High-power electric vehicle charging system

Abstract

To provide a high power electric vehicle charging system. [Solution] Systems and apparatus for implementing megawatt electric vehicle ("EV") charging solutions. In some embodiments, the system includes at least one inverter, a vertical alignment track, and an electric vehicle charging interface physically connected to the vertical alignment track and electrically connected to the at least one inverter. The electric vehicle charging interface can be configured to move the vertical alignment track vertically up and / or down to adjust the height of the electric vehicle charging interface.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims priority to U.S. Provisional Patent Application No. 63 / 684,499, filed August 19, 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. Electric vehicle charging systems provide electrical energy to recharge batteries in electric vehicles. There are various types of EVs that need to be charged, and different EVs have different charging requirements. For example, electric cars may be charged at lower current levels than industrial electric vehicles (e.g., heavy equipment or large commercial vehicles). [Prior art documents] [Non-patent literature]

[0003] [Non-Patent Document 1] "Recommendations and requirements for MCS related standards bodies and solution suppliers", Version 1.0, 2022-11-24 (https: / / www.charin.global / media / pages / technology / knowledge-base / c708ba3361-1670238823 / whitepaper_megawatt_charging_system_1.0.pdf) Summary of the Invention [Means for solving the problem]

[0004] In general, one innovative aspect of the subject matter described herein may be embodied in an electric vehicle charging system that includes at least one inverter, a vertical alignment track, and an electric vehicle charging interface physically connected to the vertical alignment track and electrically connected to the at least one inverter, the electric vehicle charging interface configured to vertically move the vertical alignment track up and / or down to adjust a height of the electric vehicle charging interface. Other embodiments of this aspect include corresponding methods and apparatus.

[0005] Each of these and other embodiments optionally includes one or more of the following features: The electric vehicle charging system may include a motor configured to adjust the vertical height of the electric vehicle charging interface in the vertical alignment track.

[0006] The electric vehicle charging system may include a horizontal adjustment component configured to adjust the horizontal position of the electric vehicle charging interface.

[0007] The electric vehicle charging system may further include a transformer secured to the base and connected to the at least one inverter.

[0008] The electric vehicle charging system may include a support mast to which the vertical alignment track is connected. The electric vehicle charging interface may be a quick connect charging interface. The quick connect charging interface may be rated to provide at least 100 kW of power to an electric vehicle connected to the quick connect charging interface. The electric vehicle charging interface may include a boom attached to the support mast and a charging connector connected to a charging cord. The boom may be configured to return to a stowed state when no external force is applied to the boom.

[0009] The vehicle charging interface can include a set of festoon trolleys connected to the boom, the set of festoon trolleys configured to support the charging cord above the base when the charging connector is moved toward and / or away from the support mast. The boom can be pivotally mounted to the support mast.

[0010] The support mast may have an access port defined therein. A charging cord may be routed through the access port. The charging cord may be routed through a set of festoon trolleys.

[0011] The boom can be configured to autonomously move toward the stowed state at rest by having one or more springs connected between the boom and the support mast. The boom can be configured to autonomously move toward the stowed state at rest by having an arrangement that provides an unbalanced moment that biases one or more sections of the boom toward the stowed state.

[0012] The electric vehicle charging system may include an adjustable cable support configured to support the weight of the charging cord when the vehicle charging interface is moved.

[0013] The electric vehicle charging system may further include a cable storage device configured to feed and retract the charging cord when the adjustable cable support is moved horizontally.

[0014] 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 subject matter will become apparent from the description, drawings, and claims. [Brief explanation of the drawings]

[0015] [Figure 1A] FIG. 1 is a front view of an exemplary electric vehicle (EV) charging system. [Figure 1B]FIG. 1 is a side view of an electric vehicle (EV) charging system. [Figure 1C] FIG. 2 is another side view of an electric vehicle (EV) charging system. [Figure 1D] FIG. 1 is a top view of an electric vehicle (EV) charging system. [Figure 2A] FIG. 1 is a diagram of another exemplary electric vehicle (EV) charging system. [Figure 2B] FIG. 1 is a diagram of another exemplary electric vehicle (EV) charging system. [Figure 2C] FIG. 1 is a diagram of another exemplary electric vehicle (EV) charging system. [Figure 2D] FIG. 1 is a diagram of another exemplary electric vehicle (EV) charging system. [Figure 2E] FIG. 1 is a diagram of another exemplary electric vehicle (EV) charging system. [Figure 3] FIG. 1 is a diagram of another exemplary electric vehicle (EV) charging system. [Figure 4A] FIG. 1 is a diagram of another exemplary electric vehicle (EV) charging system. [Figure 4B] FIG. 1 is a diagram of another exemplary electric vehicle (EV) charging system. [Figure 5A] FIG. 1 is a diagram of another exemplary electric vehicle (EV) charging system. [Figure 5B] FIG. 1 is a diagram of another exemplary electric vehicle (EV) charging system. [Figure 5C] FIG. 1 is a diagram of another exemplary electric vehicle (EV) charging system. DETAILED DESCRIPTION OF THE INVENTION

[0016] Like numbers and designations in the various drawings indicate like elements.

[0017] 1A is a front view of an exemplary electric vehicle (EV) charging system 100. The figure shows a base 102 on which components of system 100 are positioned. In some embodiments, the components of the system can be attached to base 102 by bolts, adhesives, or other fasteners. In some embodiments, base 102 can be steel, aluminum, plastic, rubber, or other suitably rigid material. In other implementations, base 102 can be the ground (e.g., earth), concrete, asphalt, or other surface. In some embodiments, the components of system 100 can be secured to base 102 using adhesives.

[0018] In implementations in which the components of system 100 are placed and / or connected to base 102 at a manufacturing facility (or other location remote from the installation site), system 100 may be delivered pre-assembled to the installation site to facilitate "drop-and-play" functionality. For example, when system 100 is delivered to the installation site in a pre-assembled configuration, system 100 is ready for use simply by connecting it to a power source (e.g., a power grid, a renewable energy source, or other power source such as a micro-nuclear reactor). In this manner, installation of system 100 is simplified and the installation team can be reduced to one person (or a small group) qualified to make the appropriate electrical connections between the system and a power source (not shown).

[0019] The components attached to the base plate 102 may include a support mast 104 configured to support the boom 106. The support mast 104 may be steel, aluminum, plastic, rubber, wood, or other suitably rigid material. In some examples, the support mast 104 may include a vertical alignment track 108 configured to enable vertical movement of the boom 106 along the support mast 104. For example, the vertical alignment track 108 may be implemented using a track, a set of rails, or other mechanism configured to facilitate vertical movement of the boom 106 along a predetermined course or path along the support mast 104. The predetermined path may be defined by rails, gears, tracks, or one or more other structures that restrict movement of an object (e.g., an interface to the boom 106) to along the predetermined path or path.

[0020] The boom 106 includes one or more festoon trolleys 110. As discussed in more detail below, the festoon trolleys 110 are configured to support a charging cord 112. For example, the charging cord 112 may be routed through a set of festoon trolleys 110, thereby supporting the charging cord 112 above the base 102. The festoon trolleys 110 may be wire rope traveling hoist cable trolleys, beam traveling hoist cable trolleys, aisle traveling hoist cable trolleys, or other types of trolleys.

[0021] By routing the charge cord 112 through the festoon trolleys 110 (e.g., a set of one or more festoon trolleys), the location of the charge connector 114 can be adjusted toward and away from the support mast 104 while keeping the charge cord 112 elevated / suspended above the base 102 and / or the ground. In this manner, the charging system 100 eliminates tripping hazards that may be posed by the charge cable 112 being thrown across the ground. For example, as shown in FIGS. 1B and 1C , when the charge connector 114 is moved away from the support mast 104, the set of festoon trolleys 110 will slide away on the boom 106, keeping the charge cord 112 off the base 102 and / or the ground. On the other hand, when the charging connector 114 is moved back toward the support pole 104, the set of festoon trolleys 110 will slide along the boom 106 toward the support pole 104 while still leaving the charging cord 112 hanging above the base 102.

[0022] Although the boom 106 / festoon trolley 110 configuration is described as an exemplary mechanism for repositioning the charging connector 114 and supporting the charging cable 112, other mechanisms may be used. For example, as shown in FIG. 4A , a mechanical arm 402 may be used to support the charging cable 112 above the ground (e.g., overhead) and reposition the charging connector 114 relative to the support mast 104 and / or the EV being charged.

[0023] Charging connector 114 is configured to connect to charging cord 112 and to physically and electrically interface with the EV being charged. In some embodiments, the EV being charged is a commercial vehicle requiring a high power charge of up to or exceeding 3.75 megawatts ("MW") of charging power (e.g., 3000 amps of direct current at 1250 volts). For purposes of this specification, the phrase "high power charge" refers to a charging power of 100 kilowatts (kW) or greater. The charging connector 114 may be a connector that conforms to the Charging Interface Initiative "CarIN" Special Committee Specifications for Megawatt Charging Systems ("MCS") outlined in "Recommendations and requirements for MCS related standards bodies and solution suppliers," Version 1.0, 2022-11-24 (accessible at https: / / www.charin.global / media / pages / technology / knowledge-base / c708ba3361-1670238823 / whitepaper_megawatt_charging_system_1.0.pdf), which is incorporated herein by reference in its entirety. For example, the charging connector 114 may be a connector having one or more of the following design features: - Single conductive plug. - Supports at least 1250 volts DC and 3000 amps. - Support differential communication protocols that enable the bidirectional energy flow required for vehicle-to-grid (V2G) and vehicle-to-everything (V2X) applications (e.g., compliant with or based on ISO 15118-20).

[0024] An example of a charging connector 114 that may be included in the system 100 is the Megawatt Charging System (MCS) multi-pole connector offered by Staubli International AG (staubli.com / us / en / electrical-connectors / products / multi-pole-connectors / mcs.html). Other charging connectors may also be used.

[0025] The charging connector 114 can connect the MCS of the system 100 to EVs, such as Class 6, 7, and 8 commercial vehicles (e.g., large trucks and buses), but the charging connector 114 can be configured to interface with / charge other vehicles with significant power charging requirements, such as vehicles in the aviation industry (electric takeoff and landing vehicles (“e-VTOL” or e-planes), marine vehicles such as tugboats, e-ferries, or electric cargo ships), or heavy equipment vehicles such as electric tractors, electric forklifts, etc.

[0026] 1A , the system 100 includes one or more inverters 116, and as shown in FIG. 1A , includes two inverters 116. The inverters 116 may be configured to convert alternating current ("AC") power to DC power. For example, the inverters may be configured to convert input AC power received from a transformer 118 (or other source of power) to DC power. Each of the inverters may be, for example, a 100 kVA (kilovolt-ampere) inverter providing 1400 A each, resulting in a total of 2800 A of current provided by the system 100.

[0027] More specifically, inverter 116 may be connected (physically and electrically) to charging cable 112, thereby making 2800 A of current available at charging connector 114 for charging an EV. Although only two inverters 116 are shown in system 100, more inverters 116 may be added to increase the amperage provided by system 100 and made available for charging an EV.

[0028] System 100 includes a transformer 118 connected to one or more of the inverters 116. Transformer 118 may be, for example, a low-voltage 2.5 MVA (megavolt-ampere) transformer configured to connect to a power source (e.g., a power grid, a microgrid, or other power source) and convert power received from the power source into output power provided to inverters 116 via a connection between transformer 118 and inverters 116. Of course, other sizes of transformers may be used depending on the electrical characteristics of the power provided by the power source, the power requirements of system 100, and / or the input power requirements of inverters 116.

[0029] For example, assume that transformers 118 are connected to a power grid having a primary voltage of 480Y / 277Vac (e.g., 480 volts between any two phases and 277 volts between any phase and neutral) to 440Vac delta, which is provided as an input to inverters 116. In this example, each inverter 116 converts the AC input from transformer 118 to DC and provides an output DC current of 1400 A. The output of inverters 116 is provided to charging cable 112, which is connected to charging connector 114.

[0030] The transformer 118 and the inverter 116 may be connected via a power bus 120. The power bus 120 is a set of conductors that electrically connects the inverter 116 to the transformer 118. In some embodiments, the inverter 116 is connected in parallel to the transformer 118.

[0031] The system 100 provides cable management by routing the charging cable 112 from a connection to the inverter, through the support mast 104, and to a location near the boom 106. An access port 120 (e.g., a hole) can be defined in the support mast 104, and the charging cable 112 is routed through the access port 120 to a location where the charging cable 112 is electrically connected to the inverter 116 and / or to other components (e.g., power conditioners, power storage devices, etc.) connected between the inverter 116 and the charging cable 112.

[0032] Figure 1B is a side view of an electric vehicle (EV) charging system 100. Shown in Figure 1B is a left-hand view of the depiction of system 100 in Figures 1A-1D (i.e., looking at system 100 from the transformer 118 side). This view of system 100 shows that boom 106 extends away from support mast 104. This view of system 100 also shows two festoon trolleys 110 supporting charging cords 112.

[0033] The boom 106 is attached to the mast 104 at a boom interface 122. In some embodiments, the boom interface 122 may be a hinge or other hardware device that pivotally attaches the boom 106 to the mast 104, allowing the boom 106 to rotate relative to the mast 104. As shown, the boom 106 includes a set of festoon trolleys 110 through which the charging cable 112 is routed. The set of festoon trolleys 110 may be wire rope traveling hoist cable trolleys, beam traveling hoist cable trolleys, aisle traveling hoist cable trolleys, or other types of trolleys.

[0034] By routing the charging cable 112 through the set of festoon trolleys 110, the location of the charging connector 114 can be adjusted toward and away from the support mast 104 while keeping the charging cord elevated / hanging above the base 102. In this manner, the system 100 eliminates tripping hazards that may be posed by the charging cable 112 being thrown across the ground. For example, as shown in FIGS. 1B and 1C , when the charging connector 114 is moved away from the support mast 104, the set of festoon trolleys 110 will slide away on the boom 106 (e.g., along a track on the boom 106), keeping the charging cable 112 off the ground. Meanwhile, when the charging connector 114 is moved back toward the support pole 104, the set of festoon trolleys 110 will slide along the boom 106 toward the support pole while still leaving the charging cable 112 hanging above the base 102.

[0035] The boom 106 may be configured to autonomously pivot toward a plane defined by the surface of the support mast 104 to which the boom 106 is connected when the charging connector 114 is not in use. For example, the end 130 of the boom 106 that is farthest from the support mast 104 in FIGS. 1B-1C may move toward (e.g., rotate toward) an axis that is perpendicular to the axis defined by the boom 106 when the boom 106 is in use (e.g., rotated outward by a force pushing the boom 106 away from the support mast 104).

[0036] An exemplary movement of the boom 106 between a deployed state (e.g., as depicted by the boom 106 positioned as shown after being rotated in the direction depicted by dashed arrow 132) and a stowed state (e.g., as depicted by the boom 106 positioned as shown after being rotated in the direction depicted by dashed arrow 134) is depicted by FIG. 1D , a top view of the electric vehicle charging system 100. In the deployed state position, the length of the boom 106 extends from the support mast 104 to a location that is farther from the edge of the base 102 than when the boom 106 is in the stowed state. In some embodiments, the angle between the support mast 104 and the boom 106 when the boom 106 is in the deployed state is greater than the angle between the support mast and the length of the boom 106 when the boom 106 is in the stowed state. In some embodiments, the length of the boom 106 is the longest dimension of the boom 106.

[0037] In some examples, one or more springs may be connected between the boom 106 and the support mast 104 such that when sufficient force is not exerted on the boom 106 to stretch the springs, the boom 106 moves toward the stowed position and / or the base 102 (e.g., away from the location of an EV parked in front of the charging system 100) in a manner that causes the angle formed by the boom 106 (e.g., the length of the boom) and the surface of the support mast 104 to which the boom 106 is attached to decrease as the boom 106 moves toward the stowed position. In some examples, the boom 106 may be configured to have a center of gravity that causes an unbalanced moment that moves the boom 106 toward the stowed position (e.g., rest position) when sufficient force is not exerted on the boom 106. For example, the unbalanced moment may move / rotate the distal end of the boom 106 in the direction depicted by the dashed arrow 134.

[0038] 2A is a diagram of another exemplary electric vehicle (EV) charging system 200. Similar to the previously discussed system 100, the system 200 includes a base 102, a support mast 104, an inverter 116, and a transformer 118. These components are similar or identical to those previously discussed, and therefore, a description thereof will not be repeated here.

[0039] System 200 includes a quick connect charging interface 202 mounted on support mast 104. Quick connect charging interface (QCCI) 202 is configured to automate a connection between system 200 and the EV being charged. For example, QCCI 202 is configured to move vertically and horizontally to align a plug 204 of QCCI 202 with a charging outlet of the EV being charged. For example, system 100 can vertically lower QCCI 202 to an elevation corresponding to the vertical height of the charging outlet of the EV being charged so that plug 204 can be inserted into the charging outlet of the EV. Once aligned vertically, plug 204 of QCCI 202 can be moved horizontally for insertion into the charging outlet of the EV being charged.

[0040] In some embodiments, vertical movement (e.g., up and / or down the support mast 104) can be achieved using the vertical alignment track 108 in a manner similar to that discussed above. In these implementations, the QCCI 202 can be mounted on or comprise a motorized mechanism (not shown) that interfaces with (e.g., mounts to) the vertical alignment track 108, the motor capable of moving the QCCI 202 up / down on the vertical alignment track 108. Movement of the QCCI 202 along the vertical alignment track 108 can be controlled, such as by a computer system programmed to identify the location of an EV charging outlet and cause the motor to move the QCCI 202 to the height of the charging outlet, or can be otherwise configured.

[0041] The computer system may be implemented to align the QCCI 202 with the EV charging outlet in several ways. In some embodiments, alignment may be initiated when requested by a user (e.g., by pressing a "start button" or by being authorized to begin charging the EV). For example, in response to the user being authorized to begin charging (e.g., by authenticating with the system and / or by presenting account authorization), control circuitry that is part of or in communication with the system 100 may cause a motor to move the QCCI 202 vertically until the plug 204 is vertically aligned with the EV charging outlet location (e.g., within a specified distance of the location).

[0042] In some embodiments, system 200 is configured to adjust the location of QCCI 202 based on characteristics of the EV being charged and to move QCCI 202 to a specified location based on characteristics of the EV being charged. For example, control circuitry included in or in communication with QCCI 202 can identify / obtain characteristics of the EV being charged, such as information indicating the vehicle type and / or other characteristics of the EV. The information can be obtained, such as through user input to a user interface of system 200. For example, a user can input the make / model / year of the EV being charged when they arrive at system 200. Similarly, a camera (not shown) included with system 200 can be used in combination with an image recognition model to determine the make / model / year of the EV being charged when the user arrives. Other sensors can be included in system 200 to detect the location of the EV and / or an EV charging outlet. The sensors may include radar, LIDAR (light detection and ranging), RFID (radio frequency identification) sensors, NFC (near field communication) sensors, or other types of sensors.

[0043] Additionally or alternatively, the information can be obtained through communication with the EV being charged, a mobile application on the user's mobile device, or other modes of communication. For example, the EV may be equipped with wireless communication equipment that can interface with the electronics of system 200 (or other electronics) when the EV arrives at system 200 (e.g., when it enters the communication range of system 200). In a particular example, system 200 may be equipped with wireless communication device 206 that can broadcast its identification to nearby devices. In this example, nearby devices (e.g., EVs or mobile devices running a designated app) can detect the broadcast message when they enter a given physical area, identify the capabilities of the EV charging station, and transmit information about the EV to system 200.

[0044] In some embodiments, the control circuitry may perform a database lookup using the received information to identify charging outlet locations for the identified EV being charged, electrical charging parameters of the EV, or other information that may be used to customize the charging experience for the EV being charged. Information may be provided directly by the EV in some circumstances.

[0045] In response to obtaining information about the EV, system 200 can adjust charging parameters to meet the charging needs of the EV and / or to move QCCI 202 to a specified location so that plug 204 is located near (e.g., within a specified distance of) the charging outlet for the EV to be charged. In this example, control circuitry can cause the system (e.g., using a motor) to vertically position plug 204 at (or within a specified distance of) the vertical height of) the EV charging outlet. The control circuitry can also move QCCI 202 horizontally (e.g., relative to base 102) to insert plug 204 into the EV charging outlet, as discussed in more detail below.

[0046] In some examples, the target location may be a set of coordinates (e.g., x, y, z) that are specified based at least in part on characteristics of the EV to be charged. The characteristics may include one or more of the location of a charging outlet on the vehicle, the orientation of the vehicle relative to the QCCI 202, and / or the physical dimensions of the vehicle. Using these characteristics, the control circuitry can select not only the coordinates of the target location, but also a travel path that will allow the target location to be reached without colliding with the vehicle or any other object.

[0047] Figure 2B is another view of an example electric vehicle (EV) charging system 200. Shown in Figure 2B is a left-hand view of the depiction of system 200 in Figure 2A (i.e., looking at system 200 from the transformer 118 side). Figure 2B shows QCCI 202 positioned near the top of support mast 104. Additional details of QCCI 202 are also shown in this view.

[0048] For example, this illustration shows that the QCCI 202 includes a horizontal adjustment component 208 configured to facilitate horizontal movement of the plug 204 (e.g., relative to the base 102). The horizontal adjustment component 208 may be implemented using a track, a set of rails, or other mechanism / device / component configured to facilitate horizontal movement of the plug 204 along a predetermined course or path toward and away from the support post 104. The predetermined path may be defined by rails, gears, tracks, or one or more other structures that restrict movement of an object (e.g., the plug 204) to along the predetermined path or path.

[0049] This diagram also shows the inclusion of a controller 210 for the QCCI 202. The controller 210 may include one or more data processors and / or motors, among other mechanical and / or electrical components. The controller 210 is configured to move the QCCI 202 along the horizontal adjustment component 208 and / or to move the QCCI 202 vertically up / down on the support mast 104. For example, when the location of the EV charging outlet is determined, the controller 210 can engage one or more motors that move the QCCI 202 vertically to align the plug 204 with the charging outlet of the EV to be charged and move the QCCI 202 horizontally to insert the plug 204 into the charging outlet of the EV to be charged.

[0050] The view depicted by FIG. 2B also shows more details of the plug 204 of the QCCI 202. As shown, the plug 204 has an inner shaft 212 that is surrounded by a sheath 214. In the uninserted state, at least a portion of the inner shaft 212 is covered by the sheath 214 such that the covered portion of the inner shaft 212 is inaccessible. In this manner, the sheath 214 prevents the two conductors 216 and 218 of the inner shaft 212 from being electrically shorted. As shown, one conductor 216 of the inner shaft 212 is at (or within a specified distance of) the tip of the inner shaft 212, and the second conductor 218 of the inner shaft 212 is positioned farther from the tip of the inner shaft 212 than the first conductor.

[0051] Sheath 214 is configured to retract when plug 204 is inserted into the EV's charging outlet, thereby exposing more of inner shaft 212. For example, sheath 214 may be made from (or may include) a compressible material that compresses when pressure is applied to sheath 214. In this manner, sheath 214 is configured to retract relative to inner shaft 212, thereby exposing more of inner shaft 212. When sheath 214 is sufficiently compressed, two conductors 216 and 218 of inner shaft 212 are exposed and can interface with corresponding conductors in the charging outlet of the EV being charged. An exemplary QCCI that may be used in system 200 is the Quick Connect Charging Interface offered by Staubli International AG (staubli[dot]com / us / en / electricalconnectors / products / multi-pole-connectors / qcc.html).

[0052] 2C is another view of an exemplary electric vehicle (EV) charging system 200. FIG. 2C shows the QCCI being moved down on the support mast 104, as previously discussed. Lowering the QCCI 202 can continue until the plug 204 is aligned with (e.g., within a specified distance of) a determined location of an EV charging outlet. The movement of the QCCI 202 is shown relative to the base 102, support mast 104, and transformer 118 depicted in this view.

[0053] 2D is another view of an example electric vehicle (EV) charging system 200. FIG. 2D shows the plug 204 of the QCCI 202 being moved horizontally away from the support mast 104 (e.g., toward the EV to be charged) and inserted into the EV charging outlet 220. The horizontal movement of the plug 204 enables charging of the EV at a distance from the system 200. In this view, the box 220 represents the charging outlet for the EV to be charged. As the plug 204 of the QCCI 202 is moved away from the support mast 104 and into the location of the EV charging outlet 220, the plug 204 can begin to be inserted into the charging outlet 220. As the movement of the plug 204 continues to result in the insertion of the plug 204 into the charging outlet 220, the sheath 214 is retracted, compressed, or otherwise manipulated to expose the inner shaft 212. As discussed above, when more of inner shaft 212 is exposed, conductors 216 and 218 are also exposed and can engage (electrically connect to) conductors in charging outlet 220 so that the EV can be charged.

[0054] FIG. 2E is another diagram of an exemplary electric vehicle (EV) charging system 200. In this diagram, the path of conductor 222, which electrically connects QCCI 202 to a power source, is shown. Due to the power requirements of an EV being charged by system 200, conductor 222 will have a larger diameter and weight than a charging cable used to charge a typical EV. This larger size / weight may warrant a special cable management solution. In this example, conductor 222 is extendable and retractable from cable management device 224. Cable management device 224 in this example is a reel solution that allows conductor 222 to unwind from a reel as QCCI 202 extends away from support mast 104 and be retracted by the reel solution as QCCI 202 is moved horizontally toward support mast 104. Cable management device 224 may be connected behind other components of system 200 or may be mounted on its own separate support mast (not shown). Retraction of the conductor 222 can be facilitated by a spring mechanism in the cable storage device 224, or the conductor 222 can be connected to / include a resilient portion that automatically retracts the conductor 222 when a force less than a threshold magnitude is applied in the opposite direction to the force generated by the resilient portion.

[0055] 3 is a diagram of another exemplary electric vehicle (EV) charging system 300. The configuration of system 300 is substantially the same as that of previously discussed system 200, except that system 300 is disposed in two different bases 302 and 304. In this example, transformer 118 is fixed or otherwise disposed in base 302, while inverter 116 and support mast 104 are fixed or otherwise disposed in base 304. This “split-base” configuration allows transformer 118 and base 302 to be shipped (e.g., on another truck, train, ship, plane, etc.) separately from base 304, which is pre-installed with inverter 116, support mast 104, QCCI 202 (including plug 204), and other components (e.g., communication device 206 and vertical alignment track 108). This provides greater flexibility in the event that system 300 needs to be transported.

[0056] Once delivered to the installation site, bases 302 and 304 can be installed side-by-side (e.g., with no connection between them), or bases 302 and 304 can be connected by a connection mechanism 306. Connection mechanism 306 can be fasteners, adhesive, or any other mechanism configured to limit movement of base 302 relative to base 304 and movement of base 304 relative to base 302. In this way, the electrical connection made between transformer 118 and inverter 116 is less susceptible to damage potentially caused by movement of base 302 relative to base 304.

[0057] FIG. 4A is a diagram of another exemplary electric vehicle (EV) charging system 400. System 400 includes many of the same components discussed above with reference to FIG. 1A. For example, system 400 includes base 102, support mast 104, vertical alignment track 108, inverter 116, transformer 118, charging cord 112, and charging connector 114. However, instead of having the boom 106 depicted in FIGS. 1A-1D, system 400 includes a mechanical arm 402. Mechanical arm 402 can be considered a type of boom, although different terminology is used for clarity. As shown in FIG. 4A, mechanical arm 402 includes multiple extension members 404a and 404b, which may also be referred to as "links" or "sections" of mechanical arm 402. Extension members 404a and 404b can be attached to one another through various types of joints, such as rotary or linear joints, to form mechanical arm 402. The number and type of links used in the mechanical arm depend on the intended use and range of motion required. Figure 4A shows a mechanical arm 402 embodied with two extension members 404a and 404b pivotally attached to each other and to support mast 104. Additional components can be attached to extension members 404a and 404b to provide mechanical arm 402 with the ability to perform specific tasks. For example, as discussed in more detail below, an EV charging connector (and / or other components) and / or sensors can be incorporated into or attached to a link at the end of mechanical arm 402 (e.g., extension member 404b) to enable mechanical arm 402 to insert the charging connector into an EV charging outlet.

[0058] 4A , the mechanical arm 402 is configured to route the charging cord 112 from the support mast 104 to an arm access port 406 on the mechanical arm 402. The arm access port 406 may be formed as a void in a surface of the extension member 404b through which the charging cord 112 passes to make the charging cord 112 accessible and manipulable by a person (or machine) connecting the charging connector 114 to a charging outlet / port on an EV. In some embodiments, the arm access port 406 may be a connectorized port on the mechanical arm. That is, the arm access port 406 may have a connector to which a mating connector on the charging cord 112 may be connected.

[0059] In some embodiments, the mechanical arm can be configured to be stowed, as shown, for example, in FIG. 4B . In the stowed state, extension members 404a and 404b are in a retracted position such that charging cord 112 is closer to support post 104 than it was in the activated state shown in FIG. 4A . More specifically, in this implementation, mechanical arm 402 is configured to allow extension members 404a and 404b to fold in an accordion-like manner. For example, extension member 404a is pivotally / rotatably connected to support post 104 so that it can fold downward (or upward), thereby bringing the entire length of extension member 404a (and / or the distal end of extension member 404a connected to extension member 404b) closer to support post 104 than it is in the activated state shown in FIG. 4A . Similarly, extension member 404b is pivotally / rotatably connected to extension member 404a so that it can fold closer to extension member 404a and support post 104, respectively.

[0060] In some embodiments, retraction (e.g., folding or otherwise retracting) of extension members 404a and 404b can be performed manually. In some embodiments, retraction can be performed hydraulically, by a motor, or by a suitable electronic mechanism. For example, the transition from one state (e.g., an activated state) to another state (e.g., a stowed state) can be initiated in response to the mechanical arm 402 or other components, including control circuitry, such as one or more processors, detecting a user's interaction with a change state 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 the mechanical arm 402 can be initiated. Movement of the mechanical arm 402 can be stopped when the mechanical arm 402 completes the state change (e.g., when the mechanical arm 402 reaches the activated or stowed state).

[0061] Mechanical arm 402 may also be configured to include circuitry that detects when the charging connector is removed from the EV's charging outlet and to initiate a transition to the stowed state in response to detecting that the charging connector has been physically removed from the charging outlet. For example, mechanical arm 402 may include an open circuit sensor that provides a state change signal when an open circuit is present in charging connector 114. Additionally or alternatively, mechanical arm 402 may include a mechanical storage interface (not shown) configured to receive charging connector 114 and detect when charging connector 114 is inserted into charging connector storage outlet 410 (e.g., a mechanical storage interface configured to receive charging connector 114). When charging connector 114 is detected in charging connector storage outlet 410 (e.g., by control circuitry), a state change signal may be generated. The state change signal may cause a motor to begin retracting and / or folding mechanical arm 402 until mechanical arm 402 reaches the stowed state.

[0062] When the mechanical arm 402 reaches the stowed state, the arm access port 406 can be raised relative to the opposite end of the extension member 404b, which reduces the amount of the charging cord 112 that can contact the ground and, depending on the length of the charging cord 112 and the length of the extension member 404b, can prevent the charging cord 112 and charging connector 114 from completely contacting the ground. For example, the length of the extension member 404b can be selected such that the length of the charging cord 112 is equal to or less than the length of the extension member 404b. Similarly, the length of the extension member 404b can be selected such that the height of the arm access port 406 above the ground in the stowed state is greater than (or equal to) the length of the charging cord 112.

[0063] FIG. 5A is a diagram of another exemplary electric vehicle (EV) charging system 500. System 500 includes many of the same components discussed above with reference to FIGS. 1A-1D . For example, system 500 includes base 102, support mast 104, inverter 116, transformer 118, charge cord 112, and charge connector 114. However, instead of having the boom 106 depicted in FIGS. 1A-1D , system 500 includes an adjustable cable support 502. Adjustable cable support 502 is configured to support the weight of charge cord 112 when charge connector 114 is moved. As the charging capacity of system 500 increases, the circumference and weight of charge cord 112 required to support the charging capacity also increase, thereby reducing a person's ability to manipulate charge cord 112 and charge connector 114. Additionally, the increased weight of charge cord 112 can potentially apply excessive force to the connection between charge cord 112 and charge connector 114 during movement of charge connector 114.

[0064] To facilitate easier movement of the charging connector 114 (e.g., to position the charging connector 114 at a charging outlet location on an EV) and to reduce forces exerted on the connection between the charging connector 114 and the charging cord 112 during movement, an adjustable cable support ("ACS") 502 may be configured to support the weight of the charging cord 112 at various heights above the ground (e.g., to be vertically adjustable) and also to support the weight of the charging cord 112 at various distances from the support mast 104 and / or inverter 116. As shown in FIG. 5A , the ACS 502 may have a bottom that is at the elevation of the base 102 (e.g., at or near the ground). The height of the ACS 502 may be selected based on the vertical height of the charging outlet of the EV to be charged by the system 500. For example, assuming the maximum height (e.g., vertical height above ground) of the charging outlet of the EV to be charged is 5 feet, the ACS 502 may be at least 5 feet tall. Of course, if the maximum height is greater than 5 feet, the height of the ACS 502 may be selected such that the weight of the charging cord 112 is supported at the maximum height.

[0065] The ACS 502 may include an internal passageway 504 that facilitates vertical movement of the charging cord 112 through the ACS 502. In some embodiments, the ACS 502 may include a cable support mechanism (“CSM”) 506 configured to support the charging cord 112 and move it up and down the internal passageway 504. In this manner, the CSM 506 can adjust the vertical height at which the charging cord 112 exits the ACS 502 and the height of the charging connector 114. For example, the CSM 506 may be connected to a vertical alignment track, and the ACS 502 may include a motor (not shown) that moves the CSM 506 up and down in the internal passageway 504 (e.g., along the vertical alignment track). Moving the CSM 506 up and down in the internal passageway 504 in this manner eliminates the need for a person to lift the entire weight of the charging cord 112, as the weight of the charging cord 112 on the opposite side of the ACS 502 from the charging connector 114 is lifted by the ACS 502.

[0066] FIG. 5B is another diagram of an example electric vehicle (EV) charging system 500. In this diagram, the path of the charge cord 112, which electrically connects the charge connector 114 to the power source, is shown (e.g., between the inverters 116 and / or through the support mast 104). Due to the power requirements of an EV being charged by system 500, the charge cord 112 will have a larger diameter and weight than a charging cable used to charge a typical EV (e.g., a personal vehicle EV). This larger size / weight can warrant a special cable management solution. In this example, the charge cord 112 is extendable and retractable from a cable storage device 508. The cable storage device 508 in this example is a reel solution that allows the charge cord 112 to unwind / feed from the reel when the charge connector 114 is moved away from the cable storage device 508 and to be retracted (retracted) by the cable storage device 508 when the charge connector is moved horizontally toward the cable storage device 508. Cable management device 508 may be connected to the back of another component of system 500 (e.g., support mast 104) or may be mounted on its own separate support mast (not shown). Retraction of charging cord 112 may be facilitated by a spring mechanism in cable management device 508, or charging cord 112 may be connected to and / or include a resilient portion that automatically retracts the charging cord when a force below a threshold magnitude is applied in a direction opposite to the force generated by the resilient portion.

[0067] The ACS 502 may be mounted on a track 510 to facilitate movement away from and toward the cable storage device 508, the support mast 104, the transformer 118, and / or the inverter (not shown in this figure). The track 510 may be on top of the base 102 (e.g., at ground level) or may be integrated into the base 102 (e.g., below ground level) to reduce tripping hazards. To facilitate movement of the ACS 502, the ACS 502 may be fixed to a portion of the track 510, and the track may be configured to move horizontally to reposition the ACS 502 at a different distance from other components of the system 500. For example, the track 510 may be configured similar to a conveyor belt, such that the portion of the track 510 to which the ACS 502 is connected moves horizontally relative to the other components of the system 500 when a motor moves the track 510. In other examples, the track may comprise a system of chains or pulleys that move the ACS 502 when actuated.

[0068] In some embodiments, motors of the ACS 502 and / or the track 510 can be actuated to reposition the ACS 502 to a different location along the track 510 and / or to reposition the ACS 502 horizontally to another horizontal distance different from other components of the system 500. In some embodiments, the ACS 502 can ride on wheels that facilitate movement of the ACS 502 along the horizontal distance of the track 510. In these implementations, the ACS 502 can include motors connected to the wheels (e.g., by a drivetrain), and actuation of the motors can facilitate movement of the ACS 502 along the track 510. If the ACS 502 is wheeled, the track 510 can be a groove in which the wheels are positioned to restrict movement of the ACS 502. In some situations, the track can be a guide line or other reference axis that the ACS 502 can use to move within a particular area. For example, ACS 502 may include a camera, LIDAR (light detection and ranging), or other sensor configured to identify a guide line, other reference axis, or reference object and move ACS 502 in the manner discussed above.

[0069] In some embodiments, movement of the ACS 502 may be performed manually. For example, the ACS 502 may be configured to move horizontally away from the cable management device 508, the support mast 104, the transformer 118, and / or the inverter (not shown in this figure) when a force is applied to the ACS 502 away from the cable management device 508, the support mast 104, the transformer 118, and / or the inverter (not shown in this figure). In some embodiments, movement of the ACS 502 may be performed hydraulically, by a motor, or by a suitable electronic mechanism. For example, transition from one location to another may be initiated in response to the ACS 502 or other components, including control circuitry, such as one or more processors, detecting user interaction with a movement control (e.g., a button, lever, or other mechanism configured to initiate movement of the ACS 502). More specifically, interaction with a “release” button or a “retract” button may be detected, and in response, movement of the ACS 502 may be initiated. The movement of the ACS 502 can be stopped when the ACS 502 reaches a particular location and / or when the user stops interacting with the movement controls.

[0070] The ACS 502 may also include circuitry that detects when the charging connector 114 is removed from the EV's charging outlet and may be configured to initiate movement of the ACS 502 toward the cable storage device 508, the support mast 104, the transformer 118, and / or the inverter (not shown in this figure) in response to detecting that the charging connector 114 has been physically removed from the charging outlet. For example, the ACS 502 may include an open circuit sensor that provides a retract signal when an open circuit is present in the charging connector 114. Additionally or alternatively, the ACS 502 may include a mechanical storage interface that is configured to receive the charging connector 114 and detect when the charging connector 114 is inserted into the mechanical storage interface that is configured to receive the charging connector 114. When the charging connector 114 is detected at the mechanical storage interface (e.g., by control circuitry), a retract signal may be generated. The retract signal can initiate the motor to retract and / or move the ACS 502 until it reaches a specified location closer to the cable storage device 508, the support mast 104, the transformer 118, and / or the inverter (not shown in this figure).

[0071] In some examples, movement of the ACS 502 can be triggered by a switch (or other mechanism) located on the CSM 506 or other component in contact with the charging cord 112. For example, movement of the charging connector 114 away from the ACS 502 can cause the switch to change state and apply sufficient force to the charging cord 112 to engage (e.g., away from) the motor (or other mechanism) to move the ACS 502 away from the cable management device 508, the support mast 104, the transformer 118, and / or the inverter (not shown in this figure), as shown in FIG. 5C . Continuing with this example, when an opposing force (e.g., toward the ACS 502) is applied to the charging cord 112, the switch can again change state and engage the motor to move the ACS toward the cable management device 508, the support mast 104, the transformer 118, and / or the inverter (not shown in this figure).

[0072] Embodiments of the subject matter and operations described herein can be implemented in digital electronic circuitry, or in computer software, firmware, or hardware, including the structures disclosed herein and their structural equivalents, or in one or more combinations thereof. Embodiments of the subject matter disclosed herein can be implemented as one or more computer programs, i.e., one or more modules of computer program instructions, encoded on a computer storage medium for execution by or to control the operation of a data processing apparatus. Alternatively or additionally, the program instructions can be encoded into an artificially generated propagated signal, such as a machine-generated electrical, optical, or electromagnetic signal, generated to encode information for transmission to an appropriate receiving apparatus for execution by the data processing apparatus. The computer storage medium can be, or can be included in, a computer-readable storage device, a computer-readable storage substrate, a random or serial access memory array or device, or one or more combinations thereof. Furthermore, a computer storage medium is not a propagating signal, but can be a source or destination of computer program instructions encoded in an artificially generated propagating signal. A computer storage medium can be, or can be contained in, one or more separate physical components or media (eg, multiple CDs, disks, or other storage devices).

[0073] The operations described herein may be implemented as operations performed by a data processing apparatus on data stored on one or more computer-readable storage devices or data received from other sources.

[0074] The term "data processing apparatus" encompasses all types of apparatuses, devices, and machines for processing data, including, by way of example, a programmable processing apparatus, a computer, a system-on-chip, a plurality thereof, or a combination thereof. An apparatus may include special-purpose logic circuitry, such as an FPGA (field-programmable gate array) or an ASIC (application-specific integrated circuit). In addition to hardware, an apparatus may also include code that creates an execution environment for the computer program in question, such as code comprising processing apparatus firmware, a protocol stack, a database management system, an operating system, a cross-platform runtime environment, a virtual machine, or one or more combinations thereof. The apparatus and execution environment may implement a variety of different computing model infrastructures, such as web services, distributed computing infrastructure, and power grid computing infrastructure.

[0075] A computer program (also known as a program, software, software application, script, or code) can be written in any form of programming language, including compiled, interpreted, declarative, or procedural languages, and can be deployed in any form, including as a stand-alone program or as a module, component, subroutine, object, or other unit suitable for use in a computing environment. A computer program may, but need not, correspond to a file in a file system. A program can be stored in a single file dedicated to the program or in a portion of a file that holds other programs or data (e.g., one or more scripts stored in a markup language document) in multiple coordinated files (e.g., one or more modules, subprograms, or portions of code). A computer program can be deployed to be executed on one computer or on multiple computers that are located at one site or distributed across multiple sites and interconnected by a communications network.

[0076] The processes and logic flows described herein may be performed by one or more programmable processing devices executing one or more computer programs to perform operations by operating on input data and generating output. The processes and logic flows may be performed by, and devices may be implemented as, special purpose logic circuitry, such as an FPGA (field programmable gate array) or an ASIC (application specific integrated circuit).

[0077] Suitable processors for executing computer programs include, by way of example, general-purpose microprocessors, special-purpose microprocessors, and any one or more processors of any kind of digital computer. Generally, a processor receives instructions and data from a read-only memory, a random-access memory, or both. The essential elements of a computer are a processor for performing operations in accordance with the instructions and one or more storage devices for storing instructions and data. Generally, a computer will also include one or more mass storage devices for storing data, such as magnetic, magneto-optical, or optical disks, or will be operatively coupled to receive data from, transmit data to, or both of such mass storage devices. However, a computer need not have such devices. Furthermore, computers can be embedded in other devices, such as mobile phones, personal digital assistants (PDAs), portable audio players, video players, game consoles, global positioning system (GPS) receivers, or portable storage devices (e.g., universal serial bus (USB) flash drives), to name a few. Suitable devices for storing computer program instructions and data include all forms of non-volatile memory, media, and storage devices, including, by way of example, semiconductor memory devices such as EPROM, EEPROM, and flash memory devices, magnetic disks such as internal or removable hard disks, magneto-optical disks, CD-ROM disks, DVD-ROM disks, etc. The processor and the memory can be supplemented by, or incorporated in, special purpose logic circuitry.

[0078] To provide for user interaction, embodiments of the subject matter described herein may be implemented on a computer having a display device, such as a CRT (cathode ray tube) or LCD (liquid crystal display) monitor, for displaying information to the user, a keyboard, and a pointing device, such as a mouse or trackball, through which the user can provide input to the computer. Other types of devices may be used to provide for user interaction; feedback provided to the user may be any form of sensory feedback, e.g., visual, auditory, or tactile feedback, and input from the user may be received in any form, including acoustic, speech, or tactile input. Computers may also interact with users by sending documents to and receiving documents from devices used by the user, such as, for example, by sending a web page to a web browser on the user's client device in response to a request received from the web browser.

[0079] Embodiments of the subject matter described herein may be implemented in a computer system with back-end components such as a data server, with middleware components such as an application server, with front-end components such as a client computer having a graphical user interface or web browser through which a user can interact with an implementation of the subject matter described herein, or with any combination of such back-end, middleware, or front-end components. The components of the system may be interconnected by any form or medium of digital data communication, such as a communication network. Examples of communication networks include a local area network ("LAN"), a wide area network ("WAN"), an internetwork (e.g., the Internet), and a peer-to-peer network (e.g., an ad hoc peer-to-peer network).

[0080] A computer system may include clients and servers. Clients and servers are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. In some embodiments, a server sends data (e.g., HTML pages) to a client device (e.g., for purposes of displaying data on the client device and receiving user input from a user interacting with the client device). Data generated at the client device (e.g., the result of user interaction) may be received at the server from the client device.

[0081] While this specification contains many specific implementation details, these should not be construed as limitations on the scope of any invention or on the scope of what may be claimed, but rather as descriptions of features specific to particular embodiments of particular inventions. 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 previously described as working in a particular combination, and may even be initially claimed as such, one or more features from a claimed combination may, in some cases, be deleted from the combination, and the claimed combination may be directed to a subcombination or variation of the subcombination.

[0082] Similarly, although acts are depicted in the figures in a particular order, this should not be understood as requiring such acts to be performed in the particular order or sequential order shown, or that all of the depicted acts be performed, to achieve desirable results.

[0083] Thus, specific embodiments of the present 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. Also, 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]

[0084] 100 Electric Vehicle (EV) Charging System 102 Base 104 Support column 106 Boom 108 Vertical Alignment Track 110 Festoon Trolley 112 Charging cords, charging cables 114 Charging connector 116 Inverter 118 Transformer 120 Power Bus, Access Port 122 Boom Interface 130 edge 132 Rotation to Expanded State 134 Rotation to Containment 200 Electric Vehicle (EV) Charging System 202 Quick Connect Charging Interface, QCC 204 Plug 206 Wireless communication devices 208 Horizontal Adjustment Component 210 Control device 212 Internal Shaft 214 Sheath body 216, 218 conductors 220 charging outlets 222 Conductor 224 Cable Storage Device 300 Electric Vehicle (EV) Charging System 302, 304 base 306 Connection mechanism 400 Electric Vehicle (EV) Charging System 402 Mechanical Arm 404a, 404b extension member 406 Arm Access Port 410 Charging connector storage outlet 500 Electric Vehicle (EV) Charging System 502 Adjustable Cable Stay, ACS 504 Internal passage 506 Cable Support Mechanism, CSM 508 Cable Storage Device 510 orbit

Claims

1. at least one inverter; a vertical alignment track; an electric vehicle charging interface physically connected to the vertical alignment track and electrically connected to the at least one inverter, the electric vehicle charging interface configured to vertically move the vertical alignment track up and / or down to adjust a height of the electric vehicle charging interface; An electric vehicle charging system comprising:

2. 10. The electric vehicle charging system of claim 1, further comprising a motor configured to adjust the vertical height of the electric vehicle charging interface in the vertical alignment track.

3. 3. The electric vehicle charging system of claim 2, further comprising a horizontal adjustment component configured to adjust a horizontal position of the electric vehicle charging interface.

4. The electric vehicle charging system of claim 3 further comprising a transformer secured to a base and connected to the at least one inverter.

5. The electric vehicle charging system of claim 4 further comprising a support mast to which the vertical alignment track is connected.

6. 6. The electric vehicle charging system of claim 5, wherein the electric vehicle charging interface is a quick connect charging interface.

7. 6. The electric vehicle charging system of claim 5, wherein the quick connect charging interface is rated to provide at least 100 kW of power to an electric vehicle connected to the quick connect charging interface.

8. The electric vehicle charging interface includes: a boom attached to the support mast; Charging cord and a charging connector connected to the charging cord; 6. The electric vehicle charging system of claim 5, comprising:

9. 10. The electric vehicle charging system of claim 8, wherein the boom is configured to return to a stowed state when an external force is not applied to the boom.

10. 10. The electric vehicle charging system of claim 8, wherein the vehicle charging interface further comprises a set of festoon trolleys connected to the boom, the set of festoon trolleys configured to support the charging cord above the base when the charging connector is moved toward and / or away from the support mast.

11. The electric vehicle charging system of claim 10 , wherein the boom is pivotally mounted to the support mast.

12. The support column has an access port defined therein; 12. The electric vehicle charging system of claim 11, wherein the charging cord is routed through the access port.

13. 12. The electric vehicle charging system of claim 11, wherein the charging cord is routed through the set of festoon trolleys.

14. 10. The electric vehicle charging system of claim 8, wherein the boom is configured to autonomously move toward the stowed state at rest by having one or more springs connected between the boom and the support mast.

15. 10. The electric vehicle charging system of claim 8, wherein the boom is configured to autonomously move toward the stowed state at rest by having a configuration that provides an unbalanced moment that biases one or more sections of the boom toward the stowed state.

16. an adjustable cable support configured to support the weight of a charging cord when the vehicle charging interface is moved; The electric vehicle charging system of claim 1 further comprising:

17. 17. The electric vehicle charging system of claim 16, further comprising a cable storage device configured to feed and retract the charging cord when the adjustable cable support is moved horizontally.

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