Electric vehicle charging systems and stations thereof

Abstract

Described herein are various systems and methods for operating electric vehicle charging stations. In some aspects, a charging station includes a base, one or more posts, a charging connector, and a plurality of indicator lights arranged along a length of the post, the indicator lights being sequentially activated to visually indicate a charging progression status of a connected electric vehicle. In some aspects, an electric vehicle charging system includes an optimization module configured to receive status information and control parameters, determine a distribution of available charging power among multiple connected vehicles, and dynamically reallocate charging power based on the determined distribution. Additional aspects include support for a boost mode in which charging current is temporarily increased above a continuous rating under temperature or time constraints, and a centralized cooling system configured to distribute cooling medium to power modules and charging posts.

Description

Attorney Docket No.: 047376-360001WOELECTRIC VEHICLE CHARGING SYSTEMS AND STATIONS THEREOFCROSS-REFERENCE TO RELATED APPLICATION

[0001] The present application claims priority to US Provisional Patent Application No. 63 / 696,318, filed on September 18, 2024, US Provisional Patent Applications Nos.63 / 703,537, 63 / 703,705, 63 / 703,741, filed on October 4, 2024, and Indian Patent Application No. 202411075016, filed on October 4, 2024, the entire contents of each of which are hereby incorporated by reference herein.FIELD

[0002] The present disclosure relates to electric vehicle charging systems and stations thereof.BACKGROUND

[0003] Electric vehicles (EVs) are road vehicles that utilize one or more electric motors powered by onboard rechargeable battery packs. Unlike internal combustion engine vehicles, EVs rely on stored electrical energy as their propulsion source. Due to consumer interest in reducing carbon emissions and fuel costs, as well as advances in battery technology (e.g., improvements in driving range), EV adoption has continued to increase across global markets. The expansion of EVs across passenger, commercial, and industrial markets has, in turn, created a need for EV charging systems capable of delivering electric power to EVs reliably, efficiently, and safely.SUMMARY

[0004] This disclosure relates to electric vehicle charging systems and stations thereof.

[0005] In one embodiment, an electric vehicle charging station is provided having a base, at least one post extending upwardly from a side of the base, at least one charging connector detachable from a connector cradle and configured to couple with an electric vehicle, and multiple indicator lights arranged along a length of the at least one post. During a charging session, the indicator lights can be sequentially activated in a vertical direction to represent a progression of a state of charge of the electric vehicle, such that an increasing number of indicator lights can be illuminated in response to an increase in the state of charge.Attorney Docket No.: 047376-360001WO

[0006] In some implementations, the connector cradle can be positioned on a side of the at least one post. In some implementations, the indicator lights can include a vertical strip of indicator lights arranged along an upper portion of the at least one post, a first ring of indicator lights disposed on top of the upper portion of the at least one post, and a second ring of indicator lights positioned around the connector cradle. In some implementations, the second ring can be configured to indicate a plug-in status by changing an illumination based on whether the at least one charging connector is received within the connector cradle or removed from the connector cradle.

[0007] In some implementations, each indicator light can be configured to change between multiple colors to visually indicate a change of the state of charge of the electric vehicle. The colors can include a first color corresponding to a first predefined range of the state of charge of the electric vehicle, and a second color corresponding to a second predefined range of the state of charge of the electric vehicle. The first and second colors can be different in hue, intensity, or light pattern.

[0008] In some implementations, each indicator light can be illuminated to indicate an operational state of the electric vehicle charging station. In some implementations, each indicator light can be configured to change between multiple colors to visually indicate a change in the operational state of the electric vehicle charging station. The colors can include a first color indicative of an availability of the electric vehicle charging station, a second color indicative of a connection of the at least one charging connector to the electric vehicle, and a third color indicative of a malfunction of the at least one charging connector or the electric vehicle charging station. The first, second, and third colors can be different in hue, intensity, or light pattern.

[0009] In some implementations, the indicator lights can be illuminated in a scrolling illumination pattern at a speed corresponding to a charging rate of the electric vehicle. In some implementations, a brightness level of the indicator lights can be adjusted based on ambient light conditions detected by a light sensor.

[0010] In some implementations, the electric vehicle charging station can further include a multimedia display mounted on the base. The multimedia display can be configured to display multimedia content selected based on the charging progression status. In some implementations, the illumination of the indicator lights can be synchronized with theAttorney Docket No.: 047376-360001WO multimedia content displayed on the multimedia display. In some implementations, the illumination of the indicator lights can be configured to display a predefined color scheme associated with a customer profile.

[0011] In some implementations, the electric vehicle charging station can further include an electric vehicle charging station controller. The electric vehicle charging station controller can be communicatively connected to the indicator lights and configured to activate the indicator lights based on information received from a remote server.

[0012] In another embodiment, a method is provided for visually indicating the state of charge of an electric vehicle. A state of charge of the electric vehicle can be detected. The electric vehicle can be coupled to an electric vehicle charging station via at least one charging connector. The electric vehicle charging station can include a base, a connector cradle, at least one post extending upwardly from the base, and multiple indicator lights arranged along a length of the at least one post. The at least one charging connector can be detached from the connector cradle. The indicator lights can be sequentially activated in a vertical direction such that an increasing number of the indicator lights can be illuminated in response to an increase in the detected state of charge of the electric vehicle.

[0013] In some implementations, the connector cradle can be positioned on a side of the at least one post. In some implementations, the indicator lights can include a vertical strip of indicator lights arranged along an upper portion of the at least one post, a first ring of indicator lights disposed on top of the upper portion of the at least one post, and a second ring of indicator lights positioned around the connector cradle. In some implementations, the second ring can be configured to indicate a plug-in status by changing an illumination based on whether the at least one charging connector is received within the connector cradle or removed from the connector cradle.

[0014] In some implementations, sequentially activating the indicator light can include causing each indicator light to change between multiple colors to visually indicate a change in the state of charge of the electric vehicle. The colors can include a first color corresponding to a first predefined range of the state of charge of the electric vehicle, and a second color corresponding to a second predefined range of the state of charge of the electric vehicle. The first and second colors can be different in hue, intensity, or light pattern.Attorney Docket No.: 047376-360001WO

[0015] In some implementations, the indicator lights can be activated to visually indicate an operational state of the electric vehicle charging station. In some implementations, activating the indicator lights can include causing each indicator light to change between multiple colors to visually indicate a change in the operational state of the electric vehicle charging station. The colors can include a first color indicative of an availability of the electric vehicle charging station, a second color indicative of the coupling of the at least one charging connector to the electric vehicle, and a third color indicative of a malfunction of the at least one charging connector or the electric vehicle charging station. The first, second, and third colors can be different in hue, intensity, or light pattern.

[0016] In some implementations, sequentially activating the indicator lights can include causing the indicator lights to illuminate in a scrolling illumination pattern at a speed corresponding to a charging rate of the electric vehicle. In some implementations, a brightness level of the indicator lights can be adjusted based on ambient light conditions detected by a light sensor

[0017] In some implementations, multimedia content can be selected based on the charging progression status. The selected multimedia content can be displayed on a multimedia display mounted on the base of the electric vehicle charging station. In some implementations, the activation of the indicator lights can be synchronized with the multimedia content displayed on the multimedia display. In some implementations, sequentially activating the indicator lights can include displaying a predefined color scheme associated with a customer profile. In some implementations, the indicator lights can be activated, by an electric vehicle charging station controller communicatively connected to the indicator lights based on information received from a remote server.

[0018] In yet another embodiment, a method is provided for managing power distribution among multiple electric vehicle charging stations and connected electric vehicles. Status information or control parameters associated with the electric vehicle charging stations and the connected electric vehicles can be received from an operating system of an electric vehicle charging system via an application programming interface. For each connected electric vehicle, a first charging profile can be generated based on the control parameters. The first charging profile can specify a number of power modules to be designated to the corresponding electric vehicle. A distribution of charging power among the connected electric vehicles can be determined based on the status information or the control parameters.Attorney Docket No.: 047376-360001WOThe distribution can allocate at least a part of available charging power away from the electric vehicles that have reached a predetermined state of charge threshold such that the at least a part of the available charging power is reallocated to the electric vehicles having a state of charge below the predetermined state of charge threshold. A control command can be provided to the operating system. The control command can be generated based on the determined distribution. The control command can be configured to instruct the operating system to switch, for each one of the electric vehicles that have reached the predetermined state of charge threshold, from the first charging profile to a second charging profile. The second charging profile can specify a reduced number of power modules to be designated to the corresponding electric vehicle. The control command can then be modified in response to changes in the status information or the control parameters.

[0019] In some implementations, the status information can include the state of charge for each connected electric vehicle, an operational status for each power module, or grid power availability received from a connected utility grid. In some implementations, the control parameters can include one or more customer-defined charging preferences, one or more vehicle requirements for each connected electric vehicle, or time-of-use electricity rates.

[0020] In some implementations, determining the distribution of the charging power can include prioritizing allocation to electric vehicles having a lower state of charge relative to other connected electric vehicles. In some implementations, determining the distribution can include identifying one or more non-functioning power modules from the power modules. The control command can be configured to reallocate the available charging power from one or more functioning power modules to compensate for the non-functioning power modules.

[0021] In yet another embodiment, an electric vehicle charging system is provided having multiple electric vehicle charging stations electrically connected to multiple power modules. The electric vehicle charging stations can be configured to charge one or more connected electric vehicles using charging power provided by the power modules. The electric vehicle charging system can include an electric vehicle charging controller communicatively connected to an operating system via an application programming interface. The electric vehicle charging controller can be configured to receive status information or control parameters associated with the electric vehicle charging stations and the connected electric vehicles, generate, for each connected electric vehicle, a first charging profile specifying a number of power modules to be designated to the corresponding electric vehicle based on theAttorney Docket No.: 047376-360001WO control parameters, determine a distribution of the charging power among the connected electric vehicles as a function of the status information or the control parameters, the distribution allocating at least a part of available charging power away from the electric vehicles that have reached a predetermined state of charge threshold such that the at least a part of the available charging power is reallocated to the electric vehicles having a state of charge below the predetermined state of charge threshold, provide a control command to the operating system, the control command being generated based on the determined distribution and configured to instruct the operating system to switch, for each one of the electric vehicles that have reached the predetermined state of charge threshold, from the first charging profile to a second charging profile specifying a reduced number of power modules to be designated to the corresponding electric vehicle, and modify the control command in response to changes in the status information or the control parameters.

[0022] In some implementations, the status information can include the state of charge for each connected electric vehicle, an operational status for each power module, or grid power availability received from a connected utility grid. In some implementations, the control parameters can include one or more customer-defined charging preferences, one or more vehicle requirements for each connected electric vehicle, or time-of-use electricity rates.

[0023] In some implementations, determining the distribution of the charging power can include prioritizing allocation to electric vehicles having a lower state of charge relative to other connected electric vehicles. In some implementations, determining the distribution can include identifying one or more non-functioning power modules from the power modules. The control command can be configured to reallocate the available charging power from one or more functioning power modules to compensate for the non-functioning power modules.

[0024] In yet another embodiment, an electric vehicle charging system is provided having a charging cable, a temperature sensor, a power cabinet, and an electrical vehicle charging station controller. The charging cable can be configured to deliver a continuous current rated at a first current level. The temperature sensor can be operably coupled to the charging cable and configured to detect a temperature of the charging cable. The power cabinet can include multiple power modules electrically connected to the charging cable. The power modules can be configured to provide an electrical current to the charging cable. The EV charging station controller can be configured to receive, from an electric vehicle coupled to the charging cable, a charging request specifying a second current level exceeding the first current level,Attorney Docket No.: 047376-360001WO increase the electrical current through the charging cable from the first current level to the second current level when the detected temperature of the charging cable is below a predefined baseline temperature, and then reduce the electrical current from the second current level toward the first current level when at least one of the temperature of the charging cable exceeds the predefined baseline temperature, a predetermined state of charge threshold of the electric vehicle is reached, or a maximum time period has elapsed.

[0025] In some implementations, charging cable can be air-cooled. In some implementations, the charging cable can be liquid cooled. In some implementations, the first current level of the provided electrical current can range from 0 to 250 amps. In some implementations, the second current level of the provided electrical current can range from 250 to 600 amps. In some implementations, the second current level can be provided by selectively activating one or more power modules in the power cabinet. In some implementations, the limited period of time can be determined by a customer input received at an electric vehicle charging station. In some implementations, the predetermined state of charge threshold can range from 80 to 100%. In some implementations, the predefined baseline temperature can range from 70 to 90 °C. In some implementations, the electric vehicle charging station controller can be further configured to calculate a pricing premium based on an amount of electrical power delivered at the second current level during a charging session in which the electrical current is above the first current level.

[0026] In yet another embodiment, a method for fast charging an electric vehicle at an electric vehicle charging station is provided. The electric vehicle can be connected to the electric vehicle charging station using a charging cable. The charging cable can be configured to deliver a continuous electrical current rated at a first current level. The electrical current can be provided by a power cabinet having multiple power modules electrically connected to the charging cable. A temperature of the charging cable can be detected by a temperature sensor operably coupled to the charging cable. A charging request specifying a second current level exceeding the first current level can be received from the connected electric vehicle by an electric vehicle charging station controller. The electrical current can be increased, by the electric vehicle charging station controller, from the first current level to the second current level when the detected temperature of the charging cable is below a predefined baseline temperature. The electrical current can be reduced, by the electric vehicle charging station controller, from the second current level toward the first current level whenAttorney Docket No.: 047376-360001WO at least one of the detected temperature of the charging cable exceeds the predefined baseline temperature, a predetermined state of charge threshold of the electric vehicle is reached, or a maximum time period has elapsed.

[0027] In some implementations, charging cable can be air-cooled. In some implementations, the charging cable can be liquid cooled. In some implementations, the first current level of the provided electrical current can range from 0 to 250 amps. In some implementations, the second current level of the provided electrical current can range from 250 to 600 amps. In some implementations, the second current level can be provided by selectively activating one or more power modules in the power cabinet. In some implementations, the limited period of time can be determined by a customer input received at an electric vehicle charging station. In some implementations, the predetermined state of charge threshold can range from 80 to 100%. In some implementations, the predefined baseline temperature can range from 70 to 90 °C. In some implementations, a pricing premium can be calculated, by the electric vehicle charging station controller, based on an amount of electrical power delivered at the second current level during a charging session in which the electrical current is above the first current level.

[0028] In yet another embodiment, a cooling system for electric vehicle charging stations is provided having a power cabinet electronically connected to multiple electric vehicle charging stations. The power cabinet can include a first manifold associated with the power modules. The first manifold can be configured to circulate a first cooling medium through cold plates within the power modules. The first cooling medium can absorb heat from the power modules. The power cabinet can also include a primary heat exchanger fluidly connected to the first manifold. The primary heat exchanger can be configured to transfer heat from the first cooling medium to a second cooling medium circulating through a pair of fluid connectors fluidly connected between the primary heat exchanger and a cooling medium reservoir storing the second cooling medium. The power cabinet can further include a cooling device fluidly connected to the pair of fluid connectors. The cooling device can be configured to remove heat from the second cooling medium. The cooling system can include a second manifold associated with multiple charging posts of the electrical vehicle charging stations. Each charging post can include a connector coupled with an electric vehicle. The second manifold can be configured to circulate the second cooling medium to multiple secondaryAttorney Docket No.: 047376-360001WO heat exchangers. The second cooling medium can absorb heat from a third cooling medium circulating within each charging post.

[0029] In some implementations, the first manifold can include a pump fluidly connected to the first manifold. The pump can be configured to circulate the first cooling medium through the power modules and the cold plates to the primary heat exchanger. In some implementations, the power cabinet can include a pump fluidly connected between the cooling medium reservoir, the first manifold, and the second manifold. The pump can be configured to direct the second cooling medium in a first flow path within the pair of fluid connectors between the primary heat exchanger, the at least a cooling device, and the cooling medium reservoir, and in a second flow path within the pair of fluid connectors between the secondary heat exchangers, the at least a cooling device, and the cooling medium reservoir. In some implementations, each charging post can include a pump fluidly connected to the respective secondary heat exchanger of the plurality of secondary heat exchanger. The pump can be configured to circulate the third cooling medium through the connector. In some implementations, at least one sensor can be positioned downstream of each pump. The at least one sensor can be configured to monitor at least one operational parameter of the respective cooling medium.

[0030] In some implementations, the at least a cooling device can include at least a fan configured to circulate ambient air outside the power cabinet across a radiator fluidly connected to the pair of fluid connectors to transfer heat from the second cooling medium to an ambient environment outside the power cabinet. In some implementations, the at least a cooling device can include a chiller operates in conjunction with the at least a fan and the radiator to cool the second cooling medium circulating through the cooling medium reservoir.

[0031] In some implementations, the cooling system can further include a heating element positioned within the cooling medium reservoir. The heating element can be configured to selectively heat the second cooling medium stored in the cooling medium reservoir to maintain a minimum operating temperature of the second cooling medium in a low ambient temperature condition.

[0032] In some implementations, the cooling system can further include a motorized valve fluidly connected to each secondary heat exchanger. Such motorized valve can be configured to regulate the flow of the second cooling medium into the plurality of secondary heatAttorney Docket No.: 047376-360001WO exchangers. In some implementations, the cooling system can further include a motorized valve fluidly connected to the pair of fluid connectors. Such motorized valve can be configured to regulate the flow of the second cooling medium returning from the primary heat exchanger and the plurality of secondary heat exchanger into the cooling medium reservoir. In some implementations, the cooling system can further include a cooling system controller communicatively connected to each motorized valve. The cooling system controller can be configured to adjust a flow rate of the second cooling medium based on at least one operational parameter of the second cooling medium.BRIEF DESCRIPTION OF DRAWINGS

[0033] The embodiments described above will be more fully understood from the following detailed description taken in conjunction with the accompanying drawings. The drawings are not intended to be drawn to scale. For purposes of clarity, not every component may be labeled in every drawing. In the drawings:

[0034] FIG. 1 is a schematic view of one implementation of an electric vehicle charging system for an electric vehicle charging station;

[0035] FIG. 2 A is a perspective view of one implementation of the electric vehicle charging station of FIG. 1 ;

[0036] FIGS. 2B and 2C are front views of one implementation of the electric vehicle charging station of FIG. 1 ;

[0037] FIG. 2D is a side view of one implementation of the electric vehicle charging station of FIG. 1;

[0038] FIG. 2E is a perspective view of one implementation of the electric vehicle charging station of FIG. 1 having a dual post configuration;

[0039] FIG. 2F is a perspective view of one implementation of the electric vehicle charging station of FIG. 1 having a single post configuration;

[0040] FIG. 3 is a schematic view of one implementation of the electric vehicle charging station of FIG. 1 ;

[0041] FIG. 4A is a front view of one implementation of the power cabinet of FIG. 1;Attorney Docket No.: 047376-360001WO

[0042] FIG. 4B is a side view of one implementation of the power cabinet of FIG. 1 ;

[0043] FIG. 4C is a top view of one implementation of the power cabinet of FIG. 1 ;

[0044] FIG. 4D is a top view of one implementation of the power cabinet of FIG. 1 with doors opened;

[0045] FIG. 5 is a schematic view of one implementation of a cooling system for the electric vehicle charging station of FIG. 1DETAILED DESCRIPTION

[0046] Certain exemplary embodiments will now be described to provide an overall understanding of the principles of the structure, function, manufacture, and use of the devices, systems, and methods disclosed herein. One or more examples of these embodiments are illustrated in the accompanying drawings.

[0047] Further, in the present disclosure, like-named components of the embodiments generally have similar features, and thus within a particular embodiment each feature of each like-named component is not necessarily fully elaborated upon. Additionally, to the extent that linear or circular dimensions are used in the description of the disclosed systems, devices, and methods, such dimensions are not intended to limit the types of shapes that can be used in conjunction with such systems, devices, and methods. A person skilled in the art will recognize that an equivalent to such linear and circular dimensions can easily be determined for any geometric shape. Sizes and shapes of the systems and devices, and the components thereof, can depend at least on the dimensions of the subject in which the systems and devices will be used, the size and shape of components with which the systems and devices will be used, and the methods with which the systems and devices will be used.

[0048] Various exemplary devices, systems, and methods relating to an EV charging system for an electric vehicle charging station are provided. In general, EV charging stations are configured deliver an electrical current to an EV, which is used by the EV to charge one or more of its batteries. The electrical current can be sourced from a power cabinet, the power grid, a 240V outlet, and the like. Upon plugging one of the charging station’ s charging cables into the EV, electricity can be provided to the EV via the cable.Attorney Docket No.: 047376-360001WO

[0049] EV adoption continues to grow rapidly, driving the need for EV charging systems that can deliver electrical energy safely, efficiently, and in a manner consistent with customer expectations. However, many EV charging systems faces a number of limitations in their design and operation that hinder performance, reduce reliability, and compromise the user experience. These limitations manifest in several areas, including customer communication and feedback, distribution of the charging power among multiple connected EVs, the ability to deliver rapid charging under time- sensitive conditions, as well as management of resulting thermal loads.

[0050] Conventional EV charging stations fail to provide intuitive and effective visual communication to the drivers. Many EV charging systems rely on displays with limited sizes or status LEDs mounted directly on the EV charging station, which can be difficult to see in bright daylight, from a distance, or when multiple vehicles are queued at a site. As a result, customers can struggle to determine whether a charging station is available, whether charging is actively progressing, or when their vehicle has reached an adequate state-of-charge (SoC). The lack of clear visual or multimodal feedback reduces operational efficiency at charging sites and contributes to customer frustration.

[0051] Another limitation lies in the way charging power is allocated among multiple EVs connected to a shared power source. Many EV charging systems use strategies such as equalsplit distribution or first-come-first served assignment of available power. These approaches fail to account for real-time variables, such as the SoC of each EV, the charging requirements, the operational status of available power modules or EV charging stations, and so on. For example, some vehicles may require significantly more power to reach a usable SoC, while others may already be near completion and do not benefit from continued high allocation. Without considering such factors, electrical capacity can be underutilized or allocated inefficiently, leading to longer wait times for customers and higher operating costs for site owners.

[0052] Additionally, many EV charging stations are constrained by the continuous current rating of their charging cables and connectors. These ratings can be conservatively set to avoid overheating and equipment damage, but they prevent EV charging systems from taking advantage of cables and connectors that can withstand higher currents for limited periods of time. For example, while drivers travel long distances or charging in urban environments where dwell time is limited, the inability to deliver higher current restricts the amount ofAttorney Docket No.: 047376-360001WO electrical power that can be transferred within the available time window. To this end, customers may view EV charging as inconvenient compared to traditional refueling.

[0053] Such high-power charging also inherently generates significant thermal loads, not only within the EV charging stations themselves (including connectors and cables), but also within the power cabinet (including power modules) that provides electrical power to the EV charging stations 24 / 7. Conventional cooling systems rely on redundant localized components, such as separate radiators or fans attached to each charging post or module, scattered across the site. This duplication can increase upfront equipment costs, consumes more energy than necessary, and adds operational complexity. As each cooling unit requires periodic servicing or replacement, site operators may contend with more frequent maintenance, higher part replacement costs, and reduced overall system reliability.

[0054] In one aspect, an EV charging station is provided that can include an integrated system for dynamically displaying the charging progression through visual indicators, such as LED light strips or light rings, positioned on the station's post. These lights can change in color, brightness, or pattern to communicate various charging statuses, including the state of charge, the speed of charge, and the availability of the charging station. In some implementations, the EV charging station can include a multimedia display that delivers personalized content, such as targeted advertisements or informational messages, based on data collected from user interactions, vehicle information, and real-time charging status.

[0055] In another aspect, an EV charging system is provided that can incorporate an optimization module configured to improve charging power allocation among connected EVs. The system can include multiple EV charging stations electrically connected to a plurality of power modules and managed by an operating system capable of communicating via an application programming interface (API). The optimization module can interface with the operating system through the API. The optimization module can be executed by an EV charging station controller to receive real-time operation information, determine a suitable distribution of available charging power, and issue control commands to the operating system, which then allocates charging power accordingly. The suitable distribution of available charging power can ensure that electrical resources are directed to where they provide the greatest benefit.Attorney Docket No.: 047376-360001WO

[0056] In yet another aspect, an EV charging system is provided which can allow for a temporary increase in the current delivered to an EV during a charging session, referred to herein as “Boost Mode.” The EV charging system can enable one or more proprietary EV charging stations to supply a higher current than the continuous current rating of the charging cable for a limited period of time. The EVs can be charged at faster charging rates with reduced charging times. For example, an EV owner can simply connect their vehicle to the EV charging station and, if boost mode is supported, the system can automatically detect the vehicle’s charging request and activate the boost mode, accordingly, providing increased current flow for faster charging.

[0057] In yet another aspect, an EV charging system is provided that can include a cooling system to handle heat generated during charging sessions. The cooling system can include a central cooling hub configured to distributes cooling medium to multiple power modules and charging posts via a group of manifold systems at the same time. The cooling hub can be fluidly coupled to a first manifold that distributes coolant to the power modules located within the power cabinet and a second manifold that distributes coolant to the charging posts, where local secondary heat exchangers can draw heat away from connectors and charging cables. The cooling hub can then receive heated coolant back and rejects heat at the primary heat exchanger and one or more cooling devices and redistributes cooled fluid in a continuous loop.

[0058] FIG. 1 illustrates one embodiment of an example system 100 that can be used with aspects of this disclosure. As shown in FIG. 1, the system 100 can include various interconnected system components at the core of which is an EV charging system 110, such as the DFS Anthem UX™ platform owned by Wayne Fueling Systems. In general, the EV charging system 110 can improve a user experience for a customer (e.g., a vehicle owner or an operator at the EV charging station) during fueling through the integration of a wide range of components with different functionalities including, for example, media displays, input / output modules for customer interaction, security plugins, payment modules, internal and external communication devices, and so on, as described in further detail herein. The EV charging system 110 can be configured to interface with the customer during fueling via various input controls (e.g., buttons, touchscreen controls, etc.) and content displays (e.g., multimedia videos, advertisements, etc.), allowing the customer to generally control theAttorney Docket No.: 047376-360001WO fueling experience, and can enable the retailer to monitor and measure various performance metrics during operation.

[0059] For the purposes of the present disclosure, the EV charging system 110 is configured to interface with an electric vehicle (EV) charging station 150 configured to supply electricity to an EV, such that the EV charging system 110 can control an operation of the EV charging station 150, e.g., cause the EV charging station 150 to electrically charge an EV, to discontinue electric charging of the EV, to moderate a rate of electric charging, and so forth. The EV charging station 150 will be described in further detail below.

[0060] In some implementations, the EV charging system 1 10 can be coupled to one or more fuel dispensers configured to dispense fuel, such as petroleum-based fuels (gasoline), natural gas, ethanol, butanol, methanol, hydrogen fuel, synthetic fuels, etc.), or alternatively, nonfuels such as goods and services, or a combination of both fuels and non-fuels.

[0061] The EV charging system 1 10 can include a hardware manager module 120 having a variety of software plugins for interfacing with input / output devices, such as volume controls for audio speakers, touch-sensitive sensors for buttons, a touchscreen, or the like, and a camera for recording images / videos of the surrounding area. Furthermore, the hardware manager module 120 can include a radio frequency identification (RFID) plugin for interfacing with an RFID reader 12E The RFID reader 121 can, in some implementations, be configured to read a loyalty card associated with a customer profile managed and / or stored by the EV charging system 110, allowing the customer to pay for electricity supplied from the EV charging station 150 using stored payment information associated with the customer profile.

[0062] The customer profile information can be stored locally in a database 122 or remotely in the cloud, e.g., central server 130 which generally provides data services for and supervisory control of the EV charging system 110. The EV charging system 110 can be configured to communicate directly with the central server 130 via a server controller module 131, which can in turn transmit any received information to the EV charging station controller 140 as needed via message bus 111. In some instances, the central server 130 can provide software / firmware updates to the EV charging system 110, exchange telemetry data with the EV charging system 110, and so forth.Attorney Docket No.: 047376-360001WO

[0063] In some implementations, a customer profile can be created by the customer using a customer app (not shown) designed to interface directly with the EV charging system 110, or in other implementations, via a web app (e.g., a webpage) associated with the EV charging system 110. The customer profile can encompass any variety of information. For example, such information can include, but is not limited to, customer identifying information such as a name, an address, a phone number, an email address, and so on, customer login information such as a username, a password, a security question / answer pair, and so on, payment information such as a bank account number, a credit card number, online payment account information, customer’s vehicle information such as vehicle type, vehicle model, vehicle make, vehicle identification number (VIN), and so on, etc.

[0064] The customer can effect payment for dispensed electricity using his or her associated customer profile. In some implementations, the customer can possess an RFID card associated with the customer profile that can be read by the RFID reader 121, and RFID information can in turn be provided to the hardware manager module 120 via the RFID plugin. In other cases, the customer can input his or her identifying information (e.g., username and password) directly to the EV charging system 110, e.g., via a touchscreen as recognized by the touch plugin of the hardware manager module 120, via the customer app which can communicate with an app manager module 113 of the EV charging system 110 using a short-range wireless communication protocol (e.g., a Bluetooth protocol, a Wi-Fi protocol, a near field communication (NFC) protocol, an ultra- wideband (UWB) protocol, an RFID protocol, etc.), for example, or via any other suitable means. Other methods of payment for dispensed electricity, including credit / debit cards, are also envisioned via the POS terminal 160 and described below.

[0065] Alternatively or in addition, information describing customer preferences such as language settings, notification preferences, loyalty program enrollment, multimedia display settings or interface appearance settings, and the like can be stored in the customer profile. For example, the customer can select preferred themes or color schemes for the display module 112. Further, the customer profile can include charging preferences, such as boost mode settings, which allow customers to personalize their charging experience according to their needs. For example, the customer can configure whether boost mode should be activated by default during each charging session or only when specifically requested. In another example, the customer can also specify a desired increase in current during boost mode, suchAttorney Docket No.: 047376-360001WO as opting for a maximum increase up to 500 amps or limiting it to a lower (or a higher) value based on their charging habits or battery preferences.

[0066] Data describing customer behavior during charging operation and / or transaction process such as user’s charging habits, payment preferences, interaction patterns with the media displays and input / output modules, and so on, can be actively or passively collected by the EV charging system 110 during charging sessions, at the time of initiating or completing EV charging transactions, or while the customer interacts with the displays or the customer app. The collected data can be compiled locally, transmitted to the database 122 for storage, or to the central server 130 for remote processing to create the customer profile as described herein. For example, as a driver interact with the EV charging station, data points such as vehicle type, power requirement, duration of charge, frequency of use, last charge location and timestamp, preferred charging times, preferred color schema for light indicators, and the like can be logged to create a new customer profile or update existing customer profiles. The driver can also have the option to manually create a new customer profile or update existing customer profiles on the customer app interfaced with the EV charging system 110, the webpage associated with the EV charging system 110, or the multimedia displays of the EV charging system 110.

[0067] In some implementations, the EV charging system 1 10 can further include any number of additional modules for controlling aspects of the EV charging system 110 such as a terminal state manager module 114 configured for communication with the customer app, a web app host module 115, an update assistant module 116, a media controller web API module 117, and the like. These modules are merely described as illustrative and should not be treated as limiting the scope of the present disclosure. Similarly, the EV charging system 110 can further include an external media API module 118 configured to communicate with a cloud-based media provider 132. The remotely located media provider 132 can be in communication with the central server 130 such that media content can be communicated between them. Furthermore, the media provider 132 can provide media content (e.g., advertisement content, entertainment content, etc.) directly for download to the EV charging system 110 via the external media API module 118.

[0068] The multimedia content can be displayed via the display module 112 of the EV charging system 110. The display module 112 can be configured to display such content, as well as any other suitable information such as real-time fueling information, weatherAttorney Docket No.: 047376-360001WO information, date / time information, news content, entertainment content, advertisement content, and so on. The display module 112 can have any of a variety of configurations, such as a cathode ray tube (CRT) screen, a liquid crystal display (LCD) screen, a light emitting diode (LED) screen, a touchscreen, and the like. Furthermore, the display module 112 can include any number and / or arrangement of displays.

[0069] The EV charging system 110 can further include an EV charging station controller 140 that is configured to control an operation of the EV charging station 150, by causing the EV charging station 150 to activate or deactivate electric charging, to control the amount or rate of electric charging, and so forth. In some implementations, the EV charging station controller 140 can include a processor operably coupled to a memory (e.g., the database 122). The memory can be configured to store program instructions, and the processor can be specifically programmed to execute the program instructions to perform one or more processes for carrying out a payment management system which is described further below. Moreover, it is understood that the following processes may be executed by a system comprising the EV charging station controller 140 in conjunction with one or more additional components, as described in detail below.

[0070] In addition, the EV charging station controller 140 of the EV charging system 110 can be embodied as non-transitory computer readable media on a computer-readable medium containing executable program instructions executed by a processor, controller or the like. Examples of the computer readable mediums include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards, and optical data storage devices. The computer-readable recording medium can also be distributed in network coupled computer systems so that the computer readable media is stored and executed in a distributed fashion, e.g., by a telematics server or a Controller Area Network (CAN).

[0071] In some implementations, the EV charging station controller 140 can support ISO 15118, a standardized communication protocol for secure bi-directional data exchange between an EV and the EV charging station 150. For example, the EV charging station controller 140 can have a “Plug & Charge” functionality which allows the customer to initiate and authenticate a charging session automatically using digital signatures and certificatebased authentication, instead of manual user input or third-party applications. ISO 15118 can be implemented as part of the communication stack within the EV charging station controllerAttorney Docket No.: 047376-360001WO140 and can operate, for example, over a Power Line Communication (PLC) link established between an EV and the EV charging station 150. Through this link, the EV charging station controller 140 can exchange various information including vehicle identification, state-of- charge data, and payment credentials, with the EV in a structured, machine-readable format. It should be understood that ISO 15118 supports both contact-based and ad-hoc payment methods, where an EV can either authenticate using pre-stored credentials or dynamically negotiate payment details during the charging session.

[0072] The EV charging station 150, also known as an electric vehicle supply equipment (EVSE), can be a known charging station or dock for providing electric power to an EV so that one or more batteries of the EV can be recharged. The EV charging station 150 can encompass all electrical conductors, related equipment, software, and / or communications protocols necessary to deliver energy to the EV. As such, the EV charging system 110 can be configured to interface with and control the operation of existing EV chargers via the EV charging station controller 140. This advantageously allows the EV charging system 110 to have interoperability with existing EV charging infrastructure.

[0073] However, in other embodiments, the EV charging station 150 can be an EV charger or EVSE, such as the EV charging station 200 shown in FIGS. 2A-2F. In detail, FIG. 2A illustrates a perspective view of one embodiment of the EV charging station 200; FIGS. 2B and 2C illustrate front views of one embodiment of the EV charging station 200; FIG. 2D illustrates a side view of one embodiment of the EV charging station 200. FIG. 2E-2F illustrates a perspective view of other embodiments of the EV charging station 200.

[0074] As shown in FIGS. 2A-2D, the EV charging station 200 can generally include a housing to encompass all necessary circuitry and hardware to provide electric vehicle charging, as well as software and communication modules needed for communicating with the EV charging system 110 and other remote entities, so the EV charging station 200 can receive control commands from the EV charging system 110 and execute various charging operations accordingly. In some implementations, the EV charging station 200 can house the EV charging system 110 in its entirety, such that the EV charging station 200 provides an all- in-one EV charging platform which integrates the EV charging system 110. In some implementations, the EV charging station 200 can house only select portions of the EV charging system 110 (e.g., EV charging station controller 140), or the EV charging system 110 can be entirely physically separate from the EV charger.Attorney Docket No.: 047376-360001WO

[0075] The housing can include a base 202 configured to support and stabilize the overall structure of the EV charging station. For example, the base 202 can include a lowermost assembly positioned on a support surface 204 (e.g., a ground or an elevated platform), which secretly anchors the EV charging stations 200 securely to the support surface 204. The base 202 can provide structural support for various system components, such as connectors 210, posts 214, a display 220, a POS terminal 230, and any other associated hardware as described in further details below. In some implementations, the base 202 can include one or more compartments (not shown) configured to house other operational components (not shown), such as electrical wiring, connectivity modules (for network communication), circuit breakers, and the like. In some cases, the base 202 can be designed with aesthetic considerations to complement its surroundings, for example, and without limitation, in a form aligned with nearby facilities or corporate branding.

[0076] The EV charging station 200 can connect to a power cabinet 152, as described in further detail below, and receive power from the power cabinet 152, enabling the EV charging station 200 to supply electricity to an EV. The EV charging station 200 can operate using various charging standards such as Combined Charging System (CCS), using Combo 1 (CCS1) or Combo 2 (CCS2), North American Charging Standard (NACS), i.e., SAE J3400, etc. The EV charging station 200, in some implementations, can incorporate one or more connectors 210 coupled to one or more charging cables 212, respectively, to provide power at up to 400kW per connector, although the specified power outputs of the EV charging station 200 can be modified depending on the implementation.

[0077] In some implementations, the charging cables 212 can have a current rating up to 250 amps; however, the charging cables 212 are also overcurrent capable as they are designed to handle currents exceeding the current rating for a specific duration, such as from 250 amps up to 500 amps or beyond. When operated in this overcurrent condition, the resistance of the conductors can cause the cable temperature to rise rapidly. To this end, the charging cables 212 may require to be coupled to a cooling systems to handle the thermal load during the boost mode. Alternatively or in addition, in cold-climate conditions the charging cables 212 can be pre-heated prior to use to prevent the coolant medium from freezing, for example, using a heating element integrated into the cooling medium reservoir that can raise cable temperature to a baseline level. The cooling system is described in further detail below with reference to FIG. 5.Attorney Docket No.: 047376-360001WO

[0078] The EV charging station 200 can also support dual cable power sharing (e.g., 140kW for each connector 210) to provide simultaneous charging, in certain implementations. Furthermore, the EV charging station 200 can be configured to provide a continuous DC amperage of 250A, or in certain cases, up to 500A. The charging cables 212 coupled to each connector 210 can be air-cooled, or liquid-cooled in the case of higher power outputs such as 500A. The EV charging station 200 can also be configured to communicate with EVs, other EVSEs, or any other electric charging infrastructure via ISO 15118, a standard for secure communication within EV charging networks.

[0079] As shown in FIG. 2E, for example, the EV charging station 200 can also include charging cable suspension members 260 that accommodate the charging cables 212. The charging cable suspension members 260 can be disposed of near a top portion of a post 214 (e.g., a column or an arm) that vertically extends from the base 202. In some implementations, EV charging station 200 may include 1, 2, or 4 posts 180. Generally, the number of posts may be consistent with the number of connectors 220 each intended to serve. For example, as shown in FIG. 2E, the EV charging station 200 can include a dual post configuration for servicing two EVs side-by-side. In another example, the EV charging station 200 can include a single post designed to streamline the setup in limited space areas (e.g., see FIG. 2F). In yet another example, the EV charging station 200 can include 4 posts with two on each side of the base 202 that facilitate the charging up to 4 EVs simultaneously.

[0080] It can be appreciated that the post 214 may be tall enough to assist drivers in locating the charging station 200 and identifying the current state of charge (SoC) from a far distance. For example, without limitation, the height of the post 180 may be 150%, 160%, 170%, 180%, or 200% of the height of the base 202. In cases where the EV charging station 200 includes multiple posts 214, the posts 214 vary in height depending on site layout or design requirements, but at least one post is configured to extend above the others to ensure visibility of the EV charging station 200 from a distance.

[0081] In some implementations, the post 214 can include a hollow or circular portion through which the charging cables 212 can pass, thus preventing the charging cables 212 from being tangled or resting on the ground where they can be susceptible to damage. The charging cable suspension members 260 can allow a customer to easily pull the charging cables to an opposite side of the EV charging station 200 as needed without tangling. To this end, the charging cable suspension members 260 can include a retractable cord that can beAttorney Docket No.: 047376-360001WO pulled downwardly to allow for additional extension of the charging cables 212 and then retract back into the housing of charging station 200 when the charging cables 212 is no longer in use. Further, there may be a rotational mechanism (not shown) connecting the charging cable suspension member 260 to the top portion of the post 214 that allows the charging cables 212 to move freely, reducing wear and strain as EVs connect from different angles.

[0082] For example, the charging cable suspension member 260 can be realized, in some implementations, using a counterweight mechanism (not shown) in which the charging cable 212 can be routed over a pulley at the top portion of the post 214 and coupled to a mass (e.g., 35 pounds) housed within the post 214. The customer can pull the cable downward to extend the charging cable 212 for use (e.g., during charging), and upon release, the counterweight automatically retracts the cable upward to a stowed position. In some cases, a powered retractor (not shown) using a stepper or BLDC motor and a gear box with electromagnetic clutch / brake can be used instead of the counterweight mechanism to retract or extend the cable 212 in response to, for example, a customer input (e.g., a button or capacitive switch on the cable handle), signals from the EV charging station controller 140, or sensor feedback (e.g., load cells, motor current sensing, or position encoders) that detect when customer load is applied; the EV station controller 140 can thereby enable assisted lowering, retraction, or hands-free auto-stow at the end of the charging session.

[0083] In some implementations, the EV charging station 200 can include a multimedia display 220 (e.g., display module 112) mounted on the base 202. The multimedia display 220 can be configured to display multimedia content (e.g., images and / or videos). The multimedia content can be stored locally at the EV charger or can be streamed from a remote location via a wireless communication link. In some implementations, the multimedia content can be personalized to the customer using the EV charging station 200, e.g., based on a customer profile managed and / or stored by the EV charging system 110. The multimedia display 220 can further include speakers (not shown) for outputting audio in conjunction with the multimedia content.

[0084] In some implementations, the displayed multimedia content can include information related to the EV being charged, such as vehicle make and model, battery capacity, charging compatibility, or recommended charging limits. In some implementations, the multimedia content displayed can include information related to the current charging session, such asAttorney Docket No.: 047376-360001WO estimated time to full charge, current SoC, suggested charging practices, and so on. Alternatively or in addition, the EV charging station 200 can dynamically update the displayed multimedia content in real time or near real time based on progress of a charging session. For example, during the initial plug-in phase, the multimedia display 220 can show an introductory content, such as a welcome message, promotional offers, or service information. As the charging progresses, the multimedia content can shift to include targeted media based on customer profile information.

[0085] Alternatively or in addition, the multimedia content can be integrated with locationbased services or advertisements. This can enable local business or service providers to target customers based on geographic location (i.e., proximity) or other customer profile information, providing additional revenue opportunities for the charging station operator through targeted marking and customer engagement. The EV charging station 200 can thus, at least in part, act as a platform for both charging services and media distribution. In some implementations, the customers can also have the option to interact with multimedia display 220 via a touchscreen or though mobile device integration. For example, the customers can select specific content, adjust preferences, or even control the type and / or duration of media displayed throughout the charging operation.

[0086] Further, additional hardware and software may be required in assisting the multimedia content selection process. For example, one or more cameras, sensors, user interfaces, infotainment system touchscreen or the head unit of the connected EV, customer apps, etc., can be used to select one or more multimedia content from a local or remote content pool. In some implementations, the cameras can identify, through known object recognition and image classification techniques, the make and model of the connected vehicle and / or the identity of the vehicle owner, allowing the multimedia display 220 of the EV charging station 200 to present tailored multimedia content such as commercials or promotional offers for products and / or services to that specific vehicle make and model. The camera can also, in some implementations recognize license plates or integrate with customer profile stored in the system, delivering targeted multimedia content based on the customer or customer’s vehicle type. In some implementations, a direct communication between the EV charging station 200 and the EV can be established through Open Charge Point Protocol (OCPP) or other proprietary communication systems (e.g., communication unit 312 as described inAttorney Docket No.: 047376-360001WO further detail below with reference to FIG. 3). The information required for selecting appropriate multimedia content to display can be directly retrieved from the vehicle’s system.

[0087] The EV charging station 200 can include a point-of-sale (POS) terminal 230 configured to accept various types of payment, such as credit or debit card payment, mobile payment, and / or other forms of contactless payment (e.g., RFID, NFC, etc.), allowing a customer to pay using traditional payment methods for charging an EV. For example, the EV charging station 200 can allow a customer to pay by swiping or tapping a card associated with the customer. The EV charging station 200, in some implementations, can further allow a customer to pay using stored payment methods, e.g., based on the customer profile. As indicated above, the customer profile can be linked with payment data (e.g., a bank account or other online payment account) managed and / or stored by the EV charging system 1 10. In some cases, the payment data can be retrieved based on a unique customer identifying information associated with the customer profile input at the POS terminal 230. In some implementations, the card used to pay can include a loyalty card associated with the customer. For example, the POS terminal 230 may include an RFID reader for accepting payment via the loyalty card that is linked to a customer’ s customer profile (in addition to, or instead of, accepting any of the other payment methods mentioned above). The POS terminal 230 may be any suitable commercial POS terminal known in the art (e.g., POS terminal 160) configured to accept any of the aforementioned methods of payment and may be wirelessly connected to a remote POS server (e.g., payment processing server 161 ) configured to process the payment information using known payment processing techniques.

[0088] As shown in FIG. 2F, for example, the EV charging station 200 can further include light-emitting diode (LED) indicator lights 270a, 270b, 270c configured to emit light (e.g., illumination) from various locations on the EV charging station 200. In some implementations, the LED indicator lights 270a, 270b, 270c can be used to display a charging progression status. For example, during the charging session the LED indicator lights 270a, 270b, 270c can be sequentially activated in a vertical direction to represent the progression of EV’s SoC. As the EV’s SoC increases, a greater number of LED indicator lights can be illuminated to provide a visual indication of charging progression. In some implementations, the LED indicator lights 270a, 270b, 270c can vary according to various pre-defined colors (e.g., green, blue, white, yellow, orange, red, etc.) and / or light patterns (e.g., steady illumination, pulsing, fading, flashing, chasing or scrolling sequences, etc.).Attorney Docket No.: 047376-360001WO

[0089] Such LED indicator light 270a can be visible from all sides of the EV charging station 200 to assist drivers in locating the charging station 200 and identifying the current SoC of the connected EV. The brightness of the LED indicator lights 270a, 270b, 270c can be adjusted to ensure visibility in daylight while also being dimmable at night to avoid glare. For example, during midday when ambient light levels are high, the LED indicator lights 270a, 270b, 270c can automatically increase in brightness to remain easily viewable from a distance. In some implementations, based on readings from a light sensor, the brightness of the LED indicator lights 270a, 270b, 270c can be dynamically adjusted without requiring human intervention. For example, at dusk or nighttime, the lights can automatically dim to reduce energy consumption and reduce distraction to nearby drivers. Alternatively or in addition, the adjustment can also be scheduled relative to local sunrise and sunset times such that the LED indicator lights 270a, 270b, 270c can automatically brighten during daylight hours and dim during nighttime hours. Further, the LED indicator lights 270a, 270b, 270c can gradually increase their brightness as the SoC of the EV increases.

[0090] The LED indicator lights 270a, 270b, 270c can be arranged along a length of the post 214 and can be implemented in any suitable shape. For example, the LED indicator light 270a can be a light strip of indicator lights arranged vertically along an upper portion of the post 214. The LED indicator light 270a can run partial or full length of the upper portion of the post 214. In some cases, a first light ring of indicator lights (e.g., 270b) can be disposed on the top of the upper portion of the post 214, and a second light ring of indicator lights (e.g., 270c) can be positioned around a connector cradle 280 or directly on the connector 210. The connector cradle 280 can be a recessed or outwardly mounted holder configured to secure the connector 210 when it is not in use. In some cases, the connector cradle 280 can be affixed to the base 202, or in other cases, affixed to the post 214 as shown in FIGS. 2A-F. When the indicator light is in the shape of a ring, the way charging progression is conveyed can differ from that of a vertical light strip as described above. For example, the LED indicator lights 270b, 270c can illuminate around the circumference to indicate progression, such that a partially filled arc corresponds to a percentage of charge completed. The LED indicator lights 270b, 270c can provide improved visibility from all directions compared to the LED indicator light 270a.

[0091] In some implementations, the LED indicator lights 270a, 270b, 270c can be configured to emit light having a particular color, brightness, and / or other attribute accordingAttorney Docket No.: 047376-360001WO to a status of the EV charging station 200. The LED indicator lights 270a, 270b, 270c can be operatively controlled by the EV charging station controller 140 or a local data processor of the charging station 200 (e.g., processor 311 as described below with reference to FIG. 3) such that the illumination characteristics of the one or more LED indicator lights 270a, 270b, 270c can be changed dynamically during a charging operation. Each indicator light can be configured to automatically change its illuminations between multiple colors to visually represent changes or updates to the SoC of the connected EV, as well as the overall operation of the EV charging station 200. For example, a green light can he emitted to indicate that the EV charging station 200 is available; a yellow / orange light can be emitted to indicate that the EV charging station 200 is faulty / out of order; and a blue light can be emitted to indicate that the EV charging station 200 is connected to a vehicle, in use, or otherwise occupied.

[0092] In some implementations, the change between colors e.g., green, yellow / orange, and blue, can be programed to occur in a seamless transition during different steps or stages of the charging operation. For example, the LED indicator lights 270a, 270b, 270c can, in some cases, gradually shift from blue to green as the connected EV approaches full charge, or in other cases, fade from green to blue when the EV charging station 200 transitions from available to occupied. In some cases, special lighting effects, such as fading or flashing may be implemented to alert customers more effectively. For example, a rapid flash of yellow / orange may indicate an immediate maintenance need, while a slow pulse of blue may signify ongoing charging with a significant amount of time remaining.

[0093] It should be understood that the same color can be presented in different lighting patterns to convey different meanings. For example, a steady blue light can be emitted to indicate that the EV charging station 200 is occupied, while a blinking / animated blue light can be emitted to indicate a variety of real-time status updates, such as a percentage of charge or a rate of charge. In some implementations, the current percentage of charge can be indicated by illuminating only a specific height of the LED indicator light 270a (e.g., a 30% charge can be indicated by illuminating 30% of the height of the LED indicator lights 270a) and the current rate of charge can be indicated by having the lighted section of the LED indicator lights 270a continuously “scroll” from the bottom (e.g., faster scrolling would indicate a faster charge rate). At near full charger (e.g., 80% SoC or above), the color of the LED indicator can transition to green with a slower scrolling effect. As indicated above, in cases where the indicator lights are implemented as rings (e.g., 270b, 270c), the chargingAttorney Docket No.: 047376-360001WO progression can be shown by gradually illuminating an arc segment of the ring in proportion to the SoC. The charging rate can be conveyed by an animated rotation or “chasing” pattern around the circumference of the ring, with the speed of the rotation corresponding to the charging speed. It should be understood that these examples are merely illustrative and can be modified in any suitable fashion in accordance with the present claims.

[0094] In some cases, all LED indicator lights 270a, 270b, 270c can work in a synchronized manner to provide a unified visual response, or in other cases, operate separately, offering specific cues based on different conditions or requirements. For example, the LED indicator light 270a can function as a visual indicator indicative of vehicle’s current SoC, while the LED indicator lights 270b, can serve as an availability indicators showing whether the charging station 200 is idle, in use, or out of service, and the LED indicator light 270c can indicate the connector’s plug-in status, such as whether the connector 210 is properly coupled to the EV charging port or has been returned and seated properly in the connector cradle 280. In some implementations, the LED indicator light 270c can illuminate in blue when the connector 210 is engaged with the EV, switch to green when charging is complete and the connector remains connected and change to red if the connector 210 is not properly docked back into the connector cradle 280.

[0095] Further, in order to create a cohesive visual and auditory experience for the customer, the multimedia display 220 can be synchronized with the LED indicator lights 270a, 270b, 270c. For example, the indicator light can match the dominant colors of the multimedia content being played on the multimedia display 220, or the light patterns can be synchronized with audio outputs such as background music, alerts, or spoken messages. In another example, if the EV charging station 200 enters a fault state or becomes unavailable, the multimedia display may show a corresponding visual alert, while one or more LED indicator lights 270a, 270b, 270c can switch to a specific color (e.g., red) to emphasize the issue. In some cases, the multimedia display can also show progress-related media as the charging nears completion. For example, the multimedia display 220 can present advertising content or other media that align with the user’ s estimated wait time.

[0096] The EV charging station 200 can have a variety of configurations. For example, FIG. 3 illustrates a schematic view of one embodiment of the EV charging station 200. As shown, the EV charging station 200 can include an electronics compartment 310 and a power dispensing compartment 320. The electronics compartment 310 can contain thereinAttorney Docket No.: 047376-360001WO electronics for facilitating payment for electricity dispensed (or other goods and services) to an EV and for facilitating the dispensing of the electricity. The electronics can include, for example, a processor 311 configured to control various electronic components of the EV charging station 200 and dispensing of electricity from the power dispensing compartment 320, a communication unit 312 configured to electronically communicate via a wired and / or wireless communication link, a display 313 (e.g., multimedia display 220) configured to display information (e.g., media content, payment information, etc.), a memory 314 configured to store data therein that is readable by the processor 31 1 , and a payment mechanism 315 (e.g., POS terminal 230) configured to facilitate payment for electricity dispensed (and / or other goods or services).

[0097] The display 313 can configured to show information to a user of the EV charging station 200. The display 313 can have any of a variety of configurations, such as a cathode ray tube (CRT) screen, a liquid crystal display (LCD) screen, a light emitting diode (LED) screen, a touchscreen, and the like. For example, the display 313 can include a single display. Alternatively, the display 313 can include multiple displays. For example, a first display 313 can be on a front side of the EV charging station 200 and a second display 313 can be on a back side of the EV charging station 200. As another example, the display 313 can include two displays mounted next to each other to increase an overall display size. As yet another example, the display 313 can include first and second displays mounted next to each other on a front side of the EV charging station 200 and can include third and fourth mounted next to each other on a back side of the EV charging station 200.

[0098] The EV charging station 200 can, in some implementations, include at least one media output device in addition to the display 313. For example, the at least one media output device can include a speaker configured to output audio therefrom.

[0099] The communication unit 312 can have a variety of configurations. For example, the EV charging station 200 can include a communication unit 312 configured to communicate wirelessly with a remote system (e.g., a remote cloud server, a third-party payment authorization system, etc.) according to any of a variety of communication protocols, e.g., TCP / IP, etc. In some implementations, the communication unit 312 can be configured to communicate over a wired connection in addition to or instead of over a wireless connection. A wired connection can be used, for example, for a local communication link between the EV charging station 200 and a local computing system external to the EV charging station 200Attorney Docket No.: 047376-360001WO(e.g., a forecourt controller, an in-store POS device, etc.). A wired connection may provide more security and / or stability than a wireless connection and / or may allow a legacy EV charger configured to communicate only via one or more wired connections to implement dynamic management of display content as described herein. Wired communication can occur via any of a variety of wired communication protocols, e.g., TCP / IP, etc., as will be appreciated by a person skilled in the art. Some EV chargers are manufactured with two-wire connectivity, and the wired communication can accordingly be via two wires, such as via a controller area network bus (CANBus) two wire connection, an RS485 two wire connection, a current loop connection, or other type of two wire connection. Some EV chargers are additionally or alternatively manufactured with cable connectivity and can accordingly be configured to provide wired communication via cable connection, such as an Ethernet cable or other network cable. Older EV chargers typically have two-wire connectivity capabilities while newer EV chargers typically have Ethernet connectivity capabilities instead.

[0100] In some implementations, the communication unit 312 can be configured to facilitate wireless communication over a wireless communication link. For example, the communication unit 312 can include a transceiver configured to communicate via any of a variety of wireless techniques, such as a Bluetooth protocol, a Wi-Fi protocol, near field communication (NFC), an ultra-wideband (UWB) protocol, a radio frequency identification (RFID) protocol, etc. Any of a variety of types of wireless connectivity hardware can be used for wireless connectivity, as will be appreciated by a person skilled in the art. The types of wireless connectivity that the communication unit 312 includes can be chosen by an owner of the EV charging station 200 according to the owner’s current fueling site setup and / or future fueling site plans, and the communication unit 312 may be manufactured and / or updated accordingly.

[0101] The power dispensing compartment 320 of the EV charging station 200 can, as in this illustrated implementation, have therein a connector 321 (e.g., connector 210) OOconfigured to supply electrical charge from a power cabinet (e.g., power cabinet 400) or other power source, such as the power grid, and has therein a charge meter 322 configured to monitor the amount and / or rate of electricity dispensed to an EV. The power dispensing compartment 320 can also include other elements to facilitate electricity dispensing, such as wires, a cable cooling system, etc., as will be appreciated by a person skilled in the art. The power dispensing compartment 320 can be isolated from the electronics compartment 310Attorney Docket No.: 047376-360001WO within the EV charging station 200 to facilitate safety, security, and / or maintenance, as will be appreciated by a person skilled in the art. Electricity is configured to flow through a charge cable via the connector 321 to a battery of the EV. The EV charging station 200 can include any number of connectors 321 and associated charge cables.

[0102] In some implementations, via ISO 15118, an EV can not only receive electrical charge but also return stored energy to the grid. For example, the EV charging station 200 (via the EV charging station controller 140) can communicate with an EV in realtime to establish a charging and discharging schedule through ISO 15118. Energy flow parameters can be securely exchanged between an EV and the EV charging station 200. In some instances, the controller of EV charging station 200 can adjust the charging and discharging rates based on factors such as grid demand, electricity pricing, battery state-of- charge (SoC), and the like. For example, the EV charging station can deliver electrical charge to the EV during one or more charging periods of the charging and discharging schedule, while the EV can return electrical charge to the grid during one or more discharging periods of the charging and discharging schedule. In some cases, a grid operator can request energy from connected EVs during peak demand periods and replenish EV batteries during off-peak hours.

[0103] A person skilled in the art will appreciate that the EV charging station 200 can have various other configurations. Various exemplary implementations of EV chargers and fuel dispensers are described further in, for example, U.S. Pat. No. 10,214,411 entitled “Fuel Dispenser Communication” issued Feb. 26, 2019, U.S. Pat. No. 10,269,082 entitled “Intelligent Fuel Dispensers” issued Apr. 23, 2019, U.S. Pat. No. 10,577,237 entitled “Methods And Devices For Fuel Dispenser Electronic Communication” issued March 3, 2020, U.S. Pat. No. 10,726,508 entitled “Intelligent Fuel Dispensers” issued Jul. 28, 2020, U.S. Pat. No. 11,276,051 entitled “Systems And Methods For Convenient And Secure Mobile Transactions” issued Mar. 15, 2022, U.S. Pat. No. 11,429,945 entitled “Outdoor Payment Terminals” issued Aug. 30, 2022, and U.S. Pat. App. Pub. No. 2023 / 0196360 entitled “Conducting Fuel Dispensing Transactions” published Jun. 22, 2023, which are hereby incorporated by reference in their entireties.

[0104] It is to be understood that the specifications and features of the EV charging station 200 set forth in the present disclosure and figures are intended merely for illustration purposes only and should not be construed as limiting the scope of the present claims.Attorney Docket No.: 047376-360001WOTherefore, aspects of the EV charging station 200 can be modified as needed, according to the needs of the local retailers, customers, etc., without departing from the spirit of the present claims.

[0105] As mentioned above, the EV charging station 200 can connect to the power cabinet 152 so as to receive power therefrom, enabling the EV charging station 200 to supply electricity to an EV. The power cabinet 152 can be a novel power cabinet as illustrated in FIGS. 4A-4D. In detail, FIG. 4A illustrates a front view of one embodiment of the power cabinet 400; FIG. 4B illustrates a side view of one embodiment of the power cabinet 400; FIG. 4C illustrates a top view of one embodiment of the power cabinet 400; and FIG. 4D illustrates a top view of one embodiment of the power cabinet 400 with doors 410 opened.

[0106] As shown in FIGS. 4A-4D, the power cabinet 400 is operable to be connected to the EV charging station 200 and generally configured to dispense power to the EV charging station 200 for charging an EV (e.g., up to 500A). In some implementations, the power cabinet 400 can be connected to multiple EV chargers and simultaneously dispense power to each charger. The power cabinet 400 can be connected to a power source, such as the power grid, to enable the supply of electricity to the EV charging station 200. It is to be understood, however, that these aspects of the power cabinet 400 can be modified and should not be treated as limiting the scope of the present claims.

[0107] In some implementations, power cabinet 400 includes one or more power modules (not shown). The power modules can be configured to convert and manage electrical power, typically by taking electricity from the power source and adjusting it to a voltage and current requirement of the EV charging station. For example, the power cabinet 400 can house 1, 2, 3, 4, or more power modules. In some implementations, power cabinet 400 can store and manage up to a total amount of electrical power equal to the capacity of each power module times the number of power modules housed by the power cabinet 400. For instance, if each power module has a capacity of lOOkW, a power cabinet with four power modules can store and manage up to 400kW of electrical power. In some cases, each power module of the plurality of power modules can be built with solid-state transformers (SSTs) or SiC MOSFETs to ensure high current is delivered efficiently and safely.

[0108] Referring again to FIG. 1, in some implementations, the EV charging station controller 140 can control the operation of the EV charging station 150 via an EV chargingAttorney Docket No.: 047376-360001WO station API platform 151 (such as an API platform provided by EcoG®). The EV charging station API platform 151 can interface with an operating system 153, such as EcoG® OS. In some implementations, the operating system 153 can remotely manage multiple EV charging stations or other proprietary equipment located at a single site or across multiple sites. The operating system 153 can provide a standardized computing environment that facilitates communication between the EV charging station controller 140 and various hardware components of the EV charging station 150 as described herein. In alternative implementations, the EV charging station API platform 151 can be managed by a third-party entity that manufactures the EV charging station 150.

[0109] The operating system 153, in some implementations, can receive control commands from the EV charging station controller 140 using an EV charger API specified by the EV charging station API platform 151 (such as EcoG® OPEN API) and can forward corresponding commands to the EV charging station 150 such that the EV charging station controller 140 can control the operation of the EV charging station 150 via communication interfaces and protocols of the operating system 153 (e.g., OCPP) such that the EV charging station controller 140 can control the operation of the EV charging station 150. In turn, the operating system 153 can receive data characterizing one or more operations of the EV charging station 150 (e.g., operation information indicating an operating status of the EV charging station 150) and forward corresponding signals (e.g., control commands) to the EV charging station controller 140.

[0110] Additionally, in some implementations, the operating system 153 can be in communication with a remote cloud-based charge point management system (CPMS) 154 configured to provide real-time performance monitoring of a fleet of EV chargers including the EV charging station 150 via the EV charger API platform 151. Communications between the CPMS 154 and the operating system 153 can be exchanged using a standard protocol specific for EV charging stations such as Open Charge Point Protocol (OCPP) which defines how charge stations and central management systems transmit commands like start and stop power, as well as diagnostic data such as how much power is being consumed or if there are any errors. In some implementations, in compliance with ISO 15118, the existing OCPP implementations can provide bi-directional data exchange between the EV charging station controller 140 and one or more backend systems, such as CPMS 154 or a payment processing server 161 as described in further detail below.Attorney Docket No.: 047376-360001WO

[0111] For example, upon connection of the EV to the EV charging station 150 successfully established, the EV can send a charging request (e.g., a set of data or signals) indicating a vehicle’s charging need. When the EV is connected to the EV charging station 150 through the respective connector, the EV charging station controller 140 can initiate a handshake process to verify the vehicle’s identity (in the plug-and-charge system) and authenticate the charging session based on the verification. In some implementations, the charging request can include a data payload specifying, the current SoC, a desired target state of charge (e.g., vehicle’s desired final charge level; 100% by default), a desired charging mode (e.g., fast charging / boost mode vs. a standard charging mode), a desired charging current level or voltage level, charging and discharging schedule (e.g., the charging duration), etc. In some cases, the target state of charge can affect the charging speed as it is nearing completion. In some cases, the desired current level can correspond to a rated capacity of the charging cable by default, such as 250 amps for continuous operation. The EV charging station controller 140 can process the charging request to determine if the EV charging station 150 can meet the specified charging parameters and then adjust the power output accordingly to begin (or abort) charging. In some implementations, the EV charging station controller 140 can adjust one or more charging parameters as needed during the charging session based on additional charging requests sent from the EV.

[0112] In some implementations, the charging request can specify a second current level that exceeds the first current level (i.e., the continuous rating of the charging cable). For example, while the first current level may be 250 amps, the customer or the EV can request up to 500 amps (e.g., activating the boost mode) during certain phases of the charging session at the EV charging station 150 or via the customer app. The second current level can be further increased beyond 500 amps (e.g., 505 amps). In some cases, these phases can be set by the user or automatically scheduled according to manufacturer recommendations based on the EV battery’s current SoC, current system thermal capacity, customer profile, or charging profile as described in further detail below. In some implementations, the EV charging station controller 140 can maintain a communication with an EV’s battery management system (BMS) to check whether the current levels match the vehicle’s charging needs.

[0113] In some implementations, the EV charging station controller 140 can be configured to automatically reduce the electrical current from the second current level back to the first current level after a predefined limited period of time, thereby deactivating the boostAttorney Docket No.: 047376-360001WO mode. This period can be set by the EV charging station controller 140, for example, a maximum time duration or number of times boost mode can be activated during each charging session (e.g., 10 minutes or 3 times per charge) can be hard-coded (e.g., preprogrammed) in the EV charging station controller 140 to prevent the charging cables from overheating. In some implementations, once the current drops to the first current level, the EV charging station 150 can continue charging at this reduced rate until the charging session is either completed or terminated by the user or the connected EV. In alternative implementations, the EV charging station controller 140 can be programmed with a specific algorithm that dynamically and / or intelligently determines, for example, when to enable and / or disable boost mode based on the EV’s charging request, system capacity, and safety limits. For example, the algorithm can include instructions to determine, based on the charging request (e.g., current SoC and target SoC), whether activation the boost mode is necessary and, if so, check whether the boost mode can be safely activated. Typically, the elapsed time can be tracked by the EV charging station controller 140 locally using a built-in timer, or remotely at a trusted time server. In other implementations, the limited period of time can be determined manually based on a user input received from the customer.

[0114] Alternatively or in addition, the EV charging station controller 140 can activate or deactivate boost mode by regulating the electrical current delivered through the charging cable to the connected EV based on one or more sensed properties. In some implementations, one or more sensors or sensor suits can be integrated into the charging cable, or at least in part, positioned in close proximity to the charging cable, configured to continuously monitor one or more measurable properties of the charging cable (e.g., temperature, current flow, voltage, etc.). For example, the EV charging station 150 can include a temperature sensor operatively coupled to the charging cable. The temperature sensor can be configured to continuously monitor a temperature of the charging cable and communicate the temperature to the EV charging station controller 140, such that the EV charging station controller 140 can dynamically adjust the current flow based on real-time conditions. Other sensors, such as a current sensor to monitor the actual current flow through the cable can be contemplated herein to ensure safe and efficient operation during the activation of the boost mode.

[0115] For example, the EV charging controller 140 can permit an increase in the electrical current beyond the first current level when the charging cable temperature is belowAttorney Docket No.: 047376-360001WO a predefined temperature threshold (e.g., 70~90°C), and automatically reduce the electrical current from the second current level to the first current level when the charging cable temperature exceeds the predefined temperature threshold. To this end, the activation and deactivation of the boost mode can be independent of the charging request and charging parameters thereof. While the electrical current increases, the EV charging station controller 140 can command the cooling system as described below to manage the heat generated by the higher current flow. Once the charging cable temperature drops below the predefined temperature threshold, the EV charging station controller 140 can allow boost mode to be activated again, allowing another temporary increase in the current level.

[0116] During such determination, part or all the sensor readings can be transmitted to the operating system 153, the CPMS 154, the optimization module 155, or other platforms through the EV charging station API platform 151 for remote monitoring, diagnostic analysis, predictive maintenance, and / or charging power allocation / distribution. In some implementations, all components upstream of the charging cable, such as the power modules in the power cabinet 152, are all rated for continuous operation at 500 amps instead of 250 amps as described above. In such implementations, direct temperature monitoring may not be necessary since those upstream components are engineered to withstand 500 amps of continuous current or more, and other metrices, such as current draw, voltage stability, the current SoC of the connected EV, can be used to determine when to activate or deactivate the boost mode.

[0117] For example, charging an EV battery up to its full capacity (e.g., 100%) is not necessary in many cases. As the battery (e.g., lithium-ion battery) approaches full capacity, the charging rate typically slows down to prevent overcharging, and in some cases, extend battery life. Generally, operating within a mid-range SoC (e.g., 20% to 80%) is better for long-term battery health, and also provides ample range for most driving needs. In some cases, as the EV’s battery approaches a predetermined SoC (e.g., 80%), the EV charging station controller 140 can automatically deactivate the boost mode to preserve battery health and reduce thermal stress. Alternatively or in addition, when activating for deactivating the boost mode, the EV charging controller 140 can begin reducing or increasing the current level in multiple gradual steps (e.g., proportionally decreasing or increasing the current delivered to the charging cable) rather than a sudden drop, allowing for a controlled and steady transition between the second and the first current level or vice versa.Attorney Docket No.: 047376-360001WO

[0118] In some implementations, the EV charging system 110 offers customers an option to pay a premium rate for the faster charging provided by boost mode. For example, a pricing premium can be calculated by the EV charging station controller 140 when boost mode is currently or previously activated. In some implementations, the pricing premium can be calculated based on various factors, such as duration of boost mode activation, the amount of power delivered at the second current level, the overall energy consumption of the charging session, and the like. For example, when the EV charging station controller 140 increases the electrical current from the first current level to the second current level, the EV charging station controller 140 can track charging statistics, such as the amount of time the system operates in boost mode and the total energy delivered during this period. The EV charging station controller 140 can then compute the pricing premium by integrating the charging statistics with a predefined pricing model, which can include a higher rate per kWh for power delivered at the second current level compared to the standard rate of power delivered at the first current level for customers who opt for the faster charging.

[0119] The EV charging system 110 can be in communication with a POS terminal 160 configured to accept payments such as credit or debit card payment, mobile payment, and / or other forms of contactless payment (e.g., RFID, NFC, etc.), allowing a customer to pay using traditional payment methods for charging an EV, as described in further detail below. In some implementations, the POS terminal 160 can be provided and managed by a third-party payment processing entity. The POS terminal 160 can be any suitable POS terminal, although it is to be understood the present disclosure is not limited thereto. The POS terminal 160 can include a display screen, communication modules, processing circuitry, memory, input devices such as buttons, a touchscreen, etc., a chip reader, a card (e.g., magnetic stripe) swiping slot, and any other components necessary for implementing a POS terminal.

[0120] The POS terminal 160 can be remotely managed by the payment processing server 161 in wireless communication with the POS terminal 160. The payment processing server 161 can be configured to receive payment information upon initiation of a payment transaction and to send payment completion information to complete the payment transaction, as would be appreciated by a person of ordinary skill in the art. Furthermore, the POS terminal 160 can be in remote communication with a financial services provider 162Attorney Docket No.: 047376-360001WO configured to provide financial information (e.g., bank account information, fund information, etc.) necessary for authorizing a payment transaction.

[0121] Payment transaction information (e.g., credit card numbers, bank account numbers, payment amounts, etc.) can be exchanged between the POS terminal 160 and the EV charging system 110 via a POS terminal software plugin 163 configured to communicate with the POS terminal 160. The POS terminal software plugin 163 can be specifically programmed to communicate using a protocol that is utilized by the POS terminal 160. Upon receiving payment transaction information from the POS terminal 160, the POS terminal software plugin 163 can transmit said information to the EV charging station controller 140 via the message bus 111, whereupon the EV charging station controller 140 can effectively complete the EV charging transaction based on the customer’s payment at the POS terminal 160, as discussed in greater detail below.

[0122] Furthermore, the EV charging system 110 includes a PCF module 164 configured to communicate with the POS terminal 160 and to receive “PCF payment information” from the POS terminal 160. For the purposes of the present disclosure, “PCF” is referred to herein as a customer payment program in which a customer can submit payment for a fueling or charging transaction using payment information that is locally stored (e.g., in the database 122). In some implementations, the locally stored payment information may be associated with a customer profile, as described in detail above. In additional implementations, the customer can possess a “PCF card” that is linked to the customer’s payment information, such that the customer may initiate a charging transaction by swiping his or her PCF card at the POS terminal 160, causing the PCF module 164 to retrieve the corresponding payment information locally stored at the database 122. Advantageously, this payment method can be used as an alternative to a debit or credit card, eliminating the need to communicate with the financial services provider 162 to authorize and complete an EV charging transaction.

[0123] In some implementations, the EV charging system 110 can include an optimization module 155 which interface between the EV charging station API platform 151 and the EV charging station controller 140. The optimization module 154 can include software script or application program executable by the processor within the EV charging station controller 140. The optimization module 155 can be configured to determine and allocate a distribution of available charging power among the connected EVs based on real-Attorney Docket No.: 047376-360001WO time operation information. In some implementations, the optimization module 155 can include one or more middleware deployed between the established data communication pathways, containing instructions (e.g., translation of actionable control commands) to be executed independently upon receiving data transmissions or control signals from the operating system 153 to the EV charging station controller 140 or vice versa. Alternatively or in addition, the optimization module 155 can include a direct hardware control or an aggregation of software and hardware components that collectively perform charging power allocation and control functions. As a person skilled in the art, upon reviewing the entirety of this disclosure, will be able to recognize that the optimization module 155 can be implemented in various forms and integrated, without limitation, at different locations within the EV charging system 110 without departing from the scope of the invention.

[0124] The operation information received by the operating system 153 can include various variables and parameters that the optimization module 155 can utilize in order to formulate informed system decisions on, for example, EV charging stations management and power allocation / distribution for the purpose of effective charging, and further to generate control commands that adjust the charging operations accordingly. In some implementations, operation information can include status information, such as the State of Charge (SoC) of each connected EV (e.g., a current battery level) on the site, the current operational state of hardware components (e.g., functioning or malfunctioning, active or idle), fault or error codes, grid power availability (e.g., amount of power available from the connected utility grid or local energy source), etc.

[0125] In some implementations, the operation information can also include one or more control parameters received from various components within the system 100 as described herein, such as maximum and minimum charging power per connector, maximum and minimum charging power of per connected EV, EV battery capacities, customers inputs (e.g., preferred charging times, speeds, modes, and desired cost), scheduling information (e.g., vehicle arrival time, charging start time, scheduled charging durations, vehicle departure time, or anticipated charging demands based on user bookings or historical usage patterns), financial means (e.g., variable electricity pricing over a period of time, time-of-use rates, and peak demand charges or fees that influence the cost-effectiveness of charging operations), site-specific rules, regulatory constraints (e.g., governmental regulations or industry standards that limit charging power or timing), etc.Attorney Docket No.: 047376-360001WO

[0126] Moreover, the operation information can further include data describing ongoing charging sessions, for example, information generated during the charging sessions, such as total power consumption, total energy delivered, event logs, and so on, in-device and out-device sensor data such as temperature, humidity, vibration, and acoustic measurements, etc. It can be appreciated that part or all operation information can be collected from one or more external data sources over secured network connections rather than directly from the EV charging system 110 and the connected EVs. For instance, real-time grid power availability data, utility costs, and demand response signals may be obtained from utility companies or energy providers, weather forecasts may be retrieved from meteorological data providers, and regulatory constraints may be collected from government agencies' websites, so on and so forth.

[0127] In some implementations, the operation information can be collected by the operating system 153 from each EV charging station 150 and connected EV on the site via OCPP. For example, the SoC of each connected EV can be obtained by the operating system 153 through direct communication with the vehicle’s onboard system through the connector of the EV charging station. The EV charging station 150 can further relay the SoC to the operating system 153 using OCPP messages (e.g., “MeterValue” in OCPP 2.0.1) according to ISO 15118. Similarly, the status information of hardware components, such as power modules, charging connectors, multimedia display, and POS terminal can be monitored through built-in diagnostics and sensor networks managed by the server controller module 131 and transmitted (e.g., via OCPP “StatusNotification” message) to the operating system 153 and / or the central server 130. In some cases, the operation information can be stored locally in the database 122, or in other cases, remotely in the cloud.

[0128] The optimization module 155 can request operation information, and in response to such request, aggregate the operation information into a data package for further processing. In some implementations, the optimization module 155 can perform one or more normalizing operations on the operation information at a system level. For example, the data package can be timestamped and indexed using one or more identifiers, such as EV charging station IDs, EV IDs, or charging session IDs to enable efficient data retrieval at a controller level. In addition, in some implementations, one or more historical datasets, such as datasets characterizing past charging sessions, maintenance records, as well as usage patterns, can beAttorney Docket No.: 047376-360001WO included in the data package to assist in predictive analytics implemented by the optimization module 155.

[0129] As indicated above, the optimization module 155 can determine a charging power allocation to EVs based on received operation information. In some implementations, the optimization module 155 can instruct, based on received SoC data, the EV charging station controller 140 to prioritize charging power allocation. In some cases, the EVs with lower SoCs are more likely than not to require a quicker charge to continue their journey, whereas EVs with higher SoCs can afford to receive less charging power without significant inconvenience. For example, and as indicated above, since the time taken to charge from 80% SoC to 100% SoC can be disproportionately longer compared to earlier charging stages (e.g., 0% SoC to 80% SoC), when an EV connected to a charging station reaches 80% SoC, the optimization module 155 can be configured to reduce or cap the charging power allocated to that EV and reassign the freed power capacity to other charging stations currently charging EVs below 80% SoC. To this end, the EVs that need more immediate charging can thus receive higher power allocations to expedite their charging sessions.

[0130] In some implementations, the optimization module 155 can generate one or more charging profiles for each connected EV. Each charging profile can include a defined set of charging parameters tailored to manage a charging session for a specific EV. For example, the charging profile can be designed to improve charging efficiency while preserving battery health by taking into account factors, such as charging current levels, charging voltage levels, permissible temperature ranges, SoC threshold, and the like. In some implementations, each charging profiles can be generated based on vehicle specification and charging requirements associated with each EV, such as vehicle’s make and model and associated maximum charging power limits, battery capacities, manufacturer-recommended charging curves, user-defined preferences, if any, and any other control parameters received by the optimization module 155. In some cases, the charging profile generated for each connected EV can be associated with a corresponding customer profile.

[0131] The optimization module 155, in some implementations, can allocate a maximum charging power during an initial phase of the charging session. Typically, the initial phase is defined as a period when the EV’s battery can accept higher charging currents without adverse effects, usually when the SoC is below a certain threshold, for example, and without limitation, 80%. In some cases, this threshold can be determined solely on theAttorney Docket No.: 047376-360001WO manufacturer specifications indicating the optimal charging rates at different SoC levels; however, in other cases, this threshold can be automatically determined, by the EV charging station controller 140, optimization module 155, or otherwise the operating system 153 based on the detected battery chemistry or built-in industry standards in the absence of vehicle specification due to communication error or unavailable data returned from the EV.

[0132] As the charging operation progresses, the EV charging station controller 140 can automatically switch, at a predetermined SoC level or after a specific time duration, the EV to another or a default charging profile that reduces the allocated charging power upon the execution of the control command in the operating system 153 processes. In some implementations, the default charging profile can be aligned with the typical charging profile of most EVs, which in many cases, reduce the charging power to a baseline level as the battery approaches full capacity to prevent overcharging and reduce battery degradation. In some implementations, the default charging profile can be aligned with standard battery health practices (e.g., limiting the maximum SoC to 80% instead of 100% to extend battery lifespan).

[0133] In some implementations, the SoC or time threshold at which the operating system 153 switches from the initial to the default charging profile can be dynamically adjusted by the optimization module 155. For example, optimization module 155 can continuously monitor real-time operation information, such as SoC, charging station utilization, grid power availability, utility costs, and any status information or control parameters as described herein to auto-adjust the threshold. If the EV charging station 150 is experiencing high demand during peak hours, the EV charging system 110 can lower the SoC threshold to switch to the default profile sooner or reduce charging power earlier during each charging session to conserve energy when the electricity prices are higher than usual.

[0134] In some implementations, the operator at the EV charging station 150 or vehicle owner can choose to override the default settings at the multimedia display or on the customer app, to set a user-desired SoC or time target. For example, the customer can specify the exact SoC level or time duration to which they wish to change or limit the vehicle. In some implementations, customers can choose between boost mode (e.g., fast charging with or without potential impacts on battery health) or standard charging mode (e.g., slower, more conservative charging). Alternatively or in addition, the customer can set specific charging times, aligning with off-peak electricity rates or the vehicle owner’s personal schedules.Attorney Docket No.: 047376-360001WOFurther, the customer can choose to pay a higher cost per kWh for a faster charging speed. It can be appreciated that these user inputs can be incorporated into the charging profiles to ensure that individual preferences are honored while preserving overall system efficiency and safety. In some implementations, the EV charging station 150 can prompt customers with recommendations based on best practices on charging operations when accepting user inputs via multimedia displays.

[0135] In some implementation, and as indicated above, the optimization module 155 can check the operational status of the power source e.g., power modules within the power cabinet 152 of the system 100. For example, if a power module fails or is underperforming due to a malfunction or maintenance requirements, optimization module 155 can detect this through the status information received via the EV charging station API platform 151. Upon identifying a non-function or underperforming power module, optimization module 155 can be configured to reallocate power from functioning modules to compensate for the loss, ensuring that the charging requirements of connected EVs are still met. If there are idle power modules, for example, power modules that are operational but not utilized by any EV currently on site, the optimization module 155 can assign these power modules to expedite charging operations at active EV charging stations, improving the use of all available power modules such that the impact of any module failure on overall performance can be reduced.

[0136] To enable the dynamic reallocation of available charging power, the hardware configuration of the EV charging system 110 can be designed with modularity and flexibility to a certain extent. In some implementations, the total available power can be split into smaller groups of power modules. For example, the total available power of 640 kW can be divided into groups of 80 kW, each consisting of two 40 kW power modules. Accordingly, the system can granularly adjust power distribution in increments of 40 kW or 80 kW. To this end, a matrix of switches (not shown) can be employed to manage the electric connections between the plurality of power modules and the EV charging stations 150 or charging posts thereof. Continuing the example, with four EV charging stations, the switch matrix can route the 80 kW groups as needed to meet the power demands of each EV charging station.

[0137] In some implementations, the switch matrix can operate under the control of the EV charger controller 140 and operating system 153. When a power module fails or an adjustment in power allocation is required, the optimization module 155 can determine a suitable configuration of available power modules and sends control commands to theAttorney Docket No.: 047376-360001WO operating system 153 via the EV charging station API platform 151. The operating system 153 then directs the switch matrix to open or close specific switches, rerouting power from functioning power modules or idle power modules to the affected charging stations.

[0138] FIG. 5 illustrates an example cooling system 500 for an EV charging station 502. The EV charging station 502 can include any EV charging station as described above with reference to FIG. 1, FIGS. 2A-F, and FIG. 3. The cooling system 500 can include a power cabinet 504 electronically connected to one or more EV charging stations via one or more power lines 505. The power cabinet 504 can include the power cabinet as described above with reference to FIGS. 4A-D. One or more power lines 505 can include continuous conductors or cables configured to transmit electrical power from power cabinet 504 to the connected EV charging station 502. The EV charging station 502 can therefore receive power from the connected power cabinet 504.

[0139] As indicated above, the EV charging station 502 can include one or more connectors 512a, 512b, each coupled with one or more charging cables (not shown) at the respective charging post 510a, 510b. The EV charging station 502 can be configured to provide a continuous DC amperage of 250A, or in certain cases, up to 500A. Heat is typically generated by, in some implementations, the connectors 512a, 512b, cables, and any voltage regulators that directly handled the charging process. In some cases, heat levels can vary depending on the type of vehicle, charging speed, and environmental conditions. For example, activating boost mode or fast charging can significantly increase heat levels, particularly near the connectors 512a, 512b.

[0140] As illustrated in FIG. 5, the cooling system 500 can include one or more manifold systems 5O8a-b connected to multiple power modules 506a, 506b, 506c, 506d and EV charging stations 502. In some implementations, the cooling system 500 can include a first manifold 508a and a second manifold 508b. The first manifold 508a can be associated with the power cabinet 504 and configured to collect and distribute a first cooling medium to, and from the power modules 506a, 506b, 506c, 506d, while the second manifold 508b can be associated with the connectors 512a, 512b of each EV charging station 502 and configured to collect and distribute a second cooling medium to and from the connectors 512a, 512b.

[0141] The manifold can include components for collecting, distributing, or otherwise regulating and balancing fluid between multiple conduits. The manifold can have an inlet andAttorney Docket No.: 047376-360001WO multiple outlets (e.g., for distribution), or multiple inlets and a single outlet (e.g., for collection). In some implementations, the manifold can allow a single source or collection point to serve multiple destinations. The first manifold 508a can distribute the first cooling medium to the plurality of power modules 506a, 506b, 506c, 506d and can collect the first cooling medium after it has absorbed heat from the plurality of power modules 506a, 506b, 506c, 506d. Similarly, the second manifold 508b can distribute the second cooling medium to the charging posts 510a, 510b within each EV charging station, and further to the connectors 512a, 512b, and can collect the second cooling medium after it has cooled the connectors 512a, 512b.

[0142] For example, the first manifold can include an outlet line 514 fluidly connected to multiple inlet conduits (not labeled for clarity) of the power modules 506a, 506b, 506c, 506d, an inlet line 516 fluidly connected to multiple outlet conduits (not labeled for clarity) of the power modules 506a, 506b, 506c, 506d. As shown in FIG. 5, each outlet conduit can be fluidly connected to a cold plate 518 positioned within each power module 506a, 506b, 506c, 506d. The cold plates 518 can be used to absorb the heat generated by the power modules 506a, 506b, 506c, 506d, as well as power conversion components, during the operation of the power cabinet 504 (e.g., due to current flow and power regulation). In some implementations, the cold plates 518 can be positioned strategically inside each power module 506a, 506b, 506c, 506d to transfer the heat away from heat-generating components (e.g., power transistors or converters) of the power modules 506a, 506b, 506c, 506d. For instance, the first cooling medium can flow through the outlet line 514, into the cold plates 518 within the power modules 506a, 506b, 506c, 506d via the inlet conduits, and exit from the cold plates 518 through the outlet conduits. The outlet conduits can then transport the heated cooling medium back to the inlet line 516.

[0143] It should be noted that one or more components of the cooling system 500 as described herein, such as the inlet and outlet conduits, inlet and outline lines, cold plats, manifolds, and heat exchangers can be arranged in a manner that allow free flow of the cooling medium therebetween. In some implementations, aforementioned components can be linked by a network of pipes or tubing that continuous circulate the cooling medium (via one or more pumps as described below) throughout the cooling system 500. In some implementations, the conduits and fluid connectors can be sealed to prevent leaks while ensuring efficient fluid flow under certain pressures. For example, the first cooling mediumAttorney Docket No.: 047376-360001WO can move from one point in outlet line 514 or inlet line 516 to another without any obstruction.

[0144] Typically, the cold plates 518 are made from materials with high thermal conductivity, such as, without limitation, aluminum, or copper. In some implementations, the cold plates 518 can be positioned in direct contact with the most heat-sensitive components inside each power module of the plurality of power modules 506a, 506b, 506c, 506d. For example, the cold plate can be mounted on, or alternatively, adjacent to power transistors, MOSFETs, voltage regulators, or any combination thereof, with a maximized surface area contact to allow effective heat transfer. One or more channels or grooves can be machined into each cold plate through which the first cooling medium flows. As the first cooling medium passes through these channels or grooves, it can absorb the heat generated by the power components, keeping the power modules 506a, 506b, 506c, 506d at a controlled operating temperature.

[0145] The cooling medium can include any liquid capable of flowing continuously through the cooling system 500. The cooling medium can be selected for its ability to efficiently absorb and transfer heat. Suitable cooling medium can include, for example, water, water-glycol mixtures, or any dielectric cooling fluids such as dielectric oil. In some implementations, a water-glycol mixture can be used in environments where freezing temperatures are a concern, as the glycol component can lower the freezing point of the liquid, preventing the cooling medium from solidifying to maintain a proper flow during charging operations even in colder conditions.

[0146] The outlet conduits can include one or more holes defined on the cold plates 518 or power modules 506a, 506b, 506c, 506d through which the heated cooling medium exits. In some implementations, a connector fitting can be coupled to an outlet port of the power module and can direct the first cooling medium, such as a water-glycol mixture, out of the power module. The terminal end of each outlet conduit can be fluidly coupled to the first manifold 508a. More particularly, the inlet conduits can be configured to direct the first cooling medium into the power modules 506a, 506b, 506c, 506d, wherein heat generated by each individual power module 506a, 506b, 506c, 506d is transferred to the first cooling medium, and the plurality of outlet conduits can be configured to direct the first cooling medium carrying the transferred heat out of the power modules 506a, 506b, 506c, 506d toward a primary heat exchanger 520.Attorney Docket No.: 047376-360001WO

[0147] The primary heat exchanger 520 can be distinguished from other heat exchangers that exist in the system, such as secondary heat exchangers 530a, 530b located at each individual charging post or device downstream, as the primary exchanger 520 is responsible for handling the bulk of heat load generated by a group of heat generating components (the plurality of power modules 506a, 506b, 506c, 506d) during operation. The heat exchanger can include a device configured to transfer heat between two or more fluids without allowing the fluids to mix. Example heat exchangers can include, without limitations, plate heat exchangers, tube-and-shell heat exchangers, finned heat exchangers, etc. Tn some implementation, the heat exchanger positioned in each individual charging post (e.g., secondary heat exchanger 530a, 530b) can be a compact plate heat exchanger due to limited space inside the charging post, while in the power cabinet 504, where the space is less constraint and greater heat transfer capacities are needed, a larger plate heat exchanger can be employed to accommodate larger volumes of cooling medium and handle higher heat load.

[0148] The primary heat exchanger 520 can be fluidly connected to the outlet line 514 and the inlet line of the first manifold 508a. The heated first cooling medium, after passing through the power modules 506a, 506b, 506c, 506d and cold plates, can be directed via inlet line 516 to the primary heat exchanger 520. Once the first cooling medium enters the primary heat exchanger 520 through the inlet line 516, it can, in some implementations, be exposed to one set of channels within the primary heat exchanger 520 that are in thermal contact with the second cooling medium (e.g., a liquid such as an antifreeze coolant or any other cooling medium as described above). The second cooling medium can flow through another set of channels within the primary heat exchanger 520 in an opposite direction. Each channel can include a thermally conductive surface (e.g., copper, aluminum, and the etc.). The heat absorbed by the first cooling medium from the plurality of power modules 506a, 506b, 506c, 506d can thus be transferred to the second cooling medium at the primary heat exchanger 520.

[0149] Subsequent to the heat exchange, the first cooling medium can exit the primary heat exchanger 520 at a lower temperature (e.g., 30-40 °C) and can be recirculated back to the plurality of power modules 506a, 506b, 506c, 506d via the outlet line 514, where the first cooling medium continues to absorb heat from the plurality of power modules 506a, 506b, 506c, 506d. In some implementations, the first manifold 508a can include a pump 522 fluidly connected to the outlet line 514 configured to continuously or periodically pull theAttorney Docket No.: 047376-360001WO cooled first cooling medium from the primary heat exchanger 520 and drive it towards the plurality of inlet conduits of the plurality of power modules 506a, 506b, 506c, 506d. As such, the first manifold 508a can be a closed-loop system. The pump 522 can include, for example, a centrifugal pump, a positive displacement pump, a diaphragm pump, or any other suitable pump configured to facilitate the efficient circulation of the cooling medium.

[0150] For example, the pump 522 can draw the cooled first cooling medium from the outlet line 544 after it has passed through the primary heat exchanger 520. The pump 522 can then push the first cooling medium through the outlet line 544 to the cold plates of the plurality of power modules 506a, 506b, 506c, 506d via the plurality of inlet conduits. As the first cooling medium flows through the cold plates 518, the heat generated from each power module 506a, 506b, 506c, 506d can be transferred to the respective cold plate and further to the first cooling medium. The first cooling medium can exit at the plurality of outlet conduits and recirculated back to the primary heat exchanger 520 again via the inlet line 516.

[0151] In some implementations, the primary heat exchanger 520 can be mounted at any location in the power cabinet 504 where it can be thermally insulated from the rest of the components in the power cabinet 504. For example, the primary heat exchanger 520 can be mounted at the sides or near the top section of the power cabinet 504, positioned at an elevated location, to allow for optimal airflow and ease of access (for maintenance or replacement). In some cases, natural convection can assist in the cooling process, as heat rises and can be dissipated more effectively. In alternative implementations, the primary heat exchanger 520 can be mounted proximate to a cooling device as described in further detail below. In some cases, one or more vibration-dampening brackets can be used to mount the primary heat exchanger 520 to reduce mechanical stress from the pump 522 and prevent unnecessary wear over time.

[0152] As illustrated in FIG. 5, the cooling system 500 can utilize a pair of fluid connectors 524a, 524b that fluidly connect the primary heat exchanger 520 to a cooling medium reservoir 526 storing the second cooling medium. The pair of fluid connectors 524a, 524b can deliver a continuous flow of the second cooling medium passing through the primary heat exchanger 520, enabling an efficient heat transfer from the first cooling medium to the second cooling medium. In some implementations, the pair of fluid connectors 524a, 524b can include an inlet connector 524a and an outlet connector 524b. The inlet connector 524a can deliver the heated second cooling medium from the primary heat exchanger 520 toAttorney Docket No.: 047376-360001WO the cooling medium reservoir 526. In some cases, the cooling medium reservoir 526 can be insulated to minimize heat gain from the surrounding environment. In some implementations, the cooling medium reservoir 526 can include a heating element 527 positioned within the cooling medium reservoir. The heating element 527 can be configured to selectively heat the second cooling medium stored in the cooling medium reservoir to maintain a minimum operating temperature of the second cooling medium in a low ambient temperature condition.

[0153] In some implementations, the cooling system 500 can also include a cooling device 528, such as an air-cooled radiator having at least a fan and / or a radiator fluidly coupled to the inlet connector 524a. The fan can circulate ambient air outside the power cabinet 504 across the radiator to transfer heat from the second cooling medium to the outside of the power cabinet 504. The now-cooled second cooling medium can then exist the cooling medium reservoir 526 through the outlet connector 524b to the primary heat exchanger 520, where again, the second cooling medium absorbs the heat being transferred from the first cooling medium. In some implementations, the cooling device 528 can be readily connected and disconnected via the pair of fluid connectors 524a, 524b. Accordingly, the pair of fluid connectors 524a, 524b, can allow the primary heat exchanger 520, the cooling medium reservoir 526, the cooling device 528, and the second manifold 508b to be readily disconnected from each other for service and maintenance purposes. In some implementations, the cooling device 528 can be a chiller fluidly connected to the cooling medium reservoir 526. The chiller can start a refrigeration cycle to reduce the temperature of the second cooling medium before it is recirculated through the cooling system 500. For example, the chiller can circulate a refrigerant through a series of evaporator and condenser coils. The second cooling medium can flow over the coils, where the refrigerant absorbs heat and carries it away for dissipation. In some cases, the chiller can operate in conjunction with the air-cooled radiator to cool the second cooling medium more efficiently (especially during periods of high thermal load). For example, the air-cooled radiator may handle the bulk of the cooling, while the chiller assists by further reducing the temperature of the second cooling medium in the cooling medium reservoir 526.

[0154] As indicated above, the second manifold 508b can be configured to distribute and collect the second cooling medium to and from the individual charging post at each EV charging station. The second manifold 508b can include a distribution line 532 that delivers the cooled second cooling medium from the cooling medium reservoir 526 to the chargingAttorney Docket No.: 047376-360001WO posts 510a, 510b, via multiple intake conduits (not labeled for clarity), as well as a collection line 534 that returns the second cooling medium from the charging posts back to the cooling medium reservoir 526 via a plurality of output conduits (not labeled for clarity). In some implementations, a third cooling medium can be circulated within each charging post to cool the respective connector, cables, and any other electrical components involved in the charging operation as described herein. The second cooling medium can absorb heat from the third cooling medium. The second cooling medium can then be cooled using the chiller.

[0155] The intake conduits and the output conduits can have a structure or configuration similar to (or even the same as) the inlet conduits and the outlet conduits of the first manifold 508a as described above and should be fluidly connected through distribution line 532 and collection line 534 in a manner similar to the inlet conduits and the outlet conduits of the first manifold 508a.

[0156] Each manifold is responsible for cooling a distinct system. For example, the first manifold 508a can be responsible for cooling the power cabinet 504, while the second manifold 508b can be responsible for cooling the EV charging stations 502 on site. By separating these two systems into different manifolds, the cooling system 500 can better handle the different thermal loads as the power cabinet 504 typically operates for longer durations than individual charging stations, which experience intermittent use as EVs come and go. This means the power cabinet 504 will consistently require immediate thermal management. Accordingly, the first manifold 508a can be positioned inside the power cabinet 504 to reduce distance between the heat sources (e.g., the plurality of power modules 506a, 506b, 506c, 506d) and the primary heat exchanger 520. Conversely, the second manifold 508b can be installed within the field of plumbing outside the power cabinet 504 to provide localized cooling at each EV charging station 502 based on real-time charging demands.

[0157] In some implementations, the pump 522, such as any pump as described herein, can be fluidly connected between the cooling medium reservoir 526, the first manifold 508a, and the second manifold 508b. The pump 522 can be configured to direct the flow of the second cooling medium through the system to cool both the power cabinet 504 and the charging posts 510a, 510b. For example, the pump 522 can circulate the second cooling medium through two distinct flow paths depending on the current thermal load and the system’s cooling requirement. In this case, multiple pumps can be implemented by the cooling system 500, at least one for each flow path. In the first flow path, the pump 522 canAttorney Docket No.: 047376-360001WO direct the second cooling medium from the cooling medium reservoir through the pair of fluid connectors 524a, 524b to the primary heat exchanger 520 and back to the cooling medium reservoir 526 after the heat exchange with the first cooling medium. In the second flow path, the pump 522 can direct the second cooling medium from the cooling medium reservoir 526 to the second manifold 508b and back to the cooling medium reservoir 526 after the heat exchange with the third cooling medium.

[0158] It can be appreciated that the second cooling medium in both flow paths can optionally pass through the couped air-cooled radiator, as the outlet connector 524a can either direct, in some cases, the returned second cooling medium through the air-cooled radiator and then to the cooling medium reservoir 526, or in other cases, directly back to the cooling medium reservoir 526 in scenarios where the thermal load on the system is low (e.g., during partial charging, fewer charging posts occupied, or the ambient temperature is cool).Accordingly, the second cooling medium may not need the additional cooling provided by the additional cooling device therefore bypassing it and sending the second cooling medium directly to the cooling medium reservoir 526.

[0159] In some implementations, one or more flow control devices 536 can be used to selectively route the second cooling medium, either through the radiator for additional cooling when required, or directly back to the cooling medium reservoir 526 when the temperature is already within acceptable threshold. The flow control devices 435 can include, for example, diverter valves or motorized valves. These valves can be directly integrated into the tubing system (or directly attached to the pump) to effectively split the second cooling medium into two or more flow paths based on real-time sensor readings and system demands.

[0160] For example, and as illustrated in FIG. 5, the cooling system 500 can include a first motorized valve fluidly connected to the distribution line 532 between the second manifold 508b and each charging post 510a, 510b to regulate the flow of the second cooling medium into the respective secondary heat exchanger 530a, 530b, and a second motorized valve fluidly connected to the outlet connector 524a configured to regulate the flow of the second cooling medium returning from the primary heat exchanger 520 and the plurality of secondary heat exchangers 530a, 530b into the cooling medium reservoir 526.

[0161] In some implementations, each charging post 510a, 510b can include a dedicated pump, such as the pump 522, fluidly connected to the respective secondary heatAttorney Docket No.: 047376-360001WO exchanger 530a, 530b. The pump 522 is configured to circulate the third cooling medium, such as a water-glycol mixture through one or more high-heat components at each charging post 510a, 510b, particularly the connectors 512a, 512b and the cable which experiences significant heat (e.g., 50-70 °C, and below 90°C) during charging operations. Similar to the first cooling medium, the third cooling medium can be circulated independently of the second cooling medium that flows through the larger cooling loop (within the power cabinet 504) of the cooling system 500 as described above.

[0162] For example, each dedicated pump can operate by drawing the third cooling medium from each secondary heat exchanger 530a, 530b and pushing it through the connectors 512a, 512b and cables via cooling channels or tubing integrated within these components. In some cases, the cooling channels may include one or more spiral or helical pathways that wind along the length of the cable, allowing the third cooling medium to flow through and absorb heat more effectively by increasing the surface area contact between the third cooling medium and the high-heat components.

[0163] In addition, the cooling system 500 can include at least a sensor 538 placed downstream of the pump 522 at various locations throughout the system (e.g., placed at outlet line 514, outlet connector 524b, and in close proximity to each secondary heat exchanger). The sensor 538 can be configured to monitor one or more operational parameters of at least a part of the cooling system 500 during a cooling cycle and / or a charging session. In some implementations, the operational parameters can include a set of key indicators of the cooling system’s 500 performance or a set of data points describing the material properties of the cooling mediums. For example, temperature, pressure, conductivity, flow rate, and any other relevant variables for maintaining the thermal stability of the plurality of power modules 506a, 506b, 506c, 506d and the EV charging stations 502 can be detected by one or more sensor or sensor suits (e.g., temperature sensor, pressure sensor, conductivity sensor, flow rate sensor, etc.,) integrated within the cooling system 500.

[0164] Further, the sensor 538 can be communicatively connected to a cooling system controller (not shown) that is configured to read the monitored operational parameters, and in some implementations, adjust system components accordingly. In some implementations, the cooling system controller can include a hardware device that includes a processor operably coupled with a memory containing program instructions for managing the cooling system 500, or a database for storing the program instructions and detected operational parameters.Attorney Docket No.: 047376-360001WOThe cooling system controller can be specifically programmed to execute the computer- readable instructions to perform one or more processes for adjusting the cooling system 500. It can be understood that the management and monitoring processes is executed by the cooling system controller in conjunction with one or more additional components as described herein, e.g., external data sources, cloud-based systems, server modules, or other integrated hardware components as described herein. For example, the cooling system controller can be directly controlled and supervised by the EV charging system 110 (e.g., EV charging controller 140, operating system 153, and / or optimization module 155) as described above with reference to FIG. 1.

[0165] For example, the cooling system controller can receive real-time measurements from the sensor 538, such as temperature, pressure, conductivity, or flow rate, and use these measurements to dynamically manage the cooling process. Potential events e.g., overheating, system failure, or inefficiencies can be detected If any measured operational parameter or combinations thereof exceed or below a predefined threshold. For example, if the temperature of the first cooling medium rises above a safe operating range (e.g., 70 °C), the cooling system controller may, in some cases, increase the speed of the pump 522 to adjust the flow rate of the second cooling medium or activate the air-cooled radiator to bring the system temperature back to the acceptable levels. Similarly, if the pressure of the cooling medium drops below a required level, indicating a possible leak or blockage, the cooling system controller can issue a warning or modify certain components (e.g., active one or more motorized valves) to prevent further damage.

[0166] In some implementations, the sensor 538 can be placed near each hotspot in both the power cabinet 504 and the EV charging stations 502. Exemplary hotspots can include, as described above, areas near the plurality of power modules, converters, and connectors, where the above-average level of heat generation occurs. The cooling system controller can continuously or periodically collect operational parameters (e.g., temperature), and aggregate collected operational parameters provide or update an overall heat distribution of the cooling system 500. In some implementations, the cooling system controller can be capable of identifying potential hotspots based on the overall heat distribution and mitigating them before they impact system reliability. For example, if a hotspot near a specific power module or charging connector exceeds 70°C, the cooling system controller can increase theAttorney Docket No.: 047376-360001WO flow of the cooling medium to that specific area, activate additional cooling devices, or trigger an alert for maintenance.

[0167] One skilled in the art will appreciate further features and advantages of the devices, systems, and methods based on the above-described embodiments. Accordingly, this disclosure is not to be limited by what has been particularly shown and described, except as indicated by the appended claims. All publications and references cited herein are expressly incorporated herein by reference in their entirety for all purposes.

[0168] Those skilled in the art will understand that the systems, devices and methods specifically described herein and illustrated in the accompanying drawings are non-limiting exemplary embodiments and that the scope of the present invention is defined solely by the claims. The features illustrated or described in connection with one exemplary embodiment may be combined with the features of other embodiments. Such modifications and variations are intended to be included within the scope of the present invention.

[0169] The present disclosure has been described above by way of example only within the context of the overall disclosure provided herein. It will be appreciated that modifications within the spirit and scope of the claims may be made without departing from the overall scope of the present disclosure.

Claims

Attorney Docket No.: 047376-360001WOWhat is claimed is:

1. An electric vehicle charging station, comprising: a base; at least one post extending upwardly from a side of the base; at least one charging connector detachable from a connector cradle, the at least one charging connector being configured to couple with an electric vehicle; and a plurality of indicator lights arranged along a length of the at least one post, wherein, during a charging session, the plurality of indicator lights is sequentially activated in a vertical direction to represent a progression of a state of charge of the electric vehicle, such that an increasing number of indicator lights are illuminated in response to an increase in the state of charge.

2. The electric vehicle charging station of claim 1, wherein the connector cradle is positioned on a side of the at least one post.

3. The electric vehicle charging station of claim 1, wherein the plurality of indicator lights comprises: a vertical strip of indicator lights arranged along an upper portion of the at least one post; a first ring of indicator lights disposed on top of the upper portion of the at least one post; and a second ring of indicator lights positioned around the connector cradle.

4. The electric vehicle charging station of claim 3, wherein the second ring is configured to indicate a plug-in status by changing an illumination based on whether the at least one charging connector is received within the connector cradle or removed from the connector cradle.

5. The electric vehicle charging station of claim 1, wherein each one of the plurality of indicator lights is configured to change between a plurality of colors to visually indicate a change of the state of charge of the electric vehicle.

6. The electric vehicle charging station of claim 5, wherein the plurality of colors comprises a first color corresponding to a first predefined range of the state of charge of the electric vehicle, and a second color corresponding to a second predefined range of the state ofAttorney Docket No.: 047376-360001WO charge of the electric vehicle, and wherein the first color and the second color are different in hue, intensity, or light pattern.

7. The electric vehicle charging station of claim 1, wherein each one of the plurality of indicator lights is illuminated to indicate an operational state of the electric vehicle charging station.

8. The electric vehicle charging station of claim 7, wherein each one of the plurality of indicator lights is configured to change between a plurality of colors to visually indicate a change in the operational state of the electric vehicle charging station.

9. The electric vehicle charging station of claim 8, wherein the plurality of colors comprises a first color indicative of an availability of the electric vehicle charging station, a second color indicative of a connection of the at least one charging connector to the electric vehicle, and a third color indicative of a malfunction of the at least one charging connector or the electric vehicle charging station, and wherein the first color, the second color, and the third color are different in hue, intensity, or light pattern.

10. The electric vehicle charging station of claim 1, wherein the plurality of indicator lights is illuminated in a scrolling illumination pattern at a speed corresponding to a charging rate of the electric vehicle.

11. The electric vehicle charging station of claim 1 , wherein a brightness level of the plurality of indicator lights is adjusted based on ambient light conditions detected by a light sensor.

12. The electric vehicle charging station of claim 1, further comprising: a multimedia display mounted on the base, wherein the multimedia display is configured to display multimedia content selected based on the charging progression status.

13. The electric vehicle charging station of claim 12, wherein the illumination of the plurality of indicator lights is synchronized with the multimedia content displayed on the multimedia display.

14. The electric vehicle charging station of claim 1, wherein the illumination of the plurality of indicator lights is configured to display a predefined color scheme associated with a customer profile.Attorney Docket No.: 047376-360001WO15. The electric vehicle charging station of claim 1, further comprising: an electric vehicle charging station controller communicatively connected to the plurality of indicator lights, wherein the electric vehicle charging station controller is configured to activate the plurality of indicator lights based on information received from a remote server.

16. A method, comprising: detecting a state of charge of an electric vehicle coupled to an electric vehicle charging station via at least one charging connector detachable from a connector cradle, the electric vehicle charging station including a base, at least one post extending upwardly from the base, and a plurality of indicator lights arranged along a length of the at least one post; and sequentially activating, in a vertical direction, the plurality of indicator lights such that an increasing number of the plurality of indicator lights are illuminated in response to an increase in the detected state of charge of the electric vehicle.

17. The method of claim 16, wherein the connector cradle is positioned on a side of the at least one post.

18. The method of claim 16, wherein the plurality of indicator lights comprises: a vertical strip of indicator lights arranged along an upper portion of the at least one post; a first ring of indicator lights disposed on top of the upper portion of the at least one post; and a second ring of indicator lights positioned around the connector cradle.

19. The method of claim 18, wherein the second ring is configured to indicate a plug-in status by changing an illumination based on whether the at least one charging connector is received within the connector cradle or removed from the connector cradle.

20. The method of claim 16, wherein sequentially activating the plurality of indicator light comprises causing each one of the plurality of indicator lights to change between a plurality of colors to visually indicate a change in the state of charge of the electric vehicle.

21. The method of claim 20, wherein the plurality of colors comprises a first color corresponding to a first predefined range of the state of charge of the electric vehicle, and aAttorney Docket No.: 047376-360001WO second color corresponding to a second predefined range of the state of charge of the electric vehicle, and wherein the first color and the second color are different in hue, intensity, or light pattern.

22. The method of claim 16, further comprising: activating the plurality of indicator lights to visually indicate an operational state of the electric vehicle charging station.

23. The method of claim 22, wherein activating the plurality of indicator lights comprises causing each one of the plurality of indicator lights to change between a plurality of colors to visually indicate a change in the operational state of the electric vehicle charging station.

24. The method of claim 23, wherein the plurality of colors comprises a first color indicative of an availability of the electric vehicle charging station, a second color indicative of the coupling of the at least one charging connector to the electric vehicle, and a third color indicative of a malfunction of the at least one charging connector or the electric vehicle charging station, and wherein the first color, the second color, and the third color are different in hue, intensity, or light pattern.

25. The method of claim 16, wherein sequentially activating the plurality of indicator lights comprises causing the plurality of indicator lights to illuminate in a scrolling illumination pattern at a speed corresponding to a charging rate of the electric vehicle.

26. The method of claim 16, wherein a brightness level of the plurality of indicator lights is adjusted based on ambient light conditions detected by a light sensor.

27. The method of claim 16, further comprising: selecting multimedia content based on the charging progression status; and displaying the selected multimedia content on a multimedia display mounted on the base of the electric vehicle charging station.

28. The method of claim 27, further comprising: synchronizing the activation of the plurality of indicator lights with the multimedia content displayed on the multimedia display.

29. The method of claim 16, wherein sequentially activating the plurality of indicator lights comprises displaying a predefined color scheme associated with a customer profile.Attorney Docket No.: 047376-360001WO30. The method of claim 16, further comprising: activating, by an electric vehicle charging station controller communicatively connected to the plurality of indicator lights, the plurality of indicator lights based on information received from a remote server.

31. A method, comprising: receiving status information or control parameters associated with a plurality of electric vehicle charging stations and connected electric vehicles from an operating system of an electric vehicle charging system via an application programming interface; generating, for each connected electric vehicle, a first charging profile specifying a number of power modules to be designated to the corresponding electric vehicle based on the control parameters; determining a distribution of charging power among the connected electric vehicles based on the status information or the control parameters, the distribution allocating at least a part of available charging power away from the electric vehicles that have reached a predetermined state of charge threshold such that the at least a part of the available charging power is reallocated to the electric vehicles having a state of charge below the predetermined state of charge threshold; providing a control command to the operating system, the control command being generated based on the determined distribution and configured to instruct the operating system to switch, for each one of the electric vehicles that have reached the predetermined state of charge threshold, from the first charging profile to a second charging profile specifying a reduced number of power modules to be designated to the corresponding electric vehicle; and modifying the control command in response to changes in the status information or the control parameters.

32. The method of claim 31 , wherein the status information comprises the state of charge for each connected electric vehicle.

33. The method of claim 31, wherein the status information comprises an operational status for each power module of the plurality of power modules.

34. The method of claim 31, wherein the status information comprises grid power availability received from a connected utility grid.Attorney Docket No.: 047376-360001WO35. The method of claim 31 , wherein the control parameters comprises one or more customer-defined charging preferences.

36. The method of claim 31, wherein the control parameters comprises one or more vehicle requirements for each connected electric vehicle.

37. The method of claim 31, wherein the control parameters comprises time-of-use electricity rates.

38. The method of claim 31 , wherein determining the distribution of the charging power comprises prioritizing allocation to electric vehicles having a lower state of charge relative to other connected electric vehicles.

39. The method of claim 31 , wherein determining the distribution comprises identifying one or more non-functioning power modules from the plurality of power modules.

40. The method of claim 39, wherein the control command is configured to reallocate the available charging power from one or more functioning power modules of the plurality of power modules to compensate for the non-functioning power modules.

41. An electric vehicle charging system, comprising: a plurality of electric vehicle charging stations electrically connected to a plurality of power modules and configured to charge one or more connected electric vehicles using charging power provided by the plurality of power modules; an electric vehicle charging station controller communicatively connected to an operating system of the electric vehicle charging system via an application programming interface, the electric vehicle charging station controller being configured to: receive status information or control parameters associated with the plurality of electric vehicle charging stations and the connected electric vehicles; generate, for each connected electric vehicle, a first charging profile specifying a number of power modules to be designated to the corresponding electric vehicle based on the control parameters; determine a distribution of the charging power among the connected electric vehicles as a function of the status information or the control parameters, the distribution allocating at least a part of available charging power away from the electric vehicles that have reached a predetermined state of charge threshold such that the at least a part of the availableAttorney Docket No.: 047376-360001WO charging power is reallocated to the electric vehicles having a state of charge below the predetermined state of charge threshold; provide a control command to the operating system, the control command being generated based on the determined distribution and configured to instruct the operating system to switch, for each one of the electric vehicles that have reached the predetermined state of charge threshold, from the first charging profile to a second charging profile specifying a reduced number of power modules to be designated to the corresponding electric vehicle; and modify the control command in response to changes in the status information or the control parameters.

42. The electric vehicle charging system of claim 41 , wherein the status information comprises the state of charge for each connected electric vehicle.

43. The electric vehicle charging system of claim 41, wherein the status information comprises an operational status for each power module of the plurality of power modules.

44. The electric vehicle charging system of claim 41, wherein the status information comprises grid power availability received from a connected utility grid.

45. The electric vehicle charging system of claim 41, wherein the control parameters comprises one or more customer-defined charging preferences.

46. The electric vehicle charging system of claim 41 , wherein the control parameters comprises one or more vehicle requirements for each connected electric vehicle.

47. The electric vehicle charging system of claim 41 , wherein the control parameters comprises time-of-use electricity rates.

48. The electric vehicle charging system of claim 41, wherein determining the distribution of the charging power comprises prioritizing allocation to electric vehicles having a lower state of charge relative to other connected electric vehicles.

49. The electric vehicle charging system of claim 41, wherein determining the distribution comprises identifying one or more non-functioning power modules from the plurality of power modules.Attorney Docket No.: 047376-360001WO50. The electric vehicle charging system of claim 49, wherein the control command is configured to reallocate the available charging power from one or more functioning power modules of the plurality of power modules to compensate for the non-functioning power modules.

51. An electric vehicle charging system, comprising: a charging cable configured to deliver a continuous current rated at a first current level; a temperature sensor operably coupled to the charging cable, the temperature sensor being configured to detect a temperature of the charging cable; a power cabinet having a plurality of power modules electrically connected to the charging cable, the plurality of power modules being configured to provide an electrical current to the charging cable; and an electric vehicle charging station controller configured to: receive, from an electric vehicle coupled to the charging cable, a charging request specifying a second current level exceeding the first current level; increase the electrical current through the charging cable from the first current level to the second current level when the detected temperature of the charging cable is below a predefined baseline temperature; and reduce the electrical current from the second current level toward the first current level when at least one of the temperature of the charging cable exceeds the predefined baseline temperature, a predetermined state of charge threshold of the electric vehicle is reached, or a maximum time period has elapsed.

52. The electric vehicle charging system of claim 51 , wherein the charging cable is aircooled.

53. The electric vehicle charging system of claim 51 , wherein the charging cable is liquid cooled.

54. The electric vehicle charging system of claim 51, wherein the first current level of the provided electrical current ranges from 0 to 250 amps.

55. The electric vehicle charging system of claim 51, wherein the second current level of the provided electrical current ranges from 250 to 600 amps.Attorney Docket No.: 047376-360001WO56. The electric vehicle charging system of claim 51, wherein the limited period of time is determined by a customer input received at an electric vehicle charging station.

57. The electric vehicle charging system of claim 51, wherein the second current level is provided by selectively activating one or more power modules of the plurality of power modules in the power cabinet.

58. The electric vehicle charging system of claim 51, wherein the electric vehicle charging station controller is further configured to: calculate a pricing premium based on an amount of electrical power delivered at the second current level during a charging session in which the electrical current is above the first current level.

59. The electric vehicle charging system of claim 51, wherein the predetermined state of charge threshold ranges from 80 to 100%.

60. The electric vehicle charging system of claim 51, wherein the predefined baseline temperature ranges from 70 to 90 °C.

61. A method, comprising: connecting, using a charging cable, an electric vehicle to an electric vehicle charging station, wherein the charging cable is configured to deliver a continuous electrical current rated at a first current level, and wherein the electrical current is provided by a power cabinet having a plurality of power modules electrically connected to the charging cable; detecting, by a temperature sensor operably coupled to the charging cable, a temperature of the charging cable; receiving, by an electric vehicle charging station controller, a charging request specifying a second current level exceeding the first current level from the connected electric vehicle; increasing, by the electric vehicle charging station controller, the electrical current from the first current level to the second current level when the detected temperature of the charging cable is below a predefined baseline temperature; and reducing, by the electric vehicle charging station controller, the electrical current from the second current level toward the first current level when at least one of the detected temperature of the charging cable exceeds the predefined baseline temperature, aAttorney Docket No.: 047376-360001WO predetermined state of charge threshold of the electric vehicle is reached, or a maximum time period has elapsed.

62. The method of claim 61 , wherein the first current level of the provided electrical current ranges from 0 to 250 amps.

63. The method of claim 61 , wherein the second current level of the provided electrical current ranges from 250 to 600 amps.

64. The method of claim 61 , wherein the limited period of time is determined by a customer input received at the electric vehicle charging station.

65. The method of claim 61 , wherein increasing the electrical current from the first current level to the second current level comprises selectively activating one or more power modules of the plurality of power modules in the power cabinet.

66. The method of claim 61 , further comprising: calculating a pricing premium based on an amount of electrical power provided at the second current level during a charging session in which the electrical current is above the first current level.

67. The method of claim 61 , wherein the predetermined state of charge threshold ranges from 80 to 100%.

68. The method of claim 61 , wherein increasing the electrical current from the first current level to the second current level comprises selectively activating one or more power modules of the plurality of power modules in the power cabinet.

69. The method of claim 61 , wherein the predefined baseline temperature ranges from 70 to 90 °C.

70. A cooling system, comprising: a power cabinet electronically connected to electrical vehicle charging stations, the power cabinet includes: a plurality of power modules; a first manifold associated with the plurality of power modules, the first manifold being configured to circulate a first cooling medium through cold plates within theAttorney Docket No.: 047376-360001WO plurality of power modules, where the first cooling medium absorbs heat from the plurality of power modules; a primary heat exchanger fluidly connected to the first manifold, the primary heat exchanger being configured to transfer heat from the first cooling medium to a second cooling medium circulating through a pair of fluid connectors fluidly connected between the primary heat exchanger and a cooling medium reservoir storing the second cooling medium; and a cooling device fluidly connected to the pair of fluid connectors configured to remove heat from the second cooling medium; and a second manifold associated with a plurality of charging posts of the electrical vehicle charging stations, each charging post of the plurality of charging posts having a connector coupled with an electric vehicle, the second manifold being configured to circulate the second cooling medium to a plurality of secondary heat exchangers, where the second cooling medium absorbs heat from a third cooling medium circulating within each charging post of the plurality of charging posts.

71. The cooling system of claim 70, wherein the first manifold comprises: a pump fluidly connected to the first manifold, the pump being configured to circulate the first cooling medium through the plurality of power modules and the cold plates to the primary heat exchanger.

72. The cooling system of claim 70, wherein the power cabinet comprises: a pump fluidly connected between the cooling medium reservoir, the first manifold, and the second manifold, the pump being configured to direct the second cooling medium in: a first flow path within the pair of fluid connectors between the primary heat exchanger, the at least a cooling device, and the cooling medium reservoir; and a second flow path within the pair of fluid connectors between the plurality of secondary heat exchangers, the at least a cooling device, and the cooling medium reservoir.

73. The cooling system of claim 70, wherein each charging post of the plurality of charging posts comprises: a pump fluidly connected to the respective secondary heat exchanger of the plurality of secondary heat exchanger, the pump being configured to circulate the third cooling medium through the connector.Attorney Docket No.: 047376-360001WO74. The cooling system of any one of claims 70-73, further comprising: at least one sensor positioned downstream of the pump, the at least one sensor being configured to monitor at least one operational parameter of the respective cooling medium.

75. The cooling system of claim 70, wherein the at least a cooling device comprises: at least a fan configured to circulate ambient air outside the power cabinet across a radiator fluidly connected to the pair of fluid connectors to transfer heat from the second cooling medium to an ambient environment outside the power cabinet.

76. The cooling system of claim 75, wherein the at least a cooling device further comprises: a chiller operates in conjunction with the at least a fan and the radiator to cool the second cooling medium circulating through the cooling medium reservoir.

77. The cooling system of claim 70, further comprising: a heating element positioned within the cooling medium reservoir, wherein the heating element is configured to selectively heat the second cooling medium stored in the cooling medium reservoir to maintain a minimum operating temperature of the second cooling medium in a low ambient temperature condition.

78. The cooling system of claim 70, further comprising: a motorized valve fluidly connected to each secondary heat exchanger of the plurality of secondary heat exchangers, the motorized valve being configured to regulate the flow of the second cooling medium into the plurality of secondary heat exchangers.

79. The cooling system of claim 70, further comprising: a motorized valve fluidly connected to the pair of fluid connectors configured to regulate the flow of the second cooling medium returning from the primary heat exchanger and the plurality of secondary heat exchanger into the cooling medium reservoir.

80. The cooling system any one of claims 78-79, further comprising: a cooling system controller communicatively connected to the motorized valve, the cooling system controller being configured to adjust a flow rate of the second cooling medium based on at least one operational parameter of the second cooling medium.

Images