阅读说明：本技术 机场电动交通工具充电系统 (Charging system for airport electric vehicles ) 是由 史蒂文·U·内斯特尔 于 2020-04-30 设计创作，主要内容包括：在一个实施例中,一种机场电动交通工具充电系统包括：电流变送器,所述电流变送器与电源电联接；固态转换器,所述固态转换器与在机场登机口处或附近的飞机可电联接并且被配置为向所述飞机提供并保持电力；以及控制器。该系统还包括：第一反馈回路,所述第一反馈回路在所述控制器与所述电流变送器之间；第二反馈回路,所述第二反馈回路在所述控制器与所述固态转换器之间；以及电池充电器,所述电池充电器与所述电源电联接且被配置为对一个或多个电动交通工具充电。所述第一反馈回路将由所述电流变送器生成的第一反馈信号提供给所述控制器。所述第二反馈回路将由所述固态转换器生成的第二反馈信号提供给所述控制器。所述电池充电器被配置为根据第一反馈信号和第二反馈信号消耗来自所述电源的电力。(In one embodiment, an airport electric vehicle charging system includes: the current transmitter is electrically connected with a power supply; a solid state converter electrically coupleable with an aircraft at or near an airport gate and configured to provide and maintain power to the aircraft; and a controller. The system further comprises: a first feedback loop between the controller and the current transmitter; a second feedback loop between the controller and the solid state converter; and a battery charger electrically coupled with the power source and configured to charge one or more electric vehicles. The first feedback loop provides a first feedback signal generated by the current transducer to the controller. The second feedback loop provides a second feedback signal generated by the solid-state converter to the controller. The battery charger is configured to consume power from the power source according to a first feedback signal and a second feedback signal.)

1. An airport electric vehicle charging system, comprising:

the current transmitter is electrically connected with a power supply;

a solid state converter electrically coupleable with an aircraft at or near an airport gate and configured to provide and maintain power from the power source to the aircraft at a power level requested by the aircraft;

a controller;

a first feedback loop between the controller and the current transmitter, wherein the first feedback loop provides a first feedback signal generated by the current transmitter to the controller;

a second feedback loop between the controller and the solid state converter, wherein the second feedback loop provides a second feedback signal generated by the solid state converter to the controller; and

a battery charger electrically coupled with the power source and configured to charge one or more electric vehicles, wherein the battery charger is configured to consume power from the power source according to the first and second feedback signals.

2. The system of claim 1, wherein the controller is configured to determine a maximum available remaining power value based on the first and second feedback signals and to generate a control signal indicative of the determined maximum available remaining power value.

3. The system of claim 2, wherein the battery charger receives the control signal and consumes power from the power source until the maximum available remaining power value indicated in the control signal.

4. The system of claim 1, wherein the current transmitter is configured to monitor an amount of power consumed by the system and to generate the first feedback signal indicative of the amount of power consumed by the system.

5. The system of claim 1, wherein the solid-state converter is configured to monitor an amount of power consumed by the aircraft and to generate the second feedback signal indicative of the amount of power consumed by the aircraft.

6. The system of claim 1, further comprising:

a Direct Current (DC) -DC battery charger configured to charge the one or more electric vehicles at or near the airport boarding gate; and

a battery pack including one or more batteries electrically coupled between the battery charger and the DC-DC battery charger, wherein the battery pack is configured to determine a charging requirement of the one or more batteries and to generate a third feedback signal indicative of the determined charging requirement of the one or more batteries, and wherein the controller is configured to determine a maximum available remaining power value based on the first and second feedback signals and to generate a control signal indicative of the determined maximum available remaining power value.

7. The system of claim 6, wherein the battery charger receives the control signal and the third feedback signal, wherein the battery charger consumes power from the power source based on the control signal and the third feedback signal, and wherein the battery pack is charged by power consumed by the battery charger from the power source.

8. The system of claim 6, wherein the DC-DC battery charger is configured to charge the one or more electric vehicles independently of an amount of power available from the power source.

9. The system of claim 1, further comprising:

a battery pack comprising one or more batteries electrically coupled with the battery charger, wherein the battery pack is coupled with the battery charger through a local battery charging line configured to receive power from the battery charger through the local battery charging line and a local battery supply line configured to provide power to the battery charger.

10. The system of claim 9, wherein receiving power from and providing power to the battery charger is determined based on at least one of a Battery Monitoring and Identification Device (BMID) charging control signal generated by the local battery pack and a maximum available remaining power signal generated by the controller.

11. The system of claim 1, further comprising a power distributor and an interface unit, wherein an input of the power distributor is electrically coupled with the power source, a first output of the power distributor is electrically coupled with the solid state converter, and a second output of the power distributor is electrically coupled with the battery charger, and wherein the interface unit is configured for user interfacing with power data associated with one or more of the current transducer, the solid state converter, or the battery pack.

12. The system of claim 1, further comprising a central monitoring unit in communication with the controller, wherein the central monitoring unit receives first power consumption data associated with the system and second power consumption data associated with a second system, different from the system, located at or near a second gate at the airport.

13. The system of claim 1, wherein the electrical connection between the system and the power source is located at the airport gate, airport gate rotunda, airport rotunda, or airport building.

14. The system of claim 1, wherein the solid state converter is configured to provide aircraft compatible power or 400 hertz (Hz) power to the aircraft.

15. An airport electric vehicle charging system, comprising:

a solid state converter electrically coupleable with an aircraft at or near an airport gate and configured to provide and maintain power from a power source to the aircraft at a power level requested by the aircraft;

a load sharing controller electrically coupled between the power source and the solid state converter;

the battery charger is electrically connected with the load sharing controller;

a vehicle charger configured to charge one or more electric vehicles at or near the airport gate; and

a battery pack comprising one or more batteries electrically coupled between the battery charger and the vehicle charger, wherein the solid state converter provides a feedback signal indicative of power consumption of the aircraft to the load sharing controller, wherein the load sharing controller is configured to determine a control signal indicative of a maximum remaining available power level of the battery charger based at least on the feedback signal, and wherein the battery charger is configured to limit power consumption from the power source in accordance with the control signal.

16. The system of claim 15, wherein the feedback signal comprises a second feedback signal, and wherein the load sharing controller comprises a current transducer, a controller, and a power distributor,

wherein an input of the power distributor is electrically coupled with the power source, a first output of the power distributor is electrically coupled with the solid state converter, and a second output of the power distributor is electrically coupled with the battery charger, and

wherein the current transmitter monitors an amount of power consumed by the system and generates a first feedback signal indicative of the amount of power consumed by the system.

17. The system of claim 16, wherein the controller is configured to determine the control signal based on the first feedback signal and the second feedback signal.

18. The system of claim 16, wherein the battery pack is configured to determine a charging requirement of the one or more batteries and to generate a third feedback signal indicative of the determined charging requirement of the one or more batteries.

19. The system of claim 18, wherein the battery charger receives the control signal and the third feedback signal, wherein the battery charger consumes power from the power source based on the control signal and the third feedback signal, and wherein the battery pack is charged by power consumed by the battery charger from the power source.

20. The system of claim 15, further comprising a feedback line electrically coupled between the solid state converter and the load sharing controller, the feedback appliance configured to provide the feedback signal from the solid state converter to the load sharing controller.

21. The system of claim 15, further comprising a central monitoring unit in communication with the load sharing controller, wherein the central monitoring unit receives first power consumption data associated with the system and second power consumption data associated with a second system, different from the system, located at or near a second gate at the airport.

22. The system of claim 15, wherein the vehicle charger comprises a Direct Current (DC) -DC vehicle charger.

23. An airport electric vehicle charging system, comprising:

the current transmitter is directly and electrically connected with the power supply;

a solid state converter electrically coupleable with an aircraft at or near an airport gate and configured to provide and maintain power from the power source to the aircraft at a power level requested by the aircraft;

a controller external to a direct electrical path from the power source to the current transducer; and

a battery charger electrically coupled with the power source and configured to charge one or more electric vehicles.

24. The system of claim 23, wherein the solid state converter is configured to consume power from the power source based on:

a first feedback loop between the controller and the current transmitter, wherein the first feedback loop provides a first feedback signal generated by the current transmitter to the controller; and

a second feedback loop between the controller and the solid state converter, wherein the second feedback loop is to

A second feedback signal generated by the solid state converter is provided to the controller.

25. The system of claim 23, further comprising:

a battery pack including one or more batteries electrically coupled with the battery charger;

a local battery charging line coupling the battery pack and the battery charger, the local battery charging line configured to receive power from the battery charger; and

a local battery supply line coupling the battery pack and the battery charger, the local battery supply line configured to provide power to the battery charger,

wherein the battery pack is configured to receive power from and provide power to the battery charger based on at least one of a Battery Monitoring and Identification Device (BMID) charging control signal generated by the local battery pack and a maximum available remaining power signal generated by the controller.

Background

Various countries are taking steps to drive the electrification of equipment used at airports. Government subsidies, deeper knowledge about improving air quality, "green" initiatives subsidies, advances in battery technology, laws requiring the reduction or elimination of diesel or gas powered engines in certain jurisdictions, etc. support the transition to the use of electrically powered equipment (e.g., loaders, baggage tractors, airplane towers, etc.) in airports.

Although there are clear advantages to converting from diesel, gas or similar power sources to electricity, the conversion is not without difficulties. Existing charging systems may not be directly deployable in an airport environment due to, among other things, the specific power requirements and regulations of the airport. Installing charging systems within an airport may involve high construction costs, high installation costs, and/or may require significant changes to existing infrastructure.

It would therefore be beneficial to have charging systems that can be deployed in airports that are low in installation cost, have minimal impact on existing infrastructure, have no negative impact on existing systems and requirements, have flexibility to handle various electrically powered devices, and the like.

Disclosure of Invention

This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

In some embodiments, an airport electric vehicle charging system includes: the current transmitter is electrically connected with a power supply; a solid state converter electrically coupleable with an aircraft at or near an airport gate and configured to provide and maintain power from the power source to the aircraft at a power level requested by the aircraft; and a controller. The system further comprises: a first feedback loop between the controller and the current transmitter; a second feedback loop between the controller and the solid state converter; and a battery charger electrically coupled with the power source and configured to charge one or more electric vehicles. The first feedback loop provides a first feedback signal generated by the current transducer to the controller. The second feedback loop provides a second feedback signal generated by the solid-state converter to a controller. The battery charger is configured to consume power from the power source according to a first feedback signal and a second feedback signal.

In some embodiments, an airport electric vehicle charging system includes: a solid state converter electrically coupleable with an aircraft at or near an airport gate and configured to provide and maintain power from the power source to the aircraft at a power level requested by the aircraft; a load sharing controller electrically coupled between a power source and a solid state converter; and the battery charger is electrically connected with the load sharing controller. The system further comprises: a vehicle charger configured to charge one or more electric vehicles at or near the airport gate; and a battery pack including one or more batteries electrically coupled between the battery charger and the vehicle charger. The solid state converter provides a feedback signal indicative of the power consumption of the aircraft to the load sharing controller. The load sharing controller is configured to determine a control signal indicative of a maximum remaining available power level of the battery charger based at least on the feedback signal. The battery charger is configured to limit power consumption from the power source in accordance with a control signal.

In some embodiments, an airport electric vehicle charging system includes: the current transmitter is directly and electrically connected with the power supply; a solid state converter electrically coupleable with the aircraft at or near the airport gate and configured to provide and maintain power from the power source to the aircraft at a power level requested by the aircraft; a controller external to a direct electrical path from the power source to the current transducer; and a battery charger electrically coupled with the power source and configured to charge one or more electric vehicles.

In one embodiment, the solid state converter is configured to consume power from the power source based on: a first feedback loop between the controller and the current transmitter, wherein the first feedback loop provides a first feedback signal generated by the current transmitter to the controller; and a second feedback loop between the controller and the solid state converter. The second feedback loop provides the second feedback signal generated by the solid-state converter to the controller.

In one embodiment, the airport electric vehicle charging system further comprises: a battery pack having one or more batteries electrically coupled with the battery charger; a local battery charging line coupling the battery pack and the battery charger, the local battery charging line configured to receive power from the battery charger; and a local battery supply line coupling the battery pack and the battery charger. The local battery supply line is configured to provide power to the battery charger. The battery pack is configured to receive power from and provide power to the battery charger based on at least one of a Battery Monitoring and Identification Device (BMID) charging control signal generated by the local battery pack and a maximum available remaining power signal generated by the controller.

Drawings

The foregoing aspects and many of the attendant advantages of this invention will become more readily appreciated as the same become better understood by reference to the following detailed description, when taken in conjunction with the accompanying drawings, wherein:

fig. 1 is an example diagram of an electric vehicle charging system installed in an airport in accordance with some embodiments of the present disclosure.

Fig. 2 is an exemplary diagram of a block diagram of a system according to some embodiments of the present disclosure.

Fig. 3 is an example diagram illustrating additional details of a load sharing controller according to some embodiments of the present disclosure.

Fig. 4 is an exemplary diagram of a block diagram of a system according to some embodiments of the present disclosure.

Detailed Description

Embodiments of apparatus and methods relate to electric vehicle charging in airports. In some embodiments, an airport electric vehicle charging system includes: the current transmitter is electrically connected with the power supply; a solid state converter electrically coupleable with an aircraft at or near an airport gate and configured to provide and maintain power from the power source to the aircraft at a power level requested by the aircraft; a controller; a first feedback loop between the controller and the current transmitter; a second feedback loop between the controller and the solid state converter; and a battery charger electrically coupled with the power source and configured to charge one or more electric vehicles. A first feedback loop provides a first feedback signal generated by the current transducer to the controller. A second feedback loop provides a second feedback signal generated by the solid state converter to the controller. The battery charger is configured to consume power from the power source according to a first feedback signal and a second feedback signal. These and other aspects of the disclosure are described more fully below.

While the concepts of the present disclosure are susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and will herein be described in detail. It should be understood, however, that there is no intent to limit the concepts of the present disclosure to the particular forms disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives consistent with the present disclosure and the appended claims.

References in the specification to "one embodiment," "an illustrative embodiment," etc., indicate that the embodiment described may include a particular feature, structure, or characteristic, but every embodiment may or may not include the particular feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with an embodiment, it is submitted that it is within the knowledge of one skilled in the art to affect such feature, structure, or characteristic in connection with other embodiments whether or not explicitly described. Additionally, it should be understood that items included in the list in the form of "at least one of A, B and C" can mean (a); (B) (ii) a (C) (ii) a (A and B); (B and C); (A and C); or (A, B and C). Similarly, an item listed in the form of "at least one of A, B or C" can mean (a); (B) (ii) a (C) (ii) a (A and B); (B and C); (A and C); or (A, B and C).

Language in this disclosure such as "top," "bottom," "vertical," "horizontal," and "lateral" are intended to provide an orientation for the reader with reference to the drawings and are not intended to be a required orientation of components or to limit the orientation to the claims.

In the drawings, some structural or methodical features may be shown in a particular arrangement and/or ordering. However, it is to be understood that such specific arrangement and/or ordering may not be required. Rather, in some embodiments, the features may be arranged in a different manner and/or order than shown in the illustrative figures. In addition, the inclusion of a structural or methodical feature in a particular figure is not meant to imply that such feature is required in all embodiments and, in some embodiments, may not be included or may be combined with other features.

Many embodiments of the techniques described herein may take the form of computer-or controller-executable instructions, including routines executed by a programmable computer or controller. One skilled in the relevant art will appreciate that the present techniques can be practiced on computer/controller systems other than those shown and described above. The techniques may be embodied in a special purpose computer, controller or data processor that is specifically programmed, configured or constructed to perform one or more of the computer-executable instructions described above. Thus, the terms "computer" and "controller" as generally used herein refer to any data processor and may include internet appliances and hand-held devices (including palm-top computers, wearable computers, cellular or mobile phones, multi-processor systems, processor-based or programmable consumer electronics, network computers, minicomputers, and the like). The information processed by these computers may be presented on any suitable display medium, including an Organic Light Emitting Diode (OLED) display or a Liquid Crystal Display (LCD).

Fig. 1 is an exemplary diagram of an electric vehicle charging system 100 installed in an airport according to some embodiments of the present disclosure. The system 100 is located near a ramp or gate lobby 102 to use the pre-existing electrical infrastructure of a passenger boarding bridge 104 and/or aircraft (not shown) that can be used to locate proximate gates. For example, but not limiting of, system 100 may be installed at or near a round hall post.

The system 100 is configured to load share power with an aircraft and charge one or more electric vehicles, Ground Support Equipment (GSE), etc. (collectively referred to as electric GSE 110) using existing feeders that are conventionally available at a gate rotunda 102 to provide power to the aircraft. Using the existing feed eliminates the need to install an additional feed to charge the electrically powered GSE 110. The system 100 eliminates the need to install an additional feed while still meeting all of the power requirements of the aircraft and provides localized and possibly even simultaneous rapid charging of multiple electrically powered GSEs. The electrically powered GSE 110 may include, but is not limited to, a baggage tractor, a belt loader, a pushback tractor, a cargo loader, a feeder, a fuel service vehicle, an electrically powered transportation device used in an airport, and the like.

Fig. 2 is an example diagram of a block diagram of a system 100 according to some embodiments of the present disclosure. The system 100 includes a load sharing controller 206, a solid state converter 212, a battery charger 216, a local battery pack 218, and a Direct Current (DC) -DC battery charger 220. The output of the existing feed 202 is the input to the load sharing controller 206. The load sharing controller 206 is electrically coupled between the existing feed 202 and the solid state converter 212. The load sharing controller 206 is also electrically coupled between the existing feed 202 and the battery charger 216. The local battery pack 218 is electrically coupled between the battery charger 216 and a DC-DC battery charger 220. The output of the solid state converter 212 is an input to an aircraft 214 located at or near the gate lobby 102. The output of the DC-DC battery charger 220 includes an input to each of the one or more electrically powered GSEs 222.

The solid state converter 212 includes the aircraft power supply branch of the system 100. The battery charger 216, local battery pack 218, and DC-DC battery charger 220 comprise the electric GSE charging branch of the system 100.

The existing feeder 202 is located at a gate, gate lobby, or airport building. For example, the power supply box 106 (see fig. 1) mounted on the hall column may include the power output point of the existing power feeder 202. In one embodiment, the existing power feed 202 and power supply box 106 comprise a pre-existing power infrastructure at the gate lobby 102. The output of the conventional feed 202 includes an Alternating Current (AC) current or voltage (e.g., at a frequency of 50 hertz (Hz), 60Hz, 400Hz, etc.). The maximum output power available from the existing feed 202 may be about 125 amps (a), less than 125A, greater than 125A, etc. As will be described in detail below, the system 100 is configured to draw an amount of power from the existing feed 202, up to the maximum output power available from the existing feed 202. The existing feeder 202 may also be referred to as a gate power supply, airport building power supply, airport gate lobby power supply, AC power supply, or the like.

In one embodiment, the load sharing controller 206 is configured to control load sharing between the aircraft power supply branch and the electric GSE charging branch of the system 100. The load sharing controller 206 monitors and manages the distribution/sharing of power from the existing power feed 202 to one or both of the solid state converter 212 and the battery charger 216. The load sharing controller 206 has one power input (from the existing feed 202) and two power outputs: a first power output as an input to the solid state converter 212 and a second output as an input to the battery charger 216. The load sharing controller 206 includes a current transducer 204, a controller 208, and an interface unit 210.

The current transducer 204 is electrically coupled to the existing feed 202. For example, the current transmitter 204 may electrically couple with a power output connector of the power supply box 106. The current transducer 204 is configured to measure the power drawn from the existing feeder 202 and continuously detect/monitor the amount of power flowing to the load sharing controller 206 (e.g., the power being consumed by the system 100). The current transmitter 204, in response to the detection, generates a voltage signal proportional to the total amount of current flowing to the load sharing controller 206. For example, a 100A current flowing to the load sharing controller 206 generates a 10 volt (V) signal through the current transducer 204. The signal generated by the current transducer 204 indicative of the amount of current flowing to the load sharing controller 206 is transmitted to the controller 208 included in the load sharing controller 206 via the communication line 230. The signal indicative of the amount of current flowing to the load sharing controller 206 may also be referred to as current feedback, and the communication line 230 may also be referred to as a current feedback loop.

The controller 208 includes a computer, computing device, processor, or the like. Interface unit 210, also referred to as a Human Machine Interface (HMI), includes a display capable of presenting information to a user and one or more mechanisms capable of receiving user input. The interface unit 210 communicates with the controller 208. The load sharing controller 206 may also be referred to as an LSC.

The solid state converter 212 is configured to convert the power from the existing feed 202 into a format suitable for the aircraft 214 that is plugged in and requesting the power as needed (e.g., providing aircraft compatible power to the aircraft 214). The aircraft 214 may include any of a variety of aircraft types, models, and/or configurations. For example, the power from the existing feeder 202 includes 60Hz AC current, while the aircraft 214 requires 400Hz AC current. Thus, the solid state converter 212 converts incoming power and outputs 400Hz of power to the aircraft 214. As another example, the power from the existing feeder 202 includes 400Hz AC current, so the solid state converter 212 may not be needed or may be replaced with a gate box and the 400Hz power may be output to the aircraft 214.

The solid state converter 212 also continuously monitors one or more parameters associated with the power consumed by the aircraft 214, such as, but not limited to, voltage, current, and frequency, aircraft power consumption quality, and the like. The solid state converter 212 may also track other power consumption status information about the aircraft 214. For example, the amount of time that the aircraft 214 has been plugged in and requesting power, the power consumption of the aircraft 214 as a function of time, which may be related to known power consumption cycles or trends (e.g., power consumption is higher in an initial period, then reduced by half in an intermediate period, then increased in an end period, etc.), and so forth may be tracked. One or more such monitored power parameters, as well as other tracked aircraft-related information (collectively referred to as aircraft power data or aircraft power feedback), are provided from the solid state converter 212 to the controller 208 included in the load sharing controller 206 via communication lines 232. Communication line 232 forms an aircraft power feedback loop.

The battery charger 216 is configured to draw power from the existing power feed 202 according to control signals provided over the communication line 234 from the controller 208 included in the load sharing controller 206, as will be described in detail below. The battery charger 216 is configured for variable charging power limits. The battery charger 216 converts the received AC power to DC power, which is in turn provided to the local battery pack 216.

The local battery pack 218 is configured to store energy provided by the battery charger 216. The local battery pack 218 allows for storage of power unused by the aircraft 214 so that the electrically powered GSE 222 may be charged regardless of whether sufficient power is currently available from the existing power feed 202 and/or whether the aircraft 214 is consuming power from the existing power feed 202. The local battery pack 218 is timely charged from the remaining power available at the existing power feed 202 (e.g., power not required by the aircraft 214).

The local battery pack 218 includes one or more battery packs that are expandable to match the expected electrical GSE charging load, whether based on the expected number of electrical GSEs to be charged, the particular charging requirements of the electrical GSEs to be charged, the full or partial charging to be performed, etc. The local battery pack 218 may include various battery types (e.g., lithium ion batteries, lead acid batteries, etc.), various external packaging (e.g., packaged for outdoor use, packaged as a single component or multiple components), etc., as there are little or no size or weight constraints for a fixed installation.

In one embodiment, the local battery pack 218 is sized to be able to charge multiple electrically powered GSEs 222 plugged in at all charging ports simultaneously and even to quickly charge multiple electrically powered GSEs 222 simultaneously. In some embodiments, the local battery pack 218 generates and provides battery charge control signals to the battery charger 216 via communication line 236. The battery charge control signals include Battery Monitoring and Identification Device (BMID) charge control signals that identify the type of batteries included in the local battery pack 218, the amount of charge desired for the current charge, the preferred battery charge rate, etc. (collectively referred to as charge requirements associated with the batteries of the local battery pack 218). The battery charger 216 may intelligently charge the local battery pack 218 based on such real-time (or near real-time) battery charge control signals.

The local battery pack 218 may also be configured to generate and provide battery status information to the interface unit 210 via the communication line 238. Battery status information may include information regarding the battery power level available at local battery pack 218 for charging vehicle GSE, the rate of discharge of local battery pack 218, whether local battery pack 218 is charging, other status information regarding local battery pack 218, and the like.

The local battery pack 218 outputs stored energy (e.g., DC current) to a DC-DC battery charger 220 according to the electric GSE 222 to be charged. The DC-DC battery charger 220 includes a vehicle battery charger for the electric GSE 222 and may also be referred to as a vehicle charger, a DC-DC vehicle charger, or the like. The DC-DC battery charger 220 is configured to provide appropriate DC current levels to the respective electrically powered GSEs 222 being charged. Since the input to the DC-DC battery charger 220 is DC power, an AC-DC rectifier or other AC-to-DC conversion component may be omitted, disabled, or bypassed in the DC-DC battery charger 220.

The DC-DC battery charger 220 is able to draw large loads from the local battery pack 218 that exceed the maximum power capacity of the existing power feeder 202. For example, the total power load required to charge multiple vehicle GSEs 222 simultaneously, to rapidly charge one or more vehicle GSEs 222, etc., may be greater than the power load provided from the existing feed 202 even if the aircraft 214 is not drawing any power or no aircraft is plugged into the system 100. Because the local battery pack 218 has sufficient storage capacity to provide a high current load, the DC-DC battery charger 220 may draw power from the local battery pack 218 that exceeds the nominal feed capacity of the auditorium/building.

The DC-DC battery charger 220 is also configured to generate and provide the electric GSE charging status information to the interface unit 1210 via the communication line 242. The electric GSE charging status information may include the amount of power consumed during charging, the type of charging (e.g., fast charging or regular charging), an identification of the vehicle GSE being charged, a history of previous charging sessions, other status information regarding the DC-DC battery charger 220, and so forth.

In some embodiments, the interface unit 210 is further configured to receive interface signals (also referred to as HMI signals) from the controller 208 via the communication line 240. The interface signals provide operational parameters about the system 100 such as, but not limited to, the amount of power consumption by the aircraft 214, the amount of power consumption by the battery charger 216, and the like. Interface unit 210 displays at least a portion of the content of the received battery status information, electric GSE charging status information, and interface signals and/or uses such information to generate other information for presentation to the user. In response to the displayed information, a user (e.g., an airport ground crew) may change certain operating parameters, enter operating preferences, fine tune the operation of system 100, obtain knowledge about electric GSE charging, etc. by interfacing with interface unit 210.

The electric GSE 222 is similar to the electric GSE 110. In some embodiments, battery charge control signals similar to those generated by the local battery packs 218 may also be generated by the individual electric GSEs 222 and provided to the DC-DC battery chargers 220 to facilitate intelligent charging of the electric GSEs 222.

The central monitoring unit 224 comprises a centralized system configured to receive operational or status data from a plurality of devices, equipment, and systems located within the airport. The airport system 100, passenger boarding bridges (e.g., boarding bridge 104), air conditioning, heating systems, airport trolleys, etc., are examples of devices that may provide operation/status data to the central monitoring unit 224. In one embodiment, the controller 208 may be configured to generate and transmit operational/status data regarding the system 100 to the central monitoring unit 224. Examples of operational/status data provided by the controller 208 include, but are not limited to, an amount of power provided to the solid state converter 212, an amount of power provided to the battery charger 216, a unique identifier of the powered GSE 222 being charged, historical power consumption data, faults, alarms, other usage information regarding components included in the system 100, and the like. In this way, the central monitoring unit 224 not only serves as a sort point for airport data, but may also facilitate troubleshooting, fault detection, usage trend or pattern recognition, intelligent airport design, resource allocation, and the like.

The central monitoring unit 224 may include a server, computer, database, processor, or the like. The central monitoring unit 224 may be proximate to or remote from the system 100. The central monitoring unit 224 may include one or more units. For example, there may be different central monitoring units for different respective terminal buildings of an airport, or a single central monitoring unit may be implemented at an airport control center throughout the airport. The central monitoring unit 224 may obtain operation/status data via wired and/or wireless connections with various devices at the airport. For example, the controller 208 may include a wireless communication component that broadcasts operation/status data.

In some embodiments, the data monitored by the central monitoring unit 224 facilitates managing the discrepancy factors associated with an airport (or a sector of an airport).

The difference factor is the overall airfield duty cycle of the device. Airport power capacity is designed around a specific difference factor. The difference factor is defined as:

the new plant peak load and its total load over time affect the difference factor. The system 100 allows for control of the difference factor by having the ability to set the maximum battery charger current that affects the numerator of the above equation and also having the ability to set the on-time of the battery charger that affects the denominator of the above equation. Thus, an airport using the system 100 can control the resulting discrepancy factor, if desired.

Fig. 3 is an example diagram illustrating additional details of the load sharing controller 206 according to some embodiments of the present disclosure. In addition to the current transducer 204, the controller 208 and the interface unit 210, the load sharing controller 206 also includes a power distributor 300. The power splitter 300 includes passive electrical components that split incoming power into two power streams. The power splitter 300 includes one input and two outputs. The input of the power distributor 300 is electrically coupled to the output of the existing feed 202, a first output of the power distributor 300 is electrically coupled to the solid state converter 212, and a second output of the power distributor 300 is electrically coupled to the battery charger 216.

In some embodiments, controller 208 and interface unit 210 include or have access to non-transitory computer-readable media having computer-executable instructions for performing the operations described herein.

The controller 208 is configured to process the current feedback (from the current transducer 204) and the aircraft power feedback (from the solid state converter 212) to determine how much power should be available to the battery charger 216. The current feedback quantifies the instantaneous power consumed by the system 100 (e.g., by the aircraft 214 via the solid state converter 212 and the battery charger 216). The aircraft power feedback provides advance notice of changes in aircraft load, the quantity and quality of power consumption (e.g., voltage, current, frequency) of the aircraft 214, diagnostic data associated with the aircraft 214, and the like. The controller 208 determines the maximum remaining power available to the battery charger 216 based on the current feedback and the aircraft power feedback.

While the controller 208 is configured to provide load sharing between the solid state converter 212 and the battery charger 216, the power requirements of the aircraft 214 are always prioritized so that the aircraft 214 always receives whatever amount of power it needs. Thus, the power consumption of the aircraft 214 is unlimited and uninterrupted, as if the electric GSE branch of the system 100 were not present. Only power available at the existing feed 202 that exceeds the power consumed and/or expected to be consumed by the aircraft 214 will be available for consumption by the battery charger 216.

The controller 208 generates a control signal indicative of the maximum remaining power available to the battery charger 216 based on the current feedback and the aircraft power feedback. The control signal specifies the maximum amount of power that the battery charger 216 may draw. The control signal may be a digital or analog signal that indicates 0-100% power in continuous or discrete steps. For example, the control signal may be a variable duty cycle square wave, a 0-10V signal, or the like. A control signal, also referred to as a maximum available remaining power signal, is communicated to the battery charger 216 via communication line 234. As the power consumption and demand of the aircraft 214 decreases, the maximum power level of power that the battery charger 216 can access increases.

In some embodiments, the control signal to the battery charger 216 also specifies a (continuous) minimum amount of power drawn/consumed by the battery charger 216. The continuous minimum power draw allows the battery charger 216 to maintain at least a minimum continuous charging of the local battery pack 218 to prevent the start/stop of local battery pack charging.

In response to the control signal, the battery charger 216 draws or consumes power from the existing power feed 202 based on the power requirements associated with the local battery pack 218 up to the maximum power limit specified in the control signal. For example, but not limiting of, the BMID charging control signal received from the local battery pack 218 may specify a preferred amount of power for the batteries included in the local battery pack 218. The battery charger 216 processes the BMID charge control signal and determines the actual amount of power drawn from the existing power feed 202 via the power splitter 300 based on the power demand and the maximum available remaining power control signal provided in the BMID charge control signal. If the preferred/requested amount of charge specified in the BMID charging control signal is greater than the maximum available remaining power specified in the maximum available remaining power control signal, the battery charger 216 may draw an amount of charge equal to the maximum available remaining power specified in the maximum available remaining power control signal and provide such amount of charge to the local battery pack 218 even if such amount of charge is less than the amount indicated in the BMID charging control signal. If the preferred/requested amount of power specified in the BMID charging control signal is less than the maximum available remaining power specified in the maximum available power control signal, then the battery charger 216 may draw only an amount of power equal to the preferred/requested amount of power, thereby underutilizing the amount of power available for consumption without affecting the needs of the aircraft 214.

Thus, even if the controller 208 determines the maximum amount of power from the existing power feed 202 that can be used by the battery charger 216, the battery charger 216 makes a final determination as to the exact amount of power drawn or consumed from the existing power feed 202 within the power limits set by the controller 208 via the maximum available remaining power control signal.

The electric GSE charging branch of the system 100 allows for timely charging (e.g., consuming power when available from the existing feed 202) while providing independent and fully electric GSE charging capability (e.g., on-demand power delivery). The inclusion of the local battery pack 218 allows time-shifted power delivery, where the time of power consumption from the existing power feed 202 is separate or independent from the power delivery to charge the electric GSE. Even if no or little power is currently available from the existing power feed 202 for the battery charger 216, the energy stored in the local battery pack 218 allows one or more of the electrically powered GSEs 222 to undergo uninterrupted charging, rapid charging, simultaneous charging of multiple electrically powered GSEs 222, and so forth.

In this way, the dual feedback loop to the load sharing controller 206 facilitates real-time or dynamic load sharing of power from the rotunda/gate/building (e.g., the existing feeder 202) between the solid state converter 212 and the battery charger 216. The full power requirements of the aircraft 214 are always met and prioritized. The system 100 does not reduce existing gate operations including supplying power to the aircraft 214. Based on the current power demand of the aircraft 214, the load sharing controller 206 generates a control signal to the battery charger 216 specifying the maximum power that the battery charger 216 may consume in order to prevent the battery charger 216 from drawing more power than is available given the current power demand of the aircraft 214. If no aircraft 214 is connected to the solid state converter 212 or the aircraft 214 has low power requirements, then the control signal to the battery charger 216 specifies a high (or higher) maximum power, since load sharing allows most (or more) of the power from the existing feeder 202 to be used by the battery charger 216.

Fig. 4 is an example diagram of a block diagram of the system 100 according to some embodiments of the present disclosure. For brevity and conciseness, those portions of the illustrated system 100 that are similar to the system 100 shown in FIG. 2 are not described in detail herein. The output of the existing feed 202 may be fed directly to the input of the current transducer 204 without an intermediate element (e.g., an intermediate controller). As a result, the load sharing controller 206 and/or the connection between the existing feed 202 and the current transducer 204 may be simplified and high voltage power need not be transferred through the load sharing controller 206. The power is further provided to a solid state converter (also referred to as a "400 Hz power supply") 212. The aircraft 214 (if present at the gate) is provided with AC power via the solid state converter 212.

The power feed 202 also provides power to the battery charger 216 through a battery charger power line. In some embodiments, the battery charger 216 is configured to draw power from the existing power feed 202 according to a control signal ("maximum available remaining power signal") provided from the load sharing controller 206 (e.g., from the controller 208) over the communication line 234. The battery charger 216 converts the received AC power to DC power, which is in turn provided to one or more GSEs 222 and/or local battery packs 218 through local battery charging lines.

The local battery pack 218 is configured to store energy provided by the battery charger 216, for example, when the power generation capability of the battery charger 216 is not fully utilized by the GSE 222. In operation, according to the BMID charge control signal 236, the local battery pack 218 may provide its stored energy back to the battery charger via the local battery supply line. In some embodiments, the process of storing the remaining energy in the local battery pack 218 and providing the stored energy back to the battery charger 216 (and further to the electric GSE 222) smoothes the energy consumption of the battery charger 216 by "curtailing" peaks in the power requirements that would otherwise have to be provided only by the battery charger 216. As a result, the electric GSE 222 may be charged based on increasing the power providing capability of the battery charger 216 with stored energy from the local battery pack 218. The flow of energy between the battery charger 216 and the local battery pack 218 may be controlled by the BMID charge control signal 236 based on, for example, the power requirements of the GSE 222, the type of batteries included in the local battery pack 218, the amount of charge desired for the current charge, the preferred battery charge rate, and the like (collectively referred to as the charge/discharge requirements associated with the batteries of the local battery pack 218). In some embodiments, the flow of energy between the battery charger 216 and the local battery pack 218 may be based on the time of day and the cost of electricity. For example, the battery charger 216 may charge the local battery pack 218 when the cost of electricity is low. Conversely, when the cost of electricity is high, the battery pack 218 may be used as a power source. The battery charger 216 may intelligently charge or draw power from the local battery pack 218 based on real-time (or near real-time) BMID charging control signals.

The local battery pack 218 may also be configured to generate and provide battery status information to the load sharing controller 206 via communication line 238. The load sharing controller 206 also receives control inputs via communication lines 230 and 232, with communication lines 230 and 232 collectively forming an aircraft power feedback loop. In some embodiments, communication line 230 provides a signal indicative of the amount of current flowing through current transducer 204 ("current feedback signal"), while communication line 232 provides a signal indicative of aircraft power ("aircraft power feedback loop"). The signal provided on communication line 232 may be considered a smart signal that allows the system to predict future aircraft power changes and provide advanced load sharing capabilities. Such capabilities are included in other examples of communication lines 232 described elsewhere in this specification. In operation, the load sharing controller 206 is configured to control load sharing between the solid state converter 212 and the battery charger 216 of the system 100. In some embodiments, the load sharing controller 206 includes a controller 208 and an interface unit 210.

The system 100 is designed to use existing power infrastructure (e.g., existing power feeds 202) without the need to install new power feeds, power sags, or power connection points. The system 100 has a small footprint and can be located near a gate hall or building wall with minimal construction requirements. The system 100 protects, maintains, and prioritizes aircraft power requirements through load sharing of the battery charger 216 during periods of low aircraft load, high aircraft load, and when the aircraft is not plugged into a power source for power. The local battery pack 218 included in the system 100 stores power when residual power is available and allows the electric GSE 222 to be charged at any schedule that facilitates operation of the electric GSE. The timely storage of power provided by the local battery pack 218 effectively doubles or triples the power output of the dock without requiring new wiring or construction. The electric GSE charging may be used simultaneously for multiple electric GSEs without interruption (e.g., continuous charging), fast charging, smart charging, trickle charging, and the like. A dual-aircraft powered and electric GSE charging system such as system 100 may be located at any gate or lobby.

In some embodiments, one or more components included in system 100 may be optional. For example, but not limiting of, the interface unit 210, the local battery pack 218, and/or the central monitoring unit 224 may be optional. The local battery pack 218 may be omitted if energy storage from the existing power feed 202 is not required in order to meet the electric GSE charging requirements. The central monitoring unit 224 may be optional, wherein the airport does not require centralized status information regarding gate operations and equipment. The power input to the system 100 may be provided from various power sources. The existing feeder 202 may comprise, for example, a 400Hz feeder, originating from an airport centralized 400Hz power system, a portion of a passenger boarding bridge, a portion of an airport preconditioned air unit (PCA), etc. The DC-DC battery charger 220 may include one or more vehicle charging cables. The DC-DC battery charger 220 may include one or more vehicle chargers.

Although certain embodiments have been illustrated and described herein for purposes of description, various alternative and/or equivalent embodiments or implementations calculated to achieve the same purposes may be substituted for the embodiments shown and described without departing from the scope of the present disclosure. This application is intended to cover any adaptations or variations of the embodiments discussed herein. Accordingly, it is manifestly intended that the embodiments described herein be limited only by the claims.