CN1078560C - Battery charging and replacement systems for electrically driven vehicles - Google Patents

Abstract

A battery transfer and charging system for electrically driven vehicles includes a transfer circuit for transferring batteries (B) from a battery receiving station (15) to a battery output station (14). A moving assembly (16) removes used batteries of the electric vehicle by placing the charged batteries at a location within each vehicle to laterally move the used batteries. Spent batteries removed from the vehicles are received by a receiving station (15) where electrical tests are performed on the batteries and the battery status data is compared to predetermined criteria. Batteries that cannot pass the battery test are automatically removed from the conveying circuit by a lifting assembly (43). The accumulators are automatically charged as they pass through the conveying circuit in a streamlined manner. After recharging, each battery is transported to a mobile station for installation in a subsequent vehicle. In a preferred embodiment of the system, the vehicle is continuously moved through the system to stop at a predetermined location for battery installation/removal. A vending machine system (402) for recharging and dispensing a portable battery (204) of an electric assist bicycle (200) is also disclosed.

Description

Battery charging and replacement systems for electrically driven vehicles

Background of the invention

The invention relates to a storage battery charging and transferring system. More particularly, the present invention relates to a battery charging and transfer system that automatically replaces and charges electric vehicle batteries, including automobiles, mopeds, and other electrically driven motorcycles.

US Patent No. 4,334,819 discloses a continuous battery charging system in which batteries are removed from an electric vehicle at a battery transfer station. New batteries are installed at the transfer station and used batteries are placed in a charging system for charging and returned to the transfer station.

The system described above was developed in consideration of the ability to charge a large number of replaceable batteries, ie it had to follow the adoption and acceptability of the electric drive vehicle transportation industry. One disadvantage of electrically powered vehicles is the relatively short range achievable with known battery technology. In order to provide a practical electric vehicle system, it is necessary to be able to transport batteries around and for the driver to be able to cover the distance without having to recharge a battery. That is, if the driving range of the electric vehicle is 100 miles without recharging the battery or battery pack, the user can only drive for a short trip of 50 miles. However, if the user can easily replace a partially depleted battery with a new or fully charged battery every 75 or 100 miles, the safe distance limit can be extended.

Thus, the above-mentioned prior art patent application discloses an invention that enables a vehicle to travel long distances because a charged or new The battery is quickly installed into the vehicle. Notwithstanding the above described invention, there remains a need for a battery charging and transfer system which is capable of removing a depleted battery from a vehicle and replacing it with a fully charged battery. Preferably, the battery and charging system are capable of efficiently handling the battery during removal, charging and installation of the battery.

Summary of the invention

In order to make the commonly used storage battery transmission and charging system in the above-mentioned patent more universally applicable and more acceptable to people, the present invention uses the transmission method used to replace the storage battery at the transmission station and the charging station The system is improved by improving the configuration of the system. According to the present invention, there is provided a highly efficient battery charging and transfer station which is fully automatic and suitable for use with a variety of battery powered electric motorcycle vehicles. By using a continuous conveyor belt for charging, one of the biggest disadvantages of electric vehicles can be eliminated: the long queues and stationary vehicles while the batteries are being recharged. The continuous mode of operation of the battery charging and transfer station requires only seconds to replace a depleted battery with a charged battery, rather than hours.

More specifically, the present invention provides an electric vehicle with a relatively long and wide but flat battery or battery pack that can be mounted laterally within the vehicle. The battery can be, for example, a 5' wide, 5' long, and 9" high battery unit, or a battery pack comprising a series of smaller batteries connected together or a battery box made of smaller batteries. In another In an embodiment, the battery may be, for example, a 2' wide, 2' long, and 1.5" high battery unit used in electric vehicles such as small electric scooter. In either case, the battery (cell or battery pack) can be removed by pushing a new battery sideways into a battery bay of the vehicle or by using a sprocket, conveyor belt, or other mechanism to replace the battery sideways. ) is removed laterally from the vehicle. In said battery holder, contact of the battery terminals with the vehicle drive motor is established automatically.

With such a system, each vehicle can be sold with an original battery that can be supplied by a growing number of electric vehicles that have interchangeability at strategic locations in each area. The storage battery charging organization that carries out maintenance is replaced with a new storage battery at a transfer station, and its recharging cost plus discharge and replacement is relatively low.

In order to facilitate the development of a system with battery transfer stations, the stations according to the invention are preferably constructed as modules of modular construction. In this way, the initial investment cost of the transmission station to be built is low, and it can be gradually increased as the demand continues to grow. Furthermore, the increase in production capacity obtained through the expansion of standard components allows for maximum productivity of the battery charging and transfer station. Expansion using standard components can also increase production capacity without the need or expense of additional space. Therefore, the present invention has such an advantage, and promptly, has great market competitiveness in those places that are used to build the vacant land of additional transfer station relatively rare,

To accomplish the above invention, there is provided a battery transfer station into which a standard vehicle can be driven, which may be an automobile, a scooter, or other battery powered electric motorcycle. The vehicle has a battery holder arrangement for receiving a relatively wide flat battery. A charged battery may be moved laterally into position, the charged battery contacting the live battery and forcing the live battery laterally away from the battery holder to the receiving means. When the original battery leaves the battery holder, the sprockets of the battery receiving device engage with the grooves on the bottom surface of the original battery. Each sprocket can complete the work of taking the original battery out of the vehicle. In other embodiments, the battery is removed entirely or partially by means of drive sprockets located in the floor of the battery compartment and capable of engaging grooves in the battery. These sprockets may be powered by an external energy source connected to the vehicle (via a slidably engageable electrical connector) when the vehicle initially enters the charging station. Alternatively, the accumulator itself may be partially exposed on its underside, and the sprockets may engage the grooves in the accumulator by lifting it from the base of the transfer station.

Transmission means are provided to move a new battery horizontally into said battery holder and means are provided to receive a used battery in said charging system. Used batteries are tested and rejected and discarded if unsuitable for recharging, or recharged sequentially with other batteries, and at the same time conveyed through charging stations to transfer stations for installation in the next vehicle.

One aspect of the present invention is a battery transfer station for handling a standard two-wheeled vehicle such as a scooter. The vehicle has a battery holder arrangement for accommodating a relatively wide flat battery, preferably located near the area where the scooter rider's feet rest. The scooter charging and transfer system is designed with a vehicle containment area that allows for proper positioning and control of the vehicle during battery transfer. A vehicle parking station can keep the vehicle in an upright state during the battery transfer operation.

In one embodiment, the moped system is designed such that the driver of the vehicle must dismount from the vehicle during battery transfer operations, and the system is specially equipped for efficient Operate handling and provide safety to vehicle drivers disembarking from the vehicle. A raised support area provides safety for the driver by elevating the driver above the actual battery transfer location during battery transfer. In one embodiment, the moped transfer system also has a sensor to detect whether the vehicle driver is safely above and away from the battery transfer conveyor.

The charging and transfer system may be built in a vertical orientation, wherein the transfer conveyor extends above the vehicle rather than laterally around the vehicle. A vertically oriented system can provide all of the features and benefits described above, but occupy much less physical area. Therefore, the conveying conveyor can extend vertically while occupying only necessary land in a space-limited area.

In another embodiment, the charging and transfer system described above is adapted for use inside a vending machine for small, portable The battery is recharged and distributed. The vending machine includes a small battery conveyor within a secure housing. The conveyor may be a series of horizontal or vertical conveyors mounted inside the vending machine. In operation, a user removes a depleted battery from the vehicle and places it within or near an opening in the vending machine housing. Once the user initiates the battery transfer operation (such as by paying an appropriate fee), a depleted battery receptacle may transfer the depleted battery to the battery receptacle end of the conveyor. A fully charged battery can then be withdrawn from the output of the conveyor and given to the user. The fully charged battery can then be manually placed inside a battery compartment of the vehicle to power the bicycle.

The present invention has other advantages and features which are best understood from the following description of preferred embodiments, however, it should be understood that the following detailed description and accompanying drawings are not limiting. The protection scope of the present invention should be defined by the appended claims.

Brief description of the drawings

Fig. 1 is the plan view of partial cutaway of storage battery transmission charging system of the present invention;

Figure 2 is a longitudinal sectional view taken along line 2-2 in Figure 1, showing a first module in solid lines and some additional modules in dashed lines;

Fig. 3 is a cross-sectional view taken along line 3-3 in Fig. 1;

Figure 4 shows some computer-based components of the system;

Figure 5A is a block diagram of a preferred database implementation in which historical battery data is stored in a centralized computer database;

Figure 5B shows a process followed by the computer shown in Figure 5A when the battery is first removed from a vehicle;

Figure 6 is a bottom perspective view of a typical battery or battery box for use with the present invention;

Fig. 7 is a transverse partial sectional view taken along line 7-7 in Fig. 2;

Figure 8 is an enlarged partial cross-sectional view taken along line 8-8 in Figure 3;

Fig. 9 is a longitudinal sectional view taken along line 9-9 in Fig. 8 , with some components cut away;

Figure 10 is a perspective view of the general manner in which some spreading conveyors are added to the system;

Fig. 11 is a cross-sectional view taken along line 11-11 in Fig. 10;

Fig. 12 is a schematic diagram of a scooter battery transmission and charging system of the present invention;

Fig. 13 is a top view of the storage battery transmission and charging system shown in Fig. 12, which shows other specific structures of the system;

Fig. 14 is an enlarged top view of an embodiment of the motor scooter supporting mechanism of the present invention;

Fig. 15 is a longitudinal sectional view taken along line 15-15 in Fig. 12;

Fig. 16 is a transverse cross-sectional view taken along line 16-16 of Fig. 14 showing a longitudinally oriented embodiment of the battery transfer and charging system of the present invention;

Figure 17 is a bottom perspective view of another typical battery for use with the present invention;

Fig. 18 is a side view of the electric power-assisted bicycle of the present invention;

19A-19C are enlarged schematic diagrams of various embodiments of power transmission mechanisms for electric bicycles;

Figure 20 is an enlarged side perspective view of a typical battery and motor assembly of the present invention;

21 is a side perspective view of a vending machine having a housing and battery transfer system of the present invention; and

FIG. 22 is an enlarged transverse cross-sectional view taken along line 22-22 of FIG. 21. FIG.

Detailed description of the preferred embodiment

1-3 show the general layout and structure of a storage battery charging and transferring system according to a preferred embodiment of the present invention. As best shown in Figure 1, the system includes a continuous battery delivery circuit C extending from one side of a vehicle workshop (with a vehicle V disposed therein shown) to the vehicle Opposite side of the station. The accumulators B are moved by means of the conveying circuit from the receiving end or receiving station 15 of the conveyor to the output end 14 of the conveyor, while being charged by means of a plurality of battery chargers 16 . The system also includes a transfer station or device T which moves a new (charged) battery laterally from said output 14 into the battery compartment 17 (FIG. 3) of the vehicle V, simultaneously transferring a The original (depleted or partially depleted) battery is removed from the vehicle and placed on the receiving end 15 of the conveyor.

As shown in FIG. 1 , each battery charger 16 is arranged at a respective battery resting position ("battery position") along the conveyor C, so that when each battery is transported from the receiving end 15 of the conveyor to the output end 14, each battery The battery is recharged. In the preferred embodiment described, a battery charging station 16 is provided along both longitudinal sections of the conveyor C at each battery location. As will be described hereinafter, the battery location at the receiving end 15 of the conveyor serves as a battery testing and removal station to (i) determine whether each removed battery can be effectively regenerated. charging, and (ii) removing the bad battery from the system.

As shown in Figure 2, the conveyor structure preferably comprises a plurality of vertical columns 10, on which a frame structure 11 is mounted in a suitable manner. Each strut 10 extends vertically so that it can be applied to one or more vertically spaced extension modules C2, as further illustrated in Figure 10 (to be described below). Each extension module includes a conveying circuit whose structure and working principle are basically the same as the conveying circuit C described herein.

As further illustrated in Figure 2, the transfer station T includes a positioning structure 12, shown as a housing for the front wheels 13 of the vehicle V when said vehicle is driven into the transfer station T, so that Vehicles of standard length are arranged evenly and longitudinally within the transfer station. If desired, multiple positioning devices 12 may be provided at spaced locations for vehicles of different lengths. As shown in Figure 3, the battery compartment 17 of the vehicle extends across the vehicle and from one side of the vehicle to the other below the passenger compartment. As shown in Figures 1 and 3, a hydraulic cylinder 20 or other moving device and drive sprockets engaging grooves on the batteries are used to move the charged batteries away from the conveyor and to Inside the vehicle V. As will be described below, the incoming battery allows the original vehicle battery to move sufficiently out of the battery chamber 17 to place a set of drive sprockets at the receiving end 15 of the conveyor, thereby completing the removal of the original vehicle battery. There is work to remove the storage battery. Alternatively, lateral battery movement could be done entirely by using drive sprockets instead of a hydraulic cylinder. As shown in FIG. 1 , the conveying structure extends longitudinally from the receiving end 15 , then extends transversely and returns to the output end 14 . Thus, lateral space can be provided to accommodate vehicles between two longitudinal conveying lines. As shown in Figure 2, the transverse part of the conveyor circuit (ie the part connected to the two parallel longitudinal parts described) is elevated and the longitudinal part is sloped upwards from the transfer station T to the transverse part. In this way, it is possible to drive the vehicle under the raised transverse section (between the vertical struts 10 ) after the battery has been changed. Or, if desired. The transverse section can be conveniently arranged below the path of the leaving vehicle. This conveying arrangement enables vehicles to enter and exit the system without reversing, thus allowing vehicles to pass through the system in a continuous manner with high efficiency.

Referring now to FIG. 3, the system includes a battery lifting assembly 43 which moves the removed battery vertically relative to the conveyor C after the battery has been removed from the vehicle. Lifting assembly 43 cooperates with battery removal assembly 44 to remove batteries from the delivery system, such as when the removed battery fails a battery test. The lifting assembly 43 is also connected to a battery insertion assembly (not shown) for inserting a new battery into the delivery system to replace a spent battery. Where one or more extension modules C2 are included (as shown in FIGS. 10 and 11 ), a lift assembly 43 is also employed to move batteries between delivery levels, as will be described further below. A second battery lift may be provided at the battery output 14 of the conveyor shown, as shown in FIGS. 10 and 11 .

As shown in Figure 4, the system includes a computer 37 which controls the operation of the conveyor by means of conventional control circuitry 38. Control circuitry 38 may be in the form of one or more standard add-in cards that plug into expansion slots in the computer. The control circuit 38 is connected to the various electrically driven components of the conveyor and lifting assembly by means of control lines 39 carrying signals generated by the control circuit on instructions from the computer 37 .

The computer 37 is preferably connected to an electronic payment system P (FIGS. 4 and 10) that enables the driver of the vehicle V to obtain payment information to pay for the costs associated with battery replacement. In the preferred embodiment, the payment system P includes a magnetic card reader and a standard keyboard (not shown). In other embodiments, the payment system P may include, for example, a radio frequency transceiver that can communicate bi-directionally with conventional vehicle transponders for payment of tolled roads.

The computer 37 is also preferably connected to at least one barcode reader R positioned along said conveyor for reading the barcode labels on the respective accumulators. The barcode label includes a storage battery identification code that can specifically identify each storage battery of the system. In a preferred embodiment, the computer uses these identification codes to enable information data access to a centralized database and server 40 (FIG. 5A) via a network connector 41, such as a connector to the Internet. . As will be understood by those skilled in the art, other types of electronic sensing systems may be substituted for the disclosed bar code system. For example, each battery can be provided with a small, embedded radio frequency transmitter, such as a MicroStamp ^™ brand transmitter available from Micron Communications Inc., which can transmit the identification code to a base radio frequency receiver at the station. device.

Referring now to FIG. 5A , each computer of a plurality of dungeon-distributed battery charging and transmission stations 42 (preferably having the same structure as described above) can access the information data of the centralized database 40 . As further described, the database includes battery tracking and history information ("historical data") maintained by battery characteristics, associated with each battery's unique ID. For each battery, this information may include, for example, the number of times the battery has been recharged, data on first use in the vehicle, and the current location of the battery (eg, charging station or vehicle). When a given battery is placed inside a vehicle, the location information may include information related to the vehicle and/or the driver of the vehicle (such as a vehicle's identification number). The database 40 can be updated remotely from the battery charging/transfer station 42 by transmitting an update request through the network to a server connected to the database. These update requests are generated by the computers 37 of the respective workstations in response to battery replacement operations.

As will be described further below, whenever a depleted battery is removed from a vehicle, the computer 37 of the corresponding workstation 42 reads the battery's identification code, and then the centralized The database is accessed, and the historical data of the storage battery is retrieved. The computer 37 then uses this information in addition to the battery's electrical test results to determine if the battery should be discarded or removed from the system. This allows the decision to discard the battery to be made based on multiple criteria.

While the preferred embodiment utilizes a centralized database 40 to store battery history data, it should be appreciated that other storage methods are possible. For example, the batteries are preferably stored and their respective historical data can be accessed by means of conventional solid state storage located inside the battery housing. This approach reduces or eliminates the need for a centralized database 40, however, it does not provide the battery tracking capabilities of said centralized database. It should also be appreciated that conventional caching techniques can be used to store copies of the historical database 40 locally at the transfer station 42 so that the centralized database 40 need not be updated each time a battery is replaced. to visit.

The actual battery replacement within the vehicle can be accomplished by one of various other methods depending on the configuration of the battery and the receiving structure of the vehicle battery. For example, if a new charged battery is not used to forcibly replace an installed dead battery, the installed, dead battery can be removed in advance, such as by means of a sprocket, as will be described below. In addition, although the preferred embodiment is to install and remove the battery laterally and horizontally, it will be apparent to those skilled in the art that various modifications can be made to the contents disclosed herein and to the desired battery compartment configuration of the vehicle. transform.

For example, the battery can be removed vertically from the vehicle and then inserted vertically into a new battery. This embodiment, with lateral vertical installation and removal of the accumulator, makes it possible to obtain a more compact system in areas where space is limited. Similarly, the accumulator can be conveniently taken out along an axial direction, horizontally, such as from the rear of the car or the front of the car. The exact location of the battery and the manner in which it is removed is a design consideration which can be optimized by routine experimentation by one of ordinary skill in the art, such as taking into account the size of the battery, the weight distribution of the vehicle, and factors such as the position of the doors. Other entry and exit locations, wheels and the like are taken into account.

Although one battery is preferred, two, three, four or more loose batteries may be taken out or loaded into a vehicle. Depending on the configuration of the vehicle and the total volume of batteries required, it may be desirable from an engineering or design aesthetic point of view to house multiple batteries in separate units. Additionally, a primary battery and a separate "spare" battery may be desirable from a consumer convenience standpoint.

According to the content disclosed herein, for those skilled in the art, various vertical elevators, conveyors and other structural components of the storage battery charging and transmission system of the present invention can be easily improved to adapt to each types of variants.

A preferred apparatus and method for changing batteries will be described below. As shown in Figures 1 and 7, the transfer station T includes a hydraulic cylinder 20 having a rod 21 extending outwardly to forcefully move the battery or battery pack B into the vehicle. The lever 21 pushes the battery B1 laterally into a battery holder 22 in the vehicle. The battery B1 displaces the existing vehicle battery B2, forcing the existing battery B2 towards the receiving end 15 of said conveyor onto an exit conveyor, such as an inclined ramp portion 23 of the battery holder 22 superior.

The battery holders in the vehicle are structured such that retaining means are provided to prevent lateral movement of the battery away from the location except at transfer stations where suitable moving means 16 such as hydraulic cylinders 20 are provided. the battery holder. Depending on the design of the battery and the design of the battery holder, any type of retaining structure may be provided. For example, one or more vertically extending ridges or protrusions may be provided on the mounting side and/or the withdrawal side of the battery to provide a stop over which the battery must pass to exit the battery. car. The stop may be permanently positioned, or movable between a "locked" and "unlocked" position. Alternatively, either battery compartment latch can be used, except that it is normally locked during battery changes. In the illustrated embodiment, the battery holder 22 (FIG. 7) is provided with a shoulder on the mounting side of the battery holder which prevents reverse movement of the battery.

As shown in Figure 8, a transmission D is provided to facilitate lateral movement of spent batteries away from the vehicle. As shown in FIG. 7, such a transmission D may include a driven sprocket arrangement 24 adapted to engage notches and grooves 25 (FIG. 8) on the underside of the battery to transfer the battery B2 from the vehicle to the contractor. Stand 15 on. Recesses 25 are preferably located adjacent opposite ends of the battery B and provide sprocket engagement to drive said battery laterally. The bottom side of the batteries also has laterally spaced sprocket receiving grooves 26 which engage auxiliary drive sprockets 27 (FIGS. 8 and 9) which are adapted to engage each battery and They are gradually moved past the charging station in a lateral direction perpendicular to the direction of movement. As is clear from these figures, each notch 25, 26 in Figures 6 and 9 represents a corresponding row of notches extending along the bottom surface of the battery.

Alternatively, any type of engagement means may be provided on the battery pack to engage the drive mechanism of the transfer station. The use of a specific structure, such as hooks, loops, protrusions or grooves, will depend on the load of the battery to be transported, the static friction or structural stops that need to be overcome during the removal of the battery, and the force such as horizontal or vertical lifting. It depends on the direction of removal, which is obvious to those skilled in the art. In general, the engagement structure preferably has a relatively low profile to minimize the chance of inadvertent interlocking with other batteries or other components of the system and yet allow for sufficient force transmission to allow the batteries to pass through Transmission station. For this reason, the inventor has provided a plurality of grooves spaced apart from each other on the casing of the storage battery to engage with the sprocket as shown in the figure, or engage with the engaging structure on the transmission mechanism.

While the previously described system employs the use of newly entered batteries to force removal of existing batteries, other methods of battery removal may be used. For example, the vehicle may have drive sprockets in the battery compartment to move the battery into and out of the compartment without forcing the original battery to move. These sprockets can be powered by an external energy source connected to the vehicle (eg, via a slidingly engaged electrical connector) when the vehicle initially drives into the charging station. In addition, although the present inventors have adopted a system in which each storage battery is inserted and removed toward one direction of the travel path, it is convenient for those skilled in the art to assign The various hydraulic drives of the inverter and transfer stations have been modified so that, if required, the battery can be removed and loaded from the same side of the vehicle.

Alternatively, the bottom side of the battery can be exposed while in the vehicle so that the laterally spaced sprockets can be engaged from an area directly below the bottom side of the battery without equipping the vehicle with drive sprockets. Alternatively, this embodiment may be configured to lift the battery up and out of the battery mount prior to moving the battery. The present embodiment will be specifically described below in conjunction with the scooter system.

As shown in FIG. 1 and FIG. 6 , the battery has contact posts 30 at its two ends, and when the battery is moved into the vehicle, the contact posts can be automatically attached to the contact pieces inside the vehicle. Also, located on opposite sides of the battery are charging contacts 31, which may also be used as test contacts. Therefore, when the battery is taken out from the vehicle at the transfer station T, the battery taken out enters the receiving station or receiving position 15, and the contacts 31 on one side are connected to a test guide rail 32 (Fig. 1) Mesh. Preferably, the contact post 30 and the charging contact 31 are connected internally. In this way, battery charging operations can be performed at all battery locations on the conveyor, including battery locations on the longitudinal and transverse sections of the conveyor. As best shown in FIG. 3 , a vertically displaceable test contact 33 can be raised and lowered by means of a hydraulic cylinder 34 at the receiving point 15 so that the battery can be tested. Referring to Fig. 3 again, the lifting assembly 43 is connected with the receiving station 5, so that the bad storage battery can be removed from the conveying system under the control of the computer 37. The battery removal assembly preferably includes a hydraulic cylinder 44 which removes the battery from the vertically movable receiving station 15 once the battery has been lowered to the level of the cylinder 44 .

Contact posts or contacts 31 (FIG. 1) engage linearly with charging rails 35 and 36 as each battery is continuously moved from one battery location to another along conveyor C. The charging rails 35 and 36 can be controlled by means of a voltage regulator (not shown) so that the charging level of the individual batteries is controlled. Although the charging guide rails 35, 38 shown in the figures are only along one of the two longitudinal sections of the conveyor in Fig. to set.

As will be understood by those skilled in the art, various different types of battery contacts 30, 31 may be used to reversibly make electrical contact between the vehicle and the charging station and the battery. In one embodiment, the contacts 30, 31 are retractable, spring-loaded members that can be retracted into the battery housing according to the actual driving force. In another embodiment, instead of retractable contacts, a conductive contact surface located above or below the adjacent surface of the battery may be used. Alternatively, any kind of plugs, clips, conductive cables and the like may be used. Another embodiment of a battery is best shown in Figure 17, having elongated electrical contacts 30, 31 on each side of the battery shown. The battery shown in Figure 17 is also shown for use with a chain Grooves or notches 126 on the underside of the battery for use with the wheel drive.

It may be desirable to prevent charging of batteries at locations other than designated battery transfer and charging stations. For example, it may be desirable to prevent a user from recharging the batteries using a household charging system or other unauthorized means. This is preferably accomplished by providing an inhibit control circuit (not shown) or switch which can be selectively turned on or off by the transfer station to enable or disable recharging. For example, the battery may contain an inhibit control circuit that may only allow recharging if the battery receives valid encrypted authorization information from the transfer station. The battery may also include a timer that disables recharging for a specified period of time after receipt of the authorization message, or may include a circuit that disables recharging after the battery has been recharged . Preferably, the control circuit is operable to electrically disconnect the charging contacts from the battery when the circuit is in a disabled state.

The batteries used in the present system can be of any type including, for example, conventional acid lead batteries, alkaline batteries, NiCd (nickel chromium) batteries, NiMH (nickel metal hydride) batteries, or zinc-air batteries. Additionally, the system is adapted to handle battery packs or cells, rather than entire batteries. As used herein, a "battery" may include a fully packaged battery, a battery pack, or a replaceable portion of a battery such as a single cell.

Thus, the system is suitable for replacing batteries or cells of the zinc-air type or similar batteries, where the zinc-air battery includes a zinc core within the battery housing and which can be replaced or recharged. The system is suitable for replacing the zinc core of zinc-air batteries manufactured, for example, by Electric Fuel Corporation of New York or by B.A.T. International of California. The conveyor can replace the zinc core inside the battery case, not the entire battery.

Referring to Figure 1, the transfer system can transfer the accumulator from one longitudinal section to the other along the section indicated at 11 by means of transverse transfer notches 25 in the battery. It can be clearly seen from Fig. 8 and Fig. 9 that since the transverse transmission sprocket 24 and the longitudinal transmission sprocket 27 cannot be engaged with the storage battery at the same time, therefore, the sprocket 24 and the transmission device 24d are mounted on a hydraulic cylinder 24r which can selectively Vertically move on the support structure 24f. Likewise, a hydraulic cylinder 27r vertically moves the sprocket holder 27f and the sprocket drive 27d. Accordingly, the sprockets 24 and 27 are selectively engageable with the battery drive notches 25 and 26 .

Figure 5B shows a general procedure that is tracked by the computer 37 whenever a battery is removed from a vehicle. As shown in block 60, the computer 37 first uses the barcode reader R to read the ID code of the storage battery, and then accesses the centralized database 40 to retrieve the historical data of the storage battery. (In those embodiments where historical data is stored internally to each battery, this step may, for example, include a radio frequency interrogation of each battery's circuitry to cause the battery to transmit data). Concurrent with the data retrieval, the computer 37 initiates a battery recharge test electrically to determine if the battery can be properly recharged, as indicated by block 62 . If the accumulator fails the recharging test, it is removed from the conveyor C by means of the lifting assembly 43 and replaced with a new accumulator, as shown in blocks 64 and 66.

Referring now to blocks 68 and 70, if the battery passes said battery recharge test, said computer conducts a second battery test which includes comparing the retrieved battery history data with predetermined removal criteria, Such as maximum number of recharges and/or maximum usage time. If the accumulator fails to meet predetermined standard values, it is removed from the system. Combining an electrical test with a test using historical data provides a high degree of protection against bad batteries being installed in the vehicle.

Referring now to blocks 72 and 74, once the battery testing (and battery replacement if necessary) is complete, the conveyor advances one battery location. In addition, the centralized database is updated to reflect the test results of the battery test. If the system includes one or more extension levels or modules (as shown in Figures 10 and 11), the computer 37 also executes code for enabling the The battery moves.

In addition to the battery test code reflected in Figure 5B, the computer 37 executes code to ensure that the battery is fully recharged prior to being installed in each vehicle. In the preferred embodiment, this is accomplished by keeping track of how long each battery has been recharged based on the characteristics of the batteries and ensuring that the next battery to be installed has been recharged for a minimum period of time. (Because batteries enter and leave the conveyor system on a first-in-first-out basis, batteries that reside at the discharge end 14 of the conveyor typically spend the longest time in the system.) In another embodiment Alternatively, a battery testing station may also or may be provided at or near the discharge end 14 of the battery to test each battery prior to loading. Whenever the computer 37 determines that the next battery to be loaded into the vehicle is not recharged sufficiently, the computer will display a message on a roadside display signal (not shown) indicating that each battery is not currently ready for use. The information preferably also indicates how long those recharged batteries will have before they can be used.

Figures 10 and 11 show a general way of adding additional delivery circuits or modules to the system to increase battery capacity. The illustrated system comprises a main conveying circuit C1, and an extended conveying circuit C2 arranged above said main conveying circuit. The two delivery circuits are substantially identical to the delivery circuit C described above. Additional extension conveyors can also be added as needed to meet various needs. In said preferred embodiment, said two conveyor circuits comprise charging stations (not shown) arranged along their respective longitudinal sections. Battery lifters 43A and 43B are positioned at opposite ends of the two conveyor circuits C1, C2 to move each battery vertically between the two conveyor levels. Conveying circuits C1, C2 preferably both include a battery charger along their respective longitudinal sections, preferably at each battery location.

In operation, the battery lifter 43A at the receiving end receives the batteries removed from each vehicle passing through the system and selectively transfers each removed battery (under the control of the computer 37) to the upper or Lower conveying circuits C1, C2. Lifter 43B at the discharge end is also programmed to move between transfer levels to selectively remove batteries from the transfer loop for delivery to the respective vehicles. In the preferred embodiment described, the computer 37 is programmed to switch alternately between the two conveying circuits so that about half of the accumulators can be conveyed through the lower conveying circuit C1 and the other half through the lower conveying circuit C1. Conveying on the conveying circuit C2. With this general arrangement, the addition of some new transfer circuits essentially increases the time each battery spends in the system, and thus increases the effective recharging time of each battery. Higher demands can be accommodated by adding some additional conveying circuits.

The scooter embodiment of the battery transmission and recharging system will be described below with reference to FIGS. 12-17 . Fig. 12 shows the overall layout and structure of a scooter battery charging and transmission system according to an embodiment of the present invention, and the described low-riding scooter system is a variation of the above-mentioned car battery charging and transmission system, It is particularly suitable for handling a two-wheeled electric scooter. A preferred device and method for replacing batteries in a scooter will be described below, however, the device and method for replacing batteries described above can be directly applied to a scooter Vehicle battery transmission and charging system. As can be understood from the following description, the system may be used to handle motorized mopeds, mopeds, and other types of two-wheeled vehicles.

As shown in Figures 12 and 13, the system includes a continuous battery delivery circuit C' from a vehicle station T' (shown in the figure is a scooter V' set therein) One side extends to the opposite side of the vehicle station T'. As shown in the automotive system of Figures 1-11, the battery B' is moved from the receiving end or receiving station 115 of the conveyor to the output end 114 of the conveyor by means of a conveying circuit, and at the same time, it is charged by a plurality of batteries charger (not shown) for charging. In this embodiment, however, the conveyor circuit C' passes under lift bearing areas 155 on both sides of the vehicle. The configuration of the lift bearing areas on each side of the vehicle is preferably identical.

As shown in Figures 14 and 15, the vehicle's battery compartment 117 extends across the vehicle, below the floor area where the rider's feet are located when the rider is riding the scooter. Ideally, electric scooters such as those manufactured by Kwang Yang Motor company (KYMCO) and Piaggio SpA could be retrofitted to provide the required battery compartment. In addition, the battery transfer station can be easily adapted to electric scooter type vehicles such as tricycles manufactured by India's Baja Auto Limited and various four-wheeled all-terrain vehicles.

Unlike the case of a car battery change where the driver and passenger remain in the vehicle, the moped is preferably designed such that the driver of the moped must dismount from the vehicle during the battery change process. The raised support area 155 essentially comprises a landing 159 which enables the driver of the vehicle to stand on top of the conveyor without interfering with the battery changing operation. Additionally, support area 155 may provide additional safety by elevating the driver's position above the conveyor C' during battery transfers. The elevated support area 155 acts in conjunction with the battery conveyor C' to allow vehicles to enter and exit the system without making a U-turn, thereby allowing vehicles to efficiently pass through the system in a continuous manner. In a particular embodiment, the rider of the vehicle can use the raised support area to walk up the ramp 157 and park the scooter at a location within the vehicle docking station 150 . When the vehicle is in place and parked inside the vehicle dock 150 , the driver can still be on the landing 159 of the raised support area 155 . Mopeds of standard length are positioned evenly and longitudinally within the transfer station. When the battery replacement work is completed, the driver can tow the vehicle forward.

As further shown in Fig. 13, the above-described electronic payment system P' can be accessed while the driver can stand on the landing 159 of the raised support area 155.

As will be appreciated by those skilled in the art, other embodiments may be used instead of a raised support area to allow the vehicle operator to position the scooter inside the transfer station. For example, a conveyance mechanism or similar device may be used to move the vehicle to the position of the vehicle safety station. Alternatively, in order to maintain continuous processing of the vehicles, the operator may move the vehicles to a level surface and pass over the battery conveyor by means of a step rather than a ramp. Alternatively, the battery replacement operation can be initiated by the operator or maintenance personnel of a transfer station.

As shown in FIG. 13, the raised support area 155 may optionally include a light sensing device 161 to detect the presence of a vehicle operator on the raised support area. The raised support areas 155 are located on both sides of the vehicle V' and can be equipped with a light sensing device 161 so that it is possible to monitor whether there are additional vehicle occupants or to use opposing ramps to position the vehicle on the Drivers of vehicles in said transfer station T'. The sensor 161 is preferably located directly below the surface of the landing 159 on the raised support area 155 . The sensor 161 is also preferably connected to the above-described computer system by means of a penetrating control circuit. By monitoring the area around the raised support area 155, the sensor 161 can ensure that the driver is safely kept away from the battery replacement conveyor before starting the battery replacement. When the sensor 161 detects an object in the beam path, a control signal is generated to stop the conveyor. This sensor 161 can provide an additional safety feature for the motor scooter driver, which is not required for a car battery replacement system. Alternatively, the sensor can monitor the presence of maintenance personnel at transfer stations when maintenance personnel start or perform battery replacement operations.

As will be appreciated by those skilled in the art, a variety of different sensing arrangements may be used to detect the presence or absence of persons on the floor of the raised support area. For example, the detection of whether there is a driver on the landing can be completed by using a weight sensor located directly below the landing. The sensor may be configured to measure a critical weight prior to commencing battery replacement.

In the embodiment shown in FIG. 14, the transfer T' comprises a hydraulic cylinder 120 having a rod 121 which forces the battery B1' laterally into a battery holder 122 in the vehicle. Inside. The battery B1' displaces the existing vehicle battery B2', forcing the existing battery B2' onto an exit conveyor towards the receiving end 115 of the conveyor. One or more drive sprockets 127 may be provided at the receiving end as shown in FIG. 7 to complete the operation of battery replacement. Alternatively, the battery replacement can be initiated and performed manually by the operator or maintenance personnel of the transfer station.

In the preferred embodiment shown in FIG. 15, only the drive sprocket 127 is adapted to engage the grooves 126 on the underside of the vehicle battery to accomplish the battery replacement operation. The drive sprocket is located directly below the underside of the battery within the floor of the vehicle dock 150 . The sprocket 127 is provided on a hydraulic vertical lift that can be raised and lowered to engage a battery located within the vehicle's battery compartment 117 . Each sprocket is then retracted into the bed so that the vehicle can be driven away from the transfer station T' once the replacement operation is completed.

Optionally, the preferred embodiment can be configured to lift the battery up from the battery holder 122 prior to battery replacement operations. The battery holder 122 is provided with openings which align with the respective recesses in the battery. The drive sprockets 127, in conjunction with the drive sprockets of the battery conveyor described above, allow the batteries to be conveyed laterally from the battery outlet 114 to the battery receiving end 115 in a continuous manner.

As shown in Figure 15, the transfer station T' includes a vehicle docking station 150 comprised of positioning structures 112, shown as housings for the front and rear wheels 113 of the vehicle V'. A variety of different positioning configurations may be used, as those skilled in the art will appreciate. If desired, a plurality of positioning structures 112 may be provided at positions spaced apart from each other to accommodate different lengths of the vehicle. Or the positioning structure can be arranged on a roller mechanism or a roller track, which is used to adjust the receiving seats to change the distance between the front and rear wheels.

Additionally, the inside of the raised support area 155 provides additional protection against tipping of the vehicle while properly positioning the vehicle within the moped docking station 150 .

As further shown in FIG. 15 , the vehicle docking station 150 is equipped with rollers 165 located on the floor of the vehicle docking station 150 between the wheel receptacles 112 . Once the vehicle V' is positioned inside the vehicle docking station 150, the base of the vehicle 167, located below the battery compartment 117, rests on the rollers to keep the scooter balanced and upright during the transfer of the batteries Location. Preferably, the rollers 165 extend along the entire width of the underside of the scooter to provide maximum vehicle stability. There are also some additional rollers for better balance if required. The rollers 165 also assist the operator in moving the vehicle away from the station after the battery transfer function has been completed.

Any of a variety of different types of support structures may be used in place of or in addition to the rollers 165, as will be understood by those skilled in the art. For example, the scooter may be parked in place by means of laterally engaging rollers that engage the sides of the vehicle. Once the driver pays, the laterally engaging rollers can be locked in place and released and retracted from the vehicle after the battery transfer is complete. Other embodiments may include a locking hub mechanism that may engage the sides of the scooter adjacent the tires to hold the vehicle in place during battery transfers. Ideally, the contact surfaces of the rollers, locking hub means, or other support means are made of a material that will not mar the scooter finish.

Fig. 16 is another embodiment of the conveying circuit, and shows the specific structure of the above-mentioned vertical meshing sprocket mechanism. In this embodiment, the delivery loop extends vertically above the vehicle rather than in front of or behind the vehicle. The vertical transport loop shown in the figure has a motor scooter V' positioned and parked inside the transfer station T'. The batteries B' are charged sequentially while moving vertically along the conveyor above the vehicle, rather than longitudinally along the conveyor in front of the vehicle. As in the embodiments described above, battery receiving end 115 is provided with a vertical battery lifter 143 for removing batteries determined to be unsuitable for recharging. Preferably, each battery passes through the battery compartment 117 of the vehicle, from the battery output terminal by means of a drive sprocket 127 provided inside the vehicle docking station 150 to engage with a respective notch or groove 126 on the underside of the battery. 114 moves to the storage battery receiving end 115. As further illustrated in FIG. 16, battery chargers 116 are located at various locations along the battery conveyor.

The lateral movement of the batteries moving vertically away from the vehicle is similar to the horizontal system described above. Preferably, the batteries are carried vertically along the charging conveyor using latches 170 . For example, the latches 170 may engage with notches or grooves in the bottom side of the battery to transport the battery vertically up and down the conveyor belt. Alternatively, the latches 170 may engage the battery along the edges or corners without engaging the notches or grooves. The lateral movement of the battery over the top of the conveyor can be accomplished using a sprocket mechanism similar to that described above. As will be understood by those skilled in the art, any combination of latches, pulleys, belts and sprockets may be used to carry the batteries along the conveyor loop.

The vertical embodiment just described also allows for increased battery capacity by optionally adding vertical transfer loops or modules sequentially ahead of existing transfer loops. Preferably, each additional delivery loop can be located no more than a few inches in front of the preceding delivery loop, thereby increasing battery capacity without loss of space.

Fig. 18 to Fig. 22 show another embodiment of the electric assisted bicycle system of the present invention. The system includes a power-assisted bicycle (FIG. 18) using a portable battery that can be detached from the bicycle by hand. The system also includes a vending machine that accepts, recharges and dispenses portable batteries (FIGS. 21 and 22). Those skilled in the art will appreciate that the vending machine can be used to charge and store various other types of smaller, portable batteries, such as those used in personal laptop computers or mobile phones. replace. The vending machine can be located in or near many important areas, such as convenience stores, airports, shopping malls, or airplanes, so that a depleted battery can be replaced quickly and easily.

FIG. 18 shows a preferred embodiment of a power-assisted bicycle 200 powered by a battery. The bicycle 200 includes: a lightweight portable battery 204; a small electric motor 206; an electric speed control mechanism 202 for controlling the electric motor; power transmission mechanism 208 .

Referring now to FIG. 18 , the bicycle speed control mechanism 202 can control the power supplied by the electric motor 204 to the power transmission mechanism 208 . The mechanism 202 is preferably connected by a lever or switch near the handle and is electrically connected to the motor 204, thereby acting as a throttle valve. The speed control mechanism 202 can also be automatic, using a sensor to accelerate or decelerate the bicycle to achieve the proper speed setting. Control mechanism 202 may also take various configurations or locations, as those skilled in the art will appreciate.

The bicycle motor assembly 208 uses power provided by the battery 204 to operate the power transmission mechanism 208 . The battery 204 and electric motor 206 are preferably mounted to the bicycle frame as an integral assembly and housed within a standard type housing 210 to provide safety and stability. Preferably, such a modular chamber 210 is mounted to the vehicle frame by means of a spring loaded hinge 212 . Alternatively, various fasteners may be used to secure the chamber 210 to the bicycle, including, for example, welds, latches, tie plates, screws, and the like, as is well known in the art. The standard chamber 210 preferably includes a locking mechanism 214 to provide security for the battery 204 . Motor 206 may be a standard clip-on rotor motor or other suitable motor, as is well known to those skilled in the art.

In a preferred embodiment, the bicycle 200 can be specially designed and equipped to work in the system of the present invention. However, as those skilled in the art will appreciate, an ordinary bicycle may be modified for use with the system of the present invention. Bicycle 200 includes a rear wheel 216 and a front wheel 218 . Preferably, the rear wheel 216 includes a specially designed tire rim 220 with a large surface area directly beneath the tire to work with the powertrain 208 of the bicycle.

19A-19C illustrate several embodiments of a power transmission mechanism 208 for use with the described pedelec bicycle. The bicycle power transmission mechanism 208 is connected to the motor assembly 206 and operates by providing driving assist to the rear wheel. The power transmission mechanism 208 may be stabilized in place by a support 240 attached to the standard type chamber 210 (shown in FIG. 18). The power transmission mechanism can also take various configurations and positions, as will be appreciated by those skilled in the art.

Figure 19A shows such an embodiment, wherein the power transmission mechanism 208 includes a roller 230 with grooves 232 that engage a specially designed wheel 216 that includes a A tire having a tread pattern with matching shrink grooves 234 for powering the bicycle. Alternatively, the power transmission mechanism 208 may include a roller having a smooth surface that engages the tire portion of the bicycle wheel 216, and the bicycle may be driven by the friction generated by the roller against the tread of the tire. The same reference numerals are used in FIGS. 19A to 19C to denote functionally similar components.

FIG. 19B shows another embodiment of the power transmission mechanism 208 in which a pair of rollers 230 engage laterally with the tire portion of the rear wheel 216 . Bicycle 200 is driven by the friction force produced by roller 230 pressing against the outer surface of tire 222 . Alternatively, a roller 230 or a combination of rollers may be used on either side of the tire 222 .

FIG. 19C shows another embodiment in which friction rollers 230 engage a wheel rim 220 directly beneath a tire 222 . Likewise, the bicycle 220 is also powered by the friction generated by the rollers abutting against the outer surface of the wheel rim 220 . Alternatively, a roller 230 or combination of rollers may be used on either side of the wheel rim 220 to provide the bicycle assist function.

Referring now to Figures 19B and 19C, the support 240 for the roller 230 is adapted to maintain a certain friction between the roller 230 and the tire 222 or wheel rim 220 under all conditions. The supporting member 240 may include a spring mechanism (not shown), which ensures that the roller 230 is kept in tight contact with the tire during normal operation. Additionally, the power transmission mechanism 208 may include a disengagement mechanism (not shown) that includes an electric motor that allows the user to disengage the rollers from the tire 222 or the wheel rim 220 when power assistance is not required. controlled circuit or a manual operating lever.

As will be appreciated by those skilled in the art, many other power transmission mechanisms 208 may be used, including a gear or pinion located near the hub of the rim that engages a sprocket on a bicycle gear to drive the bicycle. mechanism. Alternatively, the power transmission mechanism and battery/motor assembly may be located near the front wheel of the bicycle.

The friction rollers described above may be engaged with the wheel rim a distance away from the center of the tire hub. When the drive train is located near the center of the wheel or near the hub of the wheel, the torque required to turn the wheel increases. As known to those skilled in the art, many variations can be made to address drivetrain torque issues, such as increasing the power from the electric motor, or using a desired gear ratio to turn the wheels.

FIG. 20 shows a preferred embodiment of a battery 204 and motor assembly 206 . The battery can be, for example, a battery cell that is 4" wide, 4" long, and 4" high. In either case, the battery (cell or pack) is lightweight and can be easily moved by hand. The battery is lifted from its position on top of the motor 206 and removed from the vehicle. When the user places the battery 204 directly on top of the motor assembly 206, the terminals of the battery are automatically brought into contact with the motor 206 .

The battery 204 may be held in place on top of the motor 206 by a fully engaged mechanism. In a preferred embodiment, the battery 204 is provided with a spring-loaded, concentric terminal contact (not shown) on the bottom side of the battery that mates with a similar mating contact 306 on the upper surface of the motor 306. touch. Preferably, the charging contacts 304 on the battery are also spring loaded. As will be appreciated by those skilled in the art, the system of the present invention may employ a variety of charging contact and terminal contact locations and configurations. Additionally, the battery 204 and the motor assembly 206 may be held in place and in electrical contact with each other within the standard chamber 210 by the locking mechanism 204 described above.

The battery 204 may also be equipped with a number of different mechanisms for removing or removing the battery from the standard type chamber 210 . In a preferred embodiment, the battery 204 includes a recessed handle 302 on the top of the battery that allows the user of the bicycle to pull the battery 204 out of the motor 206 . The battery 204 can only be removed from the vehicle after it has been disengaged from the locking mechanism 214 securing the battery to the standard cavity 210 of the electric motor.

A preferred embodiment of a vending machine 402 is shown in FIGS. 21 and 22 . The vending machine 402 includes a secure housing housing a conveyor 404 for battery transfer. The battery transfer conveyor 404 is essentially the same as the conveyor described above in connection with the car and the motor scooter. Figure 21 shows a vertical conveyor, however, the vending machine may be configured with one or more horizontal conveyors or additional vertical conveyors. The vending machine 402 has a small scale transport conveyor 404 and the continuous conveyor loop does not actually come into contact with the vehicle.

Referring now to FIG. 21, the vending machine preferably includes a receiving tray 410 for placing a depleted battery. The receiving tray 41 is connected to a battery moving mechanism 414, which includes a motor-driven conveyor belt. The conveyor belt 414 is connected to the battery receiving end 406 of the transfer conveyor 404 . Preferably, the conveyor belt 414 includes protrusions 416, ridges or other positioning means that allow the user to properly place a depleted battery on the conveyor belt. The battery output 408 of the transfer conveyor 404 is also connected to a conveyor belt 414 to move the charged batteries from the output 408 to an output tray 412 . The vending machine preferably has openings 418 in the housing for receiving depleted batteries from a user and dispensing charged batteries to the user. Alternatively, the vending machine may have only one opening for receiving and dispensing the rechargeable batteries. While the system shown in Figures 21 and 22 uses a conveyor belt to move the batteries to the receiving end of the conveyor, the user can also place the batteries at the receiving end through the opening.

The vending machine preferably includes a computer (not shown) programmed to perform operations similar to those described above in connection with the conveyors for car and moped transfers. The working status of the vending machine is processed. The computer controls the operation of the conveyor by means of a conventional control circuit such as that described above and shown in FIG. 4 .

For example, the computer can verify that a battery has been properly placed at a location inside the housing opening, can monitor the history and charge level of each battery, can Controls the flow of batteries in the generator and removes those batteries that cannot be charged sufficiently to full capacity. The computer may also control an electronic payment system and control the charging of batteries along the conveyor and the diagnostic testing of batteries.

The electronic payment system, indicated generally at 420 in FIG. 21, is operatively connected to the computer and enables the user to initiate battery replacement operations. The payment system 420 may employ a cash receptacle for handling cash, or may pay by means of a credit card, small transceiver, IC smart card, or other payment method. Once the consumer pays, the vending machine 402 will accept the depleted battery by moving the battery moving mechanism 414, and once it has been verified that a depleted battery has been properly placed, will remove the battery from the conveyor. Output 408 delivers a fully charged battery to output tray 412 . Optionally, the electronic payment system can be configured (via the battery test circuit and the computer) to determine the charge left in a partially depleted battery so that the user only pays to restore the battery to full The charge for electricity required for electricity.

The user preferably removes a depleted or partially depleted battery from the motor assembly located inside a standard type chamber on the bicycle. A user may place a used battery in a receiving tray 410 near the battery receiving end 408 of the transfer conveyor 404 . After paying the money and starting the transfer operation of the storage battery normally, the user can take up a fully charged storage battery 204 in the output tray 412 near the storage battery output end 408 of the storage battery transfer station. The charged battery 204 is then quickly placed within the bicycle's motor assembly 206 or a similar standard type chamber.

Referring now to FIG. 22 , the user can place a depleted battery in the receiving tray 410 , and the moving mechanism 414 can move the battery into the casing 403 . The batteries are then analyzed and, once inspected, the batteries may be moved from the conveyor belt 414 into the battery receptacle 406 of the battery transfer conveyor 404 . The battery 204 may be placed in the conveyor 404 by a depleted battery receiver (not shown) which lifts the depleted battery off the conveyor belt 414 and removes the depleted battery. All batteries are placed onto open battery locations along the conveyor. If all locations along the conveyor are filled, depleted accumulators can be placed in a holding area until there is an empty charging location. The delivery loop includes charging contacts, shown generally at 430, which are capable of charging a battery within the delivery loop.

Referring to Fig. 22 again, the computer can monitor the battery at the battery output 408 to determine whether the battery is fully charged, and make it advance along the conveyor 404 until there is a fully charged battery at the battery output 408. until the battery is charged. A fully charged battery is then moved away from the battery output 408 of the transfer conveyor 404 by means of a charged battery output (not shown) which places the charged battery on a conveyor belt 414 at a certain position. The fully charged battery is then moved along the conveyor belt to the output tray 412 for removal by the user.

Preferably, the computer controls the enable/disable switch in the storage battery to control the charging capacity of the storage battery. Once the user has properly positioned a depleted battery, the computer can send an authorization message to the battery to turn on the battery switch so that battery charging can proceed along the conveyor inside the vending machine. A fully charged battery dispensed into the output tray will disable the battery switch. In this way, the user cannot charge the battery at home or with unauthorized equipment, and the user can only replace a depleted battery at a specific battery transfer location. When the switch is open, the charging contacts are open, preventing charging and allowing safe manual handling of the battery.

Although the automatic vending machine preferably initiates the battery replacement operation upon payment by the user, other methods may be used to initiate the replacement operation. For example, the user may be required to enter a subscription code or private password (in addition to requiring a depleted battery) on the keypad to output a new battery.

Although several specific embodiments of the present invention have been described above, it will be obvious to those skilled in the art that various other embodiments can be made within the protection scope of the present invention. Accordingly, the protection scope of the present invention should be limited only by the appended claims.

Claims (42)

1. A battery charging and transfer station for replacing batteries and for monitoring the usage of each battery in an electrically driven vehicle, said vehicle having a battery chamber extending through at least a portion of the vehicle, The workstation is characterized in that it includes: passing a vehicle platform having an entry port and an exit port to allow said vehicle to enter said station, park inside said station, and leave said station along a predetermined path without reversing; A conveyor for continuous battery transfer, said conveyor having: a battery receiving end for receiving a partially depleted battery from the first end of the battery chamber; and a battery output for transferring a battery charged batteries are output to a second end of the battery chamber, the conveyor having a plurality of battery positions for storing a plurality of batteries between the receiving end and the output end; at least one battery charger positioned along said conveyor; a computer connected to said conveyor such that said computer can be programmed to move batteries along the conveyor from said receiving end to said output end; at least one electronic sensing device connected to said computer, said sensing device being positioned along said conveyor to read the unique identification code of each battery on said conveyor; and A database connected to the computer, the database storing historical data for a plurality of batteries, the stored historical data being associated with a unique identification code for each battery. 2. The battery charging and transfer station of claim 1, further comprising an electronic payment system operatively connected to said computer, said payment system configured to allow the driver of each vehicle to specify payment information, the payment information is used to pay for the costs associated with battery replacement. 3. The battery charging and transfer station of claim 2, wherein said payment system includes a magnetic card reader. 4. The battery charging and transfer station of claim 1, further comprising a battery evaluation program module running on said computer, said evaluation program module being able to compare the history of a depleted battery The data is compared with at least one predetermined limit value to determine whether the depleted battery should be removed from the conveyor. 5. The battery charging and transfer station of claim 1, wherein the at least one electronic sensing device comprises a bar code reader. 6. The battery charging and transfer station of claim 1, wherein the at least one electronic sensing device includes a radio frequency receiver. 7. The battery charging and transfer station of claim 1, wherein said database comprises a centralized database utilizing a plurality of geographically distributed battery charging and transfer stations for remote data access. 8. The battery charging and transfer station of claim 1, further comprising at least one extension module connected to said continuous conveyor via at least one battery lifter, said extension module having A second conveyor having a plurality of battery positions for holding a plurality of batteries. 9. The battery charging and transfer station of claim 8, wherein at least one battery lifter and second conveyor are operatively connected to said computer such that said computer selectively causes each The accumulators move between the continuous conveyor and the second conveyor. 10. A battery charging and transfer station for replacing the battery of an electrically propelled two-wheeled vehicle, said two-wheeled vehicle comprising a battery compartment extending through at least a portion of said two-wheeled vehicle, characterized by In that, the workstation includes: a vehicle docking station including a vehicle positioning and support structure for maintaining said vehicle in an upright position during battery transfer operations; and a continuous battery transfer conveyor located within the transfer station, the conveyor having: a battery receiving end for receiving a partially depleted battery from the first end of the battery chamber; and a battery outlet for outputting a charged battery to the second end of the battery compartment, the conveyor having a plurality of batteries for storing and regenerating a plurality of batteries between the receiving end and the output end; Battery location for charging. 11. The battery charging and transfer station of claim 10, further comprising a raised support area having a surface above said battery transfer conveyor, said raised The support area is used to keep the user in a safe position above the conveyor during battery transfer operations. 12. The battery charging and transfer station of claim 10, wherein said vehicle positioning and support structure includes two wheel housings for positioning said two-wheeled vehicle. 13. The battery charging and transfer station of claim 12, wherein said wheel alignment and support structure comprises rollers distributed at four corners of a square area formed on said wheel between the wheel housings at the docking station. 14. The accumulator charging and transferring station as claimed in claim 10, further comprising a computer connected to said accumulator transfer conveyor, such that said computer can make each accumulator Moving along the conveyor from the receiving end to the output end. 15. The battery charging and transfer station of claim 10, further comprising an electronic payment system connected to said conveyor, said payment system configured to allow the driver of said vehicle to specify Payment source information, where the payment information is used to pay for costs related to battery replacement. 16. The battery charging and transfer station of claim 10, further comprising a sensor coupled to said computer for detecting whether the driver of said wheel is in a safe position. 17. A method of rapidly changing a battery of an electrically propelled two-wheeled vehicle having a battery compartment extending through at least a portion of the vehicle, said method comprising the steps of: A battery charging and transfer station is provided, said battery charging and transfer station comprising: a vehicle docking station including a positioning and support structure for maintaining said vehicle in an upright position; and a continuous battery transfer conveyor located within the transfer station, the conveyor having: a battery receiving end for receiving a partially depleted battery from the first end of the battery chamber; and a battery outlet for outputting a charged battery to the second end of the battery compartment, the conveyor having a plurality of batteries for storing and regenerating a plurality of batteries between the receiving end and the output end; The location of the battery to be charged; positioning and supporting the vehicle in an upright position within the vehicle docking station so that the battery chamber is aligned with the battery receiving and output ends of the conveyor, the battery chamber containing the battery a dead battery; and By moving the conveyor forward to move charged accumulators from the output of the conveyor into the chamber and to move depleted accumulators from the chamber to the receptacle of the conveyor end, replace a depleted battery with a charged battery. 18. The method of claim 17, wherein the step of replacing a depleted battery with a charged battery includes advancing the conveyor exactly one battery position. 19. The method of claim 17, wherein the step of replacing a depleted battery with a charged one comprises extending at least one sprocket forward into an exposed area on the bottom surface of the depleted battery inside to remove a depleted battery from the battery chamber. 20. The method of claim 17, further comprising advancing a vehicle through said transfer station located above or below a vertically moving portion of said conveyor without interrupting conveyance The battery transmission path between the receiving end and the output end of the device. 21. The method of claim 17, further comprising a computer coupled to said battery transfer conveyor, and said replacing step comprising advancing said conveyor under computer control . 22. The method of claim 21, further comprising an electronic payment system connected to said computer, and said step of advancing said conveyor under computer control is performed by using Or automatically by means of the electronic payment system according to the payment situation. 23. A system for recharging and replacing portable batteries, each battery adapted to be manually installed by a user in a battery power unit, said system comprising: a safety enclosure; a battery conveyor located inside the housing, the conveyor has a battery receiving end and a battery output end, the conveyor has a plurality of batteries for storing a plurality of batteries between the receiving end and the output end the location of the battery; at least one battery charging station positioned along said conveyor; a battery receiving device for receiving a partially depleted battery from the outside of the casing, and outputting the depleted battery to the battery receiving end of the conveyor; and A battery output means for delivering a charged battery from the battery output of said conveyor to the user. 24. The battery charging and changing system of claim 23, which is usable with an electrically driven bicycle powered by a portable battery. 25. The battery charging and replacing system of claim 24, wherein said bicycle includes a wheel engagement mechanism capable of providing power assist to the bicycle. 26. The battery charging and changing system of claim 25, wherein said wheel engaging mechanism includes at least one roller assembly transversely engaged with a wheel of said bicycle. 27. The battery charging and changing system of claim 25, wherein said wheel engaging mechanism comprises at least one roller assembly transversely engaged with a rim of a bicycle. 28. The battery charging and replacement system of claim 23, wherein said housing includes a single opening, and said receiving means receives a partially depleted battery through said opening, said output means A charged accumulator can be discharged through the opening. 29. The accumulator charging and exchanging system as claimed in claim 23, further comprising a computer connected to said conveyor, so that said computer can make each accumulator along said conveyor according to a programmed procedure. A conveyor moves from the receiving end to the output end. 30. The battery charging and replacement system of claim 29, further comprising: at least one electronic sensing device connected to the computer, the sensing device being positioned along the conveyor to read the unique identification code of each battery on the conveyor; and A database connected to the computer, the database storing historical data for a plurality of batteries, the stored historical data being associated with a unique identification code for each battery. 31. The battery charging and replacement system of claim 30, wherein the at least one electronic sensing device comprises a bar code reader. 32. The battery charging and replacement system of claim 29, further comprising an electronic payment system operatively connected to said computer, said payment system enabling said conveyor to move forward. 33. The battery charging and replacement system of claim 32, wherein said payment system is further capable of billing the user for the amount of power required to recharge a partially depleted battery. 34. A method of replacing and recharging a portable battery of an electrically driven bicycle, said method comprising the steps of: A bicycle is provided, said bicycle comprising: a battery detachably connected to an electric motor for powering said electric motor; a motor control assembly electrically connected to the motor to enable a user of the vehicle to control the motor; and an electric drive transmission coupled to said electric motor to provide assist power to said vehicle; Provide a battery drive and replacement station, which includes: a safety enclosure; a battery conveyor located inside the housing, the conveyor having: a battery receptacle for receiving a partially depleted battery; and a battery output for outputting a charged battery, the conveyor having a plurality of battery locations for storing and recharging a plurality of batteries located between said receptacle and output; and at least one opening in said containment housing associated with said conveyor for conveying a partially depleted battery to said battery output; removing a discharged battery from said vehicle by hand; advancing the depleted battery forward through the housing opening to a receiving end of the conveyor; and The charged battery is automatically advanced from the output of the conveyor to a location where it can be accessed by a user. 35. The method of claim 34, wherein the step of advancing a depleted battery comprises automatically advancing a depleted battery from the housing opening to the The battery receiving end of the conveyor. 36. The method of claim 34, wherein the step of advancing the depleted battery comprises manually placing a depleted battery through the housing opening onto the conveyor inside the receiving end of the battery. 37. The method of claim 34, wherein said battery charging and replacement station further comprises an electronic payment system coupled to said conveyor; and said step of automatically advancing comprises The payment status causes the conveyor to move forward. 38. The method of claim 34, wherein said battery charging and replacement station further comprises a computer operatively connected to said conveyor; and the step of automatically advancing said battery comprises: With the aid of the computer, each accumulator is moved along the conveyor from the receiving end to the output end according to a certain program. 39. The method of claim 38, wherein said battery charging and replacement station further includes an electronic sensing device coupled to said computer for identifying the uniqueness of each battery on said conveyor. An identification code is detected; and the method includes detecting, with the sensing device, a unique identification code of the depleted battery. 40. The method of claim 38, wherein said battery charging and replacement station further comprises a battery testing device coupled to said computer to determine the charge of a depleted battery placed by a user. level; and the method includes detecting, with the testing device, the level of the discharged battery. 41. The method of claim 38, wherein said battery charging and replacement station further comprises an electronic payment system operatively connected to said computer; and said method comprises using The conveyor advances automatically. 42. The method of claim 38, including sensing the charge level of a depleted battery and charging the user based on the amount of electricity required to recharge a partially depleted battery cost.

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