A modular heavy-industrial robot that assembles a commercial EV charging station on the factory floor, self-loads onto an over-the-road trailer, walks off at the destination, and sets the finished station gently in place.
The Erektor is not a fixed unit. Independently mobile legs claim a build, bolt to the station's own rail, become one structure, deliver, and disperse. Rigidity builds and dissolves along the way.
Legs bolt to fixed mounting points on the charging station's aluminum rail. Attachment is a lookup, not a measurement — no docking sensors required.
All claimed legs attached. The station's rail becomes the robot's chassis; frame and legs now behave as a single rigid body.
Internal and charging-spec components are installed as the unified structure continues down the line.
Full rigid structure and payload drive onto a flatbed semi for over-the-road transport — self-securing to FMCSA cargo standards.
At the destination the structure walks off the trailer lip under full payload — the highest-risk stability event, and the load case the whole frame is engineered against.
Compliant force control sets the finished station gently at its marked location. Legs release, disperse, and return to the pool.
This is the latest assembly geometry, decimated from a Fusion 360 V3 export down to a web-ready mesh and shaded in red and grey. Drag to orbit; scroll to zoom.
drag to orbit · scroll to zoom · real geometry from the V3 source
There is no persistent "Erektor." The only durable entities are individual legs, controllers, and sessions — which is exactly what makes the fleet resilient and the build length arbitrary.
Every leg carries its own 56V and 24V power, its own Teknic ClearPath-SC servos on a dedicated ClearCore board, and its own XBee radio. No wiring, no bus, and no rigidity is shared with any other leg. A single leg stands upright unsupported on its three-caster tripod.
Legs bolt to a universal bracket anywhere along the station's rail — which must bear full lift load along its entire length. One fixed geometry serves every station variant, so no design changes per product.
A module is a left + right leg paired in software only. Longer stations claim more modules; pairing is arbitrary each session. The fleet flexes to the product, not the other way around.
An electronics serial is the leg's operational identity; a stamped mechanical serial is permanent. Swap the electronics and the asset rolls over — but motor-hours and gearbox-wear history follow the frame, keeping maintenance genuinely usage-accurate.
ERS is both a reconditioning conveyor and the software that tracks every leg across the fleet — check-in, battery swap, diagnostics, maintenance, and lost-detection across facilities.
Depleted packs come off at a swap station and charged packs go straight in; charging happens off-belt, in parallel, on its own bank. A leg's time on the line is the swap — about an hour — not the three-hour charge.
Reconditioning stops being a throughput bottleneck. The line sustains one station per hour as long as the charged-pack shelf never starves — a cheap inventory problem, not a hard constraint.
Under the hood: hard company isolation for multi-tenant fleets, a central always-online registry that prevents false "lost" reports across facilities, and a manufacturer-level reporting tier for lease administration and warranty.
Two facility profiles, not one line at two speeds. Phase one reaches capacity quickly; the design horizon scales roughly seven-fold to continuous output.
We're sharing the full system architecture — mechanical, control protocol, and ERS — with select manufacturing and EV-infrastructure partners. Request a technical briefing.