Shuttle System for Overhead EVSE
A shuttle system employs an overhead track for selectively positioning an overhead EVSE for servicing one of multiple bays of a service facility. The EVSE is mounted to rails of the track system by tandem roller assemblies. The power cord which connects the EVSE to the power supply is coilable by roller assemblies which also slide on a rail and allow the EVSE to be connected to power regardless of the position along the rail.
This application is a continuation-in-part of U.S. patent application Ser. No. 15/192,253 filed on Jun. 24, 2016, which 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.
BACKGROUNDThis 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).
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.
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.
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.
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.
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.
SUMMARYBriefly 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.
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.
The clutch locks the cable and connector in the stored (home) position and unlocks when the motor is energized with a release rotation.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
A shuttle system for an overhead EVSE employs a track. The track comprises a pair of parallel rails, each with at least one longitudinally extending retention flange. An EVSE has a housing enclosing a retractable cord with a power connector attached to the cord and encloses a motorized mechanism for winding and unwinding the cord. The EVSE has an upper portion which mounts two pairs of roller assemblies which roll longitudinally along the flanges. A power cable connects the EVSE with a power conduit. A plurality of roller sets are attached to the power cable at spaced positions. The roller sets are mounted to a rail and slidable thereon to form a looped configuration of the power cable. The EVSE and the power cable may be slidably displaced along the track to a selected position at which the cord may be extended and the connector connected to an electric vehicle.
In one preferred embodiment, each roller assembly has a pair of rollers and each roller set has a tandem pair of rollers. A second EVSE with a housing enclosing a retractable cord with a power connector attached to the cord and enclosing a motorized mechanism for winding and unwinding the cord also has an upper portion which mounts two pairs of roller assemblies. The roller assemblies roll longitudinally along the flanges and a second power cable connects the EVSE with a power conduit so that each EVSE and power cable may be slidably displaced along the track to a selected position, at which the cord may be extend and the connector connected to an electric vehicle.
The track may be suspended from a ceiling by a plurality of rods. The track extends over a plurality of vehicle bays. In one embodiment, there are at least four bays and the track extends at least 40 feet. Each EVSE may be activated by a wireless activator.
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 DescriptionElectric 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.
EVSE 100 is mounted to a ceiling (
When EVSE 100 (
As the cable 101 (
When EVSE 200 (
As the cable 101 (
EVSE 100 has a housing or enclosure (
EVSE 200 has a housing or enclosure (
Both the overhead mounted EVSE 100 (
Both the overhead mounted EVSE 100 and the wall/pole mounted EVSE 200 employ the same internal mechanical assemblies, which include the following:
the cable reel assembly 300 (
the motor clutch assembly 302 (
the cable reel drive assembly 303 (
the slip ring assembly 304 (
the home position sensor assembly 400 (
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:
the GFCI safety and control module 500 (
the display and communication module 501 (
the remote control receiver 502 (
the end user power measuring module 503 (
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:
the control module 504 (
the vehicle sensor 505 (
the remote control transmitter 502B (
the payment station 506 (
the gateway module 507 (
The cable reel assembly 300 (
The motor and clutch assembly 302 (
The cable reel drive assembly 303 includes a drive sprocket 303A, a drive chain 303B, and drive chain tension sprockets 303C.
The slip ring assembly 304 (
The home position sensor assembly 400 (
The safety and control module 500 (
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 (
With additional reference to
When the connector 102 is in the home locked position 107 (
When the connector 102 is not in the home locked position, 107 (
When the cable reel assembly 301 is driven with a clockwise rotation, the power cable 101 winds onto the reel hub 301D, until the power cable home ring 101A, reaches and lifts the home sensor lift ring 403 (
When a driver parks the electric vehicle 600 under the overhead EVSE 100, and in this case presses the on push button switch 504A for service, an authorization signal 704 is sent to the central processing unit 500C. The central processor unit 500C (
When the drive motor 302A is energized 706C, the clutch solenoid spring 302H will rotate the clutch plate assembly 302J around pivot shaft 302I disengaging the retract idler gear 302K and engaging the extend idler gear 302D with the motor drive gear with clutch barring 302L and the sprocket drive gear 303E (
When the power cable 101 is being lowered or when the power connector 102 reaches the ADA height 108 (
The key feature is the combination of a clutch bearing 302O attached to the motor drive gear 302L. The clutch bearing 302O has the unique feature of locking to the motor shaft 302P when driven in a counterclockwise direction 302M and slipping when driven in the clockwise direction.
When the clutch solenoid 302F is not energized and drive motor 302A is energized so that the drive motor shaft 302P turns in a counterclockwise (CCW) rotation 302M (
As the cable 101 is unwound from the cable reel 301, cable spindles 301G 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.
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 302L is free to rotate CCW on the motor shaft 302P. Pulling on the power cable 101 will rotate the cable reel 301 CCW, in turn rotating the drive chain 303B CCW. The latter rotates the drive sprocket 302E CCW, which rotates the extend idler gear 302D CW, which rotates the motor drive gear with the clutch barring 302L CCW on the motor shaft 302P. The motor drive gear with clutch barring 302L is free to rotate CCW on the motor shaft 302P when the power cable 101 is extended by manually pulling on the power cable 101 or power connector 102.
When the power cable 101 and the power connector 102 are lowered at 707C, a cable connected timer is started at 712A (
When the power connector 102 is connected to the inlet 109, 110, or 111 of the electric vehicle 600 and the pilot 500C and proximity 500H signals are received by the central processing unit 500C, the circuit interrupter 500F will be closed applying power to the electric vehicle 600.
When the charging session is completed, and the latch button 102A is pressed, the proximity switch 102B opens. The central processing unit 500C 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 102A on the power connector 102.
Again when the power connector latch 102A is released at 714, the clutch solenoid 302A is energized 708C, and the drive motor is energized 706E with a clockwise rotation 707E. The cable retracted timer is started at 715C, and the power cable 101 is wound up on to the cable reel 301 until the home sensor limit switch 406 detects at 703D that the power connector is at the home and locked position 107.
Description of Mechanical AssembliesThe ceiling mounted enclosure 100 (
The wall/pole mounting enclosure 200 (
The cable reel assembly 300 (
The motor and clutch assembly 302 (
To extend the power cable 101 (
To retract the power cable 101 (
The cable reel drive assembly 303 (
The slip ring assembly 304 (
The home position sensor assembly 400 (
As power cable 101 (
As power cable 101 (
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 ModulesThe safety and control module 500 (
The primary purpose of the safety and control module 500 is to provide the necessary safety circuits for detecting a ground fault (circuit 500E), or an overload current drain (circuit 500D) and to disconnect the power source 500A from the electric vehicle 600 (circuit interrupter 500F) should either occurrence happen.
The central processing unit 500C also communicates with the electric vehicle 600 via the pilot signal 500G to indicate the maximum amount of power that is available at that time.
The central processing unit 500C (
The central processing unit 500C (
The central processing unit 500C (
The status display and communication module 501 (
The basic unit of module 501 is equipped with a status display card 501A containing five light emitting diodes that can be easily viewed from below the EVSE 100, 200 (
The module 501, when required, will accept two different data router 501B 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.
One of the RF transceivers could be associated with either a payment station 505 (
The end user power measuring module 503 (
As AC power is delivered to the electric vehicle 600, the EUMD 503 will precisely measure, store, and output IR optical pulses 503C, 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 500C, 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 ModulesThe control module 504 (
The vehicle sensor module 505 (
The remote control transmitter 502B (
The payment station 506 (
The payment station 506 (
The payment station 506 (
The payment station 506 (
The payment may also be made utilizing the user's personal cell phone 508 (
The gateway module 507 (
The payment station 506 (
The payment may also be made utilizing the user's personal cell phone 508 (
To raise the connector 102 (
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 (
The cable management system also comprises a clutch mechanism controlled by a clutch solenoid 302F. The clutch mechanism preferably is comprised of an extend idler gear 302D, a retract idler gear 302K, a motor drive gear 302C, a motor drive gear 302L with a clutch bearing, a drive sprocket gear 302E, a clutch lever 302I, a clutch solenoid 302F with a spring 302F attached to the plunger 302G of the clutch solenoid. Upon de-energizing the clutch solenoid 302F, the extend idler gear 302D engages the drive sprocket gear 302E, with the motor drive gear 302L with clutch bearing and when the drive motor 302A 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 302L, with the clutch bearing, allows the cable and connector to be manually extended to its fullest length.
Upon sensing the connection of the electrical connector 102 to an electric vehicle, the clutch solenoid 302F is energized. Upon energizing the clutch solenoid, the lever 302J pivots and the extend idler gear 302D separates from the small sprocket drive gear 302E. At the same time, the retract idler gear 302K engages with the small sprocket drive gear 302E. The drive motor worm drive gear 302B 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 302A is energized to rotate in a clockwise rotation (arrows 302N), 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 302A is removed, again locking the cable and connector in position.
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.
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 304A. Two low voltage, low current brushes holders 304K are provided—one to hold the pilot signal brush 304B and one to hold the proximity signal 304C (
With reference to
In a preferred form, the shuttle system 1000 employs a track system 1010 which is preferably suspended from the ceiling and extends over the multiple bays of the facility. Alternately, the track system 1010 may be elevated or supported above the service bays. The track system employs multiple sections of slotted rails 1020 which are mounted in end-to-end fashion and in parallel. With reference to
With reference to
With reference to
It will be appreciated that the cables 1060 connect at a central location with an electrical conduit 1064 which extends from a breaker panel 1066. A wireless controller 1080 may also be mounted for operating and controlling the EVSE cable and its connection with an electric vehicle (
As illustrated in
As best illustrated in
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.
Claims
1. A shuttle system for an overhead EVSE comprising:
- a track comprising a pair of parallel rails each with at least one longitudinally extending retention flange;
- an EVSE having a housing enclosing a retractable cord with a power connector attached to said cord and enclosing a motorized mechanism for winding and unwinding said cord, said EVSE having an upper portion mounting two pairs of roller assemblies which roll longitudinally along said flanges;
- a power cable connecting said EVSE with a power conduit;
- a plurality of roller sets attached to said power cable at spaced positions, said roller sets mounted to a rail and slidable thereon to form a loop configuration of said power cable;
- so that said EVSE and said power cable may be slidably displaced along said track to a selected position at which said cord may be extended and said connector connected to an EV.
2. The shuttle system of claim 1 wherein each roller assembly has a pair of rollers.
3. The shuttle system of claim 1 wherein each roller set has a tandem pair of rollers.
4. The shuttle system of claim 1 further comprising a second EVSE having a housing enclosing a retractable cord with a power connector attached to said cord and enclosing a motorized mechanism for winding and unwinding said cord, said EVSE having an upper portion mounting two pairs of roller assemblies which roll longitudinally along said flanges and a second power cable connecting said EVSE with a power conduit so that each said EVSE and power cable may be slidably displaced along said track to a selected position, at which said cord may be extended and said connector connected to an EV.
5. The shuttle system of claim 1 wherein said track is suspended from a ceiling by a plurality of rods.
6. The shuttle system of claim 1 wherein said track extends over a plurality of vehicle bays.
7. The shuttle system of claim 6 wherein there are at least four bays.
8. The shuttle system of claim 1 wherein said track extends at least 40 feet.
9. The shuttle system of claim 1 wherein said EVSE is activated by a wireless activator.
10. A shuttle system for an overhead EVSE for a service facility having a plurality of service bays and a ceiling disposed above said bays comprising:
- a track suspended from said ceiling and comprising a pair of parallel rails;
- at least one EVSE having a housing enclosing a retractable cord with a power connector attached to said cord and enclosing a motorized mechanism for retracting and extending said cord, said EVSE having an upper portion mounting a plurality of roller assemblies which roll along said rails;
- a power cable connecting each said EVSE with a power source;
- a plurality of slidable assemblies attached to said power cable at spaced positions along said cable,
- each said slidable assembly mounted to a rail and slidably displaceable thereon and, in one position, forming a looped configuration of said power cable;
- so that each said EVSE and said power cable may be slidably displaceable along said track to a selected position at which said cord may be extended and said connector connected to an EV positioned at a bay.
11. The shuttle system of claim 10 wherein there are two EVSEs and two power cables and said EVSEs are connected to share power.
12. The shuttle system of claim 10 further comprising an EVSE actuator which, upon actuation, lowers said cord and each said EVSE may be displaced by grasping a connector mounted to said cord and pulled along said track.
13. The shuttle system of claim 10 wherein said track is supported by a plurality of rods which engage longitudinally spaced locations of said rails.
14. The shuttle system of claim 10 wherein there are four bays and said track extends at least 40 feet above said bays.
15. A shuttle system for an overhead EVSE comprising:
- an elevated track system;
- an EVSE shuttle having a housing enclosing a retractable cord with an EV connector attached to said cord and enclosing a motorized mechanism for retracting and extending said cord, said EVSE shuttle having an upper engagement assembly engageable with said track system and displaceable therealong;
- a power cable connecting said EVSE shuttle with a power conduit;
- a plurality of support sets attached to said power cable at spaced positions, said sets mounted to said track system and slidable thereon to form a loop configuration of said power cable;
- so that said EVSE shuttle and said power cable may be slidably displaced along said track system to a selected position at which said cord may be extended and said connector connected to an EV.
16. The shuttle system of claim 15 wherein said upper engagement assembly comprises four tandem rollers which engage on longitudinal flanges of said track system.
17. The shuttle system of claim 1 wherein each said support set has a tandem pair of rollers.
18. The shuttle system of claim 15 further comprising a second EVSE shuttle having a housing enclosing a retractable cord with EV connector attached to said cord and enclosing a motorized mechanism for retracting and extending said cord, said EVSE shuttle having an upper engagement assembly engageable with said track system and displaceable therealong and a second power cable connecting said EVSE shuttle with a power conduit so that each said EVSE shuttle and power cable may be slidably displaced along said track system to a selected position, at which each said cord may be extended and each said connector connected to an EV.
19. The shuttle system of claim 15 wherein said track system extends over a plurality of vehicle bays.
20. The shuttle system of claim 15 wherein said track system extends at least 40 feet.
Type: Application
Filed: Jun 5, 2017
Publication Date: Sep 21, 2017
Inventors: James S. Bianco (Suffield, CT), John Fahy (Longmeadow, MA)
Application Number: 15/613,829