US20120126747A1 - Battery charger having non-contact electrical switch - Google Patents

Abstract

The handle of a charge coupler includes a mechanical latch that securely mechanically locks the handle to the vehicle passively when the handle is manually attached to the vehicle by a human operator to create an electrical connection between the vehicle and the charger. The handle also has an actuator movable by the operator from a deactivated state to a first and a second position activated state. The mechanical latch operates independently of the state of the actuator when the handle is being manually attached but being mechanically released by the actuator when it is moved to its second activated state. A non-contact electrical switch means associated with the actuator breaks the electrical connection when the actuator is moved to the first position activated state before releasing the mechanical latch at said second activated position.

Description

TECHNICAL FIELD
• This invention is directed to a battery charger for a vehicle, more particularly, a charge coupler includes a handle in electrical communication with the charger and provisions in the handle electrically manage an electrical connection state with the vehicle independent from a mechanical connection state with the vehicle.
BACKGROUND OF INVENTION
• It is known, referring toFIG. 1, to electrically charge a battery of an electric vehicle (2) using a battery charging system (3) that is connected to the vehicle (2). The charging system (3) includes a control box (4) connected to a vehicle coupler (5). The vehicle coupler (5) is attached to the vehicle (2) to charge the battery. The vehicle coupler includes a mechanical switch (6). When the mechanical switch (6) is closed, an electrical output changes state so that the vehicle (2) senses the presence of the vehicle coupler (5) and enables charging of the battery by the system (3). When a latch mechanism (not shown) is operated by a pulling of another trigger (not shown) or a pressing of a button (not shown), mechanical switch (6) is cycled, that is, mechanical switch (6) moves from a closed to an open position. When mechanical switch (6) is released, it returns back to its closed position. The contacts (not shown) of the mechanical switch (6) are subject to wear and may actually wear out with repeated use of the mechanical switch (6) that may lead to a decreased product life and require early undesired servicing of the mechanical switch (6). Additionally, a potentially unsafe situation may develop if the vehicle coupler (5) is disconnected from the vehicle (2) by an operator of the system (3) while the battery is simultaneously being electrically charged, otherwise known as a hot disconnect of the vehicle coupler (5). The electrical circuit as shown in prior artFIG. 1 is described in a SAE J-1772 standard for hybrid electric vehicles and electric vehicles.
• Hybrid electric vehicles and electric vehicles are gaining in popularity with consumers in the marketplace. And because these vehicles may use little or no hydrocarbon fuel, they rely more heavily on the energy provided by the vehicle's battery to power a vehicle along a road. As an energy charge state of the battery of the electric vehicle decreases, the battery may need to be electrically recharged back to a fully charged energy state. As electric vehicles become more prominent, the need for battery charging systems to recharge batteries for these vehicles increases. It is desirable to provide a battery charging system that eliminates the shortcomings of the prior art as shown inFIG. 1. It is also desirable to recharge a battery with a system that provides increased safety and convenience for a user of the battery charging system.
• Accordingly, what is needed is a reliable battery charging system that provides increased safety and convenience for a human operator of the battery charging system.
SUMMARY OF THE INVENTION
• According to one aspect of the invention, a charge coupler for an electric vehicle both mechanically and electrically couples and decouples a charger to the vehicle. The charge coupler includes a handle having a mechanical latch. The mechanical latch securely locks the handle to the vehicle passively when the handle is manually attached to the vehicle by a human operator to create an electrical connection between the vehicle and the charger. The handle also includes an actuator moveable by the operator from a deactivated state to a first and a second position activated state. The mechanical latch operates independently of the state of the actuator when the handle is being manually attached but being mechanically released by the actuator when it is moved to its second position activated state. A non-contact electrical switch means is associated with the actuator to break the electrical connection when the actuator is moved to the first position activated state before releasing the mechanical latch at the second position activated position. A biasing means automatically moves the actuator back to its deactivated state when released by the operator.
• In another aspect of the invention, a charging system for an electrical vehicle includes the handle having the mechanical latch that operates independently of the state of the actuator when the handle is being manually attached but is mechanically released by the actuator when it is moved to its second position activated state. The charging system also includes the non-contact electrical switch means associated with the actuator to break the electrical connection when the actuator is moved to the first position activated state before releasing the mechanical latch at the second position activated position.
• In a further aspect of the invention, the non-contact electrical switch means is a hall-effect sensor and the activator is a dual-mode push button.
• In yet another aspect of the invention, a method of mechanically and electrically coupling and decoupling a charger to a vehicle is presented.
• According to an alternate embodiment of the invention, the non-contact electrical switch means is a reed switch and the activator is a dual-mode push button.
BRIEF DESCRIPTION OF THE DRAWINGS
• This invention will be further described with reference to the accompanying drawings in which:
• FIG. 1 is a prior art electrical circuit for providing an output signal to facilitate electrical charging of a battery of a vehicle;
• FIG. 2 is perspective view of an electrical charging system that includes a charging station coupled to a charge coupling handle containing a switch means and an activator according to the invention;
• FIG. 3A is a partial cut-away view of the charge couple charge coupling handle ofFIG. 2 with the activator in a rest position;
• FIG. 3B is a partial cut-away view of the charge couple charge coupling handle ofFIG. 2 with the activator in a first depress position;
• FIG. 3C is a partial cut-away view of the charge couple charge coupling handle ofFIG. 2 with the activator in a second depress position;
• FIG. 4 is a magnified view of an extending portion of a dual-mode push button of the charge coupling handle ofFIG. 3C that includes a magnet;
• FIG. 5 is an electrical circuit schematic diagram of the switch means ofFIG. 2 that includes a hall-effect sensor;
• FIG. 6 is a block diagram of a method to mechanically and electrically couple and decouple the electrical charging system ofFIG. 2;
• FIGS. 7A-7C are truth tables showing operation states for elements associated with the switch means and the activator in the electrical charging system ofFIG. 2; and
• FIG. 8 is an electrical circuit schematic diagram of the switch means that includes a reed switch according to an alternate embodiment of the invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
• A drivetrain of a vehicle is a group of components in the vehicle that generate power and deliver this power through the wheels of the vehicle to a road surface. A hybrid electric vehicle and an electrical vehicle each use a battery to power the drivetrain of their respective vehicles. A hybrid electrical vehicle uses a hydrocarbon fuel engine in combination with a battery disposed on the vehicle to power the drivetrain of a vehicle. An electric vehicle powers the drivetrain solely by using energy from a battery. The battery of the hybrid electric vehicle and the electric vehicle may include a plurality of batteries connected in series or parallel connection to form a single battery. As the vehicle is driven, or otherwise used by a human operator of the vehicle such as when powering the radio or windshield wipers apart from powering the drivetrain, the electrical charge on the battery may decrease such that the battery needs to be electrically recharged back to a fully charged electrical state. Recharging a battery may be accomplished using an electrical charging system that releasably connects with the vehicle. The charging assembly supplies the electrical charge to provide and fill the battery with electrical charge in a similar manner to a fuel pump that pumps hydrocarbon fuel into a fuel tank to supply an engine that operates using hydrocarbon fuel. A portion of the charging assembly may be connected with the electric vehicle and another portion of the assembly may be connected to an electrical power source to allow the charging assembly to electrically charge the battery of the vehicle.
• According toFIG. 2, acharging system10 is presented to electrically charge abattery12 of anelectric vehicle14. Alternately, the vehicle may be a hybrid electrical vehicle or any other type of motorized transportation where a battery needs electrically charged.System10 includes a charger, orcharging station16, acharge coupling handle18, and a cord, orcable20 that electricallylinks station16 withhandle18.System10 is of a size suitable to package inelectric vehicle14 for storage when not in use. For example,system10 may be stored in a trunk or an interior space ofvehicle14. Thus,system10 may be portable withvehicle14.System10 may be removed from storage invehicle14 whenbattery12 ofvehicle14 requires electrical charging ofbattery12 back to a fully charged electrical state.
• Handle18, as illustrated inFIG. 2, is being coupled to a vehicle inlet receptacle, connection, orconnector22 disposed onvehicle14.Inlet connector22 passes electrical charge from chargingsystem10 toelectrically charge battery12.Inlet connection22 is disposed at a rear exterior portion ofvehicle14 at a height suitable to allowhandle18 to be easily mated toinlet connector22. Alternately, the vehicle inlet connection may be disposed at any interior or exterior location on the vehicle. Locating the vehicle inlet connection away from a rear portion of the electric vehicle may assist vehicle operators and other consumers to identify the vehicle as an electric vehicle in contrast to a vehicle that operates on hydrocarbon fuel that has typically and historically been fueled in the rear portion of the vehicle.
• Referring toFIGS. 2-3, handle18 contains one ormore wire conductors24 that may provide uni-directional or bi-directional flow of electrical signals betweenhandle18 andvehicle14. Some of thewire conductors24 are routed throughcable20 tocharger16. At least one of thewire conductors28 of the one ormore wire conductors24 carries a power signal to chargebattery12 ofvehicle14. Wire conductors routed incable20 may be enclosed with an insulative, protectiveouter cover26. For example, the insulative outer cover may be formed of a plastic sheath or formed using electrical tape wound about the wire conductors.Wire conductors28 carrying power signals are sufficiently sized to carry a current or voltage load to effectively chargebattery12 ofvehicle14. In one embodiment, two wire conductors carrying power signals are routed throughcable20 and handle18 intovehicle14. Other wire conductors incable20 routed throughhandle18 may carry electrical control signals that communicate between chargingstation16 and acharge controller89 to facilitate electrical charging ofbattery12. For example, one such control signal is a pilot signal that the controller uses to handshake, and communicate with the charging station.Controller89 manages the electrical charging ofbattery12.Controller89 receives current through thewire conductors28 carrying power signals fromhandle18 and may select to not transmit these signals tobattery12.Controller89 may further process, or filter these power signals before supplying the filtered power signals tobattery14. Alternately, the vehicle may use other vehicle-side electrical circuit configurations and charge controller types that are effective to supply the electrical energy from the one or more power signals using the other control signals routed through the charge couple handle to the power station to electrically charge the battery of the vehicle. These other configurations are left for contemplation by the artesian.
• Charging station16 includes ahousing29.Housing29 may be constructed of solid material such as metal or plastic. Electrical circuits that form the at least one power signals carried onwire conductors28 incable20 are disposed inhousing29 and receive the voltage and/or the current from a power source (not shown).Station16 receives power from the power source intohousing29 through anelectrical cord30. Aplug end32 ofcord30 is received by a 120 volt alternating current (AC) receptacle outlet. This voltage level is typical of what may be found when connected to an AC electrical outlet in a garage of a vehicle owner in the United States. Alternately, the charging station may have a power source with 240 volts of alternating current. Using a charging station that is powered by a power source of 240 volts AC provides more current or voltage load to charge a battery that results in charging, or recharging a battery in a less amount of time thansystem10 that uses a power source of 120 volts AC. Alternately, a battery charging station may be provided that requires connection to a power source that is a voltage level other than 120 or 240 volts AC including power sources that operate on direct current (DC).
• Handle18 includes abody34 formed from aleft portion36 and aright portion38.Portions36,38 are mateable together, and when assembled together, define a space, orpassage40 throughhandle18. Portions are 36, 38 are formed of a molded material such as plastic. Preferably, handle18 is formed of a flame retardant material that may be approved and listed by Underwriters Laboratory (UL). Alternately, the body of the charge coupling handle may be integrally formed.Portions36,38 may be fastened together with fasteners such as screws, rivets, an adhesive, and the like. In another embodiment, seven screws attach the left and the right portion together.
• Referring toFIG. 3A-3C, handle18 includes ahandle connector42.Handle connector42 is attached to one end ofhandle18adjacent passage40.Handle connector42 is suitable to mate withvehicle inlet connector22 which receiveshandle connector42.Handle connector42 is a male connector andvehicle inlet connector42 is a correspondingfemale connector22. Alternately, the connections means may be a female connector and vehicle inlet connector be a male connector. Preferably, handleconnector42 is formed of a connector that is a SAE J-1772 approved connector. Alternately, the handle connector may be of any type connector that has a corresponding mating vehicle inlet connector that is attachable to the body of the handle. As previously described herein, charge couple handle18 is electrically tethered to station16 bycable20.Wire conductors24 are received inpassage40 at another end ofhandle18 remote fromhandle connector42.Wire conductors28 carrying power signals are routed throughpassage40 and received intohandle connector42.Handle connector42 andpassage40 are suitable to route any electrical signal throughwire conductors24 inhandle18 needed to chargebattery12 ofvehicle14. Agrommet44 is attached to an end ofhandle18 that receivescable20.Grommet44 is effective to provide strain relief forcable20 intohandle18. Preferably,grommet44 and handleconnector42 are secured inbody34 whenportions36,38 are joined together.
• Handle18 mechanically and electrically couples and decouples chargingstation16 withvehicle14.Handle18 includes a non-contact electrical switch means48 and amechanical latch54 that are operatively associated with anactivator50. Switch means48 is disposed on a printed circuit board (PCB)81 inhandle18 and includes a wire conductor that serves as an electrical output for switch means48, or anelectrical connection52 that communicates withhandle connector42 tovehicle14 whenhandle connector42 is connected tovehicle inlet connector22.Mechanical latch54 securely mechanically locks handle18 tovehicle14 passively whenhandle18 is manually attached tovehicle14 by a human operator betweenvehicle14 andcharger16.Activator50 in combination with switch means48 is adapted to alter the resistance state ofelectrical connection52 between a high and a low resistance state. Preferably, the high resistance state is about 480 ohms and the low resistance state is about 150 ohms.Electrical connection52 is provided a 5 V_DCsupply voltage throughvehicle14 whenhandle connector42 ofhandle18 is connected tovehicle inlet connector22. Alternately, a different level of supply voltage may be utilized.Actuator50 is movable by the operator from a deactivatedstate73 to a first and a second position activatedstate74,76 andmechanical latch54 operates independently of the state ofactuator50 whenhandle18 is being manually attached toinlet connector22 but being mechanically released frominlet connector22 byactuator50 when it is moved to its secondactivated state76. Switch means48 is associated withactuator50 to breakelectrical connection52, or putelectrical connection52 in a high resistance state, whenactuator50 is moved to first position activatedstate74 before releasingmechanical latch54 at second activatedposition76.Electrical connection52 is still physically electrically connected toinlet connector22, but electrical connection is broken by being altered to a high resistance state. In this manner, switch means48 combines withactivator50 to affect a resistance state ofelectrical connection52 tovehicle14 whenhandle18 is connected tovehicle14, andvehicle14 responds back tosystem10 so thatsystem10 electrically manages, or controls the flow of electrical current throughwire conductors28 carrying power signals inhandle18 and intovehicle14 to allow electrical charging ofbattery14 apart from independently mechanically managing a connection state ofhandle connector42 in communication tovehicle inlet connector22. Unplugging ofelectrical connection52 fromvehicle inlet connection22 may not easily occur untilelectrical connection52 is electrically broken, or in a high resistance state as seen bycontroller89 ofvehicle14.
• Referring toFIGS. 3A-3C,activator50 is a momentary dual-activation push button56. Momentary is defined as lasting for the moment the push-button is actually depressed.Push button56 is disposed along a longitudinal axis A as best illustrated inFIG. 3A.Push button56 is mounted tobody34 ofhandle18 so that ahead portion58 of push-button56 is accessible to a human operator (not shown) ofhandle18.Push button56 is fitted into anaperture59 inhandle18.Flanges57 surround theaperture59 so thatflanges57 provide an interference fit forpush button56 in combination with a force supplied by biasing means, orspring62.Spring62 is effective to automatically moveactuator50 back to its deactivated state when released by the operator. Preferably, handle18 is ergonomically designed so as to be grasped with a hand of the operator ofsystem10. One such handle is described in United States application Ser. No. 29/376,111 and is incorporated by reference herein. Alternately, push-button portion may be disposed anywhere along the external surface ofhandle18.
• Push button56 includes aspring62 to biashead portion58 and an extendingportion64 that depends axially away fromhead portion58adjacent spring62.Push button56 is constructed of a rigid, dielectric material such as plastic. Extendingportion64 includes amagnet66 that is secured in extendingportion64. Preferably,magnet66 is cylindrical. Referring toFIG. 4,magnet66 is secured in extendingportion64 that includes amagnet retainer67.Magnet retainer67 receivesmagnet66 at astart position61 being installed with a tool (not shown) that allows placement ofmagnet66 intostart position61 ofretainer67 so thatmagnet66 is urged to slide down aramp63 using the tool into a lockedposition65 inretainer67. The tool used to install the magnet may be similar to a terminal pick having a pointed end having a custom form used to capturemagnet66 on its cylindrical axis and preventsmagnet66 from tipping over during installation inretainer67. Whenhead portion58 is in a rest position as best illustrated inFIG. 3A,magnet66 is proximate and overlying switch means48. Extendingportion64 moves in a forward axial direction of axis A towardpassage40 whenhead portion58 is depressed by the operator. Correspondingly, referring toFIGS. 3B and 3C,magnet66 travels to move away from switch means48. Extendingportion64 moves in a rearward axial direction of axis A away and outwardly frompassage40 when push-button portion is released by the operator.
• The deactivation position, or rest position ofpush button56, is best illustrated inFIG. 3A.Rest position73 ofpush button56 occurs whenpush button56 is not pressed, or depressed by the operator ofhandle18.Magnet66 inrest position73 ofhead portion58 supplies magnetic flux to switchmeans48.Spring62 provides bias to pushbutton56 to positionhead portion58 aboveexternal surface60 ofhandle18. A first mode ofpush button56 ispush button56 being activated, or depressed in an axial first travel direction by the operator to first position activated state, or first depressposition74 as best illustrated inFIG. 3B. First depressposition74 is also a partial depress position forpush button56. First depressposition74 axially submerges a section ofhead portion58 belowexternal surface60.Magnet66 is moved remotely from being over switch means48 in first depressposition74. For example, the first travel direction ofhead portion58 to the first depressposition74 fromrest position73 may be a distance of 6 millimeters fromrest position71 ofpush button56. A second mode ofpush button56 ispush button56 being activated, or depressed in an axial second travel direction further from the first travel direction by the operator to a second position activation state, or a second depressposition76 as best illustrated inFIG. 3C. Second depressposition76 is a complete depress position ofpush button56.Magnet66 insecond rest position76 ofhead portion58 is moved even more remotely from being over switch means48 fromrest position73 and also is further remote from first depressposition74. Second depressposition76 axially substantially submergeshead portion58 belowexternal surface60 so that a surface ofhead portion58 is about level withexternal surface60. For example, a distance of the second travel direction may be 9 millimeters tosecond rest position76 fromrest position71 ofpush button56. Second depressposition76 has a length of travel along axis A that is greater than a length of travel of first depressposition74 where the second travel direction is greater than the first travel direction. A force provided byspring62moves head portion58 back to a rest position from first depressposition74 or a second depressposition76.
• Mechanical latch54 ofhandle18 includes ahook portion70 and an engagingportion72opposite hook portion70 that engages withpush button56.Latch54 may be made of any solid material, such as metal or wood. Preferably, latch54 is made of a dielectric material that is a plastic material.Latch54 is disposed inpassage40 inhandle18 being secured to handle18 with afastener69.Fastener69 may be a screw or rivet, and the like.Latch54 is also disposed in a rest position to engage aboss77 inhandle18.Latch54 is in a neutral, or rest position whenpush button56 does not engagelatch54 as best illustrated inFIGS. 3A and 3B.Boss77 provides a resting point for a portion oflatch54nearest push button56 when latch is not engaged byhead portion58.Boss77 also provides an anchor to stabilizelatch54 whenlatch54 communicates withnib82 ofvehicle inlet connector22 whenhandle18 is connected tovehicle inlet connector22. Depression ofpush button56 into second depressposition76 engages abottom surface78 ofhead portion58 adjacent extendingportion64 againstlatch54 so as to movehook portion70 away from ashoulder71 onvehicle inlet connector22 so thathandle connector42 is removeable, or releaseable fromvehicle inlet connector22.
• Referring toFIGS. 3-6, switch means48 includes anelectrical circuit79 including a hall-effect sensor80. Switch means48 and hall-effect sensor80 operate according to the truth table shown in FIG.7A-&C. The primary output resistance shows the resistance states ofelectrical connection52 as shown in FIGS.5 and7A-7C, and is the resistance as measured betweenelectrical connection52 and ground when looking intoelectrical connection52 fromvehicle14. Hall-effect sensor80 is disposed in an integrated circuit package that is mounted onPCB81 along with associated other circuitry to produceelectrical connection52. The associated other circuitry onPCB81 may include resistors, capacitors, inductors, diodes, and the like. The hall-effect sensor80 and other associated circuitry may be attached toPCB81 by soldering.PCB81 is disposed inpassage40 ofhandle18.PCB81 may be secured to handle18 inpassage40 using any suitable fastener. Preferably,circuit board18 is secured inpassage40 ofhandle18 using screws. Hall-effect sensor80 (U1) is positioned oncircuit board81 andcircuit board81 has an orientation inpassage34 so that hall-effect sensor80 (U1) proximate tomagnet66 onpush button56 that overlies hall-effect sensor80 (U1) whenpush button56 is inrest position71 as best shown inFIG. 3A. Whenmagnet66 overlies hall-effect sensor80 (U1) a sufficient amount of magnetic flux radiates intosensor80 that results in proximity output, orelectrical connection52 having a first output state whenhandle connector42 is mated withvehicle inlet connector22. A suitable hall-effect sensor is commercially available from Allegro Microsystems, Incorporated under the trade designation Omnipolar Hall-Effect Digital Switches. A DCvoltage power line47 is supplied by chargingstation16 toPCB81 ofhandle18 to operatecircuit79 and supply voltage to power hall-effect sensor80 and alamp75.Lamp75 may need to operate even ifhandle18 is not connected tovehicle inlet connection22. DCvoltage power line47 may be a 5 V_DCelectrical signal. Alternately, the DC voltage power line may have a voltage level different from 5 V_DC. Circuit79 is grounded to chargingstation16 throughground49.Ground49 may be connected with the battery charging system and the battery charging system ground may be an earth ground. Alternately, the grounds between the charging system and the vehicle may have a common ground being the chassis ground of the vehicle. The chassis ground may be earth ground.
• Lamp75 is useful to provide light that emits throughpassage40 and out from an aperture (not shown) in connector means42 inhandle18 to illuminate a dark environment to locatevehicle inlet connector22.Lamp75 is a light emitting diode83 (LED1). Alternately,lamp75 may be any element or device that emits light such as an incandescent bulb. Alight pipe84 focuses and transmits the light provided by diode83 (LED1) thrupassage40 and out aperture inhandle18.Light pipe84 may be secured inpassage40 by any suitable fastener, such as adhesive. Alternately, the lamp may not be employed in the handle.
• A thermal cutout device85 (F1) is disposed onPCB81 inhandle18 and is suitable to sense if an over-temperature condition exists at least inhandle18 which encompasses an environment aboutthermal device85. This environment may further extend out to includevehicle inlet connection22 when charge couple handle18 is connected withvehicle inlet connection22. For example, an over-temperature condition may be experienced if a hot thermal failure develops in the handle when the handle is connected tovehicle inlet connector22. If thermal device85 (F1) is activated due to an over-temperature event,device85 determines the output state ofelectrical connection52 as shown in truth table167 inFIG. 7C.Device85 cuts out, or opens to determine the primary output resistance ofelectrical connection52 to a high resistance state socontroller89 ofvehicle14 stops transmission of power signals28 throughhandle18. Advantageously, this feature may prevent handle18 from becoming undesirably hot, emit a burning odor, or becoming deformed due to the over-temperature condition. Preferably,device85 is tripped, or activated to be cut-out when a temperature sensed bythermal device85 exceeds 105 degrees Celsius (° C.)±5° C. A suitable thermal shutdown device is commercially available from Cantherm under the trade designation Thermal Cutouts. If the over-temperature condition is induced due to a vehicle side thermal failure,thermal device85 is resettable to allowhandle18 ofstation10 to recover from the vehicle-induced thermal failure. For example,device85 is recoverable when the temperature ofdevice85 is sensed to be about 70° C., which is about 35° C. below the 105° C. threshold. Preferably,thermal device85 is strategically positioned inhandle18 intermediate twopower signals28 disposed withinhandle18.Thermal device85 is configured to be in physical contact with the wire insulation of bothwire conductors28 carrying power signals to achieve the best response time in sensing an over-temperature condition permeating through thewire conductors28 carrying power signals. Alternately, the thermal cutout device may not be employed in the handle.
• Whenhandle connector42 ofhandle18 is not connected withvehicle inlet connector22, charging ofbattery12 ofvehicle14 will not occur. Referring toFIG. 7A-C,reference numeral164 shows various states of operation associated with switch means48 in combination withactivator50 whenhandle18 is not connected tovehicle inlet connector22. Ifhead portion58 ofpush button56 is depressed by the operator to at least first depressposition74,LED83 emits light through the aperture inhandle18 to provide light in a darkened environment to locatevehicle inlet connection22.LED83 will stay on whenhead portion58 is depressed past first depressposition74 and also stays on when in second depressposition76. The other operation states operate as shown inreference numeral164, but are irrelevant ashandle18 is not connected tovehicle inlet connection22.
• Referring toFIGS. 3A-3C,7A-7C, whenstation16 is connected to the 120 V_ACpower source, and handleconnector42 is connected tovehicle inlet connector22, andhead portion58 is inrest position71, charging ofbattery12 ofvehicle14 may commence. Referring toFIGS. 6 and 7,method150 is presented to control electrical charging ofbattery12 andreference numeral165 shows the various states associated with switch means48 in combination withactivator50 whenhandle18 is being mated tovehicle inlet connection22. Onestep152 inmethod100 is to connecthandle18 tovehicle inlet connector22 that passively connectsmechanical latch54 withvehicle inlet connector22. The operator ofsystem10 grasps handle18 and moves handle18 towardsinlet connector22. Wheninlet connector22 is located by the operator, handleconnector42 ofhandle18 is mated tovehicle inlet connector22.Hook portion70 ofmechanical latch54 rides overnib82 with insertion ofhandle connector42 to engageshoulder71 ofinlet connector22.Nib82 includes a ramp portion that transitions into the outer surface ofinlet connector22. Engagement ofhook portion70 againstshoulder71 prevents inadvertent removal ofhandle18 frominlet connector22. This secureslatch54 tovehicle inlet connection22 in a locked state. When handle18 is mated tovehicle inlet connection22 the supply voltage forelectrical connection52 is provided byvehicle14. Terminals (not shown) inhandle connector42 are in electrical communication with corresponding terminals (not shown) invehicle inlet connection22 beforehook portion70 engagesshoulder71. For example, the hook portion may engage the shoulder after about 1 millimeter of travel past where the terminals of the handle connector and the terminals of the vehicle inlet connectors are connected. Whenhandle connector42 is electrically connected withvehicle inlet connection22,wire conductors28 carrying power signals are provided for transmission throughhandle18 toelectrically charge battery12 onvehicle14.
• When handle18 is mated toinlet connection22 andhead portion58 is inrest position71 andpush button54 is not depressed,electrical connection52 is at a low resistance state looking intoelectrical connection52 as seen byvehicle14.Magnet66 is overlying hall-effect sensor80 supplying magnetic flux to hall-effect sensor80 to ensurecircuit79 keepselectrical connection52 in a low resistance state. Whencontroller89 ofvehicle14 senses the low resistance state ofelectrical connection52,controller89 communicates with chargingsystem10 to transmit at least one power signal onwire conductor28 throughhandle18 to chargebattery12 invehicle14.
• When the operator desires to disconnectsystem10 by uncouplinghandle18 fromvehicle inlet connector22, the operator depresseshead portion58 ofpush button56 to second depressposition76 which isstep162 inmethod150. This may occur, for example, whenbattery14 has been completely electrically charged and has a full electrical charge. Whenbattery12 has a full electrical charge,system10 is no longer needed. Second depressposition76 cannot be attained until dual-mode push button is induced, or moved initially through first depressposition74. The depression ofhead portion58 to first depressposition74 is defined as a partial depress ofhead portion58, as captured instep160 ofmethod150. The depression ofhead portion58 to second depressposition76 is defined as a complete depress ofhead portion58. Whenhead portion58 is induced to first depressposition74,magnet66 travels away from hall-effect sensor80. Magnetic flux no longer influences hall-effect sensor80 and the performance ofcircuit79 operates to change the electrical state ofelectrical connection52 to a high resistance state.Controller89 invehicle14 senses the high resistance state ofelectrical connection52 and configuressystem12 to stop transmission of one or more power signals28 throughhandle18. Whenwire conductors28 carrying power signals are not transmitted,battery12 is not being electrically charged. In first depressposition74,latch54 is still in the locked state and handle18 is not releasable fromvehicle inlet connection22. Whenhead portion58 is depressed to second depressposition76,surface78 ofhead portion58 engageslatch54 to movelatch54 to a position that is outwardly away fromshoulder71 ofvehicle inlet connector22 so thathook portion70 oflatch78 is clear ofshoulder71. Whenlatch54 is clear ofshoulder71,handle connector42 ofhandle18 may be removeably uncoupled fromvehicle inlet connection22. Thus, the transmission of power signals onwire conductors28, which is defined as a hot signal, is stopped beforehandle connector42 ofhandle18 is removeable fromvehicle inlet connector22 to prevent handle18 from being removed whilebattery12 is still being charged. This feature enhances the safety to the operator that uses chargingsystem10. If the battery continued to be electrically charged while the handle is also being disconnected from the vehicle inlet connection, undesired electrical arcing across the terminals of the handle connector and vehicle inlet connection may result which may degrade these connections. Arcing may degrade these connections by causing material of terminals in these connections to break away resulting in high impedance in the connection which lowers the effective electrical conductivity in the connection.
• Referring to FIGS.5 and7A-7C, and turning our attention to the operation ofcircuit79, switch means48 includes hall-effect sensor80 (U1) that has four modes of circuit operation whenhandle connector42 is mated tovehicle inlet connector22. A first operation state occurs whenhead portion58 ofpush button56 is inrest position71, or not depressed and thermal device85 (F1) does not sense an over-temperature condition inhandle18. A second operation state occurs whenhead portion58 is depressed to first depressposition74 and thermal device85 (F1) does not sense an over-temperature condition. A third operation state occurs whenhead portion58 is depressed to second depresscondition76. A forth operation mode occurs when thermal device85 (F1) senses an over-temperature condition inhandle18.
• Referring toFIG. 5, thermal device85 (F1) is electrically connected to hall-effect sensor80 (U1) and diode83 (LED1) is in electrical communication with hall-effect sensor80 (U1) through electronic transistor devices86 (Q1),87 (Q3). Transistor86 (Q1) provides the necessary current to operate diode83 (LED1) when transistor86 (Q1) is turned on. Transistor87 (Q3) provides a buffer between the output of hall-effect sensor80 (U1) and transistor driver87 (Q3). Electrical switching device, or transistor device88 (Q2) is in electrical communication with hall-effect sensor80 (U1) and withinlet connector22 through PROX line, orelectrical connection52, tocontroller89 invehicle14. Voltage suppressor90 (TVS1) is used to protect hall-effect sensor80 (U1) from transient voltages that could be coupled onto the 5 V_DCsupply line by limiting the maximum voltage that may be applied to hall-effect sensor80 (U1). Resistors91-101 are used to provide proper biasing levels for respective transistors86-88 (Q1-Q3).Capacitors111,113-114 provide additional electrical filtering for electrical signals incircuit79.
First Circuit Operation State—Hall-Effect Sensor
• As previously described herein, the first state of operation using hall-effect sensor80 (U1) is where thermal device85 (F1) does not sense an over-temperature condition andhead portion58 ofpush button56 is inrest position71. Referring toFIGS. 3A,5, and6, the first operation state includes electrical connection52 (prox) being in a low resistive state. The low resistance state is attained whenhead portion58 is in the rest position regardless of whetherhandle18 is connected or not connected tovehicle inlet connection22. Referring now toFIG. 3A,head portion58 is not depressed so thatmagnet66 is centered over hall-effect sensor80 (U1). A threshold of magnet flux supplied to sensor80 (U1) ensures an output of hall-effect sensor80 (U1) electrically connecting with transistor87 (Q3) is at a low resistance state. This low resistance state is output to transistor86 (Q1) turns transistor87 (Q1) off which subsequently turns off transistor87 (Q3). With transistors86 (Q1),87 (Q3) turned off, each transistor device has an open collector output. With transistor87 (Q3) being turned off, diode83 (LED1) is also turned off so no light emits from diode83 (LED1) through aperture ofhandle connector42 and out ofhandle18. With transistors86 (Q1) and87 (Q3) being turned off, and the collector of transistor87 (Q3) being pulled near the 5V supply, transistor88 (Q2) is turned on andelectrical connection52 is at a low voltage level or ground voltage potential.
Second Circuit Operation State—Hall-Effect Sensor
• Referring toFIG. 3B and step160 ofmethod150 inFIG. 6, the second operation state is attained when the operator activates, or depresseshead portion58 ofpush button56 to a partially induced position, or first depressposition74. Thermal device85 (F1) does not sense an over-temperature condition inhandle18 andelectrical connection52 is in a high resistive state. Whenpush button56 is depressed to first depressposition74,magnet66 moves away from hall-effect sensor80 (U1). Magnetic flux decreases such that the output of hall-effect sensor80 (U1) is electrically changed to be an open circuit having high impedance. With the output of hall-effect sensor80 (U1) being an open circuit, the voltage on transistor87 (Q3) is pulled up near the 5 V_DCsupply voltage turning transistor87 (Q3) on, which effectively puts the collector of transistor87 (Q3) at ground voltage potential. With transistor87 (Q3) turned on, transistor87 (Q3 becomes saturated allowing the collector of transistor87 (Q3) to be pulled near the 5V supply voltage and transistor86 (Q1) to be turned on allowing current flow through transistor87 (Q3) to supply current to diode83 (LED1) so that diode83 (LED1) turns on. Light from diode83 (LED1) is provided throughlightpipe84 and emits out from aperture ofhandle18 illuminating an area beyond the aperture ofhandle18 in a dark environment to assist the operator to locatevehicle connector22. With transistors86 (Q1) and87 (Q3) being turned on, and the collector of transistor87 (Q3) being pulled near the ground voltage potential, transistor88 (Q2) is turned off andelectrical connection52 attains a high resistance state. The high resistance state is sensed bycontroller89 invehicle14 andcontroller89 electrically communicates withstation16 throughother wire conductors24 inhandle18 to transmit power signal onwire conductor28 to chargebattery12 ofvehicle14.
Third Circuit Operation State—Hall-Effect Sensor
• In a third state of operation of hall-effect sensor U1,head portion58 is completely depressed, or depressed into second depressposition76. The high resistance state ofelectrical connection52 is maintained asmagnet66 is even further removed from hall-effect sensor80. In second depressposition76,head portion58 engageslatch54. The cantilever action of thelatch54causes hook portion70 oflatch54 to move out and away frominlet connection22 and allowhandle connector42 to be removed frominlet connection22. As previously discussed herein, whenpush button56 is depressed to at least first depressposition74, light emitting diode83 (LED1) is activated. Diode83 (LED1) also stays on ifhead portion58 is disposed between first depressposition74 andsecond position76 or ifpush button56 is in second depressposition76.
Fourth Circuit Operation State—Hall-Effect Sensor
• In a fourth state of operation thermal device85 (F1) senses on over-temperature condition inhandle18 and configureselectrical connection52 in a high resistive state.Thermal device85 cuts out, or breaks when the temperature in handle exceeds 105 degrees Celsius. The other elements associated with switch means48 andactivator50 are ‘don't care’ or irrelevant as illustrated byreference numeral167 inFIG. 7C.Thermal device85 ensureselectrical connection52 is configured to the high resistive state that ensures transmission of power signals onwire conductors28 are stopped. This provides enhances safety to the operator ofhandle18 ofsystem10. If the power signals transmit electrical energy when an over-temperature condition occursdevice85 essentially mitigates overheating that may occur inhandle18 if the contact resistance between the power terminals attached to wireconductors28 carrying of power signals ofhandle connector42 andvehicle inlet connection22 increased for any reason, such as if undesired dirt or debris gets trapped between this terminals. If the power signals are not shut down, a constant current would continue to be supplied through this increased resistance that eventually results in undesired deformation of the terminal contacts ofwire conductors28 carrying power signals. If the deformation is severe, electrical conductivity may not occur.
• Referring toFIG. 8, in an alternate embodiment of the invention where similar elements have reference numerals differing by 200, a non-contact electrical switch means248 is disposed in anelectrical circuit279. Switch means248 is a reed switch211 (SW1) used in combination with an activator (not shown) that manages, or controls anelectrical connection252 independently from unsecuring the handle connector (not shown) from the vehicle inlet connection (not shown). Reed switch211 (SW1) is a magnetically activated switch. The activator is a dual-mode push button similar to the dual-mode push button of the embodiment ofFIGS. 2-7, and is previously described herein. The truth table for the embodiment ofFIG. 8 may be similar to that of the embodiment ofFIGS. 2-7, as previously described herein, and as shown inFIGS. 7A-7C. The reed switch interacts with the magnet associated with the dual-mode push button, similar to the embodiment ofFIGS. 2-7. The alternate embodiment ofFIG. 8 is also similar to the embodiment ofFIG. 5 that includes the hall-effect sensor in that there are four modes of operation when the handle connector is mated to vehicle inlet connector. A first operation state occurs when reed switch211 (SW1) is in a normally closed position as illustrated inFIG. 8. When the dual-mode pushbutton of the embodiment ofFIGS. 2-7 is not depressed by the operator of the charging system the dual-mode pushbutton is in a rest position and reed switch211 (SW1) is in a normally closed position as illustrated inFIG. 8. Thermal device285 (F1) does not sense an over-temperature condition in the charge coupling handle. A second operation state occurs when the dual-mode pushbutton is depressed to first depress position (not shown) and thermal device285 (F1) does not sense an over-temperature condition in the charge coupling handle. A third state of operation is when the dual-mode push button is depressed into the second depress position (not shown) and thermal device285 (F1) does not sense an over-temperature condition in the charge coupling handle. A fourth operation mode occurs when thermal device285 (F1) does sense an over-temperature condition in the charge coupling handle. Voltage suppressor291 (TVS1) is used to limit the supply voltage supplied fromvehicle14 to 5V.Resistors213,215,217,219,221,226 are used to provide proper biasing levels for transistor287 (Q1),283 (LED1) andelectrical connection252.Capacitor225 provides additional filtering for signals incircuit279. A DCvoltage supply line247 assists to supply operating voltage forcircuit279.Power line247 may supply voltage for diode283 (LED1) disposed on a printed circuit board (not shown) in the charge coupling handle.Power line247 is supplied from the charging station (not shown).Circuit279 is grounded to charging station throughground249. Theground249 is similar toground49 in the embodiment ofFIGS. 2-7.
First State of Operation—Reed Switch
• The first state of operation uses reed switch211 (SW1) where thermal device285 (F1) does not sense an over-temperature condition. Referring again toFIG. 8, the first operation state includes electrical connection252 (prox) being in a low resistive state with thermal device285 (F1) being closed. Preferably, the low resistance state betweenelectrical connection252 and ground voltage potential is about 150 ohms. The head portion (not shown) of the dual-mode push button (not shown) is not depressed so that a sufficient amount of magnet flux is applied to reed switch211 (SW1) from the magnet (not shown) to keep reed switch211 (SW1) in a normally closed position, as illustrated inFIG. 8, keepingelectrical connection252 at a low impedance state. As shown inFIG. 8,electrical connection252 is at about ground voltage potential. Transistor227 (Q1) is turned off with the base of transistor227 (Q1) being at a voltage above the voltage drop across diode299 (D1). With transistor227 (Q1) off the current flow through diode283 (LED1) is minimal and diode283 (LED1) is turned off. With diode283 (LED1) turned off, no light is provided through the charge couple handle.
Second State of Operation—Reed Switch
• Thermal device285 (F1) does not sense an over-temperature condition in the charge coupling handle andelectrical connection252 is in a high resistive state. Preferably, the high resistance state betweenelectrical connection252 and ground voltage potential may be a resistance of about 480 ohms. When the head portion of the dual-mode push button is depressed to first depress position, the magnet moves away fromreed switch211 so that the magnetic flux applied toreed switch211 decreases.Reed switch211 now switches to an open position allowing current to flow through resistors213 (R1),215 (R2). The voltage increases at the base of transistor227 (Q1) sufficiently to turn transistor227 (Q1) on. Turning227 (Q1) on, allows current to flow through resistor217 (R3) and diode283 (LED1) to turn on diode283 (LED1) and provide light emitting through the charge couple handle.Electrical connection252 transitions to a high resistance state.
Third State of Operation—Reed Switch
• In a third state of operation, the dual-mode push button is depressed to a second depress position. In the second depress position, the dual-mode push button engages the latch similar to the embodiment ofFIGS. 2-7.
Forth State of Operation—Reed Switch
• A fourth state of operation, thermal device285 (F1) does sense an over-temperature condition in the charge coupling handle. When device285 (F1) senses an over-temperature condition, device285 (F1) breaks, or cuts out. When device285 (F1) cuts out,electrical connection252 is configured to a high impedance state. Preferably, the high impedance state is a high resistance state betweenelectrical connection252 and ground voltage potential. The resistance in the high resistance state may be about 1 Megaohm.
• Ifelectrical circuit279 is employed without using diode283 (LED1), a wire conductor, typically, a 16 AWG sized wire, in the bundle of wire conductors received from the charging station to the charge couple handle may be eliminated that decreases the cost of manufacture of the charging system. When diode283 (LED1) is not used aDC power line247 received from the charging station to the printed circuit board is not needed.Electrical connection252 is supplied power from the vehicle similar to the embodiment ofFIGS. 2-7. Reed switch211 (SW1) does not require electrical power to operate since it operates on magnetic energy, which is to say the contacts of reed switch211 (SW1) are open and closed magnetically dependent on the magnet position where the magnet position is determined by the state of the push button.
• Circuits79 and279 are solid-state electrical circuits having non-contact electrical switches, respectively, where the non-contact electrical switches do not have moving mechanical parts or contact wear as does the mechanical switch in the prior art ofFIG. 1. Each non-contact switch is resistant to environmental effects, such as dust, dirt, and water. Alternately, snap action microswitches may be used as the non-contact electrical switch. However, the microswitches preferably need to be sealed against undesired environmental effects, such as dirt and water, to ensure a robust design. Sealing of the microswitches adds additional undesired cost.
• Alternately, what is described herein should not be limited, rather any charging system that includes electrical circuits, techniques, or methods that allow the electrical connection to be managed, or controlled independent from the unsecuring of the handle connector, preferably so the transmission of the power signals are stopped before the handle connector of the handle is releasable from the vehicle inlet connection is within the spirit and scope of the invention as described herein.
• In another alternate embodiment, the bipolar devices in the hall-effect and reed circuits may include other types of electronic switch devices, such as FETS, MOSFETS, and the like.
• Alternately, the resistance output states at the electrical connection may be voltage or current levels that establish different types of output states. Yet alternately, the logic levels may be edge-triggered output configurations that establish a difference between to operational output states. Still yet alternately, the electrical connection may be electrically manipulated in any possible way to establish a difference in an operational characteristic of the electrical connection.
• Alternately, the activator may be a pull-lever mechanism, such as is similar to that found on a typical gasoline pump that allows displacement of the magnet away from the switch. Still yet alternately, any mechanism that allows displacement of the magnet away from the switch is covered by the spirit and scope of the invention.
• Still yet alternately, the electrical output to the vehicle inlet connection may be supplied with voltage resident in the handle and supplied from the charging station.
• Alternately, the vehicle inlet connection may also be included in the charging system. This ensures that a provision on the shoulder more easily communicates with the securing mechanism when the handle connector is connected to the vehicle inlet connection. Should the provision be different than that required by the securing mechanism undesired difficulty may arise connecting and unconnecting the handle connector where recharging the battery may not occur.
• Alternately, the system may be used to supply power signals to supply electric charge to a battery such as a marine battery, truck battery, and the like.
• Still yet alternately, other motorized vehicles in the transportation may use the charging system as described herein if the SAE J-1772 standard is adopted by non-automotive industries to switch AC power to the load. The SAE J-1772 standard is an automotive industry standard and an on-board vehicle charger is the electrical load.
• Thus, a reliable charging system to charge a battery on an electric vehicle has been provided. The handle includes a mechanical latch that securely mechanically locks the handle to the vehicle passively when the handle is manually attached to the vehicle by a human operator to create an electrical connection between the vehicle and the charger. The handle has an actuator movable by the operator from a deactivated state to a first and a second position activated state where the mechanical latch operates independently of the state of the actuator when the handle is being manually attached but being mechanically released by the actuator when it is moved to its second activated state. A non-contact electrical switch means associated with the actuator breaks the electrical connection when the actuator is moved to the first position activated state before releasing the mechanical latch at the second activated position. A dual-activation push button includes a magnet that works in combination with the non-contact switch means where the non-contact switch means is a hall-effect sensor to operatively determine resistance operational states of the electrical connection. The dual-activation push button and magnet may also be combined with a reed switch to provide the similar beneficial features. An ergonomically designed handle is easily grasped by the operator of the handle to connect the handle to the vehicle inlet connection. The hall-effect sensor or reed switch is strategically located in passage of a handle on a printed circuit board to allow magnetic flux interaction with the magnet disposed on an extendable portion of a dual-mode push button. The handle may include a lamp that is activated with at least partial activation of the push-button to provide light to accurately locate the vehicle inlet connection in a dark environment for connection of the handle to the vehicle inlet connection. A thermal shutdown cutout device senses for an over-temperature event in the handle and alters the electrical connection to a high resistance state to electrically break the electrical connection during a sensed over temperature event. The high resistance state, as seen by the vehicle, prevents transmission of current on wire conductors carrying power signals through the handle for increased safety to the operator. A charging system powered by 120 V_ACis constructed in a compact size that is suitable for storage in a trunk of the vehicle for remote use anywhere the vehicle travels as long as a 120 V_ACpower source is available when the battery needs to be electrically charged. The charging system any also be configured to be run off 240 V_ACto charge the battery in a shorter time period in contrast with the charging station being connected to the 120 V_ACpower source.
• While the present invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the present invention as defined by the appended claims.
• All terms used in the claims are intended to be given their broadest ordinary meanings and their reasonable constructions as understood by those skilled in the art unless an explicit indication to the contrary is made herein. In particular, use of the singular articles such as “a,” “the,” “said,” . . . et cetera, should be read to recite one or more of the indicated elements unless a claim recites an explicit limitation to the contrary.

Claims (19)

1. An electric vehicle charge coupler for both mechanically and electrically coupling and decoupling a charger to said vehicle, comprising:

a handle including a mechanical latch that securely mechanically locks said handle to said vehicle passively when said handle is manually attached to said vehicle by a human operator to create an electrical connection between said vehicle and said charger, said handle also having an actuator movable by said operator from a deactivated state to a first and a second position activated state, said mechanical latch operating independently of the state of said actuator when said handle is being manually attached but being mechanically released by said actuator when it is moved to its second activated state,

a non-contact electrical switch means associated with said actuator to break said electrical connection when said actuator is moved to said first position activated state before releasing said mechanical latch at said second activated position, and

biasing means to automatically move said actuator back to its deactivated state when released by said operator.

2. The charge coupler according toclaim 1, wherein said switch means comprises a hall-effect sensor and the activator comprises a dual-mode push button including a magnet to supply magnetic flux to operatively control said hall-effect sensor.

3. The charge coupler according toclaim 2, wherein the dual-mode push button includes,

(i.) a rest position associated with the deactivated state,

(ii.) a first depress position associated with the first position activated state,

(iii) a second depress position associated with the second position activated state,

the first depress position having at a first travel distance from the rest position and the second depress position having a second travel distance from the rest position, said second travel distance being greater than said first travel distance in relation to the rest position, said magnetic flux being supplied to the hall-effect sensor when the push button is disposed in the rest position when in said electrical connection and said magnetic flux being removed from affecting the hall-effect sensor when the push button is urged to one of the first depress position and the second depress position.

4. The charge coupler according toclaim 2, further including,

an electrical switching device intermediate the hall effect sensor and the electrical connection.

5. The charge coupler according toclaim 1, wherein said switch means comprises an electrical circuit comprising a reed switch and the activator includes a dual-mode push button.

6. The charge coupler according toclaim 1, further including,

a thermal shutdown device for sensing an over-temperature condition in an environment proximate said coupler, and when said over-temperature condition is sensed by said thermal device, said thermal shutdown device is operable to determine an operational state of the electrical connection.

7. The charge coupler according toclaim 1, wherein said vehicle includes a connector having a shoulder and the activator engages the mechanical latch so that an end of the mechanical latch disengages from the shoulder so that said coupler is removeably disengageable from said connector.

8. The charge coupler according toclaim 3, wherein said electrical connection comprises electrical resistance states, a first resistance state being a low resistance state when said dual-mode push-button is in a rest position and a second resistance state being a high resistance state when said electrical connection is broken.

9. An electric vehicle charging system comprising:

a charger being releasably coupled to a power source to provide power means for the charger and at least one power electrical signal; and

a charge coupler for both mechanically and electrically coupling and decoupling said charger to said vehicle, said charge coupler including,

a handle including a mechanical latch that securely mechanically locks said handle to said vehicle passively when said handle is manually attached to said vehicle by a human operator to create an electrical connection between said vehicle and said charger, said handle also having an actuator movable by said operator from a deactivated state to a first and a second position activated state, said mechanical latch operating independently of the state of said actuator when said handle is being manually attached but being mechanically released by said actuator when it is moved to its second activated state,

a non-contact electrical switch means associated with said actuator to break said electrical connection when said actuator is moved to said first position activated state before releasing said mechanical latch at said second activated position, and

biasing means to automatically move said actuator back to its deactivated state when released by said operator.

10. The charging system according toclaim 9, wherein the switch means is a hall-effect sensor and the activator includes a dual-mode push button including a magnet to supply magnetic flux to operatively control the hall-effect sensor.

11. The charging system according toclaim 10, wherein the dual-mode push button includes,

(i.) a rest position associated with the deactivated state,

(ii.) a first depress position associated with the first position activated state,

(iii) a second depress position associated with the second position activated state,

the first depress position having at a first travel distance from the rest position and the second depress position having a second travel distance from the rest position, said second travel distance being greater than said first travel distance in relation to the rest position, said magnetic flux being supplied to the hall-effect sensor when the push button is disposed in the rest position when in said electrical connection and said magnetic flux being removed from affecting the hall-effect sensor when the push button is urged to one of the first depress position and the second depress position.

12. The charging system according toclaim 9, wherein the switch means includes an electrical circuit having a reed switch and the activator includes a dual-mode push button.

13. The electrical charging system ofclaim 9, wherein the power source is one of,

(i.) 120 V_AC, and

(ii) 240 V_AC.

14. A method to mechanically and electrically couple and decouple a charger to a vehicle, comprising:

passively mechanically connecting a mechanical latch in a handle of a charge coupler that mechanically locks the handle to the vehicle when the handle is manually attached by a human operator to said vehicle to create an electrical connection between said charger and said vehicle, said charge coupler being in electrical communication with said charger and said handle including an actuator movable by said operator from a deactivated state to a first and a second position activated state, said mechanical latch operating independently of the state of said actuator when said handle is being manually attached but configurable to be mechanically released by said actuator when it is moved to its second activated state;

partially inducing the activator to the first position activated state to operatively control a non-contact electrical switch means associated with said actuator to break said electrical connection before releasing said mechanical latch at said second activated position; and

completely inducing said activator to the second position activated state such that the mechanical switch engages the mechanical latch to mechanically unlock the handle from the vehicle so that the handle is manually removeable by said operator from the vehicle.

15. The method according toclaim 14, wherein the steps inclaim 14 occur in the order recited.

16. The method according toclaim 14, wherein the step of partially inducing the activator further includes the switch means being a hall-effect sensor and the activator being a dual-mode push button that includes a magnet that moves with depression of the dual-mode push button.

17. The method according toclaim 14, wherein the steps of the method further include the activator being a dual-mode push button, the dual-mode push button including,

(i.) a rest position associated with the deactivated state,

(ii.) a first depress position associated with the first position activated state,

(iii) a second depress position associated with the second position activated state,

the first depress position having at a first travel distance from the rest position and the second depress position having a second travel distance from the rest position, said second travel distance being greater than said first travel distance in relation to the rest position, said magnetic flux being supplied to the hall-effect sensor when the push button is disposed in the rest position when in said electrical connection and said magnetic flux being removed from affecting the hall-effect sensor when the push button is urged to one of the first depress position and the second depress position.

18. The method according toclaim 14, wherein the step of partially inducing the activator further includes the switch means being a reed switch and the activator being a dual-mode push button that includes a magnet that moves in a direction of travel associated with depression of the dual-mode push button.

19. The method according toclaim 14, wherein the vehicle comprises one of,

(i) an electric vehicle, and

(ii) a hybrid electric vehicle.

Images