Portable electric vehicle charging station and systems thereof

Abstract

A portable electric vehicle charging station includes a container that defines an interior compartment. First and second cabinets are housed in the interior compartment and are configured to receive power from a primary and secondary power source, respectively. A distribution cabinet is housed in the interior compartment and has distribution busses electrically connected to at least one of the primary and secondary power sources. A plurality of branch breakers are housed in the distribution cabinet and electrically connected to the distribution busses, each branch breaker configured to deliver power to an associated electric vehicle charger. A first service box is mounted on the rear wall and houses a first service entrance connection assembly that facilitates electrical connection to the primary power source. A second service box is mounted on the rear wall and houses a second service entrance connection assembly that facilitates electrical connection to the secondary power source.

Description

Atty. Docket No. 0778259PORTABLE ELECTRIC VEHICLE CHARGING STATION AND SYSTEMS THEREOFREFERENCE TO RELATED APPLICATION

[0001] This application claims priority of U.S. provisional patent application Serial No. 63 / 689,393, entitled Portable Electric Vehicle Charging Station and Portable Electric Vehicle, filed August 30, 2024, and hereby incorporates this provisional patent application by reference herein in its entirety.BACKGROUND

[0002] Electric vehicle (EV) charging infrastructure has traditionally relied on permanently installed charging stations. These permanent installations, while providing a stable power source for EVs, have several limitations that make them inferior to the emerging portable EV charging station technology.

[0003] Permanent charging stations lack flexibility in their placement, often requiring extensive and costly infrastructure modifications to install. Once in place, these stations cannot be easily relocated to meet changing demand patterns or to service areas experiencing temporary surges in EV traffic. This inflexibility can result in inefficient utilization of resources and suboptimal charging availability for EV users.

[0004] Furthermore, permanently installed charging stations are vulnerable to damage from natural disasters, accidents, or vandalism. When such incidents occur, these stations may be rendered inoperable for extended periods, causing significant disruptions to EV charging services in the affected areas. Additionally, the installation of permanent charging stations often requires lengthy construction times and high costs. In contrast, portable EV charging stations offer a more adaptable and resilient solution to these challenges, addressing many of the shortcomings inherent in permanently installed systems.Atty. Docket No. 0778259BRIEF DESCRIPTION OF THE DRAWINGS

[0005] FIG. l is a front perspective view depicting an EV charging station, in accordance with one embodiment;

[0006] FIG. 2 is a rear perspective view of the EV charging station of FIG. 1;

[0007] FIG. 3 is a cross section view taken along the lines 3-3 in FIG. 1;

[0008] FIG. 4 is an enlarged view of the EV charging station of FIG. 3;

[0009] FIG. 5 is a schematic view of the EV charging station of FIG. 1 in association with a plurality of EV chargers;

[0010] FIG. 6 is an environmental view depicting the EV charging station of FIG. 1 in association with a plurality of EV chargers, in accordance with one embodiment, a jersey barrier, a pair of roof mounted transformers and other components;

[0011] FIG. 7 is a front plan view depicting a cradle-style mount for an EV charger;

[0012] FIG. 8 is a front perspective view of the cradle-style mount of FIG. 7;

[0013] FIG. 9 is an environmental view of a plurality of the EV chargers in association with a plurality of jersey barriers installed at a central charging site;

[0014] FIG. 10 is a perspective view of an EV charging station, in accordance with another embodiment; and

[0015] FIG. 11 is a perspective view of an EV charging station, in accordance with another embodiment.DETAILED DESCRIPTION

[0016] Various non-limiting embodiments of the present disclosure will now be described to provide an overall understanding of the principles of the structure, function, and use of the apparatuses, systems, methods, and processes disclosed herein. One or more examples of theseAtty. Docket No. 0778259 non-limiting embodiments are illustrated in the accompanying drawings. Those of ordinary skill in the art will understand that systems and methods specifically described herein and illustrated in the accompanying drawings are non-limiting embodiments. The features illustrated or described in connection with one non-limiting embodiment may be combined with the features of other nonlimiting embodiments. Such modifications and variations are intended to be included within the scope of the present disclosure.

[0017] Reference throughout the specification to “various embodiments,” “some embodiments,” “one embodiment,” “some example embodiments,” “one example embodiment,” or “an embodiment” means that a particular feature, structure, or characteristic described in connection with any embodiment is included in at least one embodiment. Thus, appearances of the phrases “in various embodiments,” “in some embodiments,” “in one embodiment,” “some example embodiments,” “one example embodiment,” or “in an embodiment” in places throughout the specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures or characteristics may be combined in any suitable manner in one or more embodiments.

[0018] The present disclosure relates to systems and methods for a portable electric vehicle (EV) charging station that is easily deployable to a location without requiring the installation of the significant infrastructure typically associated with permanent EV charging solutions. For example, in one aspect of the present disclosure, a portable EV charging station can be packaged in a container that resembles and is similarly sized as a conventional shipping container. As such, the portable EV charging station can fit easily on a flatbed truck or trailer thereby allowing for straightforward transportation and delivery to a desired destination. Upon arrival at the destination, the portable EV charging station can be quickly offloaded and positioned using a forklift or other conventional construction equipment. Once the portable EV charging station has been positioned, it can be connected to one or more service lines from a utility, a generator, and / or a solar panel. When powered by a utility, the service line can be provided from a step down transformer (e.g., aAtty. Docket No. 0778259 can transformer or a pad transformer) that is associated with a distribution line of a nearby electrical network and that converts the distribution voltage (e.g., 13 kV) to a service voltage (e.g., 220 V or 480 V). The connection of the portable EV charging station to the step down transformer can be achieved using the same techniques that are commonly used for establishing electrical connectivity of a residential service line.

[0019] The portable EV charging station has the capacity to support multiple EV chargers or dispensers simultaneously. The EV chargers can be installed around the area surrounding the portable EV charging station and, in some cases, can be installed on a portable structure, such as a jersey barrier, to allow the EV chargers to be easily repositioned or removed as necessary. The portable EV charging station can offer significant benefits when applied to electric vehicle fleets, such as electric buses or delivery vehicles that are returned to a central charging site for charging when not in service. As fleet sizes expand or new routes are added, additional portable chargers can be readily deployed at the central charging site without the need for extensive infrastructure modifications. This scalability allows for a more gradual and cost-effective transition to fully electrified operations, providing fleet operators with the flexibility to adapt their charging capabilities in line with their evolving fleet composition.

[0020] Furthermore, in the event that the portable EV charging station might need to be reconfigured at a central charging site or removed altogether from the central charging site, the inherent portability of the portable EV charging station can offer significant advantages when performing such reconfiguring or relocating. Unlike permanent installations, the portable EV charging station is designed for ease of movement and rapid deployment, and features modular construction and standardized connection interfaces, as will be described in further detail below. When reconfiguring a central charging site that utilizes multiple portable EV charging stations, the designers can quickly adjust the layout and capacity of the charging infrastructure. The portable EV charging stations can be easily repositioned within the facility to optimize space utilization, improve traffic flow, or accommodate changes in the fleet composition. This flexibility allows forAtty. Docket No. 0778259 iterative improvements to the charging infrastructure without the need for costly and timeconsuming construction work. For example, if a fleet expands its number of EV vehicles, additional portable EV charging stations and / or portable chargers can be seamlessly integrated into the existing infrastructure.

[0021] When it comes to relocating the entire central charging site, each portable EV charging station at the site can be disconnected from the distribution line, each portable charger can be disconnected from the portable EV charging station, and all of the equipment can be loaded onto trucks for delivery to the new central charging site. The process of moving this equipment to a new central charging site can be significantly streamlined compared to decommissioning and reinstalling permanent charging infrastructure. In fact, the entire process of setup or removal can often be completed within a few hours, depending on the site conditions.

[0022] Embodiments are hereinafter described in detail in connection with the views and examples of FIGS. 1-11, wherein like numbers indicate the same or corresponding elements throughout the views. FIGS. 1-4 depict an example of a portable EV charging station 10 (hereinafter “the charging station 10”) that can be deployed at a destination site to support charging of one or more electric vehicles. As illustrated in FIGS. 1 and 2, the charging station 10 can include a container 12 that houses or supports the various electrical components used for EV charging that are described further herein. The container 12 can include a front wall 14, a rear wall 16, a pair of sidewalls 18, a floor 20, and a roof 22 that cooperate to define an interior compartment 24. As illustrated in FIG. 1, a pair of doors 26 can be provided on the front wall 14 that can be selectively opened to allow for user access to the interior compartment 24. In one embodiment, the container 12 can resemble and can be similarly sized as a conventional intermodal shipping container. For example, the container 12 can be 8 feet high, 8.5 feet wide, and 20 feet long and can be formed of corrugated panels (e.g., 14, 16, 18, 20, 22) that enhance the overall structural rigidity of the container 12. While FIGS. 1-3 illustrate a specific shipping container configuration, it should be understood that the disclosure is not so limited. Various alternative container configurations andAtty. Docket No. 0778259 dimensions are contemplated within the scope of this disclosure, including but not limited to different sizes, shapes, and internal layouts that may be adapted to suit diverse operational requirements and transportation standards.

[0023] As illustrated in FIGS. 3-5, the charging station 10 can include first, second, and third cabinet 28a, 28b, 28c and a distribution cabinet 28d that are housed in the interior compartment 24 and are configured to house various electrical components within the container 12, as will be described in more detail below. As illustrated in FIG. 3, each of the cabinets 28a, 28b, 28c, 28d can include a door 29a, 29b, 29c, 29d, for selectively gaining access to an interior of the cabinets 28a, 28b, 28c, 28d. In FIG. 4, the doors 29a, 29b, 29c, 29d have been removed from the cabinets 28a, 28b, 28c, 28d for clarity of illustration.

[0024] The first cabinet 28a can effectively serve as a first switchgear unit for the charging station 10 that is capable of receiving power from a primary power source, such as a primary service line from a local utility’s distribution network, for distribution to a plurality of distribution busses 37 (FIG. 4) housed in the distribution cabinet 28d. The primary service line can be connected to a service entrance connection assembly 64a (FIG. 4) that is provided at the rear of the first cabinet 28a. The service entrance connection assembly 64a can be housed in a service box 3 la (FIGS. 2 and 5) mounted on the rear wall 16 of the container 12 and the rear wall 16 can define an access opening 30a that allows the service entrance connection assembly 64a to be accessed from within the first cabinet 28a. The bottom of the service box 31a can include an access opening (not shown) that allows for routing of the primary service line into the service box 31a for connection to the service entrance connection assembly 64a.

[0025] A breaker 66a (FIG. 5) can be housed in the first cabinet 28a and can be electrically connected between the service entrance connection assembly 64a and the distribution busses 37 such that electrical power from the primary service line is routed through the breaker 66a and to the distribution busses 37. In one embodiment, the breaker 66a can provide enhanced protection features, including adjustable trip settings, ground fault protection, arc fault protection, and / orAtty. Docket No. 0778259 remote monitoring or control. The breaker 66a can be configured with motorized operators or similar remote-control mechanisms that enable the breaker 66a to be remotely opened or closed, as needed. The remote control and monitoring capabilities of the breaker 66a can enable coordinated operation and remote monitoring of its status. In some instances, the networking can enable the breaker 66a to communicate its operational state to a central control system and to other breakers within the network. This networking capability can facilitate real-time monitoring of power source availability and automatic switching between service lines based on predetermined criteria or manual commands. The remote monitoring capabilities of the breaker 66a can also provide comprehensive periodic or real-time data about various electrical parameters of the primary service line which can include current draw, voltage levels, power consumption, power factor, and energy usage over time.

[0026] The second cabinet 28b can effectively serve as a second switchgear unit for the charging station 10 that is capable of receiving power from a secondary service line of a secondary power source. The second cabinet 28b can be associated with an access opening 30b, a service box 3 lb, a connection assembly 64b, and a breaker 66b, that are similar to the access opening 30a, the service box 31a, the service entrance connection assembly 64a, and the breaker 66a, respectively, described above with respect to the first cabinet 28a.

[0027] In one embodiment, the secondary power source can be a backup non-utility power source, such as a generator, that provides power to the distribution busses 37 (FIG. 4) in the event that the primary power source is unavailable. In such an embodiment, the breakers 66a, 66b can cooperate together to serve as a transfer switch to facilitate seamless transition between the primary and secondary service lines such that when the primary service line is deactivated, either manually or due to a grid failure, the breakers 66a, 66b can be operated either manually or automatically to route power from the secondary power source to the distribution busses 37 and in some instances the rest of the charging station 10. This feature allows the charging station 10 to maintainAtty. Docket No. 0778259 operations during power outages or in remote locations where grid connection is unavailable or unreliable.

[0028] To ensure safe operation and prevent simultaneous activation of multiple power sources, the breakers 66a, 66b can be mechanically and / or electrically interlocked. In some cases, a Kirk key interlock system may be employed to provide physical interlocking between the breakers 66a, 66b. The Kirk key system may utilize trapped key interlocks where a unique key is mechanically trapped in one breaker when it is in the closed position, and this same key may be required to operate another breaker in the system. For example, when the breaker 66a is energized and closed, its Kirk key becomes trapped within the breaker mechanism, preventing the key from being removed. This trapped key is the same key required to close the breaker 66b, thereby preventing its operation while the breaker 66a remains closed.

[0029] In some embodiments, the Kirk key system may include multiple keys arranged in a sequence that ensures only one power source can be active at any given time. When an operator wishes to switch from utility power to generator power, for example, they may first open the primary shunt trip breaker (e.g., breaker 66a) which releases its Kirk key. This key may then be used to enable operation of the secondary shunt trip breaker (e.g., breaker 66b) for the generator, but only after the primary breaker has been fully opened and de-energized. The mechanical nature of the Kirk key system may provide a fail-safe mechanism that prevents operator error and ensures compliance with electrical safety standards, even in situations where electronic control systems might fail.

[0030] In alternative embodiments, where a backup power source is not utilized, the secondary power source can be a secondary line from the utility. In these configurations, the secondary power source can provide additional power capacity to support a larger number of EV chargers and / or higher-power charging operations. The secondary power source can power a different plurality of distribution busses 39 that are electrically separate from the distribution busses 37 powered by the primary power source. This dual-utility configuration can allow theAtty. Docket No. 0778259 charging station 10 to distribute power loads across multiple utility feeds, potentially reducing demand charges and improving overall system reliability. The distribution busses 39 can be housed in the distribution cabinet 28d alongside the distribution busses 37, or in some cases may be housed in a separate cabinet to provide physical separation between the two power distribution systems.

[0031] The third cabinet 28c can serve as a third switchgear unit for the charging station 10 that is capable of receiving power from a supplemental power source, such as a solar panel or a Battery Energy Storage System (BESS). The third cabinet 28c can be associated with an access opening 30c, a service box 31c, and a breaker 66c that are similar to the access opening 30a, the service box 3 la, and the breaker 66a, respectively, described above with respect to the first cabinet 28a.

[0032] The supplemental power source connected through the third cabinet 28c may operate in conjunction with the primary and secondary power sources to enhance the overall power capacity and operational flexibility of the charging station 10. In some embodiments, the supplemental power source can provide additional power that is combined with power from the primary power source (via the first cabinet 28a) to increase the total available charging capacity. This configuration may allow the charging station 10 to support more EV chargers 34 simultaneously or to provide higher power levels to individual chargers than would be possible with the primary power source alone.

[0033] The supplemental power source can also serve as a power offset mechanism that reduces the demand on the primary utility connection and / or secondary connection. For example, when solar panels are used as the supplemental power source, the solar-generated power can supplement the utility power during daylight hours, potentially reducing peak demand charges and overall energy costs. The breaker 66c in the third cabinet 28c can be coordinated with the breakers 66a and 66b through the communication system 36 to optimize the power contribution from each source based on availability, cost, and demand requirements.Atty. Docket No. 0778259

[0034] In some cases, the supplemental power source can provide power to dedicated distribution busses that are separate from those powered by the primary and secondary sources, allowing for independent operation of certain EV chargers 34. Alternatively, the supplemental power can be combined with the primary or secondary power sources at the distribution bus level within the distribution cabinet 28d, creating a hybrid power system that can dynamically allocate power from multiple sources to meet varying charging demands.

[0035] When a Battery Energy Storage System (BESS) is employed as the supplemental power source, it may store energy during periods of low demand or when excess power is available from other sources, and then discharge this stored energy during peak demand periods to supplement the primary and secondary power sources. This energy storage capability can help smooth out power demand fluctuations and provide additional resilience to the charging station 10 during grid disturbances or high-demand scenarios.

[0036] As illustrated in FIG. 5, the distribution cabinet 28d can house a plurality of branch breakers 68 that are electrically connected to the distribution busses 37 and are configured to deliver individualized power from the distribution busses 37 to one of a plurality of EV chargers 34. Each branch breaker 68 can serve as a dedicated circuit protection device for one or more of the EV chargers 34, providing overcurrent protection and allowing for selective isolation of individual charging circuits for maintenance or fault conditions.

[0037] The branch breakers 68 can be arranged in a panel configuration within the distribution cabinet 28d, with each branch breaker 68 having input terminals connected to the distribution busses 37 as a function of their mounting to the distribution busses 37 and output terminals connected to power cables that extend to respective ones of the EV chargers 34. The power distribution from the branch breakers 68 to the EV chargers 34 is accomplished through exit busses 71 housed in a service box 3 Id mounted on the rear wall 16 of the container 12. The branch breakers 68 can be electrically connected to the exit busses 71, which are accessible through an access opening 30d defined in the rear wall 16 that allows the exit busses 71 to be accessed fromAtty. Docket No. 0778259 within the distribution cabinet 28d. The charging cables that connect to the EV chargers 34 can be connected to the exit busses 71 and can be routed through an access opening (not shown) in the bottom of the service box 3 Id, which provides a secure and weather-protected pathway for the charging cables to exit the container 12.

[0038] In some embodiments, the branch breakers 68 may be sized according to the power requirements of the EV charger(s) 34 that are connected thereto, with higher-capacity breakers used for fast-charging applications and lower-capacity breakers used for standard charging applications. In configurations where multiple distribution busses are employed, such as when both distribution busses 37 and distribution busses 39 are present, separate sets of branch breakers 68 may be provided for each bus system. This arrangement may allow for independent power distribution from different power sources and can provide enhanced system reliability by enabling continued operation of some of the EV chargers 34 even if one power source becomes unavailable.

[0039] The branch breakers 68 can include various types of circuit protection devices, such as molded case circuit breakers, miniature circuit breakers, or other suitable overcurrent protection devices. In some instances, the branch breakers 68 can be equipped with electronic trip units that provide enhanced protection features, including adjustable trip settings, ground fault protection, arc fault protection, and / or remote monitoring or control. These electronic trip units can be configured with motorized operators or similar remote-control mechanisms that enable the branch breakers 68 to be remotely controlled to open or close specific circuits as needed. This remote control capability allows for dynamic load management, enabling the charging station 10 to selectively activate or deactivate individual EV chargers 34 based on power availability, charging priorities, or emergency conditions, all without requiring physical access to the branch breakers 68 themselves.

[0040] The remote monitoring capabilities of the branch breakers 68 can extend beyond basic on / off control to provide comprehensive periodic or real-time data about each charging circuit. In some embodiments, the branch breakers 68 can be equipped with integrated monitoring devicesAtty. Docket No. 0778259 that measure and report various electrical parameters for each connected EV charger 34. These parameters may include current draw, voltage levels, power consumption, power factor, and energy usage over time.

[0041] In some embodiments, the power delivered to the EV chargers 34 can be provided in different forms depending on the specific configuration and requirements of the charging system. In a first embodiment, the charging station 10 may deliver direct AC power to the EV chargers 34, where the AC power from the primary and / or secondary power sources is distributed through the distribution busses 37 and branch breakers 68 to the EV chargers 34 in its original AC form. For example, the charging station 10 may deliver 480 VAC power directly to the EV chargers 34, where each EV charger 34 includes internal AC-to-DC conversion equipment that converts the received AC power to the DC power required for charging electric vehicles. This configuration may allow each EV charger 34 to independently control its power conversion process and may provide flexibility in accommodating different charging protocols and power levels at individual charging points.

[0042] In an alternative embodiment, the charging station 10 may include centralized power conversion equipment that converts AC power from the primary and / or secondary power sources to DC power before distribution to the EV chargers 34. In this configuration, AC-to-DC conversion equipment may be housed within the container 12 (e.g., in one or more of the cabinets 28a, 28b, 28c, 28d), where the AC power received from the utility or other power sources is converted to DC power at a centralized location within the charging station 10. The converted DC power may then be distributed through the distribution busses 37, 39 to the EV chargers 34, which may include simplified power conditioning equipment rather than full AC-to-DC conversion systems. This centralized conversion approach may provide benefits such as improved power conversion efficiency, reduced equipment costs at individual charging points, and enhanced control over power quality and distribution throughout the charging system.Atty. Docket No. 0778259

[0043] The choice between AC and DC power distribution can depend on various factors including the number of EV chargers 34 to be supported, the desired charging power levels, system efficiency requirements, and cost considerations. In some cases, the charging station 10 can be configured to support both AC and DC power distribution simultaneously, with some EV chargers 34 receiving AC power for conversion at the charger level and others receiving pre-converted DC power from the centralized conversion equipment.

[0044] Referring again to FIG. 5, an auxiliary cabinet 28e can optionally be provided and can serve as an additional service entrance cabinet for utility metering and measurement requirements. The auxiliary cabinet 28e can be configured to provide a designated space for any utility-specific metering equipment, such as a current transformer, that is separate from the main service entrance connections but required by the local utility company for monitoring and billing purposes. The auxiliary cabinet 28e can include service entrance capabilities that allow for the installation of such utility-specific metering equipment such as appropriate connection points and mounting provisions.

[0045] Still referring to FIG. 5, the charging station 10 can include a communication system 36 that serves as a communications hub for the charging station 10. The communication system 36 can include a router or other network communication device that facilitates communication between various components of the charging station 10 and a remote computing device 73. The remote computing device 73 can include various types of computing systems such as a central control server, a cloud-based management platform, a mobile device with appropriate software applications, or a dedicated monitoring workstation that enables operators to oversee and manage the charging station 10 from a distant location.

[0046] The communication system 36 may be configured to support simultaneous connections with both local and remote computing devices, enabling coordinated monitoring and control from multiple locations as needed. In some embodiments, the system may include access controlAtty. Docket No. 0778259 features that manage permissions and prevent conflicting commands when multiple computing devices are connected to the communication system 36 simultaneously.

[0047] Through the communication system 36, the breakers 66a, 66b, the branch breakers 68, and the EV chargers 34 can be monitored and controlled remotely by the remote computing device 73 to provide comprehensive oversight and management capabilities for the entire charging infrastructure.

[0048] The communication system 36 can enable the remote computing device 73 to monitor operational parameters of the breakers 66a, 66b and branch breakers 68, including their open / closed status, current flow, voltage levels, fault conditions, and trip events. This monitoring capability allows operators to assess the health and performance of the electrical distribution system from a centralized location. The remote computing device 73 can also generate alerts and notifications when abnormal conditions occur, such as overcurrent situations, ground faults, or equipment malfunctions, enabling rapid response to potential issues. The alerts and notifications generated by the remote computing device 73 can be delivered through multiple channels to ensure timely awareness of system conditions. In some embodiments, the remote computing device 73 may generate local alerts directly on its interface, such as visual indicators on a monitoring dashboard, audible alarms, or pop-up notifications that appear on the operator's workstation screen. In addition or alternative to local alert generation, the remote computing device 73 can facilitate transmission of alerts and notifications to a user’s personal device through various communication methods, such as, for example, push notifications, email notifications, text messaging SMS alerts, or automated calling.

[0049] In addition to monitoring capabilities, the communication system 36 can provide remote control functionality that allows the remote computing device 73 to operate the breakers 66a, 66b and branch breakers 68 (collectively the "breakers"). This remote control capability includes the ability to open or close individual breakers, adjust trip settings on the breakers, and coordinate switching operations between multiple breakers. Such remote control functionality canAtty. Docket No. 0778259 be particularly useful for load management, maintenance operations, and emergency response situations where immediate action may be required without physical access to the charging station 10.

[0050] The EV chargers 34 can also communicate through the communication system 36 to provide the remote computing device 73 with detailed information about charging sessions, including charging status, power consumption, session duration, and any fault conditions. The remote computing device 73 can monitor the performance of the EV chargers 34 and can remotely initiate or terminate a charging process for one or more of the EV chargers 34 (via one of the branch breakers 68) or adjust charging parameters at the EV charger 34, as needed. This capability can allow for dynamic load balancing across multiple EV chargers and optimization of charging schedules based on power availability and demand patterns.

[0051] The communication system 36 can be communicatively connected to the breakers and EV chargers 34 through various wired and wireless communication methods, such as, for example, via ethemet, fiber optic, or serial connections (e.g., using TCP / IP, Modbus, or RS-485 protocols) or via Wi-Fi, Zigbee, cellular, or Bluetooth. In some instances, the communication method might utilize proprietary communication protocols specific to one or more manufacturers, which can be integrated through appropriate gateway devices or protocol converters within the communication system 36.

[0052] The remote computing device 73 can be communicatively connected to the communication system 36 through various wired and wireless communication methods, such as, for example, via ethemet, fiber optic, or serial connections (e.g., using TCP / IP, Modbus, or RS- 485 protocols), or via Wi-Fi, cellular, satellite, microwave or radio frequency. When using cellular communication, the container 12 can include provisions for mounting a cellular antenna on the roof 22 to facilitate cellular communication capabilities for the communication system 36.

[0053] It is to be appreciated that the communication system 36 can incorporate one or more wired and / or wireless communication pathways simultaneously to ensure robust and reliableAtty. Docket No. 0778259 connectivity. This redundancy may allow the system to automatically switch between different communication methods if one pathway becomes unavailable, maintaining continuous communication between the communication system 36 and the remote computing device 73 and / or between the communication system 36 and the breakers and EV chargers 34. The communication system 36 can also include data buffering and store-and-forward capabilities that allow it to maintain local data storage during communication outages and transmit accumulated data once connectivity is restored. The communication system 36 can further support secure tunneling protocols such as VPN connections to establish encrypted communication channels with the remote computer over public networks.

[0054] Security features can be integrated into at least one of the communication system 36 and the remote computing device 73 to protect against unauthorized access and ensure data integrity. These may include encryption protocols for data transmission, authentication mechanisms for device and user verification, and firewall capabilities to prevent unauthorized network access. In particular, the remote computing device 73 may implement specific security measures, such as multi-factor authentication, that requires a user to be authenticated before remotely operating any equipment at the charging station 10. In some cases, the remote computing device 73 may also employ role-based access control that restricts user permissions based on their assigned roles, ensuring that operators can only access functions and data appropriate to their authorization level.

[0055] It is to be appreciated that, although a remote computing device is described herein, the communication system 36 can additionally be configured to communicate directly and locally with a local computing device. The local computing device can be positioned at or near the charging station 10 and can provide on-site monitoring and control capabilities without requiring remote network connectivity. The local computing device can include a tablet, laptop computer, desktop workstation, or dedicated control panel that can be connected to the communicationAtty. Docket No. 0778259 system 36 through various local communication methods such as direct ethernet connection, USB interface, or local wireless protocols.

[0056] The local computing device can provide many of the same monitoring and control functions as the remote computing device 73, including the ability to monitor operational parameters of the breakers, control the opening and closing of circuits, and oversee the performance of the EV chargers 34. This local interface capability may be particularly useful during installation, commissioning, maintenance operations, or in situations where remote connectivity is unavailable or unreliable. The local computing device can also provide immediate access to system diagnostics and troubleshooting capabilities, allowing on-site technicians to quickly assess and address any issues that may arise during operation. In the context of this disclosure, references to the remote computing device 73 may be understood to apply equally to a local computing device where the functionality described is supported by both types of computing devices.

[0057] Still referring to FIG. 5, the charging station 10 can include a fire panel 40 that is associated with one or more fire detection systems that cooperate to enable the detection of a fire within the container 12 and the area surrounding charging station 10. The fire panel 40 can be networked with the communication system 36 to provide coordinated emergency response capabilities in response to a fire that is detected by the fire detection system(s). In the event of a fire detection or other emergency condition, the remote computing device 73 can automatically initiate shutdown procedures for the electrical systems, send emergency notifications to remote monitoring centers, and coordinate with local alarm systems to ensure appropriate emergency response.

[0058] The fire detection system(s) associated with the fire panel 40 can incorporate advanced fire detection technology that utilizes multiple detection methods to provide comprehensive monitoring capabilities. In some embodiments, the fire detection system(s) can include a three- spectrum infrared detection system that is fused with thermal imaging capabilities and high-Atty. Docket No. 0778259 definition video monitoring. This multi -spectrum approach can allow for detection of thermal anomalies and potential fire conditions through multiple sensing modalities simultaneously.

[0059] The infrared detection component of the fire detection system(s) can be configured to monitor for heat signatures and thermal patterns that may indicate the presence of fire or overheating conditions. The thermal imaging capabilities may provide real-time temperature mapping of monitored areas, allowing the fire detection system to identify hotspots or abnormal temperature variations that could signal potential fire hazards. A high-definition video can be generated that provides visual confirmation and documentation of detected conditions, enabling operators to assess situations remotely.

[0060] In some aspects, the fire detection system(s) can be configured to monitor various areas and components within the container 12 and surrounding the charging station 10. The monitoring coverage of the area surrounding the charging station 10 can include the EV chargers 34, electrical connections, lighting systems, and other infrastructure components that are part of the charging infrastructure. This comprehensive monitoring approach can enable the fire detection system(s) to detect thermal events across the entire charging site.

[0061] When the fire detection system(s) detect a potential fire condition or thermal anomaly, the fire panel 40 can communicate those abnormalities to the remote computing device 73 to ensure appropriate response. The alert system may include text message notifications, email alerts, and automated phone calls to designated personnel. The multi-channel alert approach may help ensure that responsible parties are notified promptly of any detected conditions that may require attention.

[0062] The fire detection system(s) can also provide real-time access (via the fire panel 40 and the remote computing device 73) to high-definition video feeds, allowing designated personnel to remotely assess detected conditions and make informed decisions about the appropriate response. This remote assessment capability may enable operators to determine whetherAtty. Docket No. 0778259 emergency services should be contacted or if other corrective actions are needed based on the actual conditions observed through the video monitoring system.

[0063] In some embodiments, a surveillance system (not shown) can be employed at the charging site surrounding the charging station 10 that includes a plurality of thermal cameras and / or high definition cameras for recording surveillance video of the charging site. The surveillance system can be configured to analyze the captured video from the cameras and generate a local alarm and / or a remote alarm at the central management system when the captured video indicates an abnormal condition that requires further intervention, such as an intruder. In some instances, the surveillance system can include a standalone computing device that facilitates collection and analysis of the video feed from the cameras, but in other instances the surveillance system can utilize the capabilities of the remote computing device 73 to perform those tasks.

[0064] Referring now to FIGS. 4 and 5, a transformer 45 can be positioned within the interior compartment 24 that serves to convert electrical power from one voltage level to another to support various operational requirements of the charging station 10. In some embodiments, the transformer 45 may step down higher voltage AC power from the distribution system to lower voltage levels suitable for powering auxiliary systems and control equipment associated with the charging station 10. The transformer 45 may provide power conversion capabilities that enable the charging station 10 to operate internal systems such as lighting, communication equipment (e.g., the communication system 36), the fire detection system(s), control circuits, a fan 38, and other low- voltage components that require different voltage levels than the main power distribution system.

[0065] A pair of breaker panels 42 can be positioned within the interior compartment 24 and can serve as secondary distribution panels that provide circuit protection and power distribution for the auxiliary system that are powered by the transformer 45. The breaker panels 42 may include individual circuit breakers that provide overcurrent protection for each connected load, allowing for selective isolation of specific circuits during maintenance or fault conditions while maintaining power to other systems within the charging station 10.Atty. Docket No. 0778259

[0066] An uninterruptible power supply 44 can be positioned within the interior compartment 24 and can provide backup power during power outages or electrical disturbances to maintain operation of the auxiliary systems that are typically powered by the transformer 45. In some embodiments, the uninterruptible power supply 44 can be configured to supply power to the communication system 36, the fire panel 40, and other control systems for a predetermined duration, such as a minimum of 48 hours, ensuring that monitoring and safety functions remain operational even when primary power is unavailable. The uninterruptible power supply 44 can also provide power conditioning capabilities that protect sensitive electronic equipment from voltage fluctuations, power surges, and other electrical anomalies that could potentially damage or disrupt the operation of the charging station's control and monitoring systems.

[0067] The charging station 10 represents a comprehensive stand-alone charging system that may be readily deployed to virtually any charging site without requiring extensive infrastructure modifications or lengthy installation procedures. The self-contained design of the charging station 10 incorporates all necessary electrical components, control systems, and safety equipment within a single transportable unit, enabling rapid deployment and commissioning at diverse locations. This stand-alone capability can allow operators to establish charging infrastructure in areas where permanent installations would be impractical or cost-prohibitive, such as temporary event venues, construction sites, or remote locations with limited existing electrical infrastructure.

[0068] The container 12 can be configured to match standard shipping container dimensions, such as 8 feet high, 8.5 feet wide, and 20 feet long, which allows the charging station 10 to be transported using conventional flatbed trailers without requiring special permits or escort vehicles. This standardized sizing may enable the charging station 10 to utilize existing transportation infrastructure and logistics networks, significantly reducing deployment costs and complexity. The service boxes 31a, 31b, 31c, 3 Id mounted on the rear wall 16 can be releasably attached to the container 12 (e g., with bolts) which allows the service boxes 3 la, 3 lb, 31c, 3 Id to be temporarily removed during transport to ensure compliance with transportation width restrictions and toAtty. Docket No. 0778259 prevent damage during transit. Once the charging station 10 reaches its destination, the service boxes 31a, 31b, 31c, 3 Id can be quickly reattached and reconnected to restore full operational capability.

[0069] The modular nature of the charging station 10 can provide significant scalability advantages for installations requiring higher power capacity or serving larger numbers of electric vehicles. Multiple charging stations 10 can be deployed at a single location and interconnected to create a distributed charging network that can accommodate varying demand patterns and power requirements. In situations where ground space is limited, the charging stations 10 can be configured for vertical stacking, with appropriate structural support systems enabling one unit to be positioned above another. This stacking capability can effectively double the charging capacity within the same footprint, making the system particularly suitable for urban environments or other space-constrained applications. The standardized container dimensions and connection interfaces can facilitate such multi-unit configurations while maintaining the inherent portability and relocatability of each individual charging station 10.

[0070] Referring now to FIG. 6, the charging station 10 is shown to be equipped with a pair of optional roof-mounted transformers 35 that enhance the ability of the charging station 10 to convert the power from the distribution line into a usable service power before it is provided to the first cabinet 28a. The roof-mounted transformers 35 can be particularly useful when the charging station 10 and the EV chargers 34 are deployed in a geographical location with electrical power standards that are different from those for which the charging station 10 was initially engineered. Such scenarios may arise, for example, when the charging station 10 is designed in accordance with the power standards of a first country (e.g., the US) and is subsequently installed and operated in a second country (e.g., Canada) with different power standards.

[0071] The container 12 is shown with two of the EV chargers 34 mounted directly on the container 12 and one of the EV chargers 34 remote from the container 12. The EV chargers 34 may be positioned at various locations around the charging station 10 based on operationalAtty. Docket No. 0778259 requirements and site constraints. In some cases, the EV chargers 34 can be mounted directly to the container 12 to provide a compact installation footprint, while in other cases the EV chargers 34 can be positioned remotely from the container 12 and connected via power cables to accommodate different site layouts or parking configurations. This flexibility in positioning allows the charging infrastructure to be adapted to diverse installation environments and user access requirements.

[0072] Still referring to FIG. 6, one of the EV chargers 34 is shown to be mounted on a top of a jersey barrier 46 such that the jersey serves as the base for the EV charger 34. The jersey barrier 46 can be heavy enough to adequately support the EV charger 34 yet still able to be moved (e.g., with a forklift) to allow for portability of the EV charger 34 and the jersey barrier 46. This portable design can provide better flexibility, scalability, and ease of deployment than traditional fixed EV chargers. When multiple EV chargers 34 are provided at a location, they can be easily repositioned to accommodate for different vehicle sizes, parking configurations, or to optimize traffic flow. This can be helpful in locations where space is at a premium or where the layout needs to change frequently, such as temporary event venues or construction sites. The portable design can also allow for one or more of the EV chargers 34 to be quickly and easily deployed at a location to meet increased need. This scalability can improve the return on investment for charging station operators and can improve the overall utilization of charging equipment. Maintenance of the EV chargers 34 can also be considerably easier as compared to fixed charging stations because any EV charger 34 that requires servicing can be easily swapped out thus minimizing downtime.

[0073] As illustrated in FIG. 6, the EV charger 34 can include a main charging unit 48 and a mount 50 that supports the main charging unit 48 with respect to the jersey barrier 46. The main charging unit 48 can house one or more charging plug(s) and associated charging circuitry that facilitate the electrical connection between the charging station 10 and an electric vehicle. The charging wiring from the charging station 10 can be routed to and terminated within the main charging unit 48, where it connects to internal distribution components that manage power deliveryAtty. Docket No. 0778259 to the charging plug(s). In some embodiments, the main charging unit 48 may include power conditioning equipment, safety interlocks, and communication interfaces that coordinate with the charging station 10 to control charging parameters and monitor charging status. The main charging unit 48 can also incorporate user interface elements such as displays, indicator lights, and control buttons that allow operators to initiate charging sessions and monitor charging progress.

[0074] The mount 50 can include a saddle 52 and a support member 53 that extends upwardly from the saddle 52. The saddle 52 can be attached to the top of the jersey barrier 46 and the main charging unit 48 of the EV charger 34 can be attached to the support member 53. The saddle 52 can include a central plate and a pair of side flanges that extend downwardly from the central plate. The side flanges can cooperate with the central plate to form a contoured profde that matches the shape of the top of the jersey barrier 46. In some embodiments, the central plate may provide a horizontal mounting surface, while the side flanges extend at obtuse angles that correspond to the tapered profile typically found on jersey barriers 46. This contoured configuration can allow the saddle 52 to seat securely on the jersey barrier 46, providing stable support for the EV charger 34. The matching contours between the saddle 52 and the jersey barrier 46 can help distribute the weight of the EV charger 34 across the barrier surface and may prevent lateral movement or shifting during operation. In some cases, the side flanges may include attachment features such as bolt holes or clamps that facilitate secure connection between the saddle 52 and the jersey barrier 46.

[0075] The cable(s) that connect the EV charger 34 to the charging station 10 can be connected to the jersey barrier 46 in order to provide a stable base for supporting the cable(s). The cable(s) can remain above-ground which can allow for slight repositioning of the jersey barrier 46 without risking excessive pulling of the cable(s). The above-ground cables can also be easily accessible and relocated when the EV charger 34 and jersey barrier 46 are moved to a different location. The cable(s) that are routed between the EV charger 34 and the jersey barrier 46 can include one or more of a DC bus, an AC bus (single or 3 phase), data cable(s) 5 / 6, and a lowAtty. Docket No. 0778259 voltage fire detection communication cable. Because the cables are installed behind the jersey barrier 46, the jersey barrier 46 can serve as a barricade that prevents an approaching vehicle from potentially contacting and damaging the cables.

[0076] The jersey barrier 46 can also serve as a support structure for auxiliary equipment that can benefit from the inherent portability of the jersey barrier 46. Such auxiliary equipment can include illumination devices configured to provide both horizontal and vertical lighting for the charging area and / or the central charging site, cable management systems designed to organize and protect the cables, fire detection sensors for monitoring of fires at the EV charger 34, integrated raceways and conduits for the seamless routing of the cables between the charging station 10 and the EV chargers 34, and the monitoring cameras and / or computing device of the surveillance system. In some embodiments, the auxiliary equipment can be attached to the same jersey barrier as the EV charger 34, but in other embodiments, the auxiliary equipment can be attached to dedicated jersey barriers that are separate from the jersey barrier 46 that supports the EV charger 34. The integration of the auxiliary equipment onto the jersey barrier 46 enhances the overall functionality and versatility of the portable charging infrastructure. It is to be appreciated that the auxiliary equipment can include brackets that are similar to the mount 50 insofar as they mate with the profile of the top of the jersey barrier 46 and are configured for releasable attachment thereto. It is also to be appreciated that, although a jersey barrier is described herein, any suitable alternative modular barriers are contemplated for supporting the EV charger 34 and / or the auxiliary equipment, such as, for example, a bin block.

[0077] FIGS. 7 and 8 illustrate a cradle-type EV charging mount 55 (hereinafter the "cradletype mount") that enables a pad style EV charger to be supported between two jersey barriers 46. As illustrated in FIG. 8, the cradle-type mount can include a pair of saddles 57 that are longitudinally spaced from each other. Each of the saddles 57 can include a central plate 59 and a pair of side flanges 61 that extend downwardly from the central plate 59. The side flanges 61 can cooperate with the central plate 59 to form a contoured profile that matches the shape of the top ofAtty. Docket No. 0778259 the jersey barriers 46. In some embodiments, the central plate 59 can provide a horizontal mounting surface, while the side flanges 61 extend at obtuse angles that correspond to the tapered profile typically found on jersey barriers 46. This contoured configuration can allow each of the saddles 57 to seat securely on the jersey barriers 46, providing stable support for the EV charger 34. The matching contours between the saddle 57 and the jersey barrier 46 can help distribute the weight of the EV charger 34 across the barrier surface and may prevent lateral movement or shifting during operation. In some cases, the side flanges 61 may include attachment features such as bolt holes or clamps that facilitate secure connection between the saddles 57 and the jersey barriers 46.

[0078] A frame support assembly 63 can be attached to both of the saddles 57 and can include a base 65 and opposing pairs of support members 67 coupled with the base 65 and respective ones of the saddles 57. The saddles 57 can be attached at upper ends of the support members 67 and the base 65 can be attached at lower ends of the support members 67. For a given pair of the support members, each support member 67 can angle away from each other as they extend towards the base 65 such that the lower ends are spaced further apart from each other than the upper ends. The opposing pairs of support members 67 may be spaced longitudinally to accommodate the dimensions of a pad-style EV charger, with the distance between the saddles 57 corresponding to the mounting points or structural requirements of the specific charger configuration. The cradletype mount 55 may position the EV charger 34 at a relatively low height above the ground by supporting it directly on the frame support assembly 63, which extends between the jersey barriers 46 at a level that may be substantially lower than would be achieved with traditional pole-mounted or elevated charging installations. This low-profile positioning can enhance the stability of the EV charger 34 by lowering its center of gravity and reducing the moment arm that could contribute to tipping or swaying forces during operation or adverse weather conditions.

[0079] Referring now to FIG. 9, a plurality of jersey barriers 46 are shown to be deployed at a central charging site and interlocked together to form two separate walls 54 that delineate opposite sides of a vehicular parking area that is capable of accommodating a plurality of vehiclesAtty. Docket No. 077825956 on opposites sides of the walls 54. A plurality of the EV chargers 34 are positioned along the walls 54 and are aligned with different parking spaces for the vehicles 56. The walls 54 can be spaced from each other to define a raceway 58 through which the cables that establish electrical connectivity between the EV chargers 34 and the charging station 10 can be routed. The walls 54 can therefore serve as a support for the EV chargers 34 and a barricade that prevents the vehicles 56 from inadvertently contacting the cables that are routed through the raceway 58.

[0080] The charging infrastructure may incorporate a battery lifecycle management system that enables the repurposing of vehicle batteries that have reached their end of useful life for automotive applications. When a battery in any of the vehicles 56 degrades to a point where it no longer meets the performance requirements for vehicle operation, the battery may still retain sufficient capacity and functionality for stationary energy storage applications. In such cases, the battery can be removed from the vehicle and integrated into a Battery Energy Storage System (BESS) that may be connected to the third cabinet 28c as a supplemental power source for the charging station 10 or a different use.

[0081] The BESS implementation may utilize multiple repurposed vehicle batteries that are configured in series, parallel, or series-parallel arrangements to achieve desired voltage and capacity specifications. The repurposed batteries may be housed in dedicated enclosures that provide environmental protection and thermal management suitable for stationary applications. These enclosures can be positioned adj acent to the charging station 10 or integrated into the overall charging site layout to optimize space utilization and cable routing.

[0082] The integration of repurposed batteries into the BESS may require battery management systems that monitor individual cell voltages, temperatures, and state of charge to ensure safe and efficient operation. The battery management systems can communicate with the charging station's communication system 36 to provide real-time status information and coordinate charging and discharging cycles based on grid conditions and charging demand patterns.Atty. Docket No. 0778259

[0083] In some embodiments, the BESS may serve multiple functions within the charging infrastructure. The system may provide peak shaving capabilities by storing energy during low- demand periods and discharging during high-demand periods to reduce utility demand charges. The BESS may also provide backup power capabilities that maintain charging operations during grid outages or voltage fluctuations. Additionally, the system may participate in grid services such as frequency regulation or voltage support, potentially generating revenue streams that offset the costs of the charging infrastructure.

[0084] The BESS may be configured to take advantage of time-of-use electricity pricing by automatically charging during off-peak hours when utility rates are lower and grid demand is reduced. During these low-cost periods, the battery management system can coordinate with the communication system 36 to draw power from the grid and store energy in the repurposed vehicle batteries. When utility demand increases and electricity prices rise during peak hours, the BESS can discharge stored energy back to the grid through appropriate inverter systems, potentially generating revenue through energy arbitrage or participation in utility demand response programs. This bidirectional energy flow capability may allow the charging infrastructure to operate as a distributed energy resource that provides both economic benefits to the site operator and grid stabilization services to the utility network.

[0085] The repurposed battery system may include provisions for battery replacement and expansion as additional vehicle batteries reach their end of automotive life. The modular design of the BESS can allow for individual battery modules to be added, removed, or replaced without disrupting the operation of the entire system. This modularity may enable the charging site to gradually increase its energy storage capacity over time as more vehicle batteries become available for repurposing.

[0086] The lifecycle management system may also include diagnostic capabilities that assess the remaining capacity and health of vehicle batteries to determine their suitability for BESS applications. Batteries that retain 70-80% of their original capacity may be well-suited for stationary storage applications, even though they may no longer meet the performanceAtty. Docket No. 0778259 requirements for vehicle use. The diagnostic system can generate reports and recommendations for battery repurposing, helping fleet operators maximize the value of their battery investments throughout the complete lifecycle of the energy storage components.

[0087] FIGS. 10 and 11 illustrate an alternative embodiment of a charging station 110 and an EV charger 134, respectively, that are similar to, or the same in many respects as, the charging station 10 and the EV chargers 34 illustrated in FIGS. 1-6. For example, as illustrated in FIG. 10, the charging station 110 can include a container 112 that houses the electrical components that are used for powering the EV charger 134. As illustrated in FIG. 11, the EV charger 134 can include a central unit 148 that is electrically coupled with the charging station 110 to facilitate charging of an EV from the EV charger 134. Each of the charging station 110 and the EV charger 134, however, can be supported on buoyant support bases 170, 172 that can allow the charging station 110 and the EV charger 134 to float when the surrounding area is infiltrated with flood water.

[0088] Referring now to FIG. 10, the charging station 110 can be associated with pilings 174 that are anchored to the ground adjacent to the charging station 110. The buoyant support base 170 can include slidable supports 176 that surround the pilings 174 and allow the buoyant support base 170 to slide vertically relative to the pilings 174. Referring now to FIG. 11, the EV charger 134 can be associated with pilings 178 that are anchored to the ground adjacent to the EV charger 134. The buoyant support base 172 can include slidable supports 180 that surround the pilings 178 and allow the buoyant support base 170 to slide vertically relative to the pilings 178. The slidable supports 176, 180 can be configured as roller assemblies that include a series of rollers or wheels positioned around the circumference of the pilings 174, 178 to facilitate smooth vertical movement of the buoyant support bases 170, 172 along the pilings during flood conditions. These roller-based couplings can reduce friction and binding that might otherwise occur during vertical displacement, allowing the charging station 110 and EV charger 134 to rise and fall more freely with changing water levels.Atty. Docket No. 0778259

[0089] The buoyant support bases 170, 172 can be constructed using various configurations to achieve the necessary buoyancy characteristics for supporting the charging station 110 and EV charger 134 during flood conditions. In some embodiments, the buoyant support bases 170, 172 can incorporate sealed air chambers or compartments that are distributed throughout the base structure. These air chambers can be formed using hollow sections within the base framework, providing distributed buoyancy while maintaining structural integrity. The air chambers may be individually sealed to prevent water ingress and can be configured with different sizes and arrangements depending on the weight distribution requirements of the supported equipment.

[0090] In alternative configurations, the buoyant support bases 170, 172 can utilize foam- filled construction where closed-cell foam materials are integrated into the base structure. The foam materials can provide consistent buoyancy characteristics while offering additional structural support and impact resistance. Various types of foam can be employed, including polyurethane foam, polystyrene foam, or specialized marine-grade foams that are designed to maintain their buoyant properties over extended periods of exposure to water and environmental conditions.

[0091] Some embodiments can incorporate modular buoyancy elements that can be added or removed from the buoyant support bases 170, 172 to adjust the overall buoyancy characteristics based on the specific weight requirements of the supported equipment. These modular elements may include detachable flotation pods, inflatable chambers, or removable foam blocks that can be secured to the base structure using mechanical fasteners or integrated mounting systems.

[0092] The buoyant support bases 170, 172 can also feature hybrid configurations that combine multiple buoyancy technologies within a single base structure. For example, the bases may incorporate both sealed air chambers and foam-filled sections to provide redundant buoyancy capabilities and enhanced reliability. In such configurations, the air chambers may provide primary buoyancy during normal flood conditions, while the foam-filled sections may serve as backup buoyancy in the event that one or more air chambers become compromised.Atty. Docket No. 0778259

[0093] In some cases, the buoyant support bases 170, 172 can include adjustable buoyancy systems that allow for real-time modification of the buoyancy characteristics. These systems can incorporate ballast tanks that can be selectively filled with water or air to adjust the buoyancy level based on changing flood conditions or equipment loading. The ballast tanks can be controlled remotely through the communication system 36 or may include automatic control systems that respond to water level sensors or other environmental monitoring equipment.

[0094] The charging station 110 and the EV charger 134 can be installed at a central charging site in a similar manner as described above with respect to FIGS. 1-6 but can also be installed in areas that are particularly susceptible to flooding, such as coastal areas. As such, if the surrounding area becomes flooded, the charging station 110 and the EV charger 134 can float to prevent the underlying flood water from damaging the charging station 110 and the EV charger 134. As such, the charging station 110 and the EV charger 134 are able to remain at the central charging site throughout the flooding of the area and thus can avoid the need for relocation or removal which can be time consuming and expensive. The pilings 174, 178 can prevent the charging station 110 and the EV charger 134 from floating away so that the charging station 110 and the EV charger 134 can remain operational, without any significant intervention, once the flood waters recede.

[0095] The cable(s) that extend between the charging station 110 and the distribution network and between the charging station 110 and the EV charger 134 can be housed in a cable tray (not shown) or other similar device that elevates the cables at a height that can prevent the flood water from reaching the cable(s). In one embodiment, the cable(s) can be housed in a motorized cable tray that adjusts the height of the cable(s) in real time relative to the height of the flood water to prevent the flood water from reaching the cable(s).

[0096] In some embodiments, the cables connecting the charging station 110 to the distribution network and the EV charger 134 may be configured with quick-disconnect connectors that allow for rapid detachment when flood conditions are anticipated. These quick-disconnect connectors may enable operators to safely disconnect the electrical connections within minutes,Atty. Docket No. 0778259 allowing the charging station 110 and EV charger 134 to float freely without risk of cable damage or electrical hazards. Once the flood waters recede and the buoyant support bases 170, 172 settle back to their normal operating positions, the cables can be quickly reconnected using the same quick-disconnect connectors, enabling rapid restoration of charging operations without the need for extensive rewiring or electrical work.

[0097] In situations where utility power restoration may be delayed following flood events, the secondary power source (e.g., a generator) can provide continued operation of the charging station 110 and EV charger 134 during the recovery period. This backup power capability may allow the charging infrastructure to remain functional for fleet operations or emergency services even when the primary electrical grid requires extended repair time due to flood damage.

[0098] The foregoing description of embodiments and examples has been presented for purposes of illustration and description. It is not intended to be exhaustive or limiting to the forms described. Numerous modifications are possible in light of the above teachings. Some of those modifications have been discussed, and others will be understood by those skilled in the art. The embodiments were chosen and described in order to best illustrate principles of various embodiments as are suited to particular uses contemplated. The scope is, of course, not limited to the examples set forth herein, but can be employed in any number of applications and equivalent devices by those of ordinary skill in the art. Rather it is hereby intended the scope of the invention to be defined by the claims appended hereto. Also, for any methods claimed and / or described, regardless of whether the method is described in conjunction with a flow diagram, it should be understood that unless otherwise specified or required by context, any explicit or implicit ordering of steps performed in the execution of a method does not imply that those steps must be performed in the order presented and may be performed in a different order or in parallel.

Claims

Atty. Docket No. 0778259WHAT IS sCLAIMED IS:

1. A portable electric vehicle charging station, comprising: a container having a front wall, a rear wall, a pair of sidewalls, a floor, and a roof that cooperate to define an interior compartment; a first cabinet housed in the interior compartment and configured to receive power from a primary power source; a second cabinet housed in the interior compartment and configured to receive power from a secondary power source; a distribution cabinet housed in the interior compartment and having distribution busses electrically connected to at least one of the primary power source and the secondary power source; a plurality of branch breakers housed in the distribution cabinet and electrically connected to the distribution busses, each branch breaker configured to deliver power to an associated electric vehicle charger; a first service box mounted on the rear wall and housing a first service entrance connection assembly that facilitates electrical connection to the primary power source; and a second service box mounted on the rear wall and housing a second service entrance connection assembly that facilitates electrical connection to the secondary power source.

2. The portable electric vehicle charging station of claim 1, further comprising a first breaker housed in the first cabinet and electrically connected between the first service entrance connection assembly and the distribution busses.

3. The portable electric vehicle charging station of claim 2, wherein the first breaker is a programmable shunt trip breaker.Atty. Docket No. 07782594. The portable electric vehicle charging station of claim 2, wherein the first breaker is configured to facilitate remote monitoring to provide real-time data about one or more of electrical parameters of the primary power source or breaker status.

5. The portable electric vehicle charging station of claim 2, further comprising a second breaker housed in the second cabinet and electrically connected between the second service entrance connection assembly and the distribution busses.

6. The portable electric vehicle charging station of claim 5, further comprising an interlock system operatively connected to the first breaker and the second breaker to prevent simultaneous activation of the primary power source and the secondary power source.

7. The portable electric vehicle charging station of claim 1, wherein the first service entrance connection assembly facilitates connection to a utility service line.

8. The portable electric vehicle charging station of claim 5, further comprising a third cabinet housed in the interior compartment and configured to receive power from a supplemental power source.

9. The portable electric vehicle charging station of claim 8, further comprising a third service box mounted on the rear wall and housing a third service entrance connection assembly that facilitates electrical connection to the supplemental power source.

10. The portable electric vehicle charging station of claim 1, wherein the container is about 8 feet high, 8.5 feet wide, and 20 feet long.

11. The portable electric vehicle charging station of claim 10, wherein the first service box and the second service box are releasably attached to the rear wall to allow selective removal therefrom.

12. The portable electric vehicle charging station of claim 1, further comprising a communication system housed in the interior compartment and configured to provide remote monitoring and control of the plurality of branch breakers.Atty. Docket No. 077825913. A floating electric vehicle charging station, comprising: a container housing electrical components for electric vehicle charging; a buoyant support base supporting the container and configured to allow the container to float during flood conditions; a plurality of pilings anchored to ground adjacent to the container; and a plurality of slidable supports, each slidable support slidably connecting the buoyant support base to one of the pilings and configured to allow the buoyant support base to slide vertically relative to the at least one piling.

14. The floating electric vehicle charging station of claim 13, wherein each slidable support comprises a roller assembly having a plurality of rollers positioned around a circumference of the one of the pilings to facilitate smooth vertical movement of the buoyant support base.

15. The floating electric vehicle charging station of claim 13, wherein the buoyant support base comprises sealed air chambers distributed along a base structure.

16. The floating electric vehicle charging station of claim 15, wherein the buoyant support base further comprises foam-filled sections that provide backup buoyancy in the event that one or more of the sealed air chambers become compromised.

17. The floating electric vehicle charging station of claim 13, further comprising quickdisconnect connectors configured to facilitate rapid detachment of electrical connections between the container and external power sources.

18. A cradle-type electric vehicle charger mount, comprising: a pair of saddles longitudinally spaced from each other, each saddle having a central plate and a pair of side flanges extending downwardly from the central plate to form a contoured profile configured to match a shape of a top of a jersey barrier; andAtty. Docket No. 0778259 a frame support assembly attached to both saddles and including a base and opposing pairs of support members coupled with the base and respective ones of the saddles, wherein the saddles are attached at upper ends of the support members and the base is attached at lower ends of the support members.

19. The cradle-type electric vehicle charger mount of claim 18, wherein for each pair of support members, each support member angles away from each other as they extend towards the base such that the lower ends are spaced further apart from each other than the upper ends.

20. The cradle-type electric vehicle charger mount of claim 19, wherein the side flanges include attachment features configured to facilitate secure connection between the saddles and the jersey barriers.

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