System for charging electric vehicles and ev charging station

Abstract

A system for charging electric vehicles includes a main power supply providing direct current (DC) power, and a power bus coupling the DC power to a plurality of charging stations. At least one of the charging stations is a wireless electric vehicle charging (WEVC) station having a wireless power transfer (WPT) resonator. At least one of the charging stations is either another WEVC or a plug-in charging station. An electric vehicle (EV) charging station includes a DC power input, a wired power output for coupling to a wired charging inlet of an electric vehicle, and a wireless power transfer (WPT) resonator for coupling power wirelessly to a WPT receiver of an electric vehicle.( FIG.7)

Description

SYSTEM FOR CHARGING ELECTRIC VEHICLES AND EV CHARGING STATION Full Description CROSS-REFERENCE TO RELATED APPLICATIONSThis application is a continuation of and claims priority to International Patent Application No. PCT / US2025 / 015733, filed February 13, 2025, which in turn claims the benefit of U.S. Patent Application No. 63 / 556,677 filed February 22, 2024, the disclosures of which are incorporated by reference herein in their entireties.  Field of the InventionThis application relates to wireless power transfer, and, in particular, to a distributed power architecture for electric vehicle charging stations.  Background of the InventionRemote systems, such as vehicles, that include motive power derived from electricity received from an energy storage device such as a battery are becoming common. For example, hybrid electric vehicles include on-board chargers (OBCs) that use power from vehicle braking and traditional motors to charge a traction battery for driving an electric motor. Some hybrid electric vehicles, referred to as plug-in hybrid EVs (PHEV) can also charge the traction battery from external sources. Battery electric vehicles (BEV) that rely solely on electric power generally receive the electricity for charging the traction batteries from external sources. More generally, electric vehicles (EVs) are often charged through some type of wired alternating current (AC) such as household or commercial AC supply sources or special-purpose direct current (DC) sources. The wired charging connections require cables or other similar connectors that are physically connected to a power supply. Cables and similar connectors may sometimes be inconvenient or cumbersome and have other drawbacks. Wireless power transfer systems that are capable of transferring power in free space (e.g., via a wireless field) to be used to charge EV traction batteries may overcome some of the deficiencies of wired charging solutions. In some designs, an electric vehicle charging stations can be configured to provide power through both wired power connections and wireless power transfer. As such, wireless power transfer systems and methods that efficiently and effectively facilitate distribution and provision of power both by wired connections and by wireless power transfer are needed.  Summary of the InventionIn general, in some aspects, a system for charging electric vehicles includes a main power supply providing direct current (DC) power, and a power bus coupling the DC power to a plurality of charging stations. At least one of the charging stations is a wireless electric vehicle charging (WEVC) station having a wireless power transfer (WPT) resonator. At least one of the charging stations is either another WEVC or a plug-in charging station.Implementations may include some or all of the following features, in any combination or order. The second charging station may include an inverter for converting DC power from the power bus to AC power, and an AC output for coupling to a wired charging inlet of an electric vehicle. The second charging station may include a DC output for coupling to a wired charging inlet of an electric vehicle, and an isolation circuit for coupling DC power from the power bus to the DC output. The second charging station may include a second WEVC, with the first charging station including a multi-level inverter (MLI), and the second charging station including an H-bridge inverter. A photovoltaic power source may be connected to the DC bus, with a DC-DC converter for converting power from the photovoltaic power source to a DC voltage used by the power bus. An energy storage device may be coupled to the power bus, with the system configured to bidirectionally transfer power between the energy storage device and an electric vehicle coupled to one of the charging stations. A cooling bus coupled to a heat dissipation device and at least one of the plurality of charging stations may transport a cooling medium between the heat dissipation device and the charging station.In general, in some aspects, an electric vehicle (EV) charging station includes a DC power input, a wired power output for coupling to a wired charging inlet of an electric vehicle, and a wireless power transfer (WPT) resonator for coupling power wirelessly to a WPT receiver of an electric vehicle.Implementations may include some or all of the following features, in any combination or order. A multi-level inverter (MLI) may be coupled to the DC power input and the WPT resonator. The wired power output may include a wired AC power output, and the EV charging station may be configured to selectively couple power from the MLI to one or the other of the AC power output and the WPT resonator. The wired power output may include a wired DC power output, and the EV charging station may be configured to couple power from the MLI to the WPT resonator and to couple DC power from the DC power input to the wired DC power output. The charging station may include an isolating power converter with a DC power input, a DC power output, and a Low Frequency (LF) power output, as well as an isolation transformer having a primary coil, a first secondary coil, and a second secondary coil, with a first power converter coupled between the DC power input and the primary coil, a second power converter coupled between the first secondary coil and the DC power output, and a switching circuit for connecting the second secondary coil to the WPT resonator. The second power converter may be controlled to prevent power from flowing between the first secondary coil and the DC power output when power is flowing between the second secondary coil and the WPT resonator.Various embodiments can include one or more the foregoing features, in any combination.  Brief Description of the Drawings Figures 1-4 illustrate electric vehicle charging environments.Figures 5-6 illustrate electric vehicle charging stations.Figure 7 illustrates connection of a wireless charger to a DC-DC converter. Detailed Description Wireless power transfer (WPT) for charging electric vehicles is described in detail in patents such as U.S. Patents 8,933,594, titled “Wireless energy transfer for vehicles,” and 9,561,730, titled “Wireless power transmission in electric vehicles,” which are incorporated here by reference in their entirety. Wireless electric vehicle charging (WEVC) systems according to the SAE J2954 standard, as of the date of filing of this application, provide up to 22 kW of power at each charging station. Lower power levels, such as 11 kW and 7 kW, are commonly used, due to their compatibility with household and industrial electrical systems. At the same time, higher power levels are also used, especially for charging heavier-duty vehicles, like busses or trucks, or for charging light duty vehicles at a higher rate, and proposals have been made to extend existing WEVC standards to such power levels. Lower-power vehicles, such as scooters, golf carts, neighborhood electric vehicles (NEVs), or industrial vehicles like forklifts and automated ground vehicles (AGVs) may also be charged using WPT, but standards for doing so do not currently exist, though several are in development.Similarly, plug-in charging systems are generally divided into three categories based on power level - Level 1 alternating current (AC) charging at up to 3.3 kW, Level 2 AC charging up to 22 kW, but more commonly 7 kW or 11 kW, and direct current (DC) fast charging, sometimes called Level 3, at power levels of 50 kW to 350 kW and higher. DC charging at Level 2 power levels is possible, but not common. Vehicles supporting Level 1 and Level 2 AC charging use a power converter on-board the vehicle to convert AC power to DC power for charging the vehicle’s traction battery. The electric vehicle service equipment (EVSE), the device which provides that power from the Grid or other electricity source, may simply be a set of isolation switches and the logic circuits to control them. DC charging uses power converters external to the vehicle for converting AC power from the Grid or other power supply to DC power, which is then either provided directly to the vehicle battery or boosted to a higher voltage level by a power converter on board the vehicle, if required. Intermediate conversions to AC or other frequencies may be used, such as DC-DC conversion with an intermediate AC isolation transformer. All of the above types of charging may be bidirectional, with power from the vehicle traction battery provided to the charging system or other external load in a vehicle-to-grid (V2G), vehicle-to-home (V2H), or similar arrangement (generally V2x). In such a case, each of the power conversion stages may be bidirectional, or dedicated power conversion may be used for each direction of current flow, at any or all of the stages involved. References herein to “AC power,” “DC power,” or “AC” and “DC” alone should be understood as referring to power that is transferred as electricity having the corresponding current waveform. Wireless vehicle charging uses power converters on both sides of the WPT connection, to convert 50 Hz or 60 Hz AC power from the Grid to, for example, 87 kHz power (referred to as low-frequency, LF, power) for conversion from electric current to a magnetic field on the transmitter side, and then from the LF magnetic field to LF electric current and then to DC power within the vehicle for charging the battery. Wireless power transfer through an electromagnetic field inherently isolates the vehicle electrical system from the Grid, while wired charging solutions require an isolation stage in the vehicle, in the external charger, or both. Sometimes the isolation is implemented within a power conversion stage, such as an isolation transformer as part of a DC-DC converter. In some examples, as described in U.S. Patents 9,561,730 and 9,381,821 and co-pending application U.S. Provisional 63 / 556,601 filed on February 22, 2024, all incorporated here by reference, various power converters or components of the power converters are shared between wired and wireless charging systems.Figure 1 shows an example of a parking facility 100 with wireless power transfer services. Two vehicles, 102a, 102b are each parked over a WPT pad 104a, 104b. Although shown as cars in Figure 1, any type of vehicle, such as a golf cart, neighborhood electric vehicle, delivery van, bus, AGV, etc., can be charged in the same way. WPT pads 106a, 106b in the vehicles are connected to respective power converters 108a, 108b. The power converters 108a, 108b convert power received by the pads 106a, 106b to a form suitable for charging the vehicle’s traction battery, not shown. In some examples, the power converters 108a, 108b may be integrated with power converters used for plug-in charging of the vehicle, commonly called on-board chargers (OBC), or other on-board vehicle components. The ground-side WPT pads 104a, 104b are shown with external power converters 110a, 110b, each connected to a power supply bus 112. The power supply bus 112 is in turn connected to a central power distribution unit 114. In some examples, the power distribution unit provides DC power to the bus 112, and the external power converters 110a, 110b include inverters, such as the multi-level inverter (MLI) described in U.S. Patent Applications 18 / 486,830 and 18 / 486,835, both filed October 13, 2023, and incorporated here by reference. The inverters provide low-frequency (LF) power signals, such as the 87kHz signals used for wireless charging according to the SAE J2954 standard, to the pads 104a, 104b, to turn into magnetic fields for wireless power transfer. Alternatively, the power converters 110a, 110b may be implemented as DC-DC converters in combination with H-bridge inverters. In some examples, an MLI may be used at one charging station, and a DC-DC converter and inverter used at another. In some examples, the pads 104a, 104b are referred to as Ground Assembly Resonators (GAR), and the combination of the GAR with the power converter 110 or any other ground-side electronics is referred to as a Ground Assembly (GA), whether integrated or housed separately. Similarly, the WPT pads 106a, 106b may be referred to as Vehicle Assembly Resonators (VAR) and the combination of a VAR and a power converter 108 or any other vehicle-side electronics as a Vehicle Assembly (VA), again, whether integrated or housed separately. Each of the connections shown may be bi-directional, allowing the vehicles to discharge power from their batteries to the power distribution unit or other load in a V2x arrangement.Figure 2 shows an example of another parking facility 200 with both wireless and wired charging services. In addition to the WPT stations from figure 1, two wired charging stations 210a, 210b are connected to the DC bus 112. As shown, the charging stations are each plugged into a corresponding vehicle, 202a, 202b via a charging cable 212a, 212b. Within the vehicles, on-board chargers 208a, 208b provide the power from the charging stations to each vehicle’s traction battery (not shown). In some examples, the charging stations 210a, 210b include inverters, such as the same multi-level inverter used in the WPT systems, to provide AC power to the vehicle. In other examples, the charging stations include DC-DC power converters, for shifting the DC voltage level of the bus 112 to the voltage required by each vehicle. In other examples, the charging stations provide DC power directly from the bus to the vehicle, with the charging stations themselves serving only as user-interface terminals and isolation switches, and the OBC in the vehicle performing any power conversion necessary to match the bus voltage to the voltage needed for charging the battery.While the WPT stations and the wired charging stations are shown separately, both types of charging may be provided at any of the parking locations, and both AC and DC wired charging may be provided at the same station. A fleet operator may need only a single type of charging station, while other charging station operators, such as public parking facilities, may desire to provide many different types of charging.In both wired and wireless charging, it may be necessary to provide external cooling facilities. For wireless power transfer, the GARs 104a, 104b and the power converters 110a, 110b may each produce waste heat. For wired connections, any power conversion within the charging stations 210a, 210b may produce waste heat, and it may also be necessary to provide cooling within the charging cables 212a, 212b. While the vehicles themselves generally have on-board cooling facilities, they could also make use of coolant provided through the charging cables to cool the OBC while charging. Figure 3 shows an example of the parking facility 200 from Figure 2 in which distributed cooling is provided. A cooling bus 312 is provided in parallel to the DC bus 112, with coolant from each charging station routed back to a cooling system 314 co-located with the power distribution unit 114, or elsewhere along the bus. The cooling bus 312 may contain multiple lines of coolant, in various routing topologies, not shown, based on the needs of the system and the type of cooling provided.In some examples, as shown by system 400 in Figure 4, the DC bus 112 also allows additional power sources, such as solar arrays 414a, 414b, 414c, to provide additional power for vehicle charging. In some examples, the solar arrays may be mounted over a parking area, to provide shade to the vehicles, or nearby, to provide shade to users of the vehicle while waiting for their vehicle to charge. A power converter 410 boosts the voltage level of DC power from the solar array to match that of the DC bus 112. Bi-directional devices, such as a storage battery 402, can also be connected to the bus. The storage battery 402 may include a built-in power converter (not shown) to match the voltage from the bus to the voltage of the battery. A storage battery stores excess power from the solar array during times that more solar power is produced than is required for charging vehicles and discharges this power to the vehicles or to the power distribution unit 114 as needed. Placing such a battery on the DC bus avoids the need to provide it with an inverter to provide AC power. In some examples, vehicles capable of V2x operation may provide power to the battery 402 for later distribution to other vehicles. While not shown, the battery 402 and the solar power converter 410 may also be connected to the cooling bus 312. The battery could also be charged from the Grid, such as to even out power demand during the day and to decrease surge demand if many vehicles begin charging at the same time.In some examples, a wired charging station may be combined with a wireless charging station. Figure 5 shows an example of such a combined station 500. In this example, a multi-level inverter (MLI) 502 receives power from the DC bus 112. The MLI 502 provides an LF power signal to the WPT pad 504, which transmits the power wirelessly to the vehicle (not shown). Multiple modes of plug-in charging may be provided. For a first wired DC charging mode, an isolating DC-DC converter 510 couples the DC bus 112 to the DC charging cable 512. The isolating DC-DC converter 510 provides isolation, so that the DC charging cable 512 is only energized when connected to an appropriate vehicle receptacle, and adjusts the DC voltage level, if needed, to match that of the vehicle battery. In some examples (not shown), two DC charging cables supporting two different charging plug types or communication standards are provided. The DC- DC converter may be connected to both cables through a set of contactors so that only one cable is energized at a time, or separate DC- DC converters (not shown) may be used for each cable.In an alternative second wired DC charging mode, the MLI 502 provides LF power as the first stage of the DC-DC conversion, and a simpler isolating converter 520 operates at a fixed LF-DC conversion ratio. The MLI can be controlled to adjust its output power so that the fixed LF-DC conversion stage provides the correct DC voltage level to the vehicle battery. For wired AC charging, the MLI can output AC power to an isolating contactor 530 and then to an AC charging cable 532. In some examples, the AC output of the MLI can be set directly to the frequency and voltage level needed by the vehicle’s OBC, so that the isolating contactor 530 may be a simple set of relays as in any wired Level 2 EVSE. In some examples, additional filtering (not shown) may be required to adapt the MLI output to the type of power expected by a vehicle on-board charger. Providing AC charging may be beneficial for vehicles which do not support DC charging, or do not have an inlet connector compatible with those provided by the charging station. In some examples, the AC charging cable 532 is not provided, and the contactor 530 is connected to a socket 534, to which the vehicle operator can connect their own charging cable, as is common in some regions. AC power may also be provided through a standard outlet (not shown), into which a user may plug their own charger, as for an e-bike, scooter, or lawn and garden equipment, for example. All of the components of the charging station 500, except the WPT pad 504, may be housed in a single cabinet 506, as shown, which may also include a user interface 508. Alternatively, some components, such as the MLI 502, may be located closer to the DC bus 112 or to the WPT pad 504, while others are located in a pedestal providing the wired connections and the user interface.In another example, as shown in Figure 6, a charging station 700 receives AC power directly from the Grid 712, and provides both wireless and DC wired charging. A power factor converter (PFC) 702 converts incoming AC power to DC, and an isolating DC- DC converter 710 provides the wired DC output voltage to the charging cable 706. The WPT pad 704 is coupled to an internal stage of the DC-DC converter where LF power suitable for driving the wireless charging coil is available. Alternatively, the charging station 700 may be connected to the DC bus 112 of earlier figures, in which case the PFC 702 may be omitted, and the DC-DC converter alone may provide both LF and DC outputs.Figure 7 shows an example isolating DC-DC / LF converter that can be used as the converter 710 in Figure 6. The converter 800 receives power from a source 802 such as the PFC 702 from Figure 6, or a direct DC bus such as bus 112 shown in earlier examples. The input DC power is routed to a first power converter 804, which may be an inverter, or a combined inverter / rectifier for V2x modes. This may be the MLI mentioned above. The output of the first power converter 804 is provided to the primary coil 806 of a three-port isolating transformer 808. Two secondary coils 810, 812 provide isolated output from the transformer 808. The first secondary coil 810 is connected to a second power converter 814, which provides DC output 818 for the wired charging connection. The second power converter 814 is, for example, a rectifier, but may also be an inverter / rectifier for use in wired V2x systems, with the primary and secondary roles of the coils 806, 810 reversed. The first and second power converters are connected to the corresponding coils 806, 810, through matching networks 822, 824. The third coil 812, as a second secondary coil, is connected to the VAR 816 to provide LF power that the VAR will then output to the vehicle. In some examples, the matching networks 822, 824 provide some or all of the functions of the WPT matching network 820. In particular, high-power inductors needed by the wireless power transfer system may be provided by inductors within one or both of the networks 822, 824, using cooling systems within the charging station and avoiding the need to connect the cooling system to the VAR 816. For wireless V2x implementations, the first power converter operates as a rectifier for LF power received from the VAR and output back go the source 802, and the roles of the primary and secondary coils 806, 812 are reversed.A relay 830 disconnects the VAR 816 from the transformer 808 during wired charging mode. While shown as a single-pole switch disconnecting one side of the VAR 816, a multi-pole switch may be used as well. When the VAR is in use, switches within the second power converter 814 can be controlled to prevent any wired DC output. In some examples, a DC bypass 840 connects the DC input 802 to the DC output 818 without passing through the DC-DC converter 800. Bypass relays 842 that disconnect the DC output 818 when not in use allow this DC bypass path to connect the primary and secondary sides of the DC- DC converter 800 during wireless charging mode, allowing improved control of the real and reactive power flows within the converter. Not shown are the control electronics for the power converters or the wireless power transfer system. These may be connected to their respective components in any appropriate manner, and may be combined in various ways. For example, a secondary-side controller may control both the second power converter 814 and the relay 830 as well as providing WPT control, while a primary-side controller is isolated from the secondary side.This configuration allows for a simplified VAR that does not include its own impedance matching network, though it will still likely need to include peripheral systems such as foreign object detection, not shown.The various illustrative logical blocks, modules, circuits, and methods described in connection with the examples disclosed above may be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. The described functionality may be implemented in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the described aspects.The various illustrative blocks, modules, and circuits described in connection with disclosed controllers may be implemented or performed with a general- purpose hardware processor, a Digital Signal Processor (DSP), an Application-Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general-purpose hardware processor may be a microprocessor, but in the alternative, the hardware processor may be any conventional processor, controller, microcontroller, or state machine. A hardware processor may also be implemented as a combination of computing devices.The steps of a method and functions described above may be embodied directly in hardware, in a software module executed by a hardware processor, or in a combination of the two. If implemented in software, the functions may be stored on or transmitted as one or more instructions or code on a tangible, non-transitory, computer- readable medium. A software module may reside in Random Access Memory (RAM), flash memory, Read-Only Memory (ROM), or any other form of storage medium known in the art. A storage medium is coupled to the hardware processor such that the hardware processor can read information from, and write information to, the storage medium. In another example, the storage medium may be integral to the hardware processor. The hardware processor and the storage medium may reside in an ASIC.Unless context dictates otherwise, items represented in the accompanying figures and terms may represent one or more items or terms, and thus reference may be made interchangeably to single or plural forms of the items and terms in this written description. Although subject matter has been described in language specific to structural features or methodological operations, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or operations described above, including not necessarily being limited to the organizations in which features are arranged or the orders in which operations are performed. For example, the context of the above description is wireless charging of electric vehicles, but these techniques may be used in other situations where it is desired to distribute power between various sources and loads.A number of implementations have been described. Nevertheless, it will be understood that additional modifications may be made without departing from the scope of the concepts described herein, and, accordingly, other embodiments are within the scope of the following claims.  

Claims

Claim 1. A system for charging electric vehicles, comprising:a main power supply providing direct current (DC) power;a power bus coupling the DC power to a plurality of charging stations; a first charging station of the charging stations comprising a first wireless electric vehicle charging (WEVC) station having a wireless power transfer (WPT) resonator; anda second charging station of the charging stations comprising either a second WEVC station or a plug-in charging station, wherein at least one of the first charging station or the second charging station includes an isolating power converter comprising: a DC power input, a DC power output, and a Low Frequency (LF) power output, wherein the DC power input is coupled to the power bus;a multi-port isolation transformer having a primary coil, a first secondary coil, and a second secondary coil;a first power converter coupled between the DC power input and the primary coil;a second power converter coupled between the first secondary coil and the DC power output; anda switching circuit for connecting the second secondary coil to the WPT resonator.Claim 2. The system of claim 1, wherein:the second charging station comprises an inverter for converting DC power from the power bus to alternating current (AC) power, and an AC output for coupling to a wired charging inlet of an electric vehicle.Claim 3. The system of claim 1, wherein:the second charging station comprises a DC output for coupling to a wired charging inlet of an electric vehicle, and an isolation circuit for coupling DC power from the power bus to the DC output. Claim 4. The system of claim 1, wherein:the second charging station comprises the second WEVC station;the first charging station includes a multi-level inverter (MLI); andthe second charging station includes an H-bridge inverter.Claim 5. The system of claim 1, further comprising:a photovoltaic power source; anda DC-DC converter for converting power from the photovoltaic power source to a DC voltage used by the power bus. Claim 6. The system of claim 1, further comprising:an energy storage device coupled to the power bus,wherein the system is configured to bidirectionally transfer power between the energy storage device and an electric vehicle coupled to one of the first and second charging stations. Claim 7. The system of claim 1, further comprising:a heat-dissipation device; anda cooling bus coupled to the heat-dissipation device and at least one of the plurality of charging stations,the cooling bus configured to transport a cooling medium between the heat-dissipation device and the at least one charging station.Claim 8. The system of claim 1, wherein the isolating power converter includes: a DC bypass path connecting the DC power input to the DC power output without passing through the multi-port isolation transformer; anda bypass relay configured to disconnect the DC power output when not in use.Claim 9. The system of claim 1, wherein the switching circuit is configured to disconnect the WPT resonator from the multi-port isolation transformer during a wired charging mode.Claim 10. The system of claim 1, wherein the isolating power converter further comprises: a first matching network coupled between the first power converter and the primary coil; and a second matching network coupled between the second power converter and the first secondary coil.Claim 11. An electric vehicle (EV) charging station, comprising:a direct current (DC) power input;a wired power output for coupling to a wired charging inlet of an electric vehicle; a wireless power transfer (WPT) resonator for coupling power wirelessly to a WPT receiver of an electric vehicle; andan isolating power converter comprising:a DC power output and a Low Frequency (LF) power output;a multi-port isolation transformer having a primary coil, a first secondary coil, and a second secondary coil;a first power converter coupled between the DC power input and the primary coil;a second power converter coupled between the first secondary coil and the DC power output; anda switching circuit for connecting the second secondary coil to the WPT resonator.Claim 12. The EV charging station of claim 11, further comprising:a multi-level inverter (MLI) coupled to the DC power input and the WPT resonator.Claim 13. The EV charging station of claim 12, wherein:the wired power output comprises a wired alternating current (AC) power output, andthe EV charging station is configured to selectively couple power from the MLI to one or the other of the wired AC power output and the WPT resonator. Claim 14. The EV charging station of claim 12, wherein:the wired power output comprises a wired DC power output, andthe EV charging station is configured to couple power from the MLI to the WPT resonator and to couple DC power from the DC power input to the wired DC power output.Claim 15. The EV charging station of claim 11, wherein:the second power converter is controlled to prevent power from flowing between the first secondary coil and the DC power output when power is flowing between the second secondary coil and the WPT resonator.Claim 16. The EV charging station of claim 11, further comprising a DC bypass path connecting the DC power input to the DC power output without passing through the isolating power converter.Claim 17. The EV charging station of claim 11, wherein the switching circuit is configured to disconnect the WPT resonator from the multi-port isolation transformer during a wired charging mode.Claim 18. The EV charging station of claim 17, further comprising:a first matching network coupled between the first power converter and the primary coil; and a second matching network coupled between the second power converter and the first secondary coil.Claim 19. The EV charging station of claim 11, further comprising: one or more matching networks having a plurality of inductors; anda cooling system within the EV charging station, the cooling system configured to cool the inductors of the one or more matching networks.Claim 20. The EV charging station of claim 11, wherein:the EV charging station is configured to receive alternating current (AC) power directly from the Grid; and the EV charging station further comprises a power factor converter (PFC) configured to convert the received AC power to DC power for the DC power input. 

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