside the vehicle
  • the system is contemplated to include several other layers of safety precautions and considerations.
  • the Auxiliary Battery and its connections to the Electric Vehicle or to other Auxiliary Batteries are configured to be child-proof and also water-proof. The extreme case would be where an Electric Vehicle is submerged under water due to a flood or an accident. In such a case, the water-proofing would allow the Auxiliary Battery and its connections to resist water infiltration. In a more common scenario, someone might spill coffee or other liquid on the unit unintentionally, and clearly, under such situation the water-proofing would prevent a short-circuit or risk of fire. Moreover, even if the Auxiliary battery is properly installed inside the vehicle but not connected to any power port, child and water-proofing will prevent dangerous situations that may result from liquids or mishandling.
  • the Auxiliary Battery and its connections are configured to resist tampering by children or pets. In some embodiments, this is established by requiring the Auxiliary Battery power port to be inaccessible without the right tool.
  • the power port door may be controlled by a Smart-Phone App, or by an App on the EV's main computer system, which would require access through a secure interface.
  • the connections and Power Ports on the Auxiliary Battery may be controlled in the same way.
  • the proper installation of the battery likewise may be confirmed on the Smart-Phone App, or by an App on the EV's main computer system via internal or external sensors to the EV and auxiliary battery. If the Auxiliary Battery is not installed properly inside the Electric Vehicle, the app may verify this either by not recognizing the Auxiliary Battery, or by not granting access to the Auxiliary Battery's operation and integration into the EV power distribution system.
  • Modularity is an advantageous feature in the Auxiliary Battery system. While some vehicles may necessitate a specific shape and size for a battery, to maximize interchangeability, stackability, and portability, the Auxiliary Batteries are configured, in a preferred embodiment, to be of identical size and shape. In such embodiments, if the chosen shape is to be a thin rectangular or square plate, this will allow it to fit in the trunks of several vehicles.
  • the thickness of an Auxiliary Battery may be configured to be about 4", as a non-limiting example, so that it maintains the dimensions of a thin briefcase and allows for ease of portability.
  • a trunk width of around 37" is considered typical in this example, so, in such example, if two square Auxiliary Batteries were to be mounted inside the trunk, they would be about 17" x 17" in size. This way, there would be additional “buffer” space to the left and right of the batteries once installed and secured to the EV.
  • the length of most trunks is in excess of 37", so if the objective is to place about 4 x Auxiliary Batteries in a vehicle, this eliminates the need to make the overall footprint greater than 34" x 34". This way, if the Auxiliary Batteries are positioned in 1 plane (i.e. not stacked), then they could act as the next level of the floor.
  • the structure of the Auxiliary Batteries are configured to allow for a secondary stacking (or second layer) of Batteries to be positioned on the lower level or layer of auxiliary batteries. It is also to be understood that the Auxiliary batteries may be placed and stacked in other locations inside the EV, such as under the seats for example.
  • multiple Auxiliary Batteries may be stackable, and the structure of the Auxiliary Batteries is able to accommodate this, but a limit of operability may be considered.
  • each Auxiliary Battery unit weighs 401bs, placing 8 units in the trunk of a car would add 3201bs to the Electric Vehicle. The additional weight would diminish the Electric Vehicle's efficiency, and may not be consistent with the load tolerances of the Electric Vehicle.
  • the Vehicle Battery Management app may be configured to detect excessive weight placed on the Battery via sensors, or when too many batteries are "properly" installed together and may limit or stop their operation. It should be expected that some people may try to stack too many Auxiliary Batteries.
  • the Electric Vehicle's suspension system may be configured to communicate to the Smart-Phone App that the weight of the Auxiliary Batteries mounted in the Electric Vehicle is excessive.
  • the controller in the EV may disconnect the auxiliary batteries as a failsafe.
  • the basic dimensions of an Auxiliary Battery in a preferred embodiment, could be: L17" x W17" x H4".
  • the Auxiliary Battery is equipped with its basic core of battery cells and a minimum of secondary electronics to keep weight, complexity and costs down. Some basic electronic features allow the Auxiliary Battery to communicate with the Electric Vehicle's on-board computer system, as well as the App on a Phone. In some embodiments, the Auxiliary Battery also features a set of diagnostics that can be read by the Apps. It should be noted that, in some embodiments, these diagnostics do not need to be read on the Auxiliary Battery itself to remove redundancy, and reduce costs, weight and complexity. It would be sufficient, and preferred in such embodiments that the Auxiliary Battery on-board information be accessible and readable through the EV App or Smart-Phone App.
  • the Auxiliary Battery is configured to communicate with the EV's on-board computer app when it is plugged in. Otherwise, the vehicle should have no reason to recognize that the Auxiliary Battery is inside or near the Electric Vehicle. This may be done for example by applying a switch to the electrical circuit connecting the trough, where the switch is configured to be in the closed position to complete the circuit and include the auxiliary battery in such circuit when the battery is properly connected to the trough or when another battery is properly connected to the battery that is connected to the trough of the EV.
  • the Auxiliary Battery is configured to communicate with the Smart-Phone App wirelessly. This could be a Wi-Fi communication, or a Bluetooth communication, or an alternate wireless communication system.
  • the wireless communication may be directly with the on-board EV processor, a separate controller in the EV or to an external server, which may collect the information and relay it to a smart phone app through a dedicated network. Also, communication may be directly to the smart phone app if both the phone and the auxiliary battery system are connected to the same internal network.
  • the Auxiliary Battery So, for the Auxiliary Battery to communicate with the EV, it should be already properly installed and electrically connected nto the EV. However, the Auxiliary Battery may be in a status of charging at home, or in the office so in such a case it will not be able to communicate through the EV as in such case, it would not be in a properly installed status.
  • GPS beacon feature - This feature allows for confirmation of actual location rather than reliance on secondary devices for location. It should be considered that the Auxiliary Battery could be operated as a fleet of rental batteries. In this way, it would be valuable for the fleet operator to know where the actual Auxiliary Battery is. This is particularly important (given the portable nature of the Auxiliary Battery) if the battery is stolen or lost.
  • the Auxiliary Battery does not need to issue a constant GPS signal, but it could issue an intermittent ping every several hours.
  • the pinging of the battery's location may be done actively by sending a request signal from an external server to the battery's internal processor to broadcast a geolocation signal or to activate the GPS on-board GPS beacon. Such signal may then be communicated to a dedicated server wirelessly to facilitate the accurate geo location of the auxiliary battery via satellite.
  • the unit may log its use in terms of hours, distance, charge / discharge cycles and perhaps even temperature. This will enable the owner to know the status of the battery, so that a degraded battery is pulled out of usage for recycling or repair.
  • Such logs may be stored on a memory storage device.
  • Such storage device may be integral to a processor of the auxiliary battery or removable for easy extraction of the stored data therein to other devices.
  • a sensor may be included which could detect if the battery was dropped or hit. This would trigger an internal test by the battery to check its operability status. Such test may be a diagnostic test of any parameters of the battery cell in the auxiliary battery pack as well as of the physical features of the pack itself. If the test returns an error due to significant damage, the battery would cease operation, and the appropriate log would be sent to the owner's account. If this is a rental unit, then this could result in a deposit being not refunded for the unit. If this is a personal battery, this would indicate to the owner that the battery needs to be taken in for service or replaced. This information would be relayed to the Smart-Phone App or the on-board EV app.
  • the Auxiliary Battery may selfdiagnose its own temperature and provide advice to its owner via the EV App or Smart- Phone App.
  • the Battery may operate in accordance with its temperature specifications and adjust its output as necessary. Known techniques in the field may be utilized for such purpose.
  • the Auxiliary Battery may use nonflammable chemistry in its batteries if the Auxiliary Batteries are to be charged indoors. Outdoor charging batteries may also be built with appropriate labeling on them.
  • Weight Sensor As outlined above, if there is sufficient weight placed above the Auxiliary Battery, this may trigger an EV App warning. Also, if too many Auxiliary Batteries are plugged in together, this may trigger the same warning as the system would extrapolate that the batteries are stacked. As such, only a limited number of batteries may be plugged in together for operating an Electric Vehicle. In some embodiments, the number of auxiliary batteries that can simultaneously be connected may be manually set by the user or automatically set by the on-board EV processor and control system based on pre-determined list of parameters including the size of the storage area, size of the EV, maximum load capacity, overall weight of the EV with the batteries stored therein, etc.
  • the EV may be limited to 6 or 8 auxiliary batteries that are simultaneously positioned inside the EV, regardless of whether or not they are all properly installed in to the EV. If too many Auxiliary Batteries are plugged in together inside a vehicle, the system should assume that a weight violation is taking place.
  • the Weight Sensor in an embodiment could be a part of the Electric Vehicle's suspension system.
  • the Auxiliary Battery is configured to provide electricity directly to the EV for driving purposes when it is plugged into the Electric Vehicle. Under the same mode, it may also be configured to charge the Electric Vehicle's Main Battery. These could be handled as mutually exclusive or simultaneous activities depending on the tolerance of the Electric Vehicle.
  • the auxiliary batteries may be connected in series or parallel to the main battery, depending on the mode of operation, which may be governed by the controller in the EV system. Switches may be used and controlled by the controller to configure the on-board internal circuit for the desired use.
  • Determining the mode of operation may be automatic, where the controller may detect the main battery's power levels and based on such information, determine if the auxiliary battery is to be used for direct use by the electrical system of the car, including the electric engine as well as the EV's other electrical system, such as ones controlling dashboard and environmental functionality. In some embodiments, such automation may be manually over-ridden by a user on-cite or remotely. By plugging in the Auxiliary Battery, the EV is enabled to be drivable directly from the Auxiliary Battery, or the Auxiliary battery could be used to charge a portion of the Main Battery (in case of partitioning of the main battery), or where possible, both.
  • one Auxiliary Battery could be used for driving the vehicle as the power source for powering the EV, and the second could be used for charging the vehicle simultaneously (i.e. charging the main battery of the EV).
  • Such configuration may be governed by the controller, on-board EV processor and/ or through a dedicate mobile App.
  • Auxiliary Battery System Usage The Auxiliary Battery system is intended to change the way Electric Vehicles are used in relation to charging and discharging practices.
  • the current method for charging Electric Vehicles relies on 1 Central Battery in an Electric Vehicle which needs to be charged by parking the Electric Vehicle at an appropriate charging station and investing the time needed for the complete charge to take place.
  • An alternative method is to swap the main battery with a charged main battery.
  • such method requires the use of machinery and sensors, which require the EV to be located as a pre-determined location, such as pods, where such machinery and sensors are located.
  • this alternative method does not provide utility in locations where such pods are not available.
  • the EV must be turned off as the power source of required to maintain the electrical operation of the EV would temporarily be disconnected from the EV.
  • the proposed Dual-Battery Charging System in the current disclosure will work in one of several different ways. There is an option for the EV owner to also own their own Auxiliary Battery. The other option is for the owner of the EV to take part in an Auxiliary Battery Subscription Service. Both Auxiliary Battery ownership plans share an App and some common features, while there will also be some differences in usage between the ownership and subscription models.
  • the common aspect of ownership and subscription of Auxiliary Batteries is in the ability to manually remove the Auxiliary Battery from the EV for charging purposes, and subsequent reinstallation without the need for machinery and sensors and without the need for the EV to be at any dedicated location for such operation.
  • the installation and uninstallation of the auxiliary battery in the EV may be performed completely manually by a person without the use of any machines or sensors. Owning an Auxiliary Battery does not exclude the Electric Vehicle driver from also installing an Auxiliary Battery that is part of a Subscription Plan. The intention is for there to be potentially multiple Auxiliary Batteries installed and connected to the Electric Vehicle if necessary.
  • a method for using an Auxiliary Battery has the following steps:
  • the sensors continually monitor the charging.
  • an automatic battery management system which may be part of the controller system on-board or part of the programming of the on-board EV processor, eliminates the need for the driver to physically switch to the Auxiliary Battery; under the automatic Battery Management setting, the EV App would make its own decisions as to which battery would be used to drive the wheels, and which battery would receive electricity from regenerative braking).
  • the Auxiliary Battery continually communicating its status to at least one of the EV on-board processor, the dedicate smart app and an external server.
  • the Main Battery inside an Electric Vehicle is intended to give up to 500 KM of range in some cases, whereas the Auxiliary Battery is only intended to give 20 - 50 KM of range due to its smaller size. It is to be understood that this range is not limiting and higher or lower ranges are considered to be covered under this disclosure.
  • the time to charge an Auxiliary Battery would then be a fraction of what it would take to charge a full-size Electric Vehicle Battery. Moreover, it is not a core objective to charge the Auxiliary Battery very quickly. In some embodiments, different settings are provided, whereby if the Auxiliary Battery is being charged with a dedicated charger, then it could reach a full charge in minutes.
  • the Auxiliary Battery may be left on a "trickle" charge for several hours, or overnight. If charging the battery on trickle overnight provides only 40KM of range, this could still be sufficient for many owners' daily commutes. Moreover, the Auxiliary Battery could be brought into the office for additional charging during the day.
  • the ability to charge the Auxiliary Battery at any outlet will allow people who live in apartment buildings and high-rise condominiums to use their existing household Power Outlets rather than having to rely on their buildings to install costly, shared specialized charging facilities in the building.
  • the draw in electricity will not be as high to charge smaller Auxiliary Batteries overnight, as it would be to charge the Primary Batteries in an Electric Vehicle. This will allow for a significant acceleration in the adoption of Auxiliary Batteries in urban areas.
  • various adapters known in the field or custom adapters may be used.
  • a method for alerting other drivers includes the use of a centralized system through which a network of subscribers to a service are connected, the method includes: Sensors monitoring the battery condition of a user's main and Auxiliary Batteries in an EV; the sensors communicating with a user's portable phone or On-Board EV App to provide to provide to the centralized system sensory data obtained about the user's main and auxiliary batteries.
  • Such sensory data is evaluated by the centralized system, comprising a processor and is assessed against pre-determined values.
  • a threshold of predetermined values is not met, an indicator is generated by the system that one or more of the batteries need a charge. Details about which battery needs to be charged is generated as part of the notification or indicator generated by the system; the user's phone communicating with an app (centralized server) to locate another Auxiliary Battery through the system; as an optional step, the Smart-Phone App communicating with Smart-Phone Apps on other users' phones that are connected to the centralized system to locate another Auxiliary Battery; other Auxiliary Batteries being tracked through the centralized system and information about same are conveyed to the users through the mobile app acting as an interface to the centralized system; a second battery being located by the centralized system based on sensory data provided by the second auxiliary battery to the centralized system; the user of that Auxiliary Battery being informed through the user interface (mobile app or on-board processor of the EV of the need of the first user, including the location and
  • the transaction is then recorded by the centralized system along with the relevant information about the users and batteries.
  • the second user hands over their battery and directly receives a reward payment from the centralized system through their Smart-Phone App.
  • Such reward may be monetary.
  • the reward may be in other forms such as points accumulated for redemption by the user.
  • the type of reward and the tracking of same is monitored and tracked through the centralized system.
  • the Auxiliary Battery can be charged by any outlet, or through a specialized charging device, or it could even draw electricity from a fully charged Electric Vehicle's Main Battery, there could be many other ways to charge the Auxiliary Battery.
  • any device which generates electricity that is designed to interface with the Auxiliary Battery could be used for charging purposes.
  • Charging devices which generate electricity from Solar Power, Wind, the Flow of Water, or from Heat could all be appropriate devices for charging the Auxiliary Battery such as Wind turbines, flowing water turbines, thermocouples, portable steam turbines, solar panels, exercise machines, piezoelectric generators, hand-cranked generators.
  • the Solar Panels and the Auxiliary Battery could be removed and relocated to a position with more Solar Power available to recharge the Auxiliary Battery.
  • Another option might be to pull out the Auxiliary Battery from the Electric Vehicle and bring it to a source of moving water.
  • a micro Water-Turbine Charging Device could be placed in the water and connected to the Auxiliary Battery for charging purposes.
  • An unlimited plurality of different Charging Devices for survival camping or real life scenarios could be built and provided as part of the Life-Support strategy for the Auxiliary Battery system. These devices could be purchased by the owner, or they could be part of a subscription system. It could even be possible to connect the Auxiliary Battery to an exercise machine and generate electricity for the unit by exercising. This invites opportunities for partnerships with companies with subscription exercise programs, whose exercise machines could come equipped with electricity generation components that connect directly to the Auxiliary Battery.
  • the Main Battery of the vehicle remains the primary source of propulsion electricity.
  • the Auxiliary Battery is intended to be failsafe in many ways.
  • the controller of the EV system or the on-bord processor may be configured such that if the electric charge in the Primary Battery is depleted, the electrical circuit connecting that battery will be configured to allow the Electric Vehicle to bypass the primary battery and to draw electricity directly from the Auxiliary Battery. In such configuration, the primary battery may be temporarily disconnected from the main circuit to allow the auxiliary battery to act as the only power source in the circuit.
  • the dead main battery may remain connected to the main circuit as a load capacitor that may be charged by the auxiliary battery acting as the power source of that circuit, in such configuration, the auxiliary battery would serve as the temporary main power source to power the EV and also to recharge the main battery. During such operation, the EV's electrical system would not draw power from main battery while it is in charging mode.
  • the partitioning of the Main and Auxiliary batteries and their Electric Discharge arrangement during Electric Vehicle operation can be governed and optimized by the controller and/ or on-board main processor of the EV to work with the specific Electric Vehicle that is using the Auxiliary Battery system.
  • the above description provides means for an EV to receive the supplementary power needed to maintain operation and the ability to recharge the main battery at the same time without interruption to the operation of the EV and with minimal or no downtime of operation.
  • the Auxiliary Battery could be used as an electricity transfer device. This may be achieved by configuring the main electrical circuit of the EV to integrate the auxiliary battery as a power source and configuring the main battery to be a capacitor in the circuit for recharging. For example, the Electric Vehicle could be parked in an underground garage where there is no access to a Charging Station, or even a Power Outlet. In such a scenario, it should be possible to take the Auxiliary Battery home, charge it and bring it back to the Electric Vehicle to transfer the electric charge back to the Main Battery.
  • the Auxiliary Battery could be charged on "trickle" each night over several nights when electricity is at a lower cost and then brought back to the Electric Vehicle to charge its Main Battery several times until it is fully charged. In this way, the Auxiliary Battery could also be used to charge any number of other compatible items.
  • the Auxiliary Battery could also be used as a means for owners to sell or barter with electricity. This will be described in more depth in the Subscription System, but essentially, even a person who does not own an Electric Vehicle could participate in such a program.
  • the owner could charge up the battery at night when electricity is cheap and then sell back the electricity to someone else at a higher price during a peak time when the Auxiliary Batteries are in high demand.
  • This type of transaction could be handled via the Auxiliary Battery system, a centralized system and a dedicated Smart-Phone App as an interface to the centralized system.
  • the application for the Auxiliary Battery may be available on a Smart-Phone, as well as directly on the on-board computer inside the electric vehicle.
  • the operation of all other features of the Electric Vehicle could be integrated into this App.
  • the App could also be available to operate as a separate App from the main Application required to operate that Electric Vehicle.
  • the App will be treated as the integral one which operates the vehicle (whether installed on the Smart-Phone or on the on-board computer).
  • the app on the on-board processor will act as the interface for the user to monitor and control the various features about the EV, including the power management and distribution when one or more auxiliary batteries are connected to the EV power system in addition to the main battery.
  • Control of the various electrical features of the EV through the on-board processor's interface may be direct without the need for networked server given that the on-board processor of the EV has a wired connection to the electrical circuitry of the EV.
  • the mobile app is used as the interface to control the various features of the EV, including the power management and distribution
  • such operation may be feasible through the use of a networked server to which the mobile app is networked with the on-board processor of the EV directly or indirectly through the use of an external centralized processor (system). Only the Auxiliary Battery management aspects of the App will be outlined herein. It is understood that the other features that are controlled by the App in the Electric Vehicle remain a part of the App, though they are not described in this disclosure.
  • a method for creating auxiliary battery subscription accounts by communicating information from the user through the mobile app as the interface to a centralized processor, where such information is stored by the centralized processor in a memory storage unit and categorized as a database containing the user's collected data.
  • the method includes the steps of a user downloading the Smart- Phone App, then opening the Smart-Phone App.
  • a user registers an account through e-mail, telephone number or other social identifier, selects auto log-in, registers default home location, registers payment method such as credit card or other payment system, selects a user plan, and finally the user goes on to Smart-Phone App Main Screen.
  • a method for connecting a smart-phone to an auxiliary battery may be started after the user has created the account per the method described in Fig. 9.
  • a user takes the steps of opening a Smart-Phone App; the system having a presumed automatic log-in, the user going to the Smart-Phone App Main Screen.
  • the user selects an Auxiliary Battery connection, then selects Bluetooth, Wi-Fi, QR code, or manual connection via keyboard.
  • the system determines if the Battery is set for connecting or if it is already connected elsewhere:
  • Option 1 Connected elsewhere and the setting "Share Battery” is switched off - Cannot connect Smart-Phone to Auxiliary Battery.
  • Option 2 Ready for connection with App as the setting "Share Battery” is turned on - Battery is connected to Smart-Phone App.
  • the Auxiliary Battery appears on Smart-Phone App Main Screen with new features displayed - Charge status appears, Battery Options Menu appears, Battery History appears in Battery Options Menu - the Auxiliary Battery subscriber assumes ownership and liability for the Auxiliary Battery.
  • a method is disclosed to register the EV with the centralized system through the interface of the mobile app for the first time.
  • a user opens the Smart-Phone App, logs in, goes to Smart-Phone App Main Screen, then goes to Settings and select "Car Information.”
  • the User then proceeds to register a personal or rental vehicle VIN (vehicle identification number) with the Smart-Phone App - personal information will be required, and then goes to car and select "open door” from the main menu. (This can be changed to "Auto Door Open” in Settings).
  • VIN vehicle identification number
  • EV App On- Board Computer App Screen
  • Smart-Phone App selects "Connect to Car” on Smart-Phone App, or "connect to smart-phone” on EV App.
  • a second Verification Number will be sent to Smart-Phone via SMS, and the user enters the Secondary Verification Number on either EV App or Smart-Phone App.
  • Smart-Phone App is registered with EV - Personal or rental EV information appears on Smart-Phone App with green connected symbol - EV information and history appears in EV Options in Account Menu - the Smart-Phone App will remember the specific EV and will remain "paired" (even if not connected) until it is manually unpaired through this process in reverse. Such information is conveyed from the mobile app to the centralized processor and/ or the on-board processor of the EV.
  • EV App is registered with Smart-Phone - Personal Smart-Phone Account Name appears in EV App with green connected symbol - personal information appears in EV App Account Menu - the EV App will remember the specific Smart-Phone Account and will remain "paired" (even if not connected) until it is manually unpaired through this process in reverse.
  • a method for accessing the EV through the app is disclosed.
  • the user After logging in, the user goes to the EV and opens the door to access the vehicle - presuming that "Auto-Door Open" is set up in the Smart-Phone App (fingerprint access is also available through the Smart-Phone App.)
  • the user enters the vehicle and turns on the On-Board Computer App Screen (EV app).
  • EV app On-Board Computer App Screen
  • the Smart- Phone App and the EV are already registered together, the EV is ready to drive - options become available at this point on both the EV App and the Smart-Phone App - in the following section of the disclosure, the Main Screen options for the EV App and the Smart-Phone App will be reviewed.
  • FIG. 13 a smart phone app main screen is described. After logging in the user goes to the Smart-Phone App Main Screen. Presuming the Smart-Phone App and the EV App are connected, the following options and notifications will appear on the Smart-Phone App Main Page:
  • EV App main screen After logging in and going to the main screen, the user enters the Vehicle and turns on the On-Board Computer App Screen (EV App). Presuming the Smart-Phone App and the EV App are connected, the following Options and Notifications will Appear on the EV App Main Page:
  • Auxiliary Battery Connection - Connect / disconnect Auxiliary Battery - multiple Batteries can be connected - it is not possible to edit this setting when drive mode is engaged.
  • Batery info and charge status - Displays info on Batteries and their charge status with options - Auxiliary Batteries can be set for charging, bypass, or discharging - it is not possible to edit this setting when drive mode is engaged.
  • Notifications Provides Notifications as permitted in settings - receives and transmits Communications - some Notifications are disabled during driving but Alerts and Emergency Notices are enabled.
  • a method for installing the auxiliary battery into the EV includes the following steps: The user inserts the rear of the auxiliary battery Positive Location Hook into the Floor Catch Trough so that the catch within the trough is raised. When the Catch is in its raised position, a signal is sent to the on-board computer or EV app, which allows same to automatically recognizes that an Auxiliary Battery is physically mounted inside the EV, but not yet plugged in.
  • the Positive Location Catch is the mechanism that signals to the EV App, and the Smart- Phone App that the Auxiliary Battery is mounted inside the EV.
  • the EV App Main Screen will show an Auxiliary Battery Appearing, but it will be grayed out in an embodiment.
  • the user lays the Auxiliary Battery flat on the Platform Floor and engages the Battery's Latch Clamps into the Floor Latch Clamp Strikes. By completing this step, the Auxiliary Battery is now physically locked in with and secured to the EV.
  • the user opens the Power Port Door inside the EV and plugs in the Auxiliary Battery's Power Cord.
  • the EV App Main Screen will show an Auxiliary Battery Appearing, and it will have a Green Indicator, indicating that the Battery is connected and active.
  • the Battery needs to be connected to the Smart-Phone App - if the EV is not in Drive Mode, several options will Appear for the Battery in the Settings Section on the Smart-Phone App and on the EV App as follows. Additional Auxiliary Batteries can be mounted inside the EV on top of the first Battery or in the matching floor connection adjacent to the first Auxiliary Battery - the same steps would be followed - the Suspension System of the EV would send a signal to the EV App and Smart-Phone App notifications section indicating if too many Auxiliary Batteries are mounted inside the EV.
  • Automatic Auxiliary Battery management - EV App manages Auxiliary Battery usage, allowing for the ideal mix of using the Main Battery and the Auxiliary Battery as driving conditions require - the Auxiliary Battery could be used for powering the EV or Regenerative Braking.
  • the process of configuring the electrical circuitry of the EV to manage the power source selection and power distribution when one or more auxiliary batteries are properly connected and installed in the EV in addition to the main battery is controlled by the controller in the system which could be the same or different from the on-board main processor of th EV. Different modes of operation may be automatically selected by the processor or manually chosen by the user for each auxiliary battery connected to the EV power system:
  • a method for sharing the auxiliary battery is disclosed. If the owner has a fully charged Auxiliary Battery, at home, or in their EV, which they have through the Subscription Plan, they can choose to share it with other people who need an Auxiliary Battery through the following steps:
  • An auxiliary battery is connected to the Smart-Phone App - the Notification Settings on the Smart-Phone App or the EV App need to be set to "Share Battery.”
  • a nearby Auxiliary Battery Subscriber When a nearby Auxiliary Battery Subscriber is in need of an Auxiliary Battery, they will select the "Find Battery” option in their notification settings on their EV App or Smart-Phone App, which is communicated to the centralized server and processor governing the subscription model.
  • the centralized server also governs and facilitates all communications of information between the users on the network as well as dictates the sequence of operation by enabling and disabling features to the users on their interface (mobile app or on-board EV app, which are connected with and networked through the centralized server, in an exemplary embodiment, there are two levels for a Battery Request:
  • the Auxiliary Battery Location of the Battery Requestor is shown to the Auxiliary Battery Owner as a general vicinity only - only if the Battery Owner accepts the Battery Request, (thereby positively identifying themself) will the exact location of the Requestor 7 s location be disclosed.
  • the Owner of the Battery accepts the Requestor's Notification on the notification Section of the Smart-Phone App or the EV App and proceeds to drive over to the location of the Requestor to deliver and transfer the Auxiliary Battery.
  • the Requestor proceeds to accept the Auxiliary Battery by registering it with their Smart-Phone App and physically taking the Auxiliary Battery. Such information is documented and stored on the centralized server.
  • the Auxiliary Battery Ownership and Liability is transferred to the new Owner of the Auxiliary Battery. In case of foul play during the transaction, the identities of the Requestor and the Original Owner are known.
  • their Account automatically makes a Payment to the Auxiliary Battery Rental Company depending on their Subscription Plan, and the Original Owner's Rental Fee is stopped at the same time.
  • the Requestor also makes a direct payment to the Original Owner for the Electricity at its current market value at the same time. In some embodiments, If the Auxiliary Battery Transfer was an Emergency Request, the Original Owner will receive an extra reward.
  • a method for charging the auxiliary battery is disclosed. It is presumed that the battery is paired with an account registered on the centralized server for governing subscriptions, plans and accounts of users. The method includes the following steps:
  • the first step is locating a Charging Device - for this step, different Charging Devices may be used in combination with any adapters required to allow charging the auxiliary battery from the charging device.
  • a Secondary Dongle may be required to match the Auxiliary Battery Interface.
  • the second step is ensure that the Auxiliary Battery is lying flat on its bottom and plugging it into the Charging Device or Dongle Interface for Power Outlet Charging.
  • the Auxiliary Battery which is being charged goes to the top of the Fist of Batteries connected to the Smart-Phone App, and will display the charging status in green. Once the charging is complete, the charging will stop automatically, in some embodiments, where the smart phone is connected to the auxiliary battery via Bluetooth, if the connected Smart-Phone is within range, the Smart-Phone App will issue a Notification that the Auxiliary Battery is finished charging. In other embodiments, a notification may be sent to the centralized server with which the auxiliary battery is networked and the server in turn communication the status of completion of charging to the user's mobile app, which is also networked to the centralized server. - This notification Setting may be optionally turned off. Other features of the app are described below according to some embodiments.
  • Selecting the Auxiliary Battery icon will open up a menu of features pertaining to that Auxiliary Battery including the individual code number of the Auxiliary Battery.
  • the individual code number of the Auxiliary Battery will be tied to the user's account number to be able to work. This will ensure that there is no theft of the batteries. An exchange of batteries among users would entail exchanging the code numbers in their respective apps. Similar menus will appear below for subsequent Auxiliary Batteries.
  • the menu will feature the Auxiliary Battery's individual code number, its charge status, health information, temperature, and (very importantly) its function mode. In some embodiments, the following options will be available for its function mode. It should be noted that terminology used are indicative only for describing the features and are not to be considered as limiting to the scope of the invention:
  • EV Charge Auxiliary Battery Management This option would allow the Auxiliary Battery to charge the main battery. This is particularly useful if multiple Auxiliary Batteries are installed and connected.
  • Siphon Charge Auxiliary Battery Management This option would allow the Auxiliary Battery to siphon electricity from the Main Battery. This is particularly handy if a "Good Samaritan" pulls over and offers to help the owner of a stranded Electric Vehicle by siphoning some of their own electricity from their Main Battery and either transferring over the Auxiliary Battery or the siphoned electricity over to the stranded Electric Vehicle.
  • the rate of power transfer my be controlled by the main processor, either by interfacing with it through the mobile app or the on-board EV app.
  • the Options Screen would revert back to the main screen, disabling the driver's ability to edit their Auxiliary Battery options settings.
  • the Smart-Phone App battery option settings would become disabled during driving.
  • the entire Smart-Phone App would not go dead though as long as a passenger was sensed by the main EV on-board computer App. The passenger may wish to use the Smart-Phone App to adjust climate controls, or account settings for example, but the driver would not be able to do so through the Smart-Phone App if they were alone in the car.
  • the Auxiliary Battery app would also have some default settings (Automatic Management) so that if it is plugged in to the Electric Vehicle it would operate based on its own best option setting, unless the owner has pre-set some alternate settings. For example, if the Auxiliary Battery is plugged in, but the main battery has a full charge, the Auxiliary Battery would automatically go to bypass mode. If the electric charge in the Main battery is depleted, the Dedicated Drive Auxiliary Battery Management option would kick in.
  • Auto Management Automatic Management
  • the main on-board EV Computer App When driving, the main on-board EV Computer App would display on its screen, the main required information about the batteries, for example, which batteries are being used, how much charge remains on the batteries, and what sort of distance can be covered with the current charge of all batteries on board.
  • App Notifications In some embodiments, an option is provided for receiving notifications on the app during driving.
  • the type of notifications permitted would be set in the Notification permission settings.
  • Critical notifications pertaining to the batteries such as nearing empty charge, or battery fault) would always be able to be displayed on screen.
  • Some of the secondary notifications would include the following:
  • Auxiliary Battery requests This would be a casual request for a quick Auxiliary Battery transfer that is not an emergency in nature. Helping out such a person would be rewarded in much the same way as for the Emergency assistance request.
  • Auxiliary Battery availability locations This would inform the driver if available Auxiliary Battery locations are nearby.
  • a driver with fully charged Auxiliary Batteries on board can select a setting which would make their Auxiliary Batteries available to other Electric Vehicles that are part of the Auxiliary Battery system.
  • only the general vicinity of the Auxiliary Battery requestor would be visible to the driver with the fully charged Auxiliary Battery. Only if the driver selects to help the requestor would the exact location be disclosed. This method would ensure positive identification of both parties. In this way, Electric Vehicles in the vicinity with available Auxiliary Batteries would appear on screen on a map.
  • Auxiliary Batteries could also be available from AAA assistance vehicles, Uber vehicles, Food Delivery vehicles or Couriers. Even people at home could offer Auxiliary Batteries. It is an opportunity for people who do not drive, or those that do, to take part in the Auxiliary Battery subscription system to make some money. For example, someone who does not own a car could choose to join the subscription system as a charger (not a user).
  • the Subscription System there would conceivably be different levels of the Subscription System. There could be different monthly fees for use of the system. For people who would use the system less, they would pay a lower monthly fee and would pay more per Auxiliary Battery rental. For people who would use the system more, they could opt for a higher monthly subscription cost, with waived or lowered Auxiliary Battery rental costs. Either way, by subscribing to the Auxiliary Battery system, as long as the Electric Vehicle is part of the system, the original price of the Electric Vehicle that comes equipped with an Auxiliary Battery System would be lower. This would require the owner of the vehicle to sign a multi-year agreement with the Auxiliary Battery subscription system when purchasing the Electric Vehicle.
  • the system would be very similar to the cell-phone system whereby when the user gets a cellular plan when they buy the cellular phone, the price of the cellular phone is lowered.
  • Good Samaritan - in some embodiments, if a person who is in possession of an Auxiliary Battery helps someone who has set off their Emergency Beacon by giving them an Auxiliary Battery, or by transferring Electricity to them, this would earn the person special points, or a discount on their Auxiliary Battery rental. In this way, drivers would be inclined to help one another and people would be able to exchange batteries as needed. Giving a fully charged battery to someone who makes a casual request via the app would also earn the person who gives the Auxiliary Battery a reward. The reward for helping someone in an emergency would simply be higher. This incentivizes good social behavior on the road. This method will turn fellow drivers into good neighbors.
  • Such advisory may be communicated to the users in the networked subscription either individually to each of the users as personalized notifications, or it may be provided to the users as a link on the mobile or EV's app.
  • Other means known in the art may be used to communicate such notifications to the users.
  • those people who have out-of-season Auxiliary Batteries at home could opt to store these Auxiliary Batteries at home during the off-season. Alternatively, they could return them to a central depot, or to an acceptable kiosk to facilitate an exchange. In this way, Electric Vehicles would always be equipped with Auxiliary Batteries that match the season in which they are operating.
  • Auxiliary Bateries are portable by hand, there is a chance that they will be dropped or otherwise damaged.
  • the Auxiliary Batery would have a sensor that recognizes if a significant bump occurred (such as an accelerometer or Air-Bag Sensor), and also it would recognize the health of the Auxiliary Batery's cells, information about the bump or damage would be provided to and store in a database of the centralized server, which in turn is recorded in the User's profile and communicated to the user's Smart-Phone App, and it may be the responsibility of the user to replace a batery that they damaged.
  • a sensor that recognizes if a significant bump occurred (such as an accelerometer or Air-Bag Sensor), and also it would recognize the health of the Auxiliary Batery's cells, information about the bump or damage would be provided to and store in a database of the centralized server, which in turn is recorded in the User's profile and communicated to the user's Smart-Phone App, and it may be the responsibility of the
  • the Auxiliary Batery subscription system provides a significant potential for partnerships with third-party companies.
  • the partnerships could be with the companies that actually produce Electric Vehicles. This would allow for a seamless integration of apps and a good Auxiliary Batery to Electric Vehicle interface.
  • companies like UberTM, LyftTM and others could have their operators drive around with pre-charged Auxiliary Bateries that they could deliver to someone who needs a batery upon request. There could be a discounted delivery service through such companies.
  • Local delivery companies, even companies that deliver food items or couriers could also participate in a partnership with the Auxiliary Batery Subscription system.
  • auxiliary battery pack according to another embodiment, is featured, showing the following components:
  • Head Module Physical Housing bolts to Head Housing - Features GPS, Bluetooth module, PCB for Battery Management, Connection to Bump Sensor, Accelerometer, I.D. and History Memory, On-Board-Computer, Thermometer, Digital Thermal Management Module, and any other relevant Electronics).
  • Battery Housing (Can be different types of batteries in terms of chemistry, size and shape. Housing is insulated, features thermal management, has bolt connections to Head Module and End Cap).
  • End Cap Metal Casting - Features Bump Sensor like in an airbag, Positive Location Sensor, and bosses for mounting Battery Housing.
  • the vehicle has the following physical connection for the auxiliary battery, in an embodiment:
  • the power port has the following components, in an embodiment of the present invention:
  • Electric Vehicle Interior Wall Power Port A Power Port built as part of the Electric Vehicle with and Auxiliary Battery System. This embodiment of the Power Port is built into a Trunk Wall inside the vehicle). • 425. Power Port Door Flap (A door Panel on the Power Port which in this embodiment is for manual operation without a locking mechanism, though an automatic door with an application-controlled lock mechanism is also envisioned.)
  • the current disclosure describes an auxiliary battery for use in Electric Vehicles to supplement the main battery of the EV and to act as a temporary power module in the event the main battery of the EV is completely depleted. It is to be understood that the current invention may also be used with hybrid vehicles to supplement the electrical power management and distribution for operating such vehicles.
  • a Auxiliary Battery may not be able to allow an Electric Vehicle to go on a 500 mile journey. But it will allow an Electric Vehicle to handle a typical daily commute. And if there are enough participants in the Auxiliary Battery system, it should be possible to drive across the country from coast to coast by exchanging Auxiliary Batteries every 40 or 80 km or so. It is a solution that will allow charging practically anywhere, speeding up the adoption of Electric Vehicles. The exchange system of Auxiliary Batteries will allow people to eliminate unplanned charge wait times. Plug in the Auxiliary Battery and go.
  • the new auxiliary battery system eliminates the need for downtime of EVs to charge the main battery, minimized or eliminates downtime of operation even when the main battery of the EV is completely depleted, as well as allows for the charging of the main batter at any location regardless of the presence of any dedicated charging stations, and while the EV is in operation.
  • connection or coupling means any connection or coupling, either direct or indirect, between two or more elements; the coupling or connection between the elements can be physical, logical, or a combination thereof.
  • power source and “power supply” refer to any source of electrical power in a form that is suitable for operating electronic circuits.
  • Auxiliary or supplementary batteries means secondary in nature and the degree of contribution of such batteries to a system may vary depending on the mode of operation.
  • a component e.g. a circuit, module, assembly, device, etc.
  • reference to that component should be interpreted as including as equivalents of that component any component which performs the function of the described component (i.e., that is functionally equivalent), including components which are not structurally equivalent to the disclosed structure which performs the function in the illustrated exemplary embodiments of the invention.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

Une batterie auxiliaire, un système et des procédés d'utilisation de celui-ci sont décrits. La batterie est utilisée en plus d'une batterie principale dans un véhicule électrique (VE) et comprend une cellule de batterie; un boîtier pour loger la cellule, le boîtier comprend : un port de sortie pour fournir de l'électricité de la cellule à un port d'entrée du VE; au moins un élément de fixation pour être couplé de manière amovible à un réceptacle dans le VE et fixer le boîtier contre un mouvement dans le VE. La batterie est dimensionnée pour être manipulée par une personne, est configurée pour être manuellement retirée du VE, et lorsqu'elle est installée à l'intérieur et est électriquement connectée au VE, l'ensemble forme une partie intégrale d'un système de batterie embarqué du VE, comprenant la batterie principale, et est configuré pour charger facultativement la batterie principale et/et fournir de l'électricité au VE, sans interrompre le fonctionnement électrique du VE.
EP23818700.9A 2022-06-11 2023-06-12 Système de batterie auxiliaire et ses procédés d'utilisation Pending EP4536505A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US202263351373P 2022-06-11 2022-06-11
PCT/CA2023/050805 WO2023235992A1 (fr) 2022-06-11 2023-06-12 Système de batterie auxiliaire et ses procédés d'utilisation

Publications (1)

Publication Number Publication Date
EP4536505A1 true EP4536505A1 (fr) 2025-04-16

Family

ID=89117217

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23818700.9A Pending EP4536505A1 (fr) 2022-06-11 2023-06-12 Système de batterie auxiliaire et ses procédés d'utilisation

Country Status (2)

Country Link
EP (1) EP4536505A1 (fr)
WO (1) WO2023235992A1 (fr)

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0654410A (ja) * 1992-06-05 1994-02-25 Fuji Electric Co Ltd 電気自動車の電気システム
US8026698B2 (en) * 2006-02-09 2011-09-27 Scheucher Karl F Scalable intelligent power supply system and method
KR101617292B1 (ko) * 2010-08-02 2016-05-18 엘지전자 주식회사 전기자동차 및 그 보조배터리의 충전제어방법.
US8180512B2 (en) * 2010-08-10 2012-05-15 Tesla Motors, Inc. Efficient dual source battery pack system for an electric vehicle
US8534400B2 (en) * 2011-02-14 2013-09-17 Ford Global Technologies, Llc Electric vehicle and method of control for active auxiliary battery depletion
PL2707936T3 (pl) * 2011-05-10 2019-01-31 Stephen G. Johnsen Mobilny układ i sposób zmiennego zasilania
KR101304221B1 (ko) * 2011-12-28 2013-09-05 대동공업주식회사 웨이트 겸용 비상주행용 보조 배터리 및 이를 구비하는 전기트랙터
WO2014145224A1 (fr) * 2013-03-15 2014-09-18 Nbip, Llc Procédés de charge électrique continue pour véhicules électriques
JP5880582B2 (ja) * 2014-01-10 2016-03-09 トヨタ自動車株式会社 車両
CN107054143B (zh) * 2017-04-28 2020-01-17 陈晓石 电动车充电方法及系统
US10833379B2 (en) * 2017-07-12 2020-11-10 Rivian Ip Holdings, Llc Electric vehicle with modular removable auxiliary battery with integrated cooling
KR20190043185A (ko) * 2017-10-17 2019-04-26 주식회사 솔라플러스컴퍼니 태양광 발전 및 상용전원을 이용한 전기자동차용 휴대용 보조 배터리 장치 및 에너지 변환 방법
US10906383B2 (en) * 2018-02-28 2021-02-02 Artisan Vehicle Systems, Inc. Alignment and locking mechanism for removeable battery assembly
US10910614B2 (en) * 2018-03-23 2021-02-02 Ford Global Technologies, Llc Electrified vehicles equipped with secondary battery packs
KR20200112304A (ko) * 2019-03-21 2020-10-05 김종배 전기 차량의 전원 제어 장치 및 방법

Also Published As

Publication number Publication date
WO2023235992A1 (fr) 2023-12-14

Similar Documents

Publication Publication Date Title
JP7339998B2 (ja) 電気エネルギー貯蔵装置の販売、充電及び双方向配電のための装置、システム及び方法
CN111993914B (zh) 用于管控车辆电网集成操作的智能机动车辆、充电系统和控制逻辑
US9037507B2 (en) Method to facilitate opportunity charging of an electric vehicle
US10543752B2 (en) Light electric vehicle ride share system and method
US20140067660A1 (en) Method and process for an electric vehicle charging system to automatically engage the charging apparatus of an electric vehicle
US20100280675A1 (en) Method for managing electric vehicle charging loads on a local electric power infrastructure
US8935112B2 (en) System and method for managing electric vehicles
CN105142964B (zh) 基于位置的电力中介用模块、电动车及中介服务器以及用于基于位置的电力中介用模块、电动车及中介服务器的用户认证插座或连接器
US11481819B2 (en) Rental fee setting apparatus, method and system
US20120233062A1 (en) Method and process for an electric vehicle charging system to automatically engage the charging apparatus of an electric vehicle
CN107203903B (zh) 基于电量变化的共享单车计费方法和系统、以及用车方法
GB2578672A (en) Mobile apparatus & energy system
US20110140656A1 (en) Charging station with protective door
CN110574082A (zh) 移动电源单元出租运营系统、方法、用电器件及其保障运营系统和方法
CN108346281B (zh) 一种共享车辆管控系统
CN107331064A (zh) 一种电助力自行车共享方法
CN111247024B (zh) 用于自动地给电动车辆充电的模块化充电系统和方法
KR20110129517A (ko) 전기자동차 배터리펙 충전을 위한 서비스 방법 과 시스템
EP4536505A1 (fr) Système de batterie auxiliaire et ses procédés d'utilisation
CN115848211B (zh) 一种基于光伏发电的电动汽车共享电池系统的使用方法
CN111724624A (zh) 一种共享车位管理系统
CN111409476A (zh) 电动汽车移动充电器、充电桩及充电方法
JP2023010265A (ja) 電動車両の貸出管理システム
JP7648134B2 (ja) 情報処理装置、システム及び方法
KR102592889B1 (ko) 전기차량의 공유형 배터리팩을 인증하는 시스템 및 방법

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20250113

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC ME MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)