Abstract:
An overhead cable management for charging an electric vehicle employs a reel which receives a cable with an EV connector. A drive assembly employs a bi-positionable clutch and a gear assembly which sequentially engages a drive gear for the reel to unwind the cable from an overhead position to an ADA height, allow the cable and connector to be extended to connect with the EV and to wind the cable until a locked home position is obtained. The cable management is incorporated into an EVSE which is ceiling mounted, or an EVSE which is mounted to a pole or a wall. Numerous modules and features are optionally employed in connection with the operation of the cable management.

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
       [0001]    This application is a continuation-in-part of U.S. patent application Ser. No. 14/915,717 filed on Mar. 1, 2016, which application is the National Stage Application of PCT/US2015/039684 filed on Jul. 9, 2015, which application claims the benefit of U.S. Provisional Application No. 62/022,844 filed on Jul. 10, 2014, the entirety of which applications are incorporated herein by reference. 
     
    
     BACKGROUND 
       [0002]    This disclosure relates generally to installations for managing the cable and connector used to charge the batteries of an electric vehicle. More particularly, this disclosure relates to an overhead charging station which employs lowering and raising an electric cable having a connector for electrically connecting the electric vehicle service equipment (EVSE) with the battery power charging unit of the electric vehicle (EV). 
         [0003]    With the large number of electric vehicle chargers being deployed for public use, there has arisen a need to manage the electric cable that connects the electric vehicle to the electric vehicle service equipment (EVSE). When the cable is not stored properly or left on the ground or pavement, it is exposed to the elements, such as rain, snow, ice and dirt. The cable left on the ground also becomes a tripping hazard. Systems that use cables and pulleys require outriggers that take up a large amount of space and still leave the cable exposed. 
         [0004]    Publicly accessible EVSE installations have become widespread and assume numerous configurations and capabilities. Commonly, a publicly accessible EVSE is a post-mounted installation having a permanently attached electrical cable which may extend up to 25 feet in order to accommodate the connection to the electric vehicle. From a safety standpoint, it is exceedingly important that the cable cannot be allowed to lie on the pavement or adjacent area where it can be exposed to the elements, damaged, run-over or otherwise degraded. Furthermore in some installations such as public garages and multi dwelling homes, there are no walls or adequate space to mount currently available EVSEs. In addition, ground mounted EVSE may require protection bollard, which can be almost as expensive as the EVSE itself. 
         [0005]    Ideally, the cable and connector, when not in use, should be raised to a height out of reach of vandals and those passing by, and automatically lowered to the point that the connector end of the cable is easily grasped by the user and freely extended to reach the inlet connector on the electric vehicle. 
         [0006]    Naturally, it is highly desirable that any mechanism which allows the power cable to be extended and retracted must be reliable and efficient since the functionality of the EVSE is very dependent upon the connectivity to the electric vehicle and the integrity of the electrical connection. 
         [0007]    This disclosure also pertains to the modularity and flexibility of the components of the EVSE and its support equipment and a management system which can easily be configured to meet the various system requirements. 
       SUMMARY 
       [0008]    Briefly stated, in one embodiment, an EVSE installation comprises a unit with cable management that is mounted on a wall, pole or ceiling. Multiple activation methods are provided to adapt to a variety of EVSE installations. The EVSE unit is designed to easily mount overhead and provide a method for storing, locking, unlocking, lowering, releasing and retracting a power and control cable with its electrical connector. 
         [0009]    An EVSE cable is wound and unwound on a cable reel having a hub by means of a motor drive unit with an electrically activated clutch. The clutch drives the cable reel in a direction to unwind the cable and still allows the cable to be manually extended. The clutch also reverses direction when the clutch solenoid is activated, and rewinds the cable onto the cable reel when the motor rotation is reversed. 
         [0010]    The clutch locks the cable and connector in the stored (home) position and unlocks when the motor is energized with a release rotation. 
         [0011]    As the cable and connector are lowered to the access position, a drive gear with a clutch bearing allows the cable to be freely extended manually, to thereby allow the connector to reach the charge inlet on the electric vehicle. 
         [0012]    When the charge cycle is completed and the connector is removed from the charge inlet on the EV, the clutch solenoid is energized. This disconnects an extend idler gear from a motor drive gear and engages the retracted idler gear with the motor drive gear. 
         [0013]    When the drive motor is energized, the cable is wound onto the hub so that the cable progressively forms a coiled configuration. The cable, as it rewinds, passes through a cable wiper and home position sensor. A home ring on the cable lifts the home sensor signaling that the connector is disposed at a stable home position. At that event, the drive motor and solenoid are deactivated locking the cable and connector in place. 
         [0014]    The internal mechanical and electronic components are the same for the wall, pole or ceiling mounted electric vehicle service equipment (EVSE), although numerous optional features and modules may be employed. Only the enclosures are changed to facilitate the different mounting brackets. 
         [0015]    In one embodiment, an EVSE installation comprises a housing. A reel is disposed in the housing and has a central hub rotatable about an axis. An electrical cable with a vehicle connector at one end and connectable to a power supply at the other end is retractable and extendable onto and from the reel. A cable management system comprises a drive assembly for the reel and has a drive mode to retract the cable and a release mode to extend the cable. The drive assembly drives the cable onto the reel so that the cable progressively winds on the hub to form a coiled configuration and the cable and connector are disposed at a stable home position. The cable management system comprises a clutch mechanism that remains locked when no power is applied. 
         [0016]    The housing is supported on a ceiling, pole or a wall. The housing comprises a front cover that has an opening for a display panel and antennas and receives the vehicle connector at the home position and a rear cover that is mounted to either a pole or a wall. The housing alternatively may have a bottom cover and has an opening for a display panel and antennas and receives the vehicle connector at the home position and a top cover that is mounted to a ceiling. 
         [0017]    The drive assembly comprises a motor and a drive gear rotatably connecting with a drive member. A clutch mechanism is controlled by a clutch solenoid. The management system comprises a clutch gear, a clutch arm and a spring attached to the clutch arm. Upon de-energizing the clutch solenoid, the clutch gear engages the drive gear. After sensing connection of the vehicle connector to an electric vehicle, the solenoid and the motor are not energized and the drive member is thereby locked to prevent further extension of the cable. Upon energizing the solenoid, the arm pivots and the clutch gear separates from the drive gear so the drive gear is free to rotate and the cable is freely extendable. Upon disconnecting the vehicle connector from the electric vehicle, the cable is automatically retracted into the reel by the drive assembly. A sensor senses the home position of the cable and the connector. The sensor comprises a mechanical lip, switch or a magnetic sensor. The cable passes through a centering guide ring. 
         [0018]    In another embodiment, a cable management system for charging electric vehicles comprises a cable connectable to a power supply and having an EV connector. A rotatable reel receives the cable and releases and retracts the cable. A drive assembly for the reel comprises an electrically operated motor which connects via a clutch with a bi-positionable gear assembly engageable with a continuous transfer member operatively engageable with the reel to bi-directionally rotatably drive the reel. A controller automatically controls the drive assembly wherein the cable is lowerable to an access position manually extendable for connection to an EV and retractable to store the connector in a locked position. 
         [0019]    The continuous transfer member comprises a sprocket chain in one embodiment. A drive sprocket and a driven sprocket are each engageable with the sprocket chain and a driven sprocket is rotatably fixed with the reel. The gear assembly comprises a first drive gear pinned to a motor shaft, a clutch drive gear with a clutch bearing, a retractor idler gear and a deployment idler gear wherein each of the idler gears are sequentially engageable with a drive sprocket gear. The gear assembly is mounted to an arm and the position of the arm is determined by a solenoid. The solenoid is spring biased to force the arm to position the deployment idler gear to engage with the drive sprocket gear. The solenoid is actuatable to position the arm wherein said deployment idler gear disengages from the drive sprocket gear and the retract idler gear engages the drive sprocket gear to retract the cable. At least one tension arm exerts a tension against the drive sprocket. 
         [0020]    A home position sensor assembly senses the home position of the connector. A ground fault control module senses a ground fault and causes the termination of power to the cable. A communication module receives and transmits a remote signal. An end user power measuring module may be employed to precisely regulate the power supplied by the cable. An input unit for the controller comprises a device which may be either a card reader, a keyboard, a cell phone, a computer or a pay station. An EV sensor is also employed in some embodiments. A cable connected switch having a connected and a disconnected state and a cable connected timer for delaying retracting said cable for a pre-established time after occurrence of the disconnected state is also preferably employed. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0021]      FIG. 1  is an isometric bottom view of the overhead EVSE assembly with motorized cable retracting capabilities, mounted on a ceiling and its power connector in the home locked position; 
           [0022]      FIG. 2  is an isometric bottom view of the EVSE assembly with motorized cable retracting capabilities, mounted overhead on a pole and its power connector in the home locked position; 
           [0023]      FIG. 3  is an isometric top view of the EVSE assembly with motorized cable retracting capabilities, mounted overhead on a wall and its power connector in the home locked position; 
           [0024]      FIG. 4  is an isometric top view of the overhead EVSE assembly with motorized cable retracting capabilities and its power connector in the home locked position; 
           [0025]      FIG. 5  is an elevation view of a ceiling mounted EVSE showing the cable and connector at its stored (home) position and at its lowered (ADA access height) position; 
           [0026]      FIG. 6  is an elevation view of a ceiling mounted EVSE showing the extent of the cable and connector attached to an electric vehicle at three different inlet positions; 
           [0027]      FIG. 7  is an elevation view of a wall mounted EVSE showing the cable and connector at its stored (home) position and at its lowered (ADA access height) position; 
           [0028]      FIG. 8  is an elevation view of a wall and pole mounted EVSE showing the extent of the cable and connector attached to an electric vehicle at three different inlet positions; 
           [0029]      FIG. 9  is a block diagram of an overhead EVSE assembly with motorized cable management and its peripheral control modules; 
           [0030]      FIG. 10  is an isometric top view of the overhead EVSE assembly with motorized cable retracting capabilities, with the top and bottom covers removed; 
           [0031]      FIG. 10A  is an isometric bottom view of the overhead EVSE assembly with motorized cable retracting capabilities, with the top and bottom covers, cable and connector removed; 
           [0032]      FIG. 11  is an isometric front view of the wall EVSE assembly with motorized cable retracting capabilities, with front and rear covers removed; 
           [0033]      FIG. 11A  is an isometric rear view of the wall mounted EVSE assembly with motorized cable retracting capabilities, with front and rear covers removed; 
           [0034]      FIG. 12  is a top view of the power cable reel assembly with a partial cut away view of the power cable coiled on a hub mounted on a support deck; 
           [0035]      FIG. 12A  is a side view of a power cable reel assembly mounted on the support deck; 
           [0036]      FIG. 12B  is a bottom view of the power cable reel assembly mounted with the support deck removed; 
           [0037]      FIG. 13  is an isometric view of a motorized drive assembly, shown with the drive motor, solenoid and clutch plate assembly, drive gears, drive chain and drive sprocket; 
           [0038]      FIG. 13A  is a top view of the motorized cable and a drive assembly with a solenoid clutch plate assembly, with gears engaged in the extend configuration; 
           [0039]      FIG. 14  is a side sectional view of the motorized cable and a drive assembly taken along the lines  14 - 14  of  FIG. 13A , shown with solenoid clutch plate assembly gears engaged in the extend configuration; 
           [0040]      FIG. 15  is a top view of the motorized cable and a drive assembly with a solenoid clutch plate assembly having gears engaged in the retract configuration; 
           [0041]      FIG. 16  is a side sectional view of the motorized cable and a drive assembly taken along the lines  16 - 16  of  FIG. 15 , with a solenoid clutch plate assembly, having gears engaged in the retract configuration; 
           [0042]      FIG. 17  is an isometric view of a slip ring assembly with low voltage pilot and proximity rings; 
           [0043]      FIG. 18  is a side view of the slip ring assembly, with low voltage pilot and proximity rings, attached to the cable reel assembly; 
           [0044]      FIG. 19  is a side view, partly diagrammatic, of a home position sensor assembly showing a cable guide cleaner, a home sensor module, and a home sensing mechanical switch with the cable in the lowered (extended) position; 
           [0045]      FIG. 20  is a side view, partly diagrammatic, of a home position sensor assembly showing the cable guide cleaner, home sensor module, and home sensing mechanical switch with the cable in the home position; 
           [0046]      FIG. 21  is an isometric view of the EVSE display and communication module; 
           [0047]      FIG. 22  is an isometric view of the EVSE remote control module; 
           [0048]      FIG. 23  is an isometric view of the display and control module with an RF antenna, and a remote control module mounted on a bracket; 
           [0049]      FIG. 24  is an isometric view of the EVSE, motor control, power control, and ground fault detection (GFCI) module; 
           [0050]      FIG. 25  is an isometric view of the EVSE, end user measuring device (EUMD) module; 
           [0051]      FIG. 26  is wiring diagram of the instillation of a EUMD in an EVSE assembly; 
           [0052]      FIG. 27  is an end view, partly diagrammatic, of home sensing assembly with a mechanical home sensing switch, remote control module and a display/communication module; 
           [0053]      FIG. 28  is a side view, partly diagrammatic, of a display/communication module, a EUMD module, and the side view of the GFCI module; 
           [0054]      FIG. 29  is a rear view, partly diagrammatic, of a wall mounted EVSE assembly with a home sensing assembly, a cable reel with a coiled cable and a motorized cable and a drive clutch plate assembly; 
           [0055]      FIG. 30  is a side view, partly diagrammatic, of a wall or pole mounted EVSE assembly with a home sensing assembly, a cable reel with a coiled cable, a motorized drive assembly and a clutch plate assembly; 
           [0056]      FIG. 31  is a side view of an EV power connector which mounts to the end of the cable; 
           [0057]      FIG. 32  is a composite schematic diagram of the drive motor, home switch, and clutch solenoid; 
           [0058]      FIG. 33  is a timing diagram of the cable management motor drive system for the EVSE; 
           [0059]      FIGS. 34A-34B  are each a flow diagram of the cable management motor drive system for the EVSE; 
           [0060]      FIG. 35A  is a block diagram of an EVSE configured with a remote on/off control button; 
           [0061]      FIG. 35B  is a block diagram of an EVSE configured with a remote control vehicle detector; 
           [0062]      FIG. 35C  is a block diagram of an EVSE configured with a wireless remote control on/off button; 
           [0063]      FIG. 35D  is a block diagram of an EVSE configured with a remote on/off button and a RFID card or FOB reader control; 
           [0064]      FIG. 35E  is a block diagram of two or more EVSEs hardwired to a gateway module, communicating with a central host computer via a wide area network and being controlled by a user&#39;s cell phone; 
           [0065]      FIG. 35F  is a block diagram of two or more EVSEs, communicating with a gateway module, using a wireless ZigBee mesh network, in turn the gateway is communicating with a central host computer, via a wide area network and being controlled by a user&#39;s cell phone; 
           [0066]      FIG. 35G  is a block diagram of two or more EVSEs, hard wired to a payment station, communicating with an being controlled by a central host computer via a wide area network (cloud); 
           [0067]      FIG. 35H  is a block diagram of two or more EVSEs, communicating with a payment station, using a wireless ZigBee mesh network, and in turn the payment station is communicating with and being controlled by a central host computer via a wide area network (cloud); 
           [0068]      FIG. 36  is an isometric view of a remote control module having on/off push button and/or a non-contact card or fob reader; 
           [0069]      FIG. 36A  is an isometric view of an RFID card reader; 
           [0070]      FIG. 37  is an isometric view of a remote control module having a vehicle sensor; 
           [0071]      FIG. 38  is an isometric view of a remote control transmitter module; 
           [0072]      FIG. 39  is an isometric view of a remote control payment module; and 
           [0073]      FIG. 40  is an isometric view of a remote control gateway module. 
       
    
    
     DETAILED DESCRIPTION 
       [0074]    Reference is made to the drawings wherein like numerals and designations constitute like parts and features throughout the figures. A cable management system is employed in two types of EVSE installations, each of which are capable of incorporating numerous optional modules. 
       General System Description 
       [0075]    Electric vehicle service or supply equipment (EVSE)  100  and EVSE  200 , each incorporates a motorized cable mechanism for winding and unwinding a power cable  101  on a reel to raise or lower an attached power connector  102  which preferably complies with J1772 standards. 
         [0076]    EVSE  100  is mounted to a ceiling ( FIG. 1 ), EVSE  200  may be mounted to a pole  202  ( FIG. 2 ) or a wall  201  ( FIG. 3 ). 
         [0077]    When EVSE  100  ( FIG. 5 ) is mounted overhead to the ceiling  115 , the connector  102  is stored at a height  107  that is out of reach of vandals and those passing by. When authorized, the cable  101  is unwound for a given time period, from the cable reel  301  ( FIG. 13A ) which in turn lowers the connector  102  to the height  108  above the floor  112 , that meets the ADA requirements. 
         [0078]    As the cable  101  ( FIG. 6 ) is lowered from the ceiling mounted EVSE  100 , it is free to be extended manually, so that the connector  102  can reach the different electric vehicle  600  inlets  109 ,  110 ,  111 . 
         [0079]    When EVSE  200  ( FIG. 7 ) is mounted overhead on a pole or wall  201 ,  202 , the connector  102  is stored at a height  107  that is out of reach of non-users. When authorized, the cable  101  is unwound from the cable reel  301  ( FIG. 13A ) for a given time period, which in turn lowers the connector  102  to the height  108  above the floor  112 , that meets the ADA requirements. 
         [0080]    As the cable  101  ( FIG. 8 ) is lowered from the pole  202  mounted EVSE  200 , it is free to be extended manually so that the connector  102  can reach the different electric vehicle  600  inlets  109 ,  110 ,  111 . 
         [0081]    EVSE  100  has a housing or enclosure ( FIG. 1 ) that includes a bottom cover  103  and a top cover  104 . 
         [0082]    EVSE  200  has a housing or enclosure ( FIG. 2 ) that includes a rear cover  203  and a front cover  204 . 
         [0083]    Both the overhead mounted EVSE  100  ( FIGS. 10, 10A ) and the wall/pole mounted EVSE  200  ( FIGS. 11, 12 ) employ the same internal motorized management system for winding and unwinding the power cable  101 . The differences between EVSE  100  and EVSE  200  are the enclosures  103 ,  104  ( FIGS. 1 ) and  203 ,  204  ( FIG. 2 ) and the cable exit points  401 . 
         [0084]    Both the overhead mounted EVSE  100  and the wall/pole mounted EVSE  200  employ the same internal mechanical assemblies, which include the following: 
         [0085]    the cable reel assembly  300  ( FIG. 12 ); 
         [0086]    the motor clutch assembly  302  ( FIGS. 10A, 11, 13 ); 
         [0087]    the cable reel drive assembly  303  ( FIGS. 13, 14 ); 
         [0088]    the slip ring assembly  304  ( FIGS. 17, 18 ); and 
         [0089]    the home position sensor assembly  400  ( FIGS. 19, 20 ). 
         [0090]    Both the overhead mounted EVSE  100  and the wall/pole mounted EVSE  200  may employ the same electronic support modules, which may include one or more of the following: 
         [0091]    the GFCI safety and control module  500  ( FIG. 24 ); 
         [0092]    the display and communication module  501  ( FIG. 21 ); 
         [0093]    the remote control receiver  502  ( FIG. 22 ); and 
         [0094]    the end user power measuring module  503  ( FIG. 25 ). 
         [0095]    Both the overhead mounted EVSE  100  and the wall/pole mounted EVSE  200  may function with the same remote controls, which may include one or more of the following: 
         [0096]    the control module  504  ( FIG. 36 ); 
         [0097]    the vehicle sensor  505  ( FIG. 37 ); 
         [0098]    the remote control transmitter  502 B ( FIG. 38 ); 
         [0099]    the payment station  506  ( FIG. 39 ); and 
         [0100]    the gateway module  507  ( FIG. 40 ). 
         [0101]    The cable reel assembly  300  ( FIG. 10A ), includes a cable reel  301 , a hub  301 C, a ring bearing  301 D ( FIG. 13A ), a reel drive sprocket  301 F, six drive posts  301 E, and four cable guide spindles  301 G. 
         [0102]    The motor and clutch assembly  302  ( FIGS. 13, 13A, 14 ) includes a drive motor  302 A, a drive motor worm gear  302 B, a pinned drive gear  302 C, a motor drive gear with a clutch bearing  302 L, idler gears  302 D,  302 K, a sprocket drive gear  302 E, a clutch solenoid  302 F, and clutch plates  302 J. 
         [0103]    The cable reel drive assembly  303  includes a drive sprocket  303 A, a drive chain  303 B, and drive chain tension sprockets  303 C. 
         [0104]    The slip ring assembly  304  ( FIGS. 17, 18 ) includes a high voltage brush assembly  304 A and two low voltage brush assembly  304 K. 
         [0105]    The home position sensor assembly  400  ( FIGS. 19, 20 ) includes four cable guide rollers  401 , cable brush cleaners  402 , a home sensor lift ring  403 , and mechanical limit switch  406 . 
         [0106]    The safety and control module  500  ( FIGS. 9, 24 ) includes a central processing unit  500 C, a current measuring circuit  500 D, a ground fault detection circuit  500 E, and a circuit interrupter  500 F. 
       Functional Description 
       [0107]    The following description describes the sequence of events that would take place during an electric car charging cycle. What is described, but not limited to, is an overhead ceiling mounted electric vehicle service equipment (EVSE) with a motor driven cable management system  100  ( FIG. 1 ) being activated by a simple on/off push button switch  504 A ( FIGS. 35A, 36 ). 
         [0108]    With additional reference to  FIG. 33 , each time primary power is applied at  701 A to the EVSE  100 , the central processor unit  500 C ( FIG. 9 ) test signal  703 A for the home sensor  400  limit switch  406  determines if the connector  102  is in the home locked position  107  ( FIG. 5 ). 
         [0109]    When the connector  102  is in the home locked position  107  ( FIG. 5 ), EVSE  100  is ready for service. 
         [0110]    When the connector  102  is not in the home locked position,  107  ( FIG. 5 ), the central processor unit  500  C ( FIG. 9 ) energizes via signals  708 A,  706 A, the clutch solenoid  302 F and the drive motor  302 A for clockwise rotation  707 A, and the maximum cable retract timer  715 A is started. When the clutch solenoid  302 F is energized rotating the clutch plate assembly  302 J around pivot shaft  3021 , the retracted idler gear  302 K engages the motor drive gear  302 C with the sprocket drive gear  303 E. The sprocket drive gear  303 E drives an attached drive sprocket  303 A, which drives a drive chain  303 B with a clockwise rotation  302 N. The drive chain  303 B in turn drives the cable reel assembly  301  in a clockwise rotation. 
         [0111]    When the cable reel assembly  301  is driven with a clockwise rotation, the power cable  101  winds onto the reel hub  301 D, until the power cable home ring  101 A, reaches and lifts the home sensor lift ring  403  ( FIG. 20 ). The latter in turn raises the lever arm of the mechanical limit switch  406 , signaling at  703 B ( FIG. 33 ) of the central processor unit  500 C to remove the power  708 B,  706 B from the clutch solenoid  302 F and the drive motor  302 A. The connector  102  is now locked at the home position  107  ( FIG. 5 ) and ready for service. 
         [0112]    When a driver parks the electric vehicle  600  under the overhead EVSE  100 , and in this case presses the on push button switch  504 A for service, an authorization signal  704  is sent to the central processing unit  500 C. The central processor unit  500  C ( FIG. 9 ) energizes power  706 B to the drive motor  302 A for counterclockwise rotation  707 C ( FIG. 33 ), and starts the cable extension timer  705 A. 
         [0113]    When the drive motor  302 A is energized  706 C, the clutch solenoid spring  302 H will rotate the clutch plate assembly  302 J around pivot shaft  3021  disengaging the retract idler gear  302 K and engaging the extend idler gear  302 D with the motor drive gear with clutch barring  302 L and the sprocket drive gear  303 E ( FIGS. 13A, 14 ). The sprocket drive gear  303 E drives the attached drive sprocket  303 A, which in turn drives a drive chain  303 B with a counterclockwise rotation  302 M. The drive chain  303 B in turn drives the cable reel assembly  301  in a counterclockwise rotation. When the cable reel assembly  301  is driven with a counterclockwise rotation, the power cable  101  unwinds from the reel hub  301 D, until the cable extended timer  705  times out at  705 B. At that time, the power connector  102  would have reached the required ADA height  108  ( FIG. 5 ) above the floor  112 . 
         [0114]    When the power cable  101  is being lowered or when the power connector  102  reaches the ADA height  108  ( FIG. 5 ), it is necessary that the power cable  101 , with its power connector  102 , are free to be manually extended to the extent of the cable length  109 ,  110 ,  111  ( FIG. 6 ). To achieve this requirement, the motor and clutch assembly  302  employs the use of a clutch bearing  3020 . 
         [0115]    The key feature is the combination of a clutch bearing  3020  attached to the motor drive gear  302 L. The clutch bearing  3020  has the unique feature of locking to the motor shaft  302 P when driven in a counterclockwise direction  302 M and slipping when driven in the clockwise direction. 
         [0116]    When the clutch solenoid  302 F is not energized and drive motor  302 A is energized so that the drive motor shaft  302 P turns in a counterclockwise (CCW) rotation  302 M ( FIG. 14 ), the motor drive gear with the clutch bearing  302 L, will rotate counterclockwise, driving the extend idler gear  302 D with a clockwise rotation. The extend idler gear  302 D, which is engaged with the sprocket drive gear  302 E, will drive the sprocket drive gear  302 E and its attached drive sprocket  303 A counterclockwise at  302 M. The drive sprocket  303 A will drive the drive chain  303 B with a counterclockwise rotation, turning the reel drive socket  301 F and its attached cable reel assembly  301  ( FIG. 13A ) with a counterclockwise rotation  302 M ( FIG. 14 ). When the cable reel  301  rotates in a counterclockwise rotation  302 M ( FIG. 14 ), the power cable  101  will unwind from the cable reel  301  and lower the power connector  102 . 
         [0117]    As the cable  101  is unwound from the cable reel  301 , cable spindles  301 G prevent cable  101  from dragging on the internal frame  105 . This friction would cause the cable  101  to uncoil inside the cable reel  301  instead of lowering power cable  101  and power connector  102 . 
         [0118]    While the power cable  101  is being lowered or when the power connector stops at the ADA height, power cable  101  is free to be extended by manually pulling on the power cable  101  or power connector  102 . This is possible because the drive gear with the clutch bearing  302 L is free to rotate CCW on the motor shaft  302 P. Pulling on the power cable  101  will rotate the cable reel  301  CCW, in turn rotating the drive chain  303 B CCW. The latter rotates the drive sprocket  302 E CCW, which rotates the extend idler gear  302 D CW, which rotates the motor drive gear with the clutch barring  302 L CCW on the motor shaft  302 P. The motor drive gear with clutch barring  302 L is free to rotate CCW on the motor shaft  302 P when the power cable  101  is extended by manually pulling on the power cable  101  or power connector  102 . 
         [0119]    When the power cable  101  and the power connector  102  are lowered at  707 C, a cable connected timer is started at  712 A ( FIG. 33 ). If the cable connected timer expires  725  ( FIG. 34A ) before the power connector  102  is attached to the electric vehicle  600 , and the power connector latch  102 A is not pressed  714 , then the clutch solenoid  302 A is energized  708 C and the drive motor is energized  706 E with a clockwise rotation  707 E. The cable retracted timer is started at  715 C and the power cable  101  is wound up on to the cable reel  301  until the home sensor limit switch  406  detects at  703 D that the power connector is at the home position  107 . If the drive motor current exceeds the stall limit  716  then the voltage is removed from the drive motor and the stall counter is incremented by one count  717 . If the stall counter does not exceed the abort limit  718 , then the drive motor  302 D is powered for two seconds with a counterclockwise rotation at  302 M to free the power connector  102 . After a wait period  720 , another attempt is made to retract the power cable  101  and power connector  102 . When the stall counter exceeds its limit, a malfunction message is sent to the service center host  509  ( FIG. 35H ). 
         [0120]    When the power connector  102  is connected to the inlet  109 ,  110 , or  111  of the electric vehicle  600  and the pilot  500 C and proximity  500 H signals are received by the central processing unit  500 C, the circuit interrupter  500 F will be closed applying power to the electric vehicle  600 . 
         [0121]    When the charging session is completed, and the latch button  102 A is pressed, the proximity switch  102 B opens. The central processing unit  500 C receives a signal that the power connector  102  is about to be removed to thereby disconnect the power to the electric vehicle  600 . When the power connector  102  is removed from the electric vehicle inlet  109 ,  110 , or  111 , the pilot signal will be removed, indicating that the power connector is out of the inlet on the electric vehicle. However, the power cable  101  will not be retracted until the pressure is removed from the latch button  102 A on the power connector  102 . 
         [0122]    Again when the power connector latch  102 A is released at  714 , the clutch solenoid  302 A is energized  708 C, and the drive motor is energized  706 E with a clockwise rotation  707 E. The cable retracted timer is started at  715 C, and the power cable  101  is wound up on to the cable reel  301  until the home sensor limit switch  406  detects at  703 D that the power connector is at the home and locked position  107 . 
       Description of Mechanical Assemblies 
       [0123]    The ceiling mounted enclosure  100  ( FIGS. 1, 4, 27 ) has a top cover  104  that has two U channel structures  106  disposed at each side. The top assembly is bolted to two uni-struts  116  that are fastened to the ceiling. The internal side frames  105 , ( FIGS. 10, 10A, 27 and 28 ) are hung from the U channel structures  106  and are bolted in place. The support deck  105 A is bolted to the side frames  105 . The internal structure is covered with a removable bottom cover  103 .The bottom cover has three access holes—one for the conduit connections  114 , one for the power cable  114 A and one for the display status indicators  501  and communication antennas  501 B and  502 A. 
         [0124]    The wall/pole mounting enclosure  200  ( FIGS. 2, 3 ) has a rear cover  203  that is fastened to the pole  202 . The internal side frames  205 , ( FIGS. 11, 12, 29, 30 ) are hung from the rear cover  203  and are bolted in place. The support deck  205  is bolted to the side frames  205 A. The internal structure is covered with a removable front cover  204 . The bottom of the front cover  204  has three access holes—one for the conduit connections  114 , one for the power cable  114 A and one for the display status indicators  501  and communication antennas  501 B and  502 A. 
         [0125]    The cable reel assembly  300  ( FIGS. 10, 11A, 12, 12A, 12B ) is designed to hold up to twenty five feet of coiled power wire  101  between two disks  301 A,  301 B and wound on hub  301 C. The hub and disk sub assembly is mounted to a ring bearing  301 D which is attached to the support deck  205 . The hub and disk sub assembly with the power cable are free to rotate in either direction. As the power cable  101  is unwound, by rotating the cable reel assembly  300  counterclockwise, the power cable  101  is guided by the cable spindles  301 G extending the cable. When the cable reel assembly  300  is rotated clockwise, the power cable  101  is wound on to the hub  301 C retracting the cable. A reel drive sprocket  301 F is attached to the bottom disk  301 B utilizing multiple drive posts  301 E. Rotating the reel drive sprocket  301 F rotates the entire cable reel assembly  300 . The end of the power cable  101  closes T to the hub  301 C is secured by a rotating cable clamp  301 H. The rotating cable clamp  301 H turns when the power cable  101  is fully extended, which ensures a pre-established break away force is provided. 
         [0126]    The motor and clutch assembly  302  ( FIGS. 13, 13A, 14, 15, 16 ) comprises a bidirectional DC drive motor  302 A, a drive motor worm gear  302 B, a pinned motor drive gear  302 B, a motor drive gear  302 L with a clutch bearing, an extend idler gear  302 D, a retract idler gear  302 K, a sprocket drive gear  302 E, a drive sprocket  303 A, a clutch solenoid  302 F, and a clutch plate or arm  302 J. 
         [0127]    To extend the power cable  101  ( FIGS. 14, 15 ), the cable reel  301  must be rotated counterclockwise  302 M. To achieve this, the clutch solenoid  302 F ( FIG. 14 ) is not energized, and the compression spring  302 H will rotate the clutch plates  302 J around the clutch pivot shaft  3021  until the extend idler gear  302 D engages with the sprocket drive gear  302 E. When the drive motor is energized for counterclockwise rotation designated by arrow  302 M, the motor drive shaft  302 P engages the clutch barring  302 O, and drives the motor drive gear with the clutch bearing  302 L counterclockwise. This in turn drives the extend idler gear  302 D clockwise and the sprocket drive gear  302 E counterclockwise designated by arrow  302 M. The sprocket drive gear  302 E drives the sprocket drive chain  303 B and the cable reel assembly  301  counterclockwise designated by arrow  302 M unwinding and extending the power cable  101 . 
         [0128]    To retract the power cable  101  ( FIGS. 14, 15 ), the cable reel  301  must be rotated clockwise designated by arrow  302 N. To achieve this, the clutch solenoid  302 F ( FIG. 14 ) is energized, and the clutch solenoid plunger  302 G will rotate the clutch plates  302 J around the clutch pivot shaft  302 I until the extend idler gear  302 D disengages from the sprocket drive gear  302 E and engages the retract idler gear  302 K with the sprocket drive gear  302 E. When the drive motor is energized, for clockwise rotation designated by arrow  302 N, the motor drive gear  302 C rotates clockwise. This in turn drives the retract idler gear  302 K counterclockwise and the sprocket drive gear  302 E clockwise designated by arrow  302 N. The sprocket drive gear  302 E drives the sprocket drive chain  303 B and the cable reel assembly  301  clockwise designated by arrow  302 N—winding and retracting the power cable  101 . 
         [0129]    The cable reel drive assembly  303  ( FIGS. 12B, 13, 13A ) comprises a drive chain  303 B, a reel drive socket  301 F, drive chain tension sprockets  303 C, drive chain tension arms  303 D, and tension spring  303 E. The reel drive socket  303 A is capable of driving the reel drive chain  303 B and the reel drive sprocket  301 F either clockwise or counterclockwise. The drive chain tension sprockets  303 C, which are held in compression by the tension spring  303 E, keep the drive chain  303 B fully engaged with the drive sprockets  303 A and  301 F. 
         [0130]    The slip ring assembly  304  ( FIGS. 17, 18 ) comprises a high voltage brush assembly  304 A, two low voltage brushes  304 B,  304 C, and a printed circuit board  304 D. A slip ring assembly  304  is required to provide an electrical circuit to power cable  101 . Three high voltage/high current brush circuits  304 A are needed—two for power and one for the ground circuit. Two low voltage/low current brush circuits  304 B and  304 C are needed—one for the pilot signal and the other for the proximity signal. The low voltage brushes  304 B and  304 C ( FIG. 17 ) make contact with two printed circuits circular tracks  304 L. 
         [0131]    The home position sensor assembly  400  ( FIGS. 19, 20 ) comprises four omni-direction guide rollers  401 , three transition guide rollers  401 A, a home sensor lift ring  403  with a cable cleaner  402 , a home sensor return spring  404 , and a home sensor limit switch  406  with a switch lever  405 . 
         [0132]    As power cable  101  ( FIG. 19 ) is lowered, it is guided by guide rollers  401 A through the home sensor lift ring  403 , which is held down by the home sensor return spring  404 . When the home sensor lift ring  403  is down, the switch lever  405  is down causing a signal to be sent to the central processor unit  500 C ( FIG. 9 ), indicating that the power cable home ring  101 A is not at the home position  107 . 
         [0133]    As power cable  101  ( FIG. 20 ) is raised, it is guided by guide rollers  401 A through the home sensor lift ring  403 , which is held down by the home sensor return spring  404 . When the home sensor lift ring  403  is raised by the power cable lift ring  101 A, the switch lever  405  is lifted, causing a signal to be sent to the central processor unit  500 C ( FIG. 9 ), indicating that the power cable home ring  101 A is at the home position  107  and to stop the rewind process. 
         [0134]    As the power cable  101  is lowered or raised, it passes through a cable cleaner  402  which removes foreign particles such as ice, water or dirt from the cable jacket. It also prevents insects from entering the enclosure. 
       Description of Electronic Modules 
       [0135]    The safety and control module  500  ( FIGS. 9, 24, 26 ) comprises a central processing unit  500 C, a current measuring circuit  500 D, a ground fault detection circuit  500 E, a DC power supply  500 I, and a circuit interrupter  500 F. 
         [0136]    The primary purpose of the safety and control module  500  is to provide the necessary safety circuits for detecting a ground fault (circuit  500 E), or an overload current drain (circuit  500 D) and to disconnect the power source  500 A from the electric vehicle  600  (circuit interrupter  500 F) should either occurrence happen. 
         [0137]    The central processing unit  500 C also communicates with the electric vehicle  600  via the pilot signal  500 G to indicate the maximum amount of power that is available at that time. 
         [0138]    The central processing unit  500 C ( FIG. 9 ) also controls the winding and unwinding of the power cable  101 , which is achieved by controlling the motor  302 A and the clutch solenoid  302 F and monitoring the home sensor limit switch  406 . 
         [0139]    The central processing unit  500 C ( FIG. 9 ) also communicates with the data router  501 B and the status display card  501 A. The data router  501 B provides a communication interface between the central processing unit  500 C and remote controlling units such as payment stations  506  ( FIG. 39 ), or gateway modules  507  ( FIG. 40 ). Communications with the data router may take place over directly connected wires or using a wireless R.F. mesh network. 
         [0140]    The central processing unit  500 C ( FIG. 9 ) may be activated from a contact closure received from a vehicle detector  505  ( FIG. 37 ), an on/off switch  504 A ( FIG. 36 ), an RFID card reader  504 B ( FIG. 36 ), or a remote control receiver  502  ( FIG. 22 ). The remote control R.F. signal  502 D can be transmitted from a remote control transmitter  502 B ( FIG. 38 ) or from the garage door opener  604  ( FIG. 6 ) located inside the electric vehicle  600 . 
         [0141]    The status display and communication module  501  ( FIGS. 9, 21 ) is an accessory module that can be assembled and configured to fulfill the different communication needs of the overhead EVSE  100 ,  200  in the cable management functions. 
         [0142]    The basic unit of module  501  is equipped with a status display card  501 A containing five light emitting diodes that can be easily viewed from below the EVSE  100 ,  200  ( FIGS. 1, 2 ). The LEDS indicate that primary power is on, that the electric vehicle is connected, that charging is in process, that a problem was detected, and that the EVSE is reserved. 
         [0143]    The module  501 , when required, will accept two different data router  501 B communication cards. One card will provide two serial RS232 communication ports. The second card will provide an RF transceiver card that will communicate with up to 96 other RF transceivers on the same mesh network.  FIG. 23  shows the status display and communication module  501  connected to the RF ZigBee antenna. 
         [0144]    One of the RF transceivers could be associated with either a payment station  505  ( FIG. 39 ) or a gateway module  507  ( FIG. 40 ). The remote control receiver  502  ( FIGS. 22, 23 ) is an add on module that is programed to have the same activation code as either the remote control transmitter  302 B ( FIG. 38 ) or the garage door opener  604  in the electric vehicle  600  ( FIG. 6 ). 
         [0145]    The end user power measuring module  503  ( FIG. 25 ) is an add on module that precisely measures the power being delivered to the electric vehicle  600 . To install the unit, one of the AC power wires  101 B ( FIG. 26 ) is passed through the EUMD  503  ( FIG. 26 ), two power leads are attached to the power output  500 B of the safety and control module  500 , and the communication leads are also connected to the module  500 . 
         [0146]    As AC power is delivered to the electric vehicle  600 , the EUMD  503  will precisely measure, store, and output IR optical pulses  503 C, indicating the total KW of power measured being delivered to the electric vehicle  600 . When the charge cycle is completed, the EUMD  505  will transmit to the central processing unit  500 C, the total power delivered to the electric vehicle  600 , which in turn will be reported to either the payment station  506 , or the gateway module  507 , for further processing and billing. 
       Description of the Remote Control Modules 
       [0147]    The control module  504  ( FIG. 36 ) is a wall mounted module that activates the EVSE  100  with a wired on/off switch  504 A. When the switch is  504 A pressed, the EVSE  100 ,  200  is signaled to lower the power cable  101  and its power connector  102  to the ADA height  108 . The charging power will be turned off when the power connector  102  is removed from the electric vehicle  600 , and the power cable  101  and the power connector  102  will be raised to its home and locked position  107  ( FIG. 5 ). The second version  504 B ( FIG. 36A ) will activate the EVSE  100  with an RFID card reader  504 C, which when read correctly will signal the EVSE  100 ,  200  to lower the power cable  101  and its power connector  102  to the ADA height  108  ( FIG. 5 ). The charging power will be turned off when the power connector  102  is removed from the electric vehicle  600 , and the power cable  101  and the power connector  102  will be raised to its home and locked position  107  ( FIG. 5 ). 
         [0148]    The vehicle sensor module  505  ( FIG. 37 ) is an ultrasonic or laser distance measuring device that is mounted over the top of where the electric vehicle  600  will park to charge the vehicle. The sensor module  505  will measure the distance from the ceiling  115  to the floor  112  ( FIG. 5 ) when there is no vehicle under it, and store the distance. When an electric vehicle  600  parks in the spot to charge the vehicle ( FIG. 6 ), the vehicle sensor module  505  will now measure a height to the top of the vehicle  605 , which is less than the stored distance to the floor, indicating that a vehicle is present and initiating an operational step to lower the power cable  101  and its power connector  102  to the ADA height  108 . The charging power will be turned off when the power connector  102  is removed from the electric vehicle  600 , and the power cable  101  and the power connector  102  will be raised to its home and locked position  107  ( FIG. 5 ). 
         [0149]    The remote control transmitter  502 B ( FIG. 38 ) is a battery powered wireless transmitter  502 D. Transmitter  502 D transmits a coded message to the remote control receiver  502 . The remote control transmitter may also be the garage door opener  604 , located in the electric vehicle  600  ( FIG. 6 ). When the remote control receiver receives the correct signal, it signals the EVSE  100 ,  200  to lower the power cable  101  and its power connector  102  to the ADA height  108 . The charging power will be turned off when the power connector  102  is removed from the electric vehicle  600 , and the power cable  101  and the power connector  102  will be raised to its home and locked position  107  ( FIG. 5 ). 
         [0150]    The payment station  506  ( FIG. 39 ) is a support module for one or more EVSEs  100 ,  200 . The payment station  506  communicates with the EVSEs utilizing a wired network  501 C ( FIG. 35G ) or a wireless ZigBee mesh network  501 E ( FIG. 35H ). 
         [0151]    The payment station  506  ( FIG. 39 ) is equipped with a display  506 C, a key board  506 D and a central processor unit  506 B. 
         [0152]    The payment station  506  ( FIGS. 35G, 39 ) may be configured with one or more payment methods—a magnetic credit/debit card reader  506 E, a chip card reader  506 F, and a RFID card reader  506 G. 
         [0153]    The payment station  506  ( FIGS. 35G, 39 ) communicates with the host transaction processor  509  over the wide area network  511  utilizing different means, such as Wi-Fi  506 H, Ethernet  506 I, or cell phone modem  506 J. 
         [0154]    The payment may also be made utilizing the user&#39;s personal cell phone  508  ( FIG. 35G ) which communicates directly with the host transaction processor  509 . 
         [0155]    The gateway module  507  ( FIG. 40 ) is a support module for one or more EVSEs  100 ,  200 . The gateway module  507  communicates with the EVSEs utilizing a wired network  501 C ( FIG. 35E ) or a wireless ZigBee mesh network  501 E ( FIG. 35F ). 
         [0156]    The payment station  506  ( FIGS. 35G, 39 ) communicates with the host transaction processor  509  over the wide area network  511  utilizing different means, such as Wi-Fi  506 H, Ethernet  506   i,  or cell phone modem  506 J. 
         [0157]    The payment may also be made utilizing the user&#39;s personal cell phone  508  ( FIG. 35E ) which communicates directly with the host transaction processor  509 . 
       Detailed Functional Description 
       [0158]    To raise the connector  102  ( FIG. 5 ) to the home position  107 , the cable  101  must be wound, with a clockwise rotation (CW), onto the cable reel assembly  300  ( FIG. 16 ). To achieve this, the drive motor  302 A is energized producing a CW rotation, driving the pinned motor gear  302 C. When the clutch solenoid  302 F is energized, the retracted idler gear  302 K engages between the motor drive gear  302 C and the sprocket drive gear  302 E. The drive sprocket  303 A, which is attached to sprocket drive gear  302 E, is driven in a CW rotation ( FIG. 15 ), which in turn drives the drive chain  303 B in the CW rotation  302 M, again driving the reel drive sprocket  301 F in the CW rotation. Drive post  301 E attaches the cable reel assembly  301  to the drive sprocket  301 F. The cable reel assembly  301  is held in place by ring bearing  301 D attached to the internal frame  105 . As the drive sprocket  301 F rotates CW ( FIG. 15 ), cable  101  is wound on to the cable reel  301 . 
         [0159]    The cable management system comprises a motor and clutch mechanism  302  that remains locked when in the home position  107  and no power is supplied. The EVSE assembly preferably comprises a mounting frame  105  for the motor and clutch mechanism  302 , a cable guide and home sensor  400 , a display and communication module  501 , an end user measuring module (EUMD)  503  and the remote control RF receiver  502 . The ceiling mounted EVSE  100  ( FIG. 1 ) enclosure has a bottom cover  103  with conduit access holes  114  for the electric cable and its connector, the display module status lights  501 , communication antenna  501  B and remote control RF antenna  502 A. The drive assembly  302  ( FIG. 13 ) comprises a motor  302 A with a worm drive gear  302 B, a motor drive gear  302 C, idler drive gears  302 D, extend idler drive gear  302 D and retract idler drive gear  302 K which are attached to a clutch plate  302 J that is rotated by a clutch solenoid  302 F when energized. The large reel drive sprocket  301 F is attached to the cable reel  301  and driven by a drive chain  303 B. 
         [0160]    The cable management system also comprises a clutch mechanism controlled by a clutch solenoid  302 F. The clutch mechanism preferably is comprised of an extend idler gear  302 D, a retract idler gear  302 K, a motor drive gear  302 C, a motor drive gear  302 L with a clutch bearing, a drive sprocket gear  302 E, a clutch lever  302 I, a clutch solenoid  302 F with a spring  302 F attached to the plunger  302 G of the clutch solenoid. Upon de-energizing the clutch solenoid  302 F, the extend idler gear  302 D engages the drive sprocket gear  302 E, with the motor drive gear  302 L with clutch bearing and when the drive motor  302 A is energized with a counterclockwise rotation, the electric cable  101  and the connector  102  are lowered to the ADA height (4′) above the garage floor. At any time, when the cable and connector are being lowered, or reaches the ADA height, the motor drive gear  302 L, with the clutch bearing, allows the cable and connector to be manually extended to its fullest length. 
         [0161]    Upon sensing the connection of the electrical connector  102  to an electric vehicle, the clutch solenoid  302 F is energized. Upon energizing the clutch solenoid, the lever  302 J pivots and the extend idler gear  302 D separates from the small sprocket drive gear  302 E. At the same time, the retract idler gear  302 K engages with the small sprocket drive gear  302 E. The drive motor worm drive gear  302 B prevents the cable reel  301  from rotating. The reel is thereby locked to prevent further extension of the electrical cable. Upon disconnecting the vehicle connector from the electric vehicle, drive motor  302 A is energized to rotate in a clockwise rotation (arrows  302 N), which in turn drives the cable reel  301  in a clockwise rotation, winding up the electrical cable until the connector  102  reaches the home position. When the connector reaches the home position, the power to the drive motor  302 A is removed, again locking the cable and connector in position. 
         [0162]    The EVSE installation preferably comprises a sensor  400  that senses the home position of the cable and the connector. The sensor  400  may be either a magnetic sensor or a mechanical switch. 
         [0163]    The overhead electric vehicle service equipment EVSEs  100 ,  200  incorporate the use of a five channel slip ring assembly  304 . Three high voltage, high current brushes are housed in the high voltage brush assembly  304 A. Two low voltage, low current brushes holders  304 K are provided—one to hold the pilot signal brush  304 B and one to hold the proximity signal  304 C ( FIGS. 17, 18 ). The low voltage brushes  304 B,  304 C, ride on two conductive circular paths on a printed circuit board  304 D. 
         [0164]    While preferred embodiments have been set forth for purposes of illustration, the foregoing descriptions should not be deemed a limitation of the invention herein. Accordingly, various modifications, adaptations and alternatives may occur to one skilled in the art without departing from the spirit and the scope of the present invention.