Drop-and-play electric vehicle charging system

Abstract

The present invention provides a system and apparatus for implementing a drop and play electric vehicle charging system.SOLUTION: In one aspect, a system includes a base plate, at least one parking barrier connected to the base plate, an electric vehicle charging apparatus, and a boom configured to suspend a charging cable above the base plate.SELECTED DRAWING: Figure 2A

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims priority to U.S. Provisional Patent Application No. 63 / 674,451, filed July 23, 2024. The disclosure of the prior application is considered part of the disclosure of this application and is incorporated by reference into the disclosure of this application. [Background technology]

[0002] This specification relates to charging systems, such as electric vehicle (EV) charging systems. An electric vehicle charging system provides electrical energy to recharge the batteries of an electric vehicle. A charge port physically connects to the vehicle and allows power to flow to the EV battery via a cord that connects the EV charge port to the charger of the EV charging system. Summary of the Invention [Means for solving the problem]

[0003] In general, one innovative aspect of the subject matter described herein can be embodied in a system that includes a base plate, at least one parking barrier connected to the base plate, an electric vehicle charging device, and a boom configured to suspend a charging cable above the base plate. The system can be an electric vehicle charging system.

[0004] Other embodiments of this aspect include corresponding methods and apparatus. These and other embodiments may each optionally include one or more of the following features: At least one parking barrier is pivotally connected to the base plate to facilitate transition between the transport mode and the installed mode.

[0005] The at least one parking barrier can include a plurality of parking barriers, a first parking barrier of the plurality of parking barriers can be a bollard pivotally mounted to the base plate, and a second parking barrier of the plurality of parking barriers can be a parking block.

[0006] The parking block can be attached to the base plate by a set of fasteners. The parking block can be attached to the base plate by adhesive.

[0007] The system may include a support mast attached to the base plate, with the electric vehicle charging device attached to the support mast.

[0008] The boom may be mounted to a support mast. The boom may be pivotally mounted to the support mast.

[0009] The system may include a charging cord electrically connected to an electric vehicle charging device.

[0010] The support mast can have an access port defined therein, and the charging cord can be routed through the access port.

[0011] The boom may include a pair of festoon trolleys. The charging cord may be routed through the pair of festoon trolleys.

[0012] The support post may have two or more portions pivotally attached to one another. A first portion of the support post may be pivotally attached to the base plate.

[0013] The base plate can include a set of rolling elements configured to facilitate movement of the base plate over the ground.

[0014] The support mast may include a charge port storage receptacle configured to receive a charge port connected to a charge cord.

[0015] The boom can be configured to autonomously move toward the stationary and stowed state by having one or more springs connected to at least one segment of the boom. The boom can be configured to autonomously move toward the stationary and stowed state by having an arrangement that causes an unbalanced moment that biases one or more segments of the boom toward the stowed state.

[0016] The details of one or more embodiments of the subject matter described herein are set forth in the accompanying drawings and the description below. Other features, aspects, and advantages of the present subject matter will become apparent from the description, drawings, and claims. [Brief explanation of the drawings]

[0017] [Figure 1] FIG. 1 is a diagram of a vehicle connected to an EV charging station. [Figure 2A] FIG. 1 is a diagram of an example drop-and-play electric vehicle charging system. [Figure 2B] FIG. 1 is a diagram of an example drop-and-play electric vehicle charging system. [Figure 2C] FIG. 1 is a diagram of an example drop-and-play electric vehicle charging system. [Figure 2D] FIG. 1 is a diagram of an example drop-and-play electric vehicle charging system. [Figure 2E] FIG. 1 is a diagram of an example drop-and-play electric vehicle charging system. [Figure 2F] FIG. 1 is a diagram of an example drop-and-play electric vehicle charging system. [Figure 2G] FIG. 1 is a diagram of an example drop-and-play electric vehicle charging system. [Figure 2H] FIG. 1 is a diagram of an example drop-and-play electric vehicle charging system. [Figure 3] FIG. 1 is a top view of a drop-and-play electric vehicle charging system. [Figure 4] FIG. 1 is a top view of another drop-and-play electric vehicle charging system. [Figure 5] FIG. 1 is a top view of another drop-and-play electric vehicle charging system. [Figure 6] FIG. 1 is a top view of another drop-and-play electric vehicle charging system. [Figure 7A] FIG. 1 is a diagram of an example drop-and-play electric vehicle charging system in transport mode. [Figure 7B] FIG. 1 illustrates an example drop-and-play electric vehicle charging system being transitioned to installed mode. [Figure 8] FIG. 10 is a top view of another example drop-and-play electric vehicle charging system in transport mode. [Figure 9] 1A and 1B are diagrams of example charging cable supports mounted on a charging station. [Figure 10] FIG. [Figure 11A] FIG. 1 is a top view of another drop-and-play electric vehicle charging system. [Figure 11B] FIG. 1 is a top view of another drop-and-play electric vehicle charging system. DETAILED DESCRIPTION OF THE INVENTION

[0018] Like reference numbers and designations in the various drawings indicate like elements.

[0019] 1 is a diagram 100 of an electric vehicle (EV) 110 connected to an EV charging station 120, also referred to as an EV charger or charging station. As shown, the charging station 120 has a charging cord 130 that connects to a charging port 140 of the charging station 120. The charging port 140 is configured to physically connect the charging station 120 to the EV 110.

[0020] Typically, charging cord 130 is quite long (e.g., the length of the vehicle to be charged) so that charging port 140 at the end of charging cord 130 can reach the charging receptacle of the vehicle that accepts charging port 140 at charging station 120. For example, while EV 110 is shown connected at the end of EV 110 where charging port 140 is closest to charging station 120, charging cord 130 is generally long enough to reach the opposite end of EV 110, and thus charging port 140 can still connect to EV 110 if the EV's charging receptacle is located at the other end of EV 110 or if EV 110 enters a parking space in the opposite direction. Furthermore, parking blocks 150 can be used to maintain a safe distance between EV 110 and charging station 120, which increases the length of charging cord 130 required to ensure that charging port 140 can reach the charging receptacle of EV 110.

[0021] This causes portions of the charge cord 130 to rest on the ground, either scattered or stacked, which often creates a significant tripping hazard for people walking or otherwise moving around near the exposed charge cord 130. This tripping hazard is exacerbated when the charge port 140 of the EV charging station 120 is not properly stowed after use. For example, if the charge port 140 is simply placed on the ground when charging is complete, the charge cord 130 may create a larger tripping zone.

[0022] Parking blocks 150 are devices commonly used to indicate appropriate parking spots for vehicles and to maintain a safe distance between the vehicle and other objects, such as walls, buildings, sidewalks, and charging stations. Parking blocks 150 can be made of concrete, plastic, rubber, or another suitable rigid material and are placed along the edges of parking spaces to physically prevent vehicles from driving over the curb or into another space. Parking blocks 150 can be secured to the ground using anchor bolts. For example, holes can be drilled into the parking block 150 and then concrete anchors can be used to bolt the parking block to the pavement or concrete surface. The anchors often include a threaded rod, typically made of steel, embedded in the concrete with a nut and washer on the end to hold the block in place. Parking block 150 is generally immovable once installed, and charging cord 130 is often placed on top of parking block 150 when charging port 140 is attached to EV 110, which increases the risk of tripping over the charging cord because charging cord 130 is then elevated off the ground rather than lying flat on the ground.

[0023] In addition to the tripping hazards posed by existing charging stations, the process of installing a charging station is tedious, time-consuming, and can result in damage to the asphalt / concrete at the installation site. For example, EV charging stations 120 are typically secured to the asphalt / concrete using anchors, such as the threaded rods described above. Drilling the holes required for the threaded rods requires significant time and skill, and the durability of the asphalt / concrete is reduced whenever the asphalt / concrete surface is penetrated. For example, the act of drilling holes into the asphalt / concrete can quickly cause cracks in the asphalt / concrete, and even if cracks do not form immediately, the damage to the asphalt / concrete caused by drilling increases the likelihood of cracks forming in the future. Furthermore, drilling holes into the asphalt / concrete requires specialized tools, and installation teams must be trained to use the specialized tools.

[0024] As discussed throughout this specification, the use of a “drop-and-play” EV charging system can reduce (i) the tripping hazard caused by charging cords laying on the ground and (ii) the damage to asphalt / concrete caused by traditional EV charging station installation. A drop-and-play EV charging system includes a base plate onto which the EV charging station components are installed. As described in more detail below, a drop-and-play EV charging system can be delivered to the installation site pre-configured, with installation completed by fastening the base plate to the asphalt / concrete. In some implementations, the base plate is secured using an adhesive to eliminate the need to drill holes into the asphalt / concrete, thereby preserving the durability of the asphalt / concrete. Additionally, a drop-and-play EV charging system can include cable management elements, such as a festoon system, that prevent charging cords from scattering on the ground, thereby reducing the tripping hazard of traditional EV stations.

[0025] 2A-2C are diagrams of an example drop-and-play electric vehicle charging system 200. EV charging system 200 includes a base plate 202 to which various components are attached. Base plate 202 can be steel, aluminum, plastic, rubber, or another suitable rigid material. While base plate 202 can have a variety of dimensions, for purposes of example, base plate 202 can be assumed to be a 4' x 8' (122 cm x 244 cm) rectangle. Of course, base plate 202 may be other shapes and sizes.

[0026] Components attached to the base plate 202 may include a support mast 204 configured to support or integrate an electric vehicle charging equipment 206 and a boom 208. The support mast may be steel, aluminum, plastic, rubber, wood, or another suitable rigid material.

[0027] One or more parking barriers may also be attached to the base plate 202. For example, as shown, the EV charging system 200 includes a parking block 210 and two bollards 212 for a total of three parking barriers. Each parking barrier is configured to maintain a safe distance between a vehicle and the electric vehicle charging equipment 206, thereby preventing damage to the EV charging equipment 206. The parking barriers may be made of steel, aluminum, plastic, rubber, concrete, wood, or another suitable material. In some implementations, the parking barriers are secured to the base plate 202 using fasteners. For example, holes may be drilled through the base plate 202, and bolts may be used to attach the parking barrier to the base plate. In some implementations, an adhesive may be used to secure the parking barrier to the base plate 202. The adhesive may be an anchor adhesive that may include a combination of ingredients that create a strong bond. For example, the adhesive may be a combination of quartz (SiO2) and vinyl toluene, which, once cured, creates a bond stronger than concrete.

[0028] Electric vehicle charging equipment 206 may be any suitable charging equipment. For example, EV charging equipment 206 may be a Level 1, Level 2, or Level 3 charger. EV charging equipment 206 may be secured to support pole 204 using bolts (or other fasteners), adhesive, or a mounting bracket. A charging cord 214 is electrically connected to EV charging equipment 206, and a charging port 216 is connected to the end of charging cord 214. Charging port 216 may be any suitable EV connector interface. For example, depending on the geography and charging level, connector interface 216 may be selected from the following types of EV charging interfaces: 1. J1772 Connector: This is a Level 2 charging connector used in North America and provides power up to 240V. This connector features a standard 5-pin configuration, making it compatible with many EVs on the market. 2. CCS Connector: This is a combined charging system connector that can support both Level 2 and DC fast charging. This connector features a 2-pin DC charging connector located below the Level 2 charging connector. CCS connectors are commonly used in North America, Europe, and Asia. 3. CHAdeMO Connector: This is a Level 3 DC fast charging connector primarily used in Japan and Europe. This connector features a unique design that includes a large circular connector with two small pins on the bottom. 4. Tesla Connector: This is a proprietary charging connector used exclusively by Tesla vehicles. This connector supports Level 2 and Level 3 DC fast charging and features a unique 6-pin configuration. 5. Type 2 Connector: This is a European standard charging connector that supports both Level 2 and DC fast charging. This connector features a 7-pin configuration and is commonly used in Europe. 6. GB / T Connector: This is a Chinese national standard charging connector that supports both Level 2 and DC fast charging. This connector features a 9-pin configuration and is commonly used in China.

[0029] Charge port 216 plugs into charge port storage receptacle 218 configured to receive charge port 216. Charge port storage receptacle 218 provides a storage location for charge port 216 when charge port 216 is not in use and may also help prevent charge cord 214 from contacting the ground. As illustrated, charge port receptacle 216 is shown as being formed within support pole 204, although charge port receptacle 216 may also be formed within EV charging equipment 206.

[0030] EV charging system 200 also provides enhanced cord management by routing charging cord 214 through support mast 204 to a location near boom 208. As shown, an access port 220 (e.g., a hole) is defined in support mast 204, and charging cord 214 is routed through access port 220 to a location behind EV charging equipment 206, where charging cord 214 is electrically connected to EV charging equipment 206.

[0031] The boom 208 is attached to the mast 204 at a boom interface 222. In some implementations, the boom interface 222 can be a hinge or another hardware device that pivotally attaches the boom 208 to the mast 204, allowing the boom to rotate relative to the mast 204. As shown, the boom 208 includes a pair of festoon trolleys 224a and 224b, and the charging cord 214 is routed through the pair of festoon trolleys 224a and 224b. The pair of festoon trolleys 224a and 224b can be wire rope traveling hoist cable trolleys, beam traveling hoist cable trolleys, channel traveling hoist cable trolleys, or another type of trolley.

[0032] Routing charge cord 214 through a pair of festoon trolleys 224a and 224b allows the location of charge port 216 to be adjusted closer to or farther from support mast 204 and EV charging device 206 while lifting / suspending charge cord 214 above base plate 202. In this manner, EV charging system 200 eliminates a tripping hazard caused by charge cable 214 lying on the ground. For example, as shown in FIGS. 2B and 2C , as charge port 216 is moved away from support mast 204, pair of festoon trolleys 224a and 224b slide further up boom 208, keeping charge cord 214 off the ground. Meanwhile, when the charging port 216 is returned toward the support pole 204, the pair of festoon trolleys 224a, 224b slides along the boom 208 toward the support pole, leaving the charging cord 214 hanging above the base plate 202.

[0033] Although the boom 208 / festoon trolley 224a configuration is described as an example mechanism for repositioning charge port 216 and supporting charge cable 214, other mechanisms may be used. For example, as shown in FIG. 2D , a mechanical arm 230 may be used to support the charge cable above the ground (e.g., overhead) and to reposition charge port 216 relative to support mast 204 and / or the EV to be charged.

[0034] Additionally, the boom 208 can be configured to autonomously pivot toward the base plate 202 when the charging port 216 is not in use. For example, one or more springs can be connected between the boom 208 and the support mast 204 such that the boom 208 moves toward the base plate 202 (e.g., away from the location of the EV parked in front of the charging system 200) when sufficient force is not applied to the boom 208 to tension the spring(s). In some implementations, the boom 208 can be configured to have a center of gravity that creates an unbalanced moment that moves the boom 208 toward a stowed state (e.g., a resting position) when sufficient force is not applied to the boom 208. Various example boom configurations are shown in FIGS. 10 , 11A, and 11B. In each example, a spring or center of gravity design can be used to facilitate movement of the boom segments toward the stowed / resting state when no force is applied to extend the boom segments. In other words, the spring and / or unbalanced moment biases the boom segments toward the stowed position (e.g., when at rest).

[0035] As shown in FIG. 2D , the mechanical arm 230 has multiple extension members 232 a and 232 b, which may also be referred to as “links” or “segments” of the mechanical arm 230. The extension members 232 a and 232 b can be attached to each other via various types of joints, such as rotary or linear joints, to form the mechanical arm 230. The number and type of links used in the mechanical arm depend on the intended use and range of motion required. FIG. 2D shows the mechanical arm 230 implemented with two extension members 232 a and 232 b that are pivotally attached to each other and to the boom interface 222 / support column 204. Additional components can be attached to the extension members 232 a and 232 b to give the mechanical arm 230 the ability to perform specific tasks. For example, as discussed in more detail below, the EV charge port (and / or other components) and / or sensors may be incorporated into or attached to an end link (e.g., extension member 232b) of mechanical arm 230 such that mechanical arm 230 can insert the charge port into a charging receptacle of the EV.

[0036] 2D , mechanical arm 230 is configured to route charge cord 214 from support mast 204 to arm access port 234 of mechanical arm 230. Arm access port 234 can be formed as a gap in the surface of extension member 232b through which charge cord 214 passes, making charge cord 214 accessible and manipulable by a person connecting charge port 216 to a charging receptacle of an EV. In some implementations, arm access port 234 can be a connectorized port of the mechanical arm. That is, arm access port 234 can have a target connector to which a mating connector of charge cord 214 can be connected. For example, depending on the geography and charge level, the connector of arm access port 234 can be selected from the following types of connectors: 1. J1772 Connector: This is a Level 2 charging connector used in North America, providing power up to 240V. This connector features a standard 5-pin configuration, making it compatible with most EVs on the market. 2. CCS Connector: This is a combined charging system connector that can support both Level 2 and DC fast charging. This connector features a 2-pin DC charging connector located below the Level 2 charging connector. CCS connectors are commonly used in North America, Europe, and Asia. 3. CHAdeMO Connector: This is a Level 3 DC fast charging connector primarily used in Japan and Europe. This connector features a unique design that includes a large circular connector with two small pins on the bottom. 4. Tesla Connector: This is a proprietary charging connector used exclusively by Tesla vehicles. This connector supports Level 2 and Level 3 DC fast charging and features a unique 6-pin configuration. 5. Type 2 Connector: This is a European standard charging connector that supports both Level 2 and DC fast charging. This connector features a 7-pin configuration and is commonly used in Europe. 6. GB / T Connector: This is a Chinese national standard charging connector that supports both Level 2 and DC fast charging. This connector features a 9-pin configuration and is commonly used in China.

[0037] In some implementations, the mechanical arm can be configured to be stowed, as shown in FIG. 2E , for example. In the stowed state, extension members 232a and 232b are in a retracted position, and thus, charging cord 214 is closer to support mast 204 than it was in the active state shown in FIG. 2D . More specifically, in this implementation, mechanical arm 230 is configured so that extension members 232a and 232b can fold upward in an accordion-like manner. For example, extension member 232a is pivotally / rotatably connected to support mast 204 / boom interface 222 such that extension member 232a can fold downward (or upward), thereby bringing the entire length of extension member 232a (and / or the distal end of extension member 232a connected to extension member 232b) closer to support mast 204 / boom interface 222 than it was in the active state shown in FIG. 2D . Similarly, extension member 232b is pivotally / rotatably connected to extension member 232a such that extension member 232b can be folded closer to extension member 232a and support mast 204 / boom interface 222, respectively.

[0038] In some implementations, retraction (e.g., folding or other retraction) of extension members 232a and 232b can be performed manually. In some implementations, retraction can be performed hydraulically, by a motor, or by a suitable electronic mechanism. For example, the transition from one state (e.g., an active state) to another state (e.g., a retracted state) can be initiated by mechanical arm 230, or another component including control circuitry such as one or more processors, detecting user interaction with a state-changing button. More specifically, interaction with a “close” button or an “open” button can be detected, and in response, movement (e.g., folding or unfolding) of mechanical arm 230 can be initiated. Movement of mechanical arm 230 can be stopped when mechanical arm 230 completes the state change (e.g., when mechanical arm 230 reaches the active or retracted state).

[0039] Mechanical arm 230 may also include circuitry to detect when the charge port is removed from the EV's charging receptacle and may be configured to initiate a transition to the stowed state in response to detecting that the charge port has been physically removed from the charging receptacle. For example, mechanical arm 230 may include an open-circuit sensor that triggers a state change signal when an open circuit exists in charge port 216. Additionally or alternatively, mechanical arm 230 may include a mechanical storage interface (not shown) configured to receive charge port 216 and detect when charge port 216 is inserted into charge port storage receptacle 218 (e.g., mechanical storage interface). When charge port 216 is detected (e.g., by control circuitry) in charge port storage receptacle 218, a state change signal may be generated. The state change signal may cause a motor to initiate retraction and / or folding of mechanical arm 230 until the mechanical arm reaches the stowed state (e.g., as shown in FIG. 2E).

[0040] When mechanical arm 230 reaches the stowed position, arm access port 234 can be raised relative to the opposite end of extension member 232b, which reduces the amount of charge cord 214 that can contact the ground and can prevent charge cord 214 and charge port 216 from contacting the ground, depending entirely on the length of charge cord 214 and the length of extension member 232b. For example, the length of extension member 232b can be selected so that the length of charge cord 214 is less than or equal to the length of extension member 232b. Similarly, the length of extension member 232b can be selected so that the height of arm access port 234 above the ground in the stowed position is greater than (or equal to) the length of charge cord 214.

[0041] 2F and 2G are diagrams of a mechanical arm 230 having an attached telescoping member 240, also referred to as a telescopic section. In FIG. 2F, the telescoping member 240 is shown in an extended (e.g., active) state that positions the charging cord 214 closer to (e.g., in proximity to) a charging receptacle of the EV (e.g., further from the support mast 204). In some implementations, the telescoping member 240 can be extended / deployed when requested by a user (e.g., by pressing a “start” button or being authorized to initiate charging of the EV). For example, in response to a user being authorized to initiate charging (e.g., by submitting charging account authentication information), control circuitry that is part of or in communication with the mechanical arm 230 can extend the telescoping member 240 so that the cord dispenser 242 is positioned over (e.g., within a specified distance of) the location of the EV's charging receptacle, which may be located at the rear portion of the EV. As part of adjusting the location of cord dispenser 242 to a location on a charging receptacle, one or both of extension members 232a and 232b may also be extended. For example, extension members 232a and 232b may be moved (e.g., deployed) from a stowed state of extension members 232a and 232b, discussed with reference to FIG. 2D, to an active state in which extension members 232a and 232b are moved to a more extended orientation rather than collapsed.

[0042] In some implementations, the mechanical arm 230 is configured to adjust the location of the code dispenser 242 based on characteristics of the EV to be charged and to move the mechanical arm 230 to a specified position based on the characteristics of the EV to be charged. For example, control circuitry included in or in communication with the mechanical arm 230 can identify / obtain characteristics of the EV to be charged and / or other characteristics of the EV, such as information indicating the vehicle model of the EV. The information can be obtained, for example, via user input to a user interface of the EV charging station (or the mechanical arm 230). For example, when a user arrives at the EV charging station 120, the user can input the make / model / year of the EV to be charged. Similarly, when the user arrives, a camera can be used in combination with an image recognition model to determine the make / model / year of the EV to be charged.

[0043] Additionally or alternatively, the information can be obtained through communication with the EV to be charged, a mobile application on the user's mobile device, or another communication method. For example, the EV can be equipped with wireless communication equipment that can interface with the electronics of EV charging system 200 (or other electronics) when the EV reaches EV charging system 200 (e.g., enters communication range of EV charging system 200). In a particular example, EV charging system 200 can be equipped with wireless communication device 244 that can broadcast the system's identity to nearby devices. In this example, a nearby device (e.g., an EV or a mobile device running a designated application) can detect the broadcast message when it enters a given physical area, identify the EV charging station's capabilities, and send information about the EV to EV charging system 200.

[0044] In some implementations, the control circuitry can perform a database lookup using the received information to identify the location of charging receptacles on the EV identified to be charged, charging parameters of the EV, or other information that can be used to customize the user's charging experience, which information may in some circumstances be provided directly by the EV.

[0045] In response to obtaining information about the EV, EV charging system 200 can adjust charging parameters to match the charging needs of the EV and / or move mechanical arm 230 to a specified position so that the dispensing location of charge cord 214 (e.g., the location where the charge cord exits mechanical arm 230 and / or the location of the charge port) is closer to the EV's charging receptacle (e.g., within a specified distance of the charging receptacle). For example, the control circuitry may determine that the EV's charging receptacle is located on the rear driver's side of the EV. In this example, the control circuitry may cause mechanical arm 230 to position cord dispenser 242 over (or otherwise within a specified distance of) the location of the EV's charging receptacle. Furthermore, the control circuitry may cause cord dispenser 242 to dispense a specified amount of charge cord 214 so that a user can grasp charge cord 214 and insert charge cord 214 into the EV's charging receptacle.

[0046] 2G , the control circuitry may determine, based on the acquired information, that a charging receptacle of the EV is located on the front, driver's side of the EV. In this example, the control circuitry may cause mechanical arm 230 / extendable member 240 to position cord dispenser 242 over (or otherwise within a specified distance of) the location of the EV's charging receptacle. Additionally, the control circuitry may cause cord dispenser 242 to dispense a specified amount of charge cord 214 so that a user can grasp charge cord 214 and insert charge cord 214 into the EV's charging receptacle.

[0047] In this example, adjusting the dispensing location of charging cord 214 can be accomplished by moving cord dispenser 242 to a target location above (or within a specified horizontal distance of) the location of a charging receptacle for the EV. For example, the control circuitry can extend (or retract) telescoping member 240 until cord dispenser 242 is at the target location. If necessary, the control circuitry can also adjust the location of one or both extension members 232a and / or 232b to position cord dispenser 242 at the target location. In some implementations, the target location can be a set of coordinates (e.g., x, y, z) specified based at least in part on characteristics of the vehicle to be charged. The characteristics can include one or more of the location of the charging receptacle on the vehicle, the orientation of the vehicle in the parking spot, and the physical dimensions of the vehicle (e.g., so that the mechanical arm avoids the vehicle). Using these characteristics, the control circuitry can select the coordinates of the target location and a travel path that enables reaching the target location without hitting any vehicles or any other objects.

[0048] The characteristics may also include user preferences of the vehicle operator. For example, the characteristics may include a desired height of the charge port when cord dispenser 242 reaches the target location. In a particular example, the operator may be 5'1" (155 cm) tall and desire a charge port to be available 5'3" (160 cm) above the ground when the operator reaches a target location near a charging receptacle. In this example, the control circuit may adjust one or more of extension member 232a, extension member 232b, and / or telescoping member 240 to position cord dispenser 242 at the target location. In some situations, adjusting the various members may result in the charge port being at the desired height (e.g., 5'3" (160 cm) in this case), while in other situations, positioning the charge port at the desired height may require feeding or retracting a portion of charge cord 214 until the charge port reaches the desired height.

[0049] FIG. 2H is a diagram of mechanical arm 230 with telescoping member 240 in a stored state. As shown, mechanical arm 230 is stored in a vertical orientation. This orientation can be achieved, for example, by control circuitry causing extension member 232a to fold / pivot / retract to a vertical position, causing extension member 232b (not visible) to fold / pivot / retract to a similar vertical position, and causing telescoping member 240 to similarly fold / pivot / retract to a similar vertical position. Additionally, the control circuitry causes telescoping member 240 to retract the telescoping portion within the outer shell of the portion of telescoping member 240 visible in FIG. 2H. In this orientation, cord dispenser 242 is elevated out of reach, which makes tampering with charging port 216 more difficult, thereby preventing potential damage to charging port 216. Of course, any of the storage configurations discussed can be used to store mechanical arm 230 shown in FIG. 2H.

[0050] Several techniques for supporting / suspending the charging cord 214 above the ground are discussed herein. However, other techniques for suspending the charging cord 214 can also be used. For example, the charging port 216 can be elevated using a telescoping system similar to that described above and then moved horizontally using cables, pulleys, mechanical arms, or other mechanisms.

[0051] 3 is a top view of a drop-and-play electric vehicle charging system 300. A base plate 202 is shown installed at the end of a parking space 302. In this view, a parking block 210 is shown attached to the base plate 202 using fasteners 304 (e.g., bolts). A bollard 212 is also shown attached to the base plate 202 using fasteners 304. The bollard 212 and parking block 210 may also be secured to the base plate 202 with an adhesive. In some implementations, the support mast 204, boom 208, parking block 210, and bollard 212 are installed on the base plate 202 before being transported to the installation site, so that the pre-assembled system can be placed in place and secured to the ground for a "drop-and-play" installation.

[0052] 4 is a top view of another drop-and-play electric vehicle charging system 400. In this system 400, two base plates 202 are installed between two parking spots 402. As indicated by the numbering, each base plate 202 has the same set of components installed as described above with reference to FIGS. 2A-2C and 3. A discussion of these components will not be repeated here.

[0053] 5 is a top view of another drop-and-play electric vehicle charging system 500. This system 500 is configured to simultaneously charge four EVs in four parking spots 502. To prevent tripping hazards that may be caused by charging cords 214, support masts 204 each include two booms 208 such that each of the four charging cords 214 is suspended above base plate 202 and parking spots 502.

[0054] 6 is a top view of another drop-and-play electric vehicle charging system 600. System 600 is similar to the systems discussed above, except that system 600 has a single base plate 202 on which two parking blocks 210 and four bollards 212 are mounted for a total of six parking barriers on the single base plate 202. A single support mast 204 is mounted on base plate 202, and two booms 208 are attached to support mast 204. With this configuration, two EVs can be charged simultaneously in two parking spots 602.

[0055] 7A is a diagram of an example drop-and-play electric vehicle charging system 700 in transport mode. In transport mode, the bollards 212 are folded flat onto the base plate 202. In this manner, the vertical height of the system 700 is shorter than when the system 700 is in the installed mode (e.g., with the bollards 212 in an upright position). To facilitate the transition from transport mode to the installed mode, the bollards 212 may be pivotally mounted to the base plate 202. For example, a hinge 702 may be connected between the bottom of each bollard 212 and the base plate 202, allowing each bollard 212 to be rotated between a horizontal position and a vertical position.

[0056] System 700 includes rolling elements 704 (e.g., wheels or casters) configured to facilitate movement of the base plate over the ground, thereby allowing base plate 212 to be easily rolled to an installation location. Rolling elements 704 can be configured to be removed from base plate 202 once base plate 202 is at the installation location. For example, rolling elements 704 can be connected to a lever or another device that, when actuated or otherwise manipulated, releases rolling elements 704 from base plate 202 such that the bottom of base plate 202 directly engages the ground, causing rolling elements 704 to be removed.

[0057] 7B is a diagram of an example drop and play electric vehicle charging system 700 being transitioned to an installed mode. As shown, the bollard 212 has been pivoted upright to transition from the transport mode to the installed mode. Once the bollard 212 is upright, the bollard 212 can be secured to the base plate 202 using, for example, fasteners or an adhesive.

[0058] 8 is a top view of another example drop-and-play electric vehicle charging system 800 in transport mode. As shown, a base plate 202 has a parking block 210 pre-installed (e.g., using a set of fasteners), and two bollards 212 are pivotally attached to the base plate 202 so that the bollards 212 can be placed horizontally on the base plate 202 while in transport mode. Once the system 800 is in its installed location, the bollards 212 can be pivoted to a vertical orientation as part of the transition to installed mode. In some implementations, bollard installation points 802 can be pre-formed in the base plate 202 so that the bollards 212 can be easily secured in place. For example, the bollard installation points 802 can be pre-drilled holes through which bolts can be pre-installed, such that the bolts pass through holes in the bottom of each bollard 212 and are secured with nuts.

[0059] In this example system 800, the support column 204 has two sections 804 and 806 that are pivotally attached to one another. For example, section 804 can be attached to section 806 using a hinge 808. Section 804 can also be pivotally attached to the base plate 202. For example, section 804 can be attached to the base plate using a hinge 810. When the system 800 is in the transport mode, sections 804 and 806 can both rest horizontally on the base plate 202. When transitioning to the installation mode, section 804 can be rotated to a vertical position / orientation, which also rotates section 806 to a vertical position. After section 804 is rotated upward, section 806 can be rotated using hinge 808 so that section 806 is above section 804. Once upright, the two sections 804 and 806 may be secured to one another using a pin, bolt, lock, or another device configured to prevent section 806 from rotating back downward. Although support post 204 is shown with two sections, support post 204 may have more sections that are each pivotally connected to one another.

[0060] The boom 208 is shown in a horizontal orientation and rests on the edge of the base plate 208. In some implementations, the boom 208 can be separated from the support mast 204 when the system 800 is in transport mode and then connected to the support mast 204 when the system 800 is transitioned to the installation mode (e.g., after the sections of the support mast 204 are erected and secured). In some implementations, the boom 208 is pivotally attached to the section 806 in transport mode and can be pivoted into position when the support mast 204 is erected during the transition to the installation mode.

[0061] 9 is a diagram of an example charge cable support 902 mounted above a charging station 904. The charge cable support 902 is shown having two articulated arms 906a and 906b, which together can be considered a multi-segment boom. Articulated arm 906b is shown in a partially stowed position in which charge cable 908b is suspended above the ground at a location to the side of the charging station 904. Meanwhile, articulated arm 906a is shown in a deployed (or extended) position in which charge cable 908a is suspended above the ground at a location in front of the charging station 904, thereby allowing charge cable 908a to be positioned closer to an EV for charging the EV and suspending charge cable 908a above the ground to reduce a potential tripping hazard posed by charge cable 908a during EV charging.

[0062] Both articulated arms 908a and 908b are configured to be moved between a stowed position and a deployed position (e.g., a fully extended position) so that the hanging charging cables 908a and 908b can be positioned relative to a charge port of an EV to be charged by the charging station 904. As shown, articulated arms 906a and 906b each include two segments that are pivotally connected to one another (e.g., using a hinge joint, a ball-and-socket joint, a universal joint, a pivot bolt, or another suitable connection device that allows each of the two segments to move about a connection point). Additional segments can be added to articulated arms 906a and 906b as desired. Similarly, while cable support 902 is shown with two articulated arms 906a and 906b, additional arms can be added as desired.

[0063] The articulated arms 906a and 906b are also pivotally connected to the body of the cable support 902 to enable positioning of the articulated arms relative to the body of the cable support 902. For example, the articulated arm 906a is shown pivoted to a deployed position, while the articulated arm 906b is shown pivoted into the body of the cable support 902. In some implementations, one or both of the articulated arms 906a and 906b can be configured to autonomously return to a stowed state when a sufficient horizontal force is not applied to the articulated arms 906a and 906b (e.g., by pulling on a charging cable and / or charging port). For example, one or more springs can be connected between the articulated arms 906a and 906b and the body of the cable support 902. In this manner, a force applied to the articulated arms 906a and 906b by the one or more springs will retract the articulated arms 906a and 906b to the stowed state. In some implementations, the articulated arms 906 a and 906 b can be configured to provide an unbalanced moment that causes the articulated arms 906 a and 906 b to move toward the stowed state when no horizontal force toward the deployed state is applied to the articulated arms 906 a and 906 b, which also results in the articulated arms 906 a and 906 b moving autonomously toward the stowed state when the EV is not charging.

[0064] The cable support may be attached to the charging station 904 in any suitable manner. For example, the base of the cable support 902 may be bolted to the charging station 904. Alternatively, the base of the cable support 902 may be adhesively secured to the charging station.

[0065] FIG. 10 is a diagram of cable support 902. This diagram provides further details of the structure of cable support 902. For example, this diagram shows a base 1002 of cable support 902 and connection points 1004a-1004d configured to secure base 1002 to a charging station or another structure. Connection points 1004a-1004d can be holes / voids defined in base 1002 to facilitate bolting base 1002 to the structure. Connection points 1004a-1004d can also take the form of keyed connection points configured to interface with holes in the structure to which base 1002 is connected. Other suitable connection mechanisms can also be used.

[0066] The diagram of Figure 10 also shows the body 1006 of the cable support 902 in more detail. For example, the body 1006 has a triangular / wedge shape, and the two articulated arms 906a and 906b are connected at a small end 1008 of the triangular / wedge shape of the body 1006. Each side of the body 1006 has an arm storage area 1010 defined therein. The arm storage area 1010 may be a void defined between a top plate of the body 1006 and a bottom plate of the body 1006. Figure 10 shows one example of how the arm storage area may receive / store the articulated arm 906b.

[0067] 10, the arm storage area is configured to receive one portion of the articulating arm 906b, while a second portion of the articulating arm 906b remains extended away from the body 1006. In this manner, the charging cord connected to the second portion of the articulating arm 906b remains positioned away from the cable support 902 and any charging station / support to which the cable support 902 is attached.

[0068] 11A and 11B are top views of another example drop-and-play electric vehicle charging system 1100. The drop-and-play electric vehicle charging system 1100 is similar to the drop-and-play electric vehicle charging system 300 described above with reference to FIG. 3. For example, a base plate 1102 is shown installed at the end of a parking space 1104. In this illustration, a parking block 1106 is shown attached to the base plate 1102 using fasteners 1108 (e.g., bolts), but could also be attached using an adhesive. A bollard 1110 is also shown attached to the base plate 1102 using fasteners 1112, but could also be attached to the base plate 1102 using an adhesive. In some implementations, the support mast 1114, boom 1116, parking block 1106, and bollard 1110 are installed on the base plate 1102 before being transported to the installation site, so that the pre-assembled system can be placed in place and secured to the ground for a "drop-and-play" installation.

[0069] 11A and 11B, the boom 1116 is a segmented boom having three segments pivotally attached to one another. In this manner, the boom 1116 is configured to move between a stowed position, as shown in FIG. 11A, and an extended position, as shown in FIG. 11B. More specifically, when the charging system 1100 is not in use, the segments of the boom 1116 can fold / retract into a stowed position, thereby positioning the charge port 1118 closer to the support mast 1114. On the other hand, when the charging system 1100 is in use (e.g., to charge an electric vehicle), the segments of the boom 1116 can extend away from the support mast 1114, thereby positioning the charge port 1118 farther from the support mast 1114 (and closer to the electric vehicle).

[0070] The extension and retraction of the boom 1116 can be achieved by one or more springs connected between the segments of the boom 1116 and / or by designing the boom 1116 such that the center of gravity of the boom 1116 creates an unbalanced moment that causes the segments of the boom 1116 to move to a stowed state (e.g., a retracted state) when the charging system 1100 is not in use. More specifically, when the charge port 1118 is physically moved from a stored state (e.g., stored in a cradle or slot in the support mast 1114) to a location away from the support mast 1114, the segments of the boom 1116 can pivot about connection points 1120 (e.g., bolts) connecting the segments of the boom 1116 to an extended state, as shown in FIG. 11B . When the charge port 1118 is removed or otherwise released from the electric vehicle, the segments of the boom 1116 can autonomously move from the extended state of FIG. 11B to the stowed state of FIG. 11A .

[0071] While this specification contains details of many specific implementations, these should not be construed as limitations on the scope of any invention or what may be claimed, but rather as descriptions of features specific to particular embodiments of a particular invention. Certain features described herein in the context of separate embodiments may also be implemented in combination in a single embodiment. Conversely, various features described in the context of a single embodiment may also be implemented in multiple embodiments separately or in any suitable subcombination. Furthermore, while features may be described above as acting in a particular combination and initially claimed as such, one or more features from a claimed combination may, in some cases, be cut from the combination, and the claimed combination may be directed to a subcombination or a variation of the subcombination.

[0072] Similarly, although acts are shown in the figures in a particular order, this should not be understood as requiring that such acts be performed in the particular order shown, or in any sequential order, or that all of the acts shown be performed, to achieve desirable results.

[0073] Thus, specific embodiments of the subject matter have been described. Other embodiments are within the scope of the following claims. In some cases, the actions recited in the claims can be performed in a different order and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In certain implementations, multitasking and parallel processing may be advantageous. [Explanation of symbols]

[0074] 100 Diagram of electric vehicle connected to EV charging station, 110 electric vehicle, 120 EV charging station, 130 charging cord, 140 charging port, 150 parking block, 200 Drop-and-play electric vehicle charging system, 202 base plate, 204 support pole, 206 electric vehicle charging equipment, 208 boom, 210 parking block, 212 bollard, 214 charging cord, 216 charging port, 218 charging port storage receptacle, 220 access port, 222 boom interface, 224a festoon trolley, 224b festoon trolley, 230 mechanical arm, 232a extension member, 232b extension member, 234 arm access port, 240 telescopic member, 242 cord dispenser, 244 wireless communication device, 300 Drop-and-play electric vehicle charging system, 302 Parking space, 304 fastener, 400 drop and play electric vehicle charging system, 402 parking spot, 500 drop and play electric vehicle charging system, 502 parking spot, 600 drop and play electric vehicle charging system, 602 parking spot, 700 drop and play electric vehicle charging system, 702 hinge, 704 rolling part, 800 drop and play electric vehicle charging system, 802 bollard mounting point, 804 part, 806 part, 808 hinge, 810 hinge, 902 charging cable support, 904 charging station, 906a articulating arm, 906b articulating arm, 908a charging cable, 908b charging cable, 1002 base, 1004a connection point, 1004b connection point, 1004c connection point, 1004d connection point, 1006 Body, 1008 small end, 1010 arm storage area, 1100 drop-and-play electric vehicle charging system, 1102 base plate, 1104 parking space, 1106 parking block, 1108 fastener, 1110 bollard, 1112 fastener, 1114 support column, 1116 boom, 1118 charging port, 1120 connection point

Claims

1. A base plate and at least one parking barrier connected to the base plate; an electric vehicle charging device; a boom configured to suspend a charging cable above the base plate; An electric vehicle charging system comprising:

2. 10. The electric vehicle charging system of claim 1, wherein at least one said parking barrier is pivotally connected to said base plate to facilitate transition between a transport mode and an installed mode.

3. the at least one parking barrier comprises a plurality of parking barriers; a first parking barrier of the plurality of parking barriers is a bollard pivotally mounted to the base plate; The electric vehicle charging system of claim 2 , wherein a second parking barrier of the plurality of parking barriers is a parking block.

4. 4. The electric vehicle charging system of claim 3, wherein the parking block is attached to the base plate by a set of fasteners.

5. 4. The electric vehicle charging system of claim 3, wherein the parking block is attached to the base plate by an adhesive.

6. The electric vehicle charging system of claim 1 further comprising a support pole attached to the base plate, the electric vehicle charging device being mounted to the support pole.

7. The electric vehicle charging system of claim 6 , wherein the boom is attached to the support mast.

8. The electric vehicle charging system of claim 7 , wherein the boom is pivotally mounted to the support mast.

9. The electric vehicle charging system of claim 8 , further comprising a charging cord electrically connected to the electric vehicle charging device.

10. the support post having an access port defined therein; 10. The electric vehicle charging system of claim 9, wherein the charging cord is routed through the access port.

11. the boom comprises a pair of festoon trolleys; 11. The electric vehicle charging system of claim 10, wherein the charging cord is routed through a set of the festoon trolleys.

12. The electric vehicle charging system of claim 10 , wherein the support mast has two or more sections pivotally attached to one another.

13. 13. The electric vehicle charging system of claim 12, wherein the first portion of the support mast is pivotally attached to the base plate.

14. 14. The electric vehicle charging system of claim 13, wherein the base plate comprises a set of rolling parts configured to facilitate movement of the base plate over a ground surface.

15. 15. The electric vehicle charging system of claim 14, wherein the support mast comprises a charge port storage receptacle configured to receive a charge port connected to the charge cord.

16. 10. The electric vehicle charging system of claim 1, wherein the boom is configured to autonomously move toward a stationary and stowed state.

17. 17. The electric vehicle charging system of claim 16, wherein the boom is configured to autonomously move from rest toward the stowed position by having one or more springs connected to at least one segment of the boom.

18. 17. The electric vehicle charging system of claim 16, wherein the boom is configured to autonomously move from rest toward the stowed state by having a configuration that causes an unbalanced moment that biases one or more segments of the boom toward the stowed state.

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