WO2024050438A1 - Poignée de charge pour véhicules à alimentation électrique - Google Patents

Poignée de charge pour véhicules à alimentation électrique Download PDF

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Publication number
WO2024050438A1
WO2024050438A1 PCT/US2023/073191 US2023073191W WO2024050438A1 WO 2024050438 A1 WO2024050438 A1 WO 2024050438A1 US 2023073191 W US2023073191 W US 2023073191W WO 2024050438 A1 WO2024050438 A1 WO 2024050438A1
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WO
WIPO (PCT)
Prior art keywords
charge
aircraft
data
coolant
handle
Prior art date
Application number
PCT/US2023/073191
Other languages
English (en)
Inventor
Robert Wilson ROWLAND
Edward Thomas SWEET
Original Assignee
Joby Aero, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US18/458,058 external-priority patent/US20240075829A1/en
Application filed by Joby Aero, Inc. filed Critical Joby Aero, Inc.
Publication of WO2024050438A1 publication Critical patent/WO2024050438A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/18—Cables specially adapted for charging electric vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R13/00—Details of coupling devices of the kinds covered by groups H01R12/70 or H01R24/00 - H01R33/00
    • H01R13/005—Electrical coupling combined with fluidic coupling
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R24/00—Two-part coupling devices, or either of their cooperating parts, characterised by their overall structure
    • H01R24/005—Two-part coupling devices, or either of their cooperating parts, characterised by their overall structure requiring successive relative motions to complete the coupling, e.g. bayonet type
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • Electric vehicles use battery power to enable vehicle functions, such as propulsion and support systems.
  • Modern battery technology requires careful thermal management during conditioning, charging, and discharging to achieve improved battery performance. Inadequate thermal management of the battery can endanger the vehicle, its occupants, bystanders, and/or the surrounding environment.
  • FIG. 1 is a diagrammatic representation of an electric aircraft charging environment, according to some examples, showing an aircraft that is coupled to ground support equipment for charging or discharging.
  • FIG. 2 is a block diagram that provides a different view of the example electric aircraft charging environment shown in FIG. 1.
  • FIG. 3 is a block diagram that provides a further view of the electric aircraft charging environment, according to some examples.
  • FIG. 4 is a cross-sectional view of the hose and cable bundle, according to some examples.
  • FIG. 5 is a perspective view of a charge handle, according to some examples.
  • FIG. 6 is a further perspective view of a charge handle, according to some examples.
  • FIG. 7 illustrates an exploded view of a charge handle, according to some examples.
  • FIG. 8 is a cross-sectional side view of the charge handle, according to some examples.
  • FIG. 9 is a cross-sectional side view of the charge handle, according to some examples.
  • FIG. 10 shows a cross-sectional front view of the charge handle, according to some examples.
  • FIG. 11 is a cross-sectional view of the charge handle, according to some examples, illustrating details of a core and a cam drive mechanism to move the core between the engaged and disengaged positions.
  • FIG. 12 includes a sequence of perspective views of the charge handle, according to some examples, showing the driving of the core within the housing, from the engaged position to the neutral position, and then to the disengaged position.
  • FIG. 13, as with FIG. 12, includes a sequence of perspective views of the charge handle, according to some examples, showing the driving of the core within the housing, from a disengaged position to a neutral position, and then to an engaged position.
  • FIG. 14 is a perspective view of the charge handle, according to some examples, showing a latching mechanism that seeks to prevent an accidental disconnect of the charge handle from a charge port of the aircraft.
  • FIG. 15 is a cross-sectional view of the core, according to some examples, and shows the position and functioning of a recirculation valve.
  • FIG. 16 is a diagrammatic representation of an interface of an aircraft, according to some examples, and connections between the aircraft and the ground support equipment that may be facilitated via the interface of a single charge port.
  • FIG. 17 is a flowchart illustrating operations, according to some examples, performed by the ground support equipment in order to ready an aircraft for a flight.
  • FIG. 18A and FIG. 18B show a flowchart depicting a method, according to some examples, to charge and condition an electric aircraft for a flight.
  • FIG. 19 is a flowchart illustrating a method, according to some examples, of engaging the charge handle with a charge port 106 of an electric vehicle.
  • FIG. 20 is a flowchart illustrating a method, according to some examples, for engagement of a charge handle, as described above, with a charge port of an electric vehicle.
  • FIG. 21 is a flowchart illustrating a method, according to some examples, of operating ground support equipment with respect to an electric vehicle.
  • FIG. 22 is a flowchart illustrating a method, according to some examples, to operate a charging station.
  • FIG. 23 is a flowchart illustrating a method, according to some examples, to operate a charging station having multiple power supplies.
  • FIG. 24 is a plan view of an aircraft, according to some examples.
  • FIG. 25 is a schematic view of an aircraft energy storage system, according to some examples.
  • FIG. 26 illustrates an electrical architecture for the aircraft, according to some examples.
  • FIG. 27 illustrates a computing environment associated with an aviation transport network according to some examples.
  • FIG. 28 illustrates a diagrammatic representation of a machine in the form of a computer system within which a set of instructions may be executed for causing the machine to perform any one or more of the methodologies discussed herein, according to some examples.
  • Electric vehicles use rechargeable battery systems to power propulsion and vehicle systems. Effective management of these battery systems during charging and discharging seeks to ensure safe, efficient, and reliable operation of electric vehicles.
  • the high energy densities and complex thermal behaviors of modern battery chemistries present challenges in maintaining battery temperatures within an optimal range, balancing cell voltages, and avoiding undesired thermal events.
  • eVTOL electric vertical take-off and landing
  • the systems and methods prescribed may more broadly apply to any electric vehicle employing rechargeable batteries.
  • eVTOL aircraft have additional design constraints compared to ground vehicles that may further complicate battery system management. Limited space and stringent safety requirements demand a high level of monitoring and control over battery charging and health.
  • the aircraft may include a lithium-ion battery system comprising multiple battery modules or packs, and a dedicated battery management system.
  • a ground charging station provides the electrical power and control systems to recharge the aircraft batteries.
  • the ground charging station monitors key parameters of the battery system including temperatures, individual cell voltages, and pack voltages to ensure safe charging within specified limits. It also logs details of each charging session to provide a service and maintenance history for the battery system.
  • Communication between the aircraft, charge handles, a ground charging station, and a battery management system enables coordinated control over the charging process.
  • the example systems use various interfaces to transmit data and commands, monitor the battery system throughout charging and ensure it remains within safe operating ranges as defined for the specific battery chemistry and vehicle design.
  • the integrated control and monitoring systems described provide a robust solution for managing battery health and enabling fast, efficient charging of electric vehicles, like the eVTOL aircraft.
  • eVTOL aircraft may require specialized ground support equipment to charge and condition their batteries before flight. Charging aircraft batteries may present several technical challenges, including the large amounts of power required, the heat generated during fast charging, a need to charge multiple isolated battery packs, and security and safety risks. Existing solutions have not adequately addressed these challenges for electric vehicles generally.
  • aircraft batteries are typically high-energy lithium-ion packs that require high-voltage, high-current charging equipment to fully charge in a reasonable time.
  • the large power levels required for fastcharging aircraft batteries can overload standard electrical infrastructure and require specialized ground support equipment.
  • the high currents also generate significant heat within the batteries during charging, which needs to be dissipated to prevent overheating.
  • Vehicles may also have separate isolated battery packs to provide redundancy, requiring multiple independent charging circuits and thermal management systems.
  • eVTOL electric vertical take-off and landing
  • the use of multiple independent, isolated battery packs provides redundancy to power independent propulsion systems.
  • Each battery pack (or module) may be sized to independently power one or multiple propulsion systems and critical aircraft loads in case any other battery pack fails.
  • Independent battery management systems for each battery pack help ensure balanced charging and discharging across multiple isolated battery packs during normal operation. In the event any single battery pack fails or is depleted, the remaining battery packs can continue providing power to propulsion and critical systems for a controlled landing.
  • the battery packs may be physically isolated from each other, with no or few shared components that could allow issues with one pack to impact others.
  • Each pack's wiring, power electronics, cooling systems, and other components may be separate.
  • Described examples include a multi-channel charging system with separate, isolated channels for each battery pack that enable redundant charging capabilities.
  • Each charging channel can operate independently to charge an associated battery pack as needed based on the battery pack's state of charge, temperature, and other parameters. If any single charging channel fails or is compromised, the remaining channels can continue charging the other battery packs normally.
  • the redundancy and isolation provided by independent battery packs and charging systems seek to enhance the safe operation of aircraft by ensuring that no single point of failure in the energy storage or propulsion systems can result in a loss of power or unsafe operating conditions.
  • Safety is also a paramount concern when charging aircraft due to the potential hazards from high voltage, high current, and battery thermal runaway.
  • Existing charging equipment may not provide adequate safeguards and redundancies to address these risks.
  • Described examples enable sequenced connections for power, data, and cooling with lockout mechanisms to prevent accidental disconnection under load and ensure proper engagement before energizing the system.
  • Integrated cooling systems are also helpful in preventing overheating at high charge rates.
  • Ground-based cooling systems may supplement aircraft on-board thermal management during charging when heat generation rates are highest.
  • a chiller is employed to actively cool a heat transfer fluid (or coolant), which is then circulated through the battery packs of the aircraft during charging.
  • the cooling system is designed to dissipate heat generated by the battery packs during conditioning and supported charging rates, and is capable of maintaining safe temperature levels in multiple battery packs throughout charging.
  • the ground cooling system may condition battery packs by pre-cooling the battery packs to within a determined temperature range for a charging rate to be used.
  • the ground cooling system then continues circulating cooled fluid through the battery packs of the aircraft throughout the charging process to dissipate heat as it is generated. Fluid flow rates and temperatures are actively controlled for each pack based on its temperature and state of charge to the heat removal rate. Heated fluid from the aircraft is cooled and recirculated.
  • GSE Ground Support Equipment
  • FIG. 1 is a diagrammatic representation of an electric aircraft charging environment 102, according to some examples, comprising an electrically powered vehicle in the form of an aircraft 2400 that is coupled for charging from or discharging to electric vehicle supply equipment (EVSE) in the form of ground support equipment 104.
  • the aircraft 2400 may, in some examples, be an eVTOL (electric vertical takeoff and landing) aircraft 2400 for which further details are provided in FIG. 24.
  • the aircraft 2400 is equipped with one, two or more charge ports 106 to facilitate charge and discharge of any number of battery packs 2502 of the aircraft 2400. For example, a single charge port might be used to charge two, three, four or even more isolated battery packs.
  • the charge ports 106 on the aircraft 2400 allow it to connect via charge handles 108 to the ground support equipment 104 for conditioning/charging/discharging and cooling its batteries. Liquid cooling is integrated into both the charge ports 106 and the charge handles 108 to speed up the charging and discharging process so the aircraft 2400 can complete more flights.
  • the charge handles 108 serve as the interface between the ground support equipment 104 and the aircraft 2400.
  • the charge handles 108 contain connectors to mate with the charge ports 106 on the aircraft 2400, providing the DC power, coolant loop, and data connections.
  • the charge handles 108 contain an interlock to ensure proper connection before energizing the DC power or coolant.
  • the interlock functionally ensures that a charge handle 108 is not removed or tampered with while the ground support equipment 104 is still actively supplying electricity, thereby avoiding potential electrical hazards or injuries.
  • Example interlock mechanisms may be electromechanical or electronic in nature.
  • a coolant (e.g., a coolant fluid) is shared between a charge handle 108 and the aircraft 2400, in contrast to merely using the coolant to cool a charge handle 108 during a charging operation.
  • This sharing of coolant fluid may be particularly beneficial in that it enables a reduction of the amount of coolant carried internally and stored within the aircraft 2400.
  • Coolant sharing may enable sufficient cooling of battery packs (e.g., battery packs 1602/ battery packs 2502) during a fast charging session, for example, immediately before takeoff. This may then provide a benefit in that it enables a quick turnaround between landing, recharging, and takeoff of an aircraft 2400.
  • the internal cooling system of the electric aircraft 2400 may be smaller in size and accordingly, in conjunction with the reduced amount of coolant that would otherwise be to be carried by an electric aircraft 2400, is effective in reducing the overall weight of the electric aircraft 2400.
  • the ground support equipment 104 provides a coolant loop through the charge handles 108, which connects to the internal cooling system of the aircraft 2400. Sharing the coolant between the ground support equipment 104 and the aircraft 2400 reduces the amount of coolant the aircraft 2400 needs to carry, allowing for a smaller internal cooling system and lower overall weight. This also speeds up the turnaround time between landing, charging, and takeoff.
  • the battery packs 2502 of the aircraft 2400 may be cold soaked before takeoff, and towards the end of a charging cycle.
  • the cold soaking process seeks to cool the battery packs 2502 to an ambient temperature.
  • the aircraft 2400 then takes off and uses the coolant fluid as a thermal mass to sink heat into, through flow of the coolant fluid.
  • the ground support equipment 104 is electrically coupled by a grid connection 110 to electrical power grid, and is communicatively coupled, via a communications network 126, to a control center 112 that provides centralized monitoring and control of the ground support equipment 104.
  • the control center 112 coordinates charging operations for multiple aircraft at a time and ensures safe functioning of ground support equipment 104. Operators at the control center 112 work with pilots and ground crew to initiate and monitor the charging process for each aircraft.
  • the ground support equipment 104 includes a charger 114, a chiller 116, and a coolant reservoir 118 that are coupled by respective conduits (e.g., electrical conduits, fluid conduits, and data conduits) of a master conduit 120 to one or more dispenser 122.
  • the dispensers 122 are each coupled by a hose and cable bundle 124 to a charge handle 108 that operatively mates with a charge port 106 of the aircraft 2400.
  • the charger 114 receives electrical charge via the grid connection 110, stores electrical charge, and then distributes the charge via electrical conduits to the charge handles 108 to charge battery packs 2602packs 3002 of the aircraft 2400.
  • the chiller 116 chills coolant fluid stored within the coolant reservoir 118, before the coolant fluid is supplied via fluid conduits to the charge handles 108 and then into the internal fluid circulation systems 2504 of the aircraft 2400, whereafter the circulated coolant fluid is then returned to the coolant reservoir 118 for chilling by the chiller 116.
  • a fluid circulation pathway is defined between the ground support equipment 104 and the aircraft 2400, whereby chilled coolant fluid is provided from the ground support equipment 104 to the aircraft 2400, and warmed coolant fluid is returned from the aircraft 2400 to the ground support equipment 104.
  • the chiller 116 can chill the coolant to as low as -10°C.
  • the coolant e.g., a solution of water and ethylene-glycol
  • the coolant may be pumped from the coolant reservoir 118 to the charge handles 108 at a rate of up to 45 1pm per charge handle.
  • the coolant flows into the internal cooling system of the aircraft 2400 and returns to the coolant reservoir 118, where it is re-chilled. This shared coolant loop enables quick charging turnaround times and a smaller internal cooling system on the aircraft 2400.
  • the charger 114 receives electrical charge via the grid connection 110, stores electrical charge, and then distributes the charge via electrical conduits to the charge handles 108 to charge battery packs 3002 of the aircraft 2400.
  • the charger 114 may comprise a multichannel AC-DC charging system capable of delivering up to 400 kW total power, with each channel delivering up to 100 kW.
  • the charger 114 may be configured with different numbers of channels, power levels, and voltage ranges depending on the application.
  • the charger 114 may have two, six, or eight channels, each capable of 50 kW, 150 kW, or other power levels.
  • the charger 114 may operate from common three- phase AC input voltages like 480V, or a wide range of AC or DC input voltages.
  • the AC input power may come directly from the grid or from an intermediate DC power source like a stationary battery bank.
  • Each channel of the charger 114 connects to one or more of the battery packs 3002 on the aircraft 2900 through the charge ports 106, and charge handles 108.
  • the total power output can be distributed across the channels as needed to charge each battery pack 3002 based on its state of charge, chemistry, and charging profile.
  • the flexible and modular architecture of the charger 114 enables it to be configured for different aircraft battery configurations and optimized for the specific charging application.
  • Power delivery to each channel may also be modulated to implement load balancing strategies and optimize battery health.
  • An interposer translates the specific charging requirements of each battery pack to control the voltage and current output for that channel.
  • the interposer and power channels are designed to accommodate the high-rate charging needs of the battery packs while maintaining electrical isolation between packs for safety and reliability.
  • the master conduit 120 contains the electrical, coolant, and data conduits that provide connections between the ground support equipment 104 components and the charging dispensers 122.
  • the hose and cable bundles 124 extend these connections to the charge handles 108.
  • the dispensers 122 provide structural support for the hose and cable bundles 124 and an interface for the ground crew to handle and maneuver the charge handles 108.
  • ground support equipment 104 construction of the conduits 120, the hose and cable bundles 124, and the charge handles 108 is provided herein, along with a description of the relevant control protocols and sequences for operations performed using this equipment within the electric aircraft charging environment 102.
  • FIG. 2 is a block diagram that provides a different view of the example electric aircraft charging environment 102 shown in FIG. 1.
  • FIG. 2 Additional detail shown in FIG. 2 includes a system controller 202, which may be integrated within a dispenser 122.
  • the system controller 202 receives firmware (e.g., new installs and updates) from the control center 112 for provisioning to the aircraft 2400, and which provides data (e.g., telemetry data) from the charge handles 108 and the aircraft 2400 to the control center 112.
  • firmware e.g., new installs and updates
  • data e.g., telemetry data
  • the chiller 116, coolant reservoir 118, and a pump 302 are shown to form part of a battery conditioning system 204, which is also coupled to the system controller 202.
  • One or more dispensers 122 are coupled between the system controller 202, battery conditioning system 204, and the charge handles 108. Each dispenser 122 may control the flow of power and coolant between the charger 114 and the aircraft 2400.
  • a dispenser 122 receives one-way commands from the aircraft's battery management system via Ethernet to direct the charging process. Based on these commands, the dispenser 122 controls the power electronics of the charger 114 to independently charge the aircraft's four or more battery packs at desired current and voltage levels.
  • the dispensers 122 and the charger 114 may communicate via a CAN bus to coordinate charging.
  • Each dispenser 122 contains a controller that includes computing hardware to interpret the commands from the aircraft 2400 and control the charger 114 accordingly.
  • the controller monitors the status of the charging process, including current, voltage, and temperature levels for each battery pack. It can adjust or stop the charging process for a battery pack based on the aircraft's commands.
  • the controller also monitors the status of the coolant system and pumps to ensure proper thermal conditioning of the batteries during charging.
  • a dispenser 122 may also have a touchscreen interface to allow ground crew to monitor the charging process and receive any alerts.
  • the interface displays the charging status of each battery pack, including the current charge level, time remaining to full charge, temperature, current, and voltage.
  • the interface allows the ground crew to make any necessary adjustments to the charging process to ensure safe and efficient operation.
  • a dispenser 122 contains electronically controlled pumps and valves to regulate the flow of coolant to the aircraft 2400. Based on the temperature requirements from the aircraft's battery management system, the PLC controller controls the pumps and valves to provide the necessary flow rate and volume of coolant to maintain the optimal temperature range for the batteries during charging. The coolant flow can be continuously adjusted based on the temperature readings from the batteries.
  • a dispenser 122 signals to the ground crew when the charging process is complete and the connector can be safely disconnected from the aircraft.
  • a status indicator light on the dispenser 122 may illuminate when charging is finished, and the coolant lines have been flushed. The ground crew can then disengage the charge handles 108 from the aircraft's charge ports 106.
  • the battery conditioning system 204 and the charger 114 are coupled to AC supply hardware 206, which includes a transformer and switchgear to facilitate electrical power transmission from the grid via the grid connection 110.
  • An energy storage system 208 which includes multiple batteries, is coupled between the AC supply hardware 206 and the charger 114, and stores energy received from the grid via the AC supply hardware 206 within the batteries for provisioning to the charger 114.
  • the energy storage system 208 provides backup power to the ground support equipment 104 in the event of a power outage or other disruption of the main AC power supply from the grid connection 110.
  • the energy storage system 208 includes multiple high-energy lithium-ion battery packs connected in parallel to provide a high-current DC power source.
  • Each battery pack (e.g., of battery packs 1602 or battery packs 2502) contains multiple lithium-ion battery modules, which in turn contain multiple lithium-ion battery cells.
  • the energy storage system 208 provides reliable backup power for the ground support equipment 104 in case of AC power disruption. Its robust, modular lithium-ion battery packs offer high energy density, fast recharging, and long cycle life. With its high-power output and energy capacity, the energy storage system 208 seeks to ensure that charging operations can continue even when AC power is lost, helping to minimize disruption. The energy storage system 208 enhances the reliability, safety, and efficiency of the ground support equipment 104.
  • the system controller 202 may be a computer system that manages operations of the ground support equipment 104. It contains data stores with information regarding the battery packs 1602 of connected aircraft 2400, coolant energy storage system 208, charging equipment, users, maintenance records, and other aspects required to control charging and monitor the system. The system controller 202 uses this data to safely and efficiently charge connected aircraft 2400.
  • the system controller 202 coordinates the charging profiles for each battery pack 1602 based on their state of charge and chemistry, for example. It controls the charger 114 and pumps 302 to maintain proper temperatures and charge rates for the battery packs 1602 based on feedback from sensors. The system controller 202 can adjust or stop the charging process for a battery pack 1602 based on commands from the aircraft 2400. [0072] The system controller 202 may receive, access, store and modify the following types of data related to the GSE (ground support equipment) and aircraft 2400:
  • GSE ground support equipment
  • Charge Profile Data ‘Battery Pack ID: Identifies the specific battery pack (1-4) ‘Battery Chemistry: Chemistry of the battery cells (e.g., Li- ion, Li-sulfur) ‘Charge Rate: Maximum charge rate of the battery pack (e.g., 1C, 2C) ‘Target Voltage: Voltage to charge the battery pack to •Charge Current: Current level to charge the battery pack at based on the state of charge ‘Termination Current: Minimum current level to end charge at ‘Max Cell Voltage: Maximum voltage for any individual cell in the pack ‘Max Pack Voltage: Maximum total voltage for the battery pack •Max Temperature: Maximum temperature for the battery pack during charge
  • Coolant Data ‘Temperature Sensors: Locations of temperature sensors providing data ‘Pressure Sensors: Locations of pressure sensors providing data ‘Pump Speeds: Speed settings for coolant pumps to achieve target flow rates ‘Valve Positions: Open/close positions for valves to control coolant flow ‘Target Flow Rates: Desired coolant flow rates for different areas/components.
  • Telemetry Data ‘Time Stamp: Time data was received ‘Aircraft ID: Identifier for the specific aircraft ‘Data Type: Type of telemetry data (e.g., battery levels, motor performance, flight controls) ‘Data Values: Telemetry data received from the aircraft.
  • Error Codes Data ‘Error ID: Unique identifier for the error ‘Error Source: Source where the error originated (e.g., handle, pump, data link) •Error Description: Description of the error that occurred ‘Resolution: Steps required to resolve the error ‘Notes: Any additional notes on the error.
  • Access Log Data ‘Time Stamp: Time of access ‘User ID: Identifier of the user accessing the system’
  • Access Type Type of access (e.g., login, logout, remote access) ‘Notes: Any additional notes on the access event.
  • Aircraft Data ‘Information on the specific aircraft being charged including aircraft ID, battery pack configurations, maximum charge rates, etc.
  • User Accounts Data ‘Information on authorized users of the GSE system including username, password, access level, contact information, etc.
  • Equipment Maintenance Data ‘Information on maintenance performed on the GSE equipment including equipment ID, maintenance type, date performed, technician, notes, etc. This table would provide a maintenance log for the system.
  • Calibration Data ‘Information from calibration of sensors and equipment in the system. This may include calibration dates, reference values, sensor offsets, etc. The data would be used to ensure accurate control and monitoring.
  • Charging Session Logs ‘Information on each charging session including aircraft ID, start/end times, kWh charged, error codes, notes, etc. This table provides historical records of each charging session for review and analysis.
  • Coolant System Data ‘Information on the coolant used in the system including coolant type, concentration, flow rates, pressures, temperatures, etc. This data would ensure the coolant system is properly operated and maintained.
  • Safety Mechanisms Data ‘Information on the safety mechanisms and interlocks in the system. This may include descriptions of the mechanisms, test records, error conditions that trigger the mechanisms, etc. The data would be used to ensure safe operation and compliance.
  • Site Layout Data ‘Information on the layout of the charging equipment at the site, including equipment locations, cable routing, access points, hazard areas, etc. This table provides an overview of the charging site setup.
  • the system controller 202 coordinates with the aircraft 2400 and monitors the charging process to ensure the battery packs 1602 remain within safe operating ranges based on their specific battery chemistry and vehicle design. It logs details of each charging session to provide a service and maintenance history for the battery system.
  • the system controller 202 may also receive firmware (e.g., new installs and updates) from the control center 112 for provisioning to the aircraft 2400, and provide data (e.g., telemetry data) from the charge handles 108 and the aircraft 2400 to the control center 112.
  • firmware e.g., new installs and updates
  • data e.g., telemetry data
  • the system controller 202 contains programming and data to safely operate the ground support equipment 104. It manages components like the charger 114, pumps 302, chillers 116, and valves based on the needs of the aircraft 2400 and feedback from sensors monitoring the system. The system controller 202 coordinates the charging process, activating equipment, adjusting parameters, logging data, and monitoring for any issues.
  • the system controller 202 has interfaces to allow the ground crew to monitor the charging process and receive any alerts from the system.
  • the interfaces display the charging status of battery packs 1202, including the current charge level, time remaining to full charge, temperature, current, and voltage.
  • the interfaces allow the ground crew to make adjustments to the charging process to ensure safe and efficient operation.
  • the system controller 202 also communicates with the control center 112, which coordinates charging operations for multiple aircraft at a time and ensures the safe functionality of ground support equipment 104 systems. Operators at the control center 112 work with pilots and ground crew to initiate and monitor the charging process for each aircraft 2400.
  • the control center 112 provides centralized monitoring and control of the ground support equipment 104.
  • FIG. 3 is a block diagram that provides a further view of the electric aircraft charging environment 102, according to some examples.
  • FIG. 3 Additional detail is shown in FIG. 3 includes powers supplies (or power modules 304) and a control box 306 that form part of the charger 114.
  • the various components of battery conditioning system 204 (which includes thermal conditioning equipment comprising the chiller 116, the coolant reservoir 118 (or buffer tank) and pumps 302) are also shown.
  • a data offload server 308 (that forms part of the system controller 202) is shown to be coupled between a power panel 310 (that forms part of the AC supply hardware 206) and the dispensers 122.
  • the data offload server 308 may also contain a site-level controller that is connected to the thermal conditioning equipment for the purposes of control and telemetry as well as relaying sitelevel instructions to the dispenser 122.
  • FIG. 4 is a cross-sectional view of the hose and cable bundle 124, according to some examples and as first mentioned with respect to FIG. 1.
  • the hose and cable bundle 124 comprises an abrasion-resistant jacket 402 that encloses a number of conductors and tubing.
  • the jacket 402 may comprise a nylon/Kevlar blend welding cable jacket or, for example, an elastomeric polymer jacket.
  • a pair of coolant tubes or lines including a coolant in tube 404 and a coolant out tube 406 that operate as an input line and a return line, respectively, to circulate coolant fluid to and from the aircraft 2400.
  • the coolant in tube 404 is in fluid communication with the coolant in connector 516 of a charge handle 108
  • the coolant out tube 406 is in fluid communication with the coolant out connector 518 of a charge handle 108.
  • Each of the coolant tubes may be constructed from a high dielectric strength rubber.
  • a pair of (HV) high-voltage aircraft charging conductors 408 is coupled to electrical connectors 520 of a charge handle 108 and is enclosed in a soft polymer or annealed rubber insulation.
  • a pair of ground support equipment (GSE) interlock cables 410 couple the aircraft 2400 to the ground support equipment 104 via a charge handle 108, and comprise twisted-pair cabling.
  • An aircraft data link 412 is coupled to the data offload and interlock 512 of the charge handle 108, and includes two ethernet cables, a 1000BASE-T and a 100BASE-T cable.
  • a pair of handle data links 414 provides data to control circuitry (e.g., in a PCB assembly 730) of the charge handle 108 itself, and each handle data link 414 comprises a twisted-pair equipment communication line.
  • a chassis ground cable 416 is coupled to the chassis ground connector 514 of a charge handle 108.
  • Filler material 418 is used to bind the conductors and hoses within the hose and cable bundle 124 in place and to retain the relative positioning of conduits and cables.
  • FIG. 5 is a perspective view of a charge handle 108, according to some examples.
  • the charge handle 108 consists of several components. These include a housing 502 (e.g., an outer shell), a core 708 (including a drive tube or piston), and a drive mechanism.
  • the core 708 is slidably accommodated and secured within the housing 502.
  • the drive mechanism actuated by a wheel handle 504.
  • the wheel handle 504 has a ring base 506, is mounted number of arms 508 that extend upwardly and inwardly from the ring base 506 to a support ring 510.
  • the drive mechanism is secured to and mounted on the support ring 510.
  • the core 708 has a main body defines or contains channels or passages to accommodate wiring and tubes from the hose and cable bundle 124 that connect to various connectors of the charge handle 108.
  • the core 708 also consists of lower housing 716 and upper housing 718, mounted above the main body where these connectors are mounted.
  • Other components of the charge handle 108 include a latching mechanism for securing it to a vehicle body, and control and communication circuitry accommodated on a PCB assembly 730 within the core 708.
  • a set of connectors is secured to and extends from an upper or distal end of the core 708.
  • the set of connectors includes fluid connectors, high-voltage electrical connectors, and a data connector.
  • the set of connectors may facilitate a sequenced engagement and disengagement of coolant (or cooling) fluid, electrical power, and data transfer between an electric vehicle (e.g., the aircraft 2400) and charging equipment (e.g., the ground support equipment 104), as will be described in further detail, during a connection or disconnection operation.
  • the fluid connectors e.g., coolant in connector 516 and coolant out connector 518, are longer than the electrical connectors ((e.g., electrical connectors 520), and the electrical connectors are longer than the data connector (e.g., data offload and interlock 512) so as to facilitate the sequenced engagement and disengagement between the charge handle 108 and the charge port 106 of the electric aircraft 2400.
  • the sequenced disengagement between the charge handle 108 and a charge port 106 includes a first disengagement of the data connector, a second disengagement of the electrical connectors, and a third disengagement of the fluid connectors.
  • the mating positions of the fluid connectors, the electrical connectors, and the data connector facilitate the sequenced engagement and disengagement between the charge handle and the charge port of the electric aircraft.
  • the charge handle 108 may also define various mating positions of the fluid connectors, the high-voltage electrical connectors, and the data connector to facilitate the sequenced engagement and disengagement between the charge handle 108 and a charge port 106 of the electric aircraft 2400.
  • the housing 502 has a first open end or mouth 522 through which the set of connectors are accessible and able to connect with corresponding connectors of a charge port 106 when the charge handle 108 is in an engaged (extended) position with respect to the charge port 106.
  • the core 708 is movable between a retracted position in which the set of connectors are retracted within the charge handle 108, and an extended position in which the set of connectors extend further out or towards the mouth 522 of the housing 502 to facilitate coupling between the charge handle 108 and a charge port 106.
  • a drive mechanism is secured within the housing 502 and operationally drives the core 708 between the retracted position and the extended position. Further details of the drive mechanism are shown in and discussed herein with reference to FIG. 11 - FIG. 13.
  • the core 710 is movable by the drive mechanism within the housing 502 between an engaged position (e.g., the extended position), a neutral position (e.g., an intermediate position), and a disengaged position (e.g., the retracted position).
  • an engaged position e.g., the extended position
  • a neutral position e.g., an intermediate position
  • a disengaged position e.g., the retracted position
  • the housing 502 is released from the electric aircraft 2400 by a latching mechanism.
  • the charge handle 108 includes a latching mechanism to secure the housing 502 to a charge port 106 (or some other part) of the electric aircraft 2400 during engagement of the charge handle 108 with the charge port 106.
  • the latching mechanism operates to prevent an accidental disconnect between a charge handle 108 and a charge port 106, for example, during a charging operation.
  • the latching mechanism includes a pivoting front latch arm 720 and a rear latch arm 722 that engage with corresponding structures on the interior of a charge port 106 to secure the charge handle 108 in place during engagement and neutral positions and that disengages from the corresponding structures on the interior of the charge port 106 to allow the charge handle 108 to be withdrawn from mating engagement with the charge port 106 when in a disengaged position. Further details regarding displacement and locking of the front latch arm 720 and the rear latch arm 722 are described herein with reference to other figures.
  • the fluid connectors include first and second fluid connectors in the form of a coolant in connector 516 and a coolant out connector 518. These fluid connectors operationally facilitate the provision of a chilled fluid from a fluid source external, such as the coolant reservoir 118 of the ground support equipment 104, to the electric aircraft 2400.
  • the fluid connectors may, in some examples, each also include a dry break coupler.
  • a dry break coupler may allow a fluid connection to be made between the charge handle 108 and the aircraft 2400 without leaking a fluid or allowing air into the fluid circuit.
  • the dry break coupler may consist of a cylinder with O-rings around its interior perimeter that create a seal when the male and female sides of the coupler are connected. When the male section of the dry break coupler is inserted into the female section, O-rings seal against the surfaces of the male section, allowing pressurized coolant to flow through the connection. The tight seal created by the O-rings prevents leakage of coolant or ingress of air at the connection point. When the sections are disconnected, the O-rings maintain the seal on each individual section, keeping the fluid contained.
  • the electrical connectors include first and second high-voltage electrical connectors in the form of high-voltage electrical connectors 520 (or battery connectors) and a chassis ground connector 514 to operationally facilitate conditioning, charge and discharge of respective first and second isolated battery packs 2502 of the electric aircraft 2400 from an electric source external (e.g., charger 114) of the electric aircraft 2400.
  • the electrical connectors 414 may, in some examples, facilitate the concurrent charging or discharging of the isolated battery packs 2502.
  • the data connector in some examples, comprises a data offload and interlock 512 to operationally facilitate a transfer of data between the electric aircraft 2400 and an external data system, such as the system controller 202.
  • the charge handle 108 includes a latching mechanism to secure the housing 502 to a charge port 106 (or some other part) of the electric aircraft 2400 during engagement of the charge handle 108 with the charge port 106.
  • the latching mechanism operates to prevent an accidental disconnect between a charge handle 108 and a charge port 106, for example, during a charging operation.
  • the latching mechanism in some examples, includes a pivoting front latch arm 720 and a rear latch arm 722 that engage with corresponding structures on the interior of a charge port 106 to secure the charge handle 108 in place during engagement and neutral positions and that disengages from the corresponding structures on the interior of the charge port 106 to allow the charge handle 108 to be withdrawn from mating engagement with the charge port 106 when in a disengaged position. Further details regarding displacement and locking of the front latch arm 720 and the rear latch arm 722 are described herein with reference to other figures.
  • the charge handle 108 facilitates a sequenced engagement and disengagement of the grounding, fluid, high-voltage electrical, and data connections between the charge handle 108 and aircraft charge port 106. This sequencing ensures safe connection and disconnection of the systems.
  • the grounding connection is engaged first by extending the chassis ground connector 514 from the charge handle 108 into the charge port 106.
  • the chassis ground connector 514 provides a low-resistance path to ground that helps discharge any static buildup and ensures the charge handle 108 and the charge port 106 are at the same electrical potential.
  • the example fluid connectors, coolant in connector 516 and coolant out connector 518 are engaged to form a cooling fluid circuit between the ground support equipment 104 and the aircraft 2400.
  • the fluid connection allows cooling fluid flow before energizing the high-voltage systems.
  • the fluid connectors are longer than the other connectors (e.g., electrical connectors 520, data offload and interlock 512, chassis ground connector 514) so they engage first as the charge handle 108 moves into the charge port 106. Check valves within the fluid connectors prevent backflow when disengaging.
  • the high-voltage electrical connectors 520 are then engaged to form a power connection between the charger 114 and aircraft battery packs 2502.
  • the electrical connectors 520 have insulated sleeves to prevent arcing during connection.
  • the power connections are made after grounding and cooling fluid flow are established for safety.
  • the data connector for example the data offload and interlock 512
  • the data connector is engaged to enable communication between the ground support equipment 104, the charge handle 108, and the aircraft 2400.
  • the data offload and interlock 512 provides monitoring and control of the charging process. It is the last connection made to avoid data transfer before the power systems are properly grounded and cooled.
  • FIG. 6 is a further perspective view of a charge handle 108, according to some examples.
  • FIG. 7 illustrates an exploded view of a charge handle 108, according to some examples, offering more detailed information not visible in FIG. 5 and FIG. 6.
  • the housing 502 is shown to consist of a left shell 702 and a right shell 704.
  • the core 708 is slidably mounted within a helical cam 1104, which is secured to the wheel handle 504 to operatively rotate the helical cam 1104 as described in further detail below.
  • the core 708 has several internal channels and connectors.
  • a pair of quick fluid connectors e.g., coolant in connector 516 and coolant out connector 518, are threaded into correspondingly threaded ends of the coolant in channel 902 and the coolant out channel 904 of the core 708. Coolant flows through the coolant tubes of the hose and cable bundle 124 between the coolant reservoirs 118 and the aircraft 2400 through these channels in the charge handle 108.
  • the core 708 facilitates the connection of the coolant in tube 404 and the coolant out tube 406 of the hose and cable bundle 124 to corresponding spigots, namely coolant in spigot 724 and coolant out spigot 726 that protrude from its proximal or lower end. These connections allow liquid coolant to enter the coolant in and coolant out channels within the core 708, ultimately feeding into the coolant in connector 516 and coolant out connector 518. More information about these coolant channels is discussed below.
  • the core 708 has internal passages or channels for electrical wiring that carries power and data.
  • High-voltage aircraft charging conductors 408 of the hose and cable bundle 124 extend through channels in the core 708 to connect to socket couplers 728 of the lower housing 716 that fit inside the electrical connectors 520 of the upper housing 718.
  • chassis ground cables 416 of the hose and cable bundle 124 pass through the core 708 and are connected to the chassis ground connector 514.
  • Aircraft data links 412 and handle data links 414 connect through the core 708 to a (Printed Circuit Board) PCB assembly 730, which is secured to a side edge of the core 708.
  • Aircraft data e.g., telematics, battery data, etc.
  • Aircraft data is received from the aircraft 2400 is received into the charge handle 108 via the data offload and interlock 512, which is communicatively coupled to PCB assembly 730.
  • Data to an aircraft 2400 is similarly provided from the ground support equipment 104 to the aircraft 2400 via data offload and interlock 512 after having been processed by the PCB assembly 730 or directly.
  • this component converts aircraft data links 412 in the form of the T1 ethernet data links from the aircraft 2400 into standard Ethernet for transmission to the ground support equipment 104.
  • the T1 data links connected to the data offload and interlock 512, may not be able to maintain signal integrity over the full length of the hose and cable bundle 124.
  • the T1 data links use a single twisted pair of wires, while standard Ethernet uses four twisted pairs, allowing it to handle higher data rates and maintain signal integrity over longer cable runs like the hose and cable bundle 124.
  • the PCB assembly 730 may contain the following components, merely for example:
  • FPGA field-programmable gate array
  • the input T1 data links deliver data like charging parameters, telemetry, and safety information from the aircraft 2400 systems to the charge handle 108.
  • the converted ethernet signal then transmits this data to the ground support equipment 104 (e.g., the system controller 202), which controls the charging process.
  • the data conversion allows the aircraft 2400 to communicate with the ground support equipment 104 over the long hose and cable bundle 124 between the charge handles 108 and the ground support equipment 104, enabling an integrated system for managing the charging process.
  • the data conversion uses standard telecommunications components to translate between the T1 data links and Ethernet protocols, allowing a charge handle 108 to act as an intermediary between the aircraft data networks and the ground support equipment 104.
  • the signal within a charge handle 108 By converting the signal within a charge handle 108, it addresses the distance limitations of the T1 handle data links 414 and provides a robust data connection for monitoring and controlling the charging process.
  • the data conversion helps enable communication between the aircraft 2400 and ground support equipment 104, thus facilitating safe and efficient battery recharging operations.
  • a pair of pressure sensors, pressure sensor 710 and pressure sensor 712, are also secured within the core 708 in order to detect pressure within the coolant in and coolant out chambers of the core 708.
  • the pressure sensors are also shown to have external data leads that feed through the core 708 and provide pressure sensor data to the PCB assembly 730.
  • a pressure relief valve assembly 714 (which may comprise a recirculation valve) is also secured within the core 708 and operates to relieve excess pressure within the coolant in and coolant art chambers of the core 708, as described in further detail with respect to FIG. 16.
  • FIG. 8 is a further exploded view of the charge handle 108, from a front perspective, according to some examples.
  • a PCB cover 802 is shown to be placed over and secure the PCB assembly 730 in place on the side of the core 708. It will also be noted from FIG. 8 that the diameter of the coolant in spigot 724 is wider than the diameter of the coolant out spigot 726.
  • FIG. 8 Additional details for the wheel handle 504 are also illustrated in FIG. 8.
  • it consists of a circular ring base 506 with multiple arms 508 extending up and inward from the ring base 506 at an angle. These arms 508 connect to a smaller support ring 510, to which the helical cam 1104 is secured.
  • One of the arms 508, is equipped with a paddle latch 804 for added security.
  • the paddle latch 804 provides a mechanical locking feature to secure the wheel handle 504 when the charge handle 108 in the fully engaged or retracted positions.
  • the paddle latch 804 prevents unwanted rotation or axial motion of the drive mechanism when engaged.
  • the paddle latch 804 has a latch arm 806, a latch base 808 and a latch spring (not shown).
  • the latch arm 806 is pivotally attached to the latch base 808, allowing it to swing through an arc.
  • the latch spring is coiled around a pivot pin 810 with one end connected to the latch arm 806 and the other end connected to the latch base 808. The spring provides a rotational force that biases the latch arm 806 downward into the locking position.
  • a free end of the latch arm 806 has a rigid tongue 812 that is angled to mate with a recess 814 (e.g., a series of holes or groves) defined in a flange 816 of the helical cam 1104.
  • a recess 814 e.g., a series of holes or groves
  • the spring force pushes the latch arm 806 down, engaging the tongue 812 into a recess 814. This creates a positive mechanical lock.
  • This paddle latch 804 enables secure one-handed operation.
  • the automatic spring-loaded locking gives the user confidence that the charge handle 108 is fully engaged or disengaged as needed for safe charging.
  • FIG. 9 is a cross-sectional side view of the charge handle 108, according to some examples.
  • the cross-sectional view shows a coolant in channel 902 and a coolant out channel 904, which extend from a lower, proximal end of the charge handle 108 through the body of the core 708 (into which they are secured) and into fluid communication with the coolant in connector 516 and the coolant out connector 518 respectively, which extend from the upper, distal end of the charge handle 108.
  • the upper ends of the coolant in channel 902 and coolant out channel 904 are threaded to provide a threaded engagement with each of the coolant in connector 516 and coolant out connector 518, respectively.
  • FIG. 8 also illustrates a latching mechanism that, in addition to securing and releasing engagement of a charge handle 108 to a charge port 106, operates to counter a force of a connection operation when connecting the charge handle 108 to a charge port 106.
  • a force may react otherwise against the chassis of the aircraft 2400, as described above with reference to FIG. 12. This is to reduce a need, for example, for an operator from pushing up on a wing 2404 or against a fuselage 2402 during mating of the connectors of the charge handle 108 to the charge port 106 of an aircraft 2400, and in that way destabilizing the aircraft 2400.
  • the latching mechanism is selectively disengaged by the drive mechanism of the charge handle 108 when the charge handle is in the disengaged position period. This allows an operator to conveniently push the charge handle 108 into an initial sliding engagement with the charge port 106 when the charge handle 108 is in the disengaged position. As the operator engages the drive mechanism to transition the charge handle 108 out of the disengaged position and towards the neutral and engaged positions, the latching mechanism serves to secure the charge handle 108 to the charge port and body of an electric vehicle.
  • the latch mechanism in some examples, comprises one or more latch arms such as the front latch arms 720 and the rear latch arm 722. Each of the latch arms pivots around a pivot pin 936 that is secured in a cavity of the housing 502, as is apparent from FIG. 8. Each of the latch arms has a free end at which a latch tongue 1406 is formed or defined and a biased end that is biased by a respective spring 928. When outside of the disengaged position, the spring 928 biases a latch arm so that the biased end is forced away from the housing 502, and the latch tongue 1406 is protruded part of an aperture defined in the housing 502.
  • the latch tongue 1406 protrudes or extends from the housing 502 and into a corresponding aperture in the charge port 106 in order to secure the charge handle 108 within the charge port 106 by preventing removal or withdrawal from the charge port 106.
  • a cam lobe 1402 that is defined or carried on a helical cam 1104 of the drive mechanism (see FIG. 14) engages with a cam surface on the biased end of a latch arm, to push the biased end and to pivot the latch arm around the pivot pin 936, to thereby withdraw the tongue 1406 to within the housing 502.
  • an insertion operation by a user of the charge handle 106 into the charge port 106 begins with the user positioning the drive mechanism, using the wheel handle 504, in the disengaged position such that the cam lobe compresses the spring 928, and withdraws the latch tongue 1406 into the housing 502. The operator can then conveniently insert the free or upper end of the charge handle 108 into the charge port 106.
  • the helical cam 1104 has a pair of diametrically opposed cam drive slots 1106 defined therein.
  • Each cam drive slot 1106 has a horizontal portion that transitions to an inclined portion. The horizontal portion is aligned with and positioned relative to the cam lobe 1402 such that, when disengaging the charge handle 108, as the cam follower stud 1108 moves from the inclined portion to the horizontal portion of the cam drive slot 1106, the cam lobes 1402 on the flange 816 of the helical cam 1104 act on the biased ends of the respective latch arms to retract the latch tongues 1406 into the housing.
  • the latch tongues 1406 are fully retracted into the housing 502.
  • the cam lobe 1402 releases the biased ends of the latch tongues 1406 from the housing 502, which are then biased into engagement with corresponding recesses in the charge port engagement. This secures the charge handle 108 to the charge port 106 as the charge handle 108 drives from the disengaged position, through the neutral position, where the connectors begin mating in a frictional engagement with corresponding recesses or slots in the charge port 106.
  • the latching mechanism thus provides a safety mechanism that locks the charge handle 108 to a charge port 106 of the aircraft 2400 during engagement and releases without requiring the operator to push or pull against the charge port 106 or adjacent aircraft structure (e.g., a wing).
  • the forces applied by the operator are instead reacted within the mechanism, avoiding destabilization of the aircraft 2400 that could potentially result from pushing or pulling on aircraft components.
  • FIG. 10 shows a cross-sectional front view of the charge handle 108, according to some examples.
  • the cross-section illustrates the arrangement of the coolant in channel 902 and the pressure relief valve assembly 714 within the core 708.
  • the pressure relief valve assembly 714 is in fluid communication with the interior of the coolant in channel 902 and is responsible for providing pressure relief in case the pressure within the coolant builds up.
  • the lower end of the coolant in channel 902 is connected to a coupling spigot 1002. This spigot is operationally coupled to the coolant in tube 404 of the hose and cable bundle 124.
  • FIG. 11 is a cross-sectional view of the charge handle 108, according to some examples, illustrating details of the core 708 and a drive mechanism to move the core 708 between the engaged and disengaged positions.
  • the drive mechanism may provide a mechanical assist for engaging connections, enables self-contained driving forces entirely within the charge handle 108 itself, reduces loading on aircraft structures, and enables rigid positioning using sequenced latching and drive tube rotation.
  • the drive mechanism includes a helical cam 1104 with a pair of angled cam drive slots 1106 machined through it walls .
  • the helical cam 1104 is a cylindrical component mounted concentrically within the handle housing 502.
  • a cam drive slot 1106 is defined within the helical cam 11044 and winds around the helical cam 1104 at a constant angle offset from the axial direction.
  • the angled cam drive slot 1106, at either ends of an angled center portion, includes a horizontal portion to enable a degree of rotation of the helical cam 1104 in respective engaged and disengaged positions without imparting an axial drive force.
  • a pair of cam follower stud 1108, one corresponding to each of the diametrically opposed cam drive slots 1106, are secured to or within the core 708.
  • Each cam follower stud 1108 extends radially outward from the outer surface of the core 708. This cam follower stud 1108 engages within the cam drive slot 1106.
  • the shape of the cam drive slot 1106 constrains the radial position of the cam follower stud 1108 while allowing axial movement of the core 708 as the helical cam 1104 is rotated.
  • the angled cam drive slots 1106 drive the cam follower studs 1108 and attached core 708 in axial directions indicated by the arrow 1114.
  • This helical cam 1104 converts the rotary motion of the helical cam 1104 into linear motion to extend and retract the core 708, and thus the connectors of the charge handle 108 at the upper, free end of the core 708.
  • the angle of the cam drive slot 1106 determines the ratio of cam rotation to linear displacement.
  • the cam angle may be determined to provide fine positional control and precise engagement of the connectors within their mating ports.
  • the helical cam 1104 is operationally rotated by a user-operated wheel handle 504.
  • a mounting ring 510 of the wheel handle 504 is fixedly connected (e.g., welded) to the helical cam 1104 at a lower end thereof.
  • the wheel handle 504 may connect to the helical cam 1104 via precision gearing to enable smooth and controlled actuation of the mechanism.
  • bearings support the helical cam 1104 to minimize friction during operation.
  • An upper end of the helical cam 1104 is rotatably coupled to the core 708 by an annual or ring bearing 746 that allows the helical cam 1104 to rotate relative to the core 708.
  • the wheel handle 504 provides an intuitive manual interface for the user to operate the helical cam drive mechanism during engagement and disengagement processes. As the user rotates the wheel handle 504, the angled cam drive slot 1106 then drives the cam follower stud 1108 axially, as detailed above. This extends or retracts the drive tube and attached connectors with fine positional control.
  • the wheel handle 504 may incorporate features such as position detents, torque limiting, and position encoding to provide feedback on the status of the engagement process. This gives the user additional control over the engagement sequence for a safe and effective connection.
  • FIG. 12 illustrates the operation of the helical cam drive mechanism, according to some examples, through a sequence of perspective views showing the step-by-step motion of the core 708.
  • the core 708 is in the fully extended or engaged position with the connectors protruding from the mouth 522 of the housing 502. This corresponds to the cam follower stud 1108 being positioned at one axial extreme of the cam drive slot 1106.
  • the angled cam drive slot 1106 drives the cam follower stud 1108, retracting the drive tube of the core 708 axially into the housing 502. This is depicted in the second view, which depicts the neutral position.
  • the drive tube is fully retracted within the housing 502 of the core 708, position which corresponds to the cam follower stud 1108 reaching the opposite axial extreme of the cam drive slot 1106.
  • the connectors are now fully within the housing 502 away from the mouth 522. This is the disengaged position.
  • FIG. 12 The perspective sequence in FIG. 12 further provides clear visualization of how the rotation of the helical cam 1104 via the wheel handle 504 axially drives the cam follower stud 1108 and attached drive tube.
  • the position of the cam follower stud 1108 within the cam drive slot 1106 is evident in each view.
  • the cam follower stud 1108 tracks along the cam drive slot 1106, converting the rotational input into linear motion.
  • the engagement between the cam follower stud 1108 and cam drive slot 1106 is maintained throughout the rotation of the helical cam 1104. This transfers the rotational force into an axial retraction force to withdraw the drive tube into the housing 502.
  • the cam mechanism provides the controlled axial drive force necessary to disengage the connectors from their ports of a charge port 106 without the need for any motors or actuators on the aircraft side.
  • FIG. 12 also illustrates how this axial force originates from the wheel handle 504 itself as the helical cam 1104 rotates, rather than requiring any pushing by the user.
  • This demonstrates an advantage of the self- contained drive mechanism.
  • the self-contained drive mechanism design may provide advantages compared to traditional engagement system for this reason.
  • the mechanical components including the helical cam 1104 and the wheel handle 504 needed to generate the axial engagement force are entirely contained within the charge handle 108 itself.
  • the drive mechanism allows the force to be pulled from the handle side as the helical cam 1104 rotates, rather than needing to be pushed from the vehicle side.
  • the charge handle 108 may, in some examples, pull itself into engagement with a charge port 106, rather than requirement heavy pushing by a user or operator.
  • This in turn may enable removal or reduction of driving components from the aircraft 2400, this beneficially reducing the weight and mechanical complexity of the aircraft systems. It avoids increasing mass or volume requirements for the aircraft 2400.
  • FIG. 13, as with FIG. 12, includes a sequence of perspective views of the charge handle 108, according to some examples, showing the driving of the core 708 within the housing 502, from the disengaged position to the neutral position, and then to the engaged position.
  • FIG. 14 is a perspective view of the charge handle 108, according to some examples, illustrating further details of the latching mechanism that facilitates connection of a charge handle 108 to a charge port 106 of the aircraft 2400, and drive position viewing features.
  • the housing 502 further defines a number of position windows 1410 to provide views of the core 708 and the drive mechanism (e.g., the helical cam 1104, the cam ring 1404, etc.) within the housing 502 during engagement and disengagement operations.
  • the core 708 and the drive mechanism include visual indicators (e.g., colored strips or other visual indicators) that align with the position windows 1410 depending on the position of the core 708 within the housing 502 or the rotation of the helical cam 1104. In this way, the alignment of the visual indicators with the position window 1410 enables a user or operator of the charge handle 108 to conveniently identify the position of the core 708 within and relative to the housing 502, and thus know the stage of engagement or disengagement of the charge handle 108.
  • visual indicators e.g., colored strips or other visual indicators
  • Visual indicators are included on the cam ring 1404, which may protrude from the housing 502 and thus be visible to an operator. These visual indicators provide an indication of the degree of rotation of the drive mechanism within the housing 502 and provide a further indication to an operator of the stage of engagement and disengagement of the charge handle 108.
  • the charge handle 108 contains visual indicators on the core 708, drive mechanism (helical cam 1104 and cam ring 1404), and housing 502 that provide feedback to the operator on the position of the core 708 and stage of engagement. On the core 708, colored strips or other visual markers are placed at intervals corresponding to the engaged position, neutral position, and disengaged position.
  • the visual indicators align with the position windows 1410 on the housing 502. This shows the operator the current position of the core 708. For example, when the core 708 is in the engaged position, a green indicator strip may align with the position window 1410. In the neutral position, a yellow indicator strip aligns with the position window 1410. In the disengaged position, a red indicator strip aligns with the position window 1410.
  • the helical cam 1104 and cam ring 1404 also contain visual indicators, such as colored dots, arrows, or numbering, around their circumference. As the helical cam 1104 and cam ring 1404 rotate to drive the core 708, the visual indicators rotate into view in the position windows 1410. The specific indicator visible in the position window 1410 identifies the degree of rotation of the drive mechanism, which corresponds to the position of the core 708. For example, as the helical cam 1104 rotates 90 degrees, an indicator marked '90' may become visible in the position window 1410, showing the core 708 has moved from an engaged position to neutral position or neutral position to a disengaged position.
  • visual indicators such as colored dots, arrows, or numbering
  • the visual indicators may be constructed from a durable, high- contrast material that is clearly visible through the position windows 1410, such as anodized aluminum, stainless steel, or high-temperature plastic.
  • the indicators may be permanently and securely affixed to the core 708, helical cam 1104, and cam ring 1404, such as by stamping, laser etching, or mechanical fasteners, to withstand repeated use.
  • the alignment of the visual indicators with the position windows 1410 provides an intuitive interface for the operator to identify the position of the core 708 and ensure proper engagement or disengagement of the charge handle 108.
  • FIG. 15 is a cross-sectional view of the core 708, according to some examples, and shows the position and functioning of a pressure relief valve assembly 714 that operates as a recirculation valve.
  • the pressure relief valve assembly 714 is in fluid communication with the coolant in channel 902 of a circulation circuit for coolant fluid within the charge handle 108 and specifically within the core 708 of the charge handle 108.
  • the pressure relief valve assembly 714 opens to allow coolant pressure to be relieved into the low pressure coolant return passage (e.g., coolant out channel 904) of the charge handle 108 .
  • Coolant fluid from the coolant reservoir 118 is supplied to the coolant in channel 902 through the hose and cable bundle 124 and conduit 120.
  • the coolant fluid flows from the coolant in channel 902, through the coolant in connector 516 located at the distal end of the core 708, and into a corresponding connector within the charge port 106. From there, the coolant fluid flows into the battery conditioning system 204 of the aircraft 2400 where it is used to thermally manage the batteries during charging.
  • the pressure relief valve assembly 714 is a mechanical valve that operates to limit the pressure of the coolant fluid within the coolant in channel 902 and, accordingly, the pressure of the coolant fluid applied to the battery conditioning system 204. If the pressure differential across the pressure relief valve assembly 714 exceeds 25 PSI (or a determinable threshold), the force acting on an internal spring-loaded plunger causes the plunger to compress a spring within the valve and shift into an open position. This allows coolant fluid to flow from the inlet side of the pressure relief valve assembly 714, where coolant enters from the coolant in channel 902, to the outlet side in the coolant out channel 904, which leads back to the ground support equipment 104.
  • the pressure relief valve assembly 714 prevents over-pressurization of the coolant system and water hammer effects that could damage components.
  • High pressure in the coolant in channel 902 which could potentially be caused by a blockage or malfunction in the fluid circulation system 2504 of the aircraft 2400, is relieved by the pressure relief valve assembly 714 shunting coolant back to the ground support equipment 104. This restricts the buildup of excessive pressure and prevents damage to the aircraft 2400.
  • FIG. 16 is a diagrammatic representation of an interface 1604 of the aircraft 2400, according to some examples, and connections between the aircraft 2400 and the ground support equipment 104 that may be facilitated via the interface 1604 of a single charge port 106.
  • FIG. 16 only a single charge port 106 is shown for the purposes of clarity, and the interface 1604 is present in each one of multiple charge ports 106 of the aircraft 2400.
  • the interface 1604 enables the isolated and controllable bidirectional supply of power to multiple isolated battery packs 1602 of the aircraft 2400, with pairs of battery packs 1602 being controlled by respective battery management systems 1606 (BMS's).
  • BMS's battery management systems
  • this equipment is turned to include a (Ground Equipment Support) GSE controller 1608 (e.g., the system controller 202), multiple isolated, controllable, and bidirectional power supplies 1610.
  • a GSE controller 1608 e.g., the system controller 202
  • the ground support equipment 104 contains multiple power supplies (e.g., as part of the AC supply hardware 206) to provide power to each of the four isolated battery packs on the aircraft.
  • Two power supplies 1610 connect to each battery pack 2502 through the high- voltage pin connections of a charge handle 108.
  • the power supplies 1610 are isolated from each other to maintain separation between the battery packs 2502. This isolation is helpful for safety and redundancy. If one battery pack 2502 cannot be charged, the others can still be serviced. [0171]
  • the power supplies 1610 are controllable based on commands from the aircraft 2400.
  • the aircraft 2400 specifies a charging profile for each battery pack 2502 including the voltage, current, and duration.
  • the ground support equipment 104 adjusts each power supply to provide the requested charging profile for the associated battery pack 2502.
  • the power supplies 1610 can also be controlled to stop charging if commanded by the aircraft 2400 or by the ground support equipment 104, responsive to automatic detection of a fault or responsive to user input.
  • the power supplies 1610 are bidirectional, allowing them to either charge or discharge the battery packs 2502. When charging, the power supplies 1610 provide power to the batteries. When discharging, the power supplies 1610 drain power from the batteries by providing a path to ground. The direction of power flow is controlled by the aircraft 2400 based on the needs of each battery pack 2502. Discharging may be necessary to reach a target charge level or for safety reasons.
  • the power supplies 1610 receive 3 -phase 480V AC power and convert it to high-voltage DC power for charging the batteries.
  • the AC power is provided by the charging site and converted by the ground support equipment 104. aircraft 2400
  • the power supplies 1610 are located within the AC supply hardware 206. Cables from the AC supply hardware 206 provide the high-voltage connections to the charging charge handles 108. The power supplies 1610 are controlled by the GSE controller based on signals from the aircraft 2400. [0175] The isolated, controllable, and bidirectional power supplies 1610 provide a flexible solution for servicing the individual needs of each battery pack 2502 on the aircraft 2400. They allow for simultaneous charging or discharging at desired levels for each battery pack 2502 based on their state of charge and usage. The power supplies 1610 are designed to work together to fully recharge the aircraft 2400 as quickly as possible after each flight. In various examples, the multiple isolated power supplies 1610 may work together in the following ways to fully recharge the aircraft as quickly as possible:
  • the power supplies 1610 can simultaneously charge each of multiple battery packs (e.g., the four battery packs 2502) at or near their maximum rates. By charging all battery packs at once, the total recharge time is minimized.
  • the power supplies 1610 may provide different charging profiles to each battery pack based on their individual needs.
  • the power supplies 1610 are controllable and can adjust the voltage, current, and duration for each battery pack based on its state of charge and chemistry. Battery packs that are more depleted can be charged at higher rates, while those closer to full can be charged at lower rates. This maximizes the charging for each pack and avoids overcharging.
  • the power supplies 1610 may make adjustments on the fly based on commands from the aircraft 2400. As battery packs 2502 approach full charge, the aircraft 2400 may request lower charging rates to avoid overcharging. The power supplies 1610 can quickly adjust to the new charging profiles for each pack upon request from the aircraft 2400. This allows for precision control and optimization of the charging process.
  • the power supplies 1610 provide redundancy in case one power supply cannot charge its associated battery pack. With multiple isolated power supplies, if one fails or cannot charge its pack, the others can continue servicing the remaining packs. This avoids delays in recharging the aircraft and ensures all functioning packs reach full charge.
  • the power supply 1610 can operate in either charging or discharging mode as needed for each battery pack.
  • the power supplies are bidirectional, so they can work together to either recharge the battery packs by providing power or discharge them by draining power as commanded by the aircraft. Their ability to quickly switch between charging and discharging based on the aircraft's requests allows for complete management of the battery packs' state of charge.
  • the multiple power supplies 1610 are designed with the capacity, controllability, and flexibility to work together in servicing the needs of each battery pack 2502 and recharging the aircraft 2400 rapidly. By operating simultaneously at commended levels for each battery pack 2502, they reduce total recharge time while maintaining precision control and redundancy. Their ability to switch seamlessly between charging and discharging modes provides control over the battery packs' state of charge.
  • the power supplies 1610 function cohesively based on inputs from the aircraft 2400 to fully recharge the aircraft after each flight.
  • FIG. 17 is a flowchart illustrating operations, according to some examples, performed by the ground support equipment 104 to ready an aircraft 2400 for a flight.
  • the top-level operation illustrated in FIG. 17 is 'Get aircraft ready for next flight' (1716). This overarching operation refers to using the ground support equipment 104 to fully prepare the aircraft 2400 for its subsequent flight after landing. It contains three main sub -op erations:
  • Operation 1702 Get all batteries to aircraft requested charge level: This operation charges or discharges the aircraft's batteries to reach a target state of charge (SOC) specified by the aircraft 2400.
  • the ground support equipment 104 provides power to or drains power from respective battery packs 2502 through electrical connections in the charge handle 108.
  • the ground support equipment 104 supplies DC power to a battery pack 2502 at a controlled voltage and current based on the battery chemistry and requested charge rate.
  • the power is provided through four isolated high- voltage pin connections as described above, two for each battery pack 2502.
  • the charging profiles for each battery pack 2502 are specified by the aircraft 2400 based on their individual SOCs and maximum charge rates.
  • the ground support equipment 104 drains power from the battery packs 2502 by providing a path to ground through the charge handle 108.
  • the ground support equipment 104 controls the discharge rate for each battery pack 2502 based on specifications from the aircraft 2400. Discharging the battery packs 2502 may be necessary to reach a target SOC or for safety reasons.
  • the ground support equipment 104 provides AC or DC power through connections in the charge port 106 to support aircraft 2400 systems during charging and discharging. This power may be used for functions other than charging the battery packs 2502 such as climate control, avionics, and other components.
  • the ground support equipment 104 continues supplying ground power until the aircraft 2400 is ready to switch to its own battery power.
  • Operation 1710 Get all aircraft batteries to aircraft requested temperature: This operation heats or cools the battery packs 2502 to reach a target temperature specified by the aircraft 2400.
  • the ground support equipment 104 flows a temperature-controlled coolant through the charge handle 108 to raise or lower the battery temperature.
  • the ground support equipment 104 supplies warm coolant by operating a chiller 116 in heating mode.
  • the coolant flows through channels in the charge handle 108, and through the coolant in connector 516 and coolant out connector 518, to heat the battery packs 2502 and maintain a desired temperature for charging or to prepare for takeoff.
  • the ground support equipment 104 supplies chilled coolant by operating a chiller 116 in cooling mode.
  • the chiller 116 chills the coolant to as low as -10°C.
  • the coolant is pumped from the coolant reservoir 118 to the charge handle 108 at a rate of up to 45 1pm.
  • the coolant flows through connections in the charge handle 108 to lower the battery temperature after charging and maintain it at a level suitable for the next flight. Cooling the battery packs 2502 also allows them to act as a heat sink during flight.
  • Operation 1718 Pull flight recorder data: This operation refers to offloading data from the data acquisition and flight recording systems of the aircraft 2400.
  • the ground support equipment 104 retrieves the data through Ethernet and T1 data connections in the charge handle 108, specifically through the data offload and interlock 512, and transfers it for storage and analysis.
  • the data may include telemetry, system statuses, error codes, flight profiles, and other information from a previous flight.
  • the ground support equipment 104 continues offloading data until requested information has been retrieved.
  • the ground support equipment 104 is designed to fully support the aircraft 2400 between flights by managing its isolated battery packs 2502, temperature, data, and power needs.
  • FIG. 18A and FIG. 18B show a flowchart depicting further details of methods, according to some examples, to charge and condition an electric aircraft 2400 for a flight.
  • Various operations that may be performed by a pilot, the aircraft 2400, a charge port 106 and pump, lines people, passengers and the ground support equipment 104 are illustrated in the flowchart.
  • FIG. 19 is a flowchart illustrating a method 1900, according to some examples, of engaging the charge handle 108 with a charge port 106 of an electric vehicle, such as the aircraft 2400.
  • the method 1900 will be described with specific reference to the sequence of images shown in FIG.
  • the method 1900 commences with an operator or user placing the charge handle 108 in a disengaged position or state by rotation of the wheel handle 504 so that the charge handle 108 is in the position illustrated in the first image of FIG. 13
  • the cam follower stud 1108 is positioned within the horizontal portion of the cam drive slot 1106 defined in the helical cam 1104.
  • the rotational position of the wheel handle 504 is such that the cam lobes 1402 on the cam ring 1404 pivot the latch arms to withdraw the tongues into the housing 502. Accordingly, a user can conveniently and easily slide the mouth of the housing 502 into a corresponding structure within the charge port 106.
  • an operator may secure the housing 502 of the charge handle 108 to a charge port 106 of the electric aircraft 2400 using the latching mechanism.
  • the latching mechanism comprises a pivoting front latch arm 720 and a pivoting rear latch arm 722 that engage with corresponding structures (e.g., recesses) on the interior of a charge port 106 to secure the charge handle 108 in place during engaged position and neutral position, and that disengages from the corresponding structures on the interior of the charge port 106 to allow the charge handle 108 to be withdrawn from mating engagement with the charge port 106 when in a disengaged position.
  • corresponding structures e.g., recesses
  • the latching mechanism engages and operates with the drive mechanism, including a cam lobe 1402 on a cam ring 1404, to secure the housing 502 to the electric aircraft 2400 when the charge handle 108 is outside of the disengaged position and to release the charge handle 108 from the engagement with the electric aircraft 2400 when the charge handle 108 is in the disengaged position.
  • the cam lobe 1402 engages with a cam follower of each of the latch arms to pivot the latch arms between a locked position when the charge handle 108 is outside of the disengaged position and a release position when the charge handle 108 is in the disengaged position.
  • each of the latch arms has a latch tongue 1406 at a free end thereof that is located substantially inside or within the housing 502 when the charge handle 108 is disengaged from a corresponding charge port 106, but is pivoted into engagement with a recess or retention slot defined within the charge port 106 when the charge handle 108 is engaged with the corresponding charge port 106.
  • the latching mechanism seeks to ensure that a force of a connection operation connecting the charge handle 108 to a charge port 106 reacts against the chassis of the aircraft 2400. This is to reduce the need for an operator push-up on a wing during the connection of the charge handle 108 to the charge port 106, and in that way destabilizing the aircraft 2400.
  • an operator drives the core 708 within the housing 502 from the disengaged state shown in the first two images of FIG. 13, to the neutral state shown in the third image of FIG. 13.
  • the drive mechanism includes a helical cam 1104 having a cam drive slot 1106 defined therein.
  • the helical cam 1104 drives the core 708 from the retracted position through the neutral position and to the extended position.
  • the cam follower stud 1108 of the core 708 is accommodated within the cam drive slot 1106 and facilitates this driving in an axial direction as described above.
  • user rotation of a wheel handle 504 rotates the helical cam 1104, driving the core 708 between positions by the application of force between the cam follower stud 1108 and the walls of the cam drive slot 1106.
  • the helical cam 1104 and cam ring 1404 also contain visual indicators, such as colored dots, arrows, or numbering, around their circumference. As the helical cam 1104 and cam ring 1404 rotate to drive the core 710, the visual indicators rotate into view in position windows 1410. The specific indicator visible in the position window 1410 identifies the degree of rotation of the drive mechanism, which corresponds to the position of the core 708.
  • an operator by continued rotation of the wheel handle 504, drives the core 710 from the neutral position and towards the engaged position, to thereby extend the fluid connectors (e.g., coolant in connector 516, coolant out connector 518), electrical connectors (e.g., electrical connectors 520) and a data connector (e.g., data offload and interlock 512) relative to the housing 502 of the charge handle 108.
  • the connectors are driven into mating engagement with corresponding sockets within the charge port 106.
  • the latch arms, and particularly the under surfaces of the latch tongues 1406, enable the connectors of the core 708 to be pulled, by continued rotation of the wheel handle 504, towards and beyond the mouth 522 of the housing 502 and to overcome mating resistance caused by insertion of the connectors into these corresponding sockets.
  • an operator of the charge handle 108 does not need to push the charge handle 108 to overcome the frictional resistance, but can rather rotate the wheel handle 504, thus causing the connectors to be pulled into the corresponding sockets.
  • Disengagement of the charge handle 108 from the charge port 106 involves a sequence of operations in reverse from what is described above.
  • the connectors of the charge handle 108 are in a mated engagement with corresponding sockets of the charge port 106.
  • the first image of FIG. 12 illustrates the charge handle 108 in an extended, engaged position, with the cam follower stud 1108 being located at an upper end of the cam drive slot 1106.
  • operator rotates the wheel handle 504 so that a cam follower stud 1108 progresses within a cam drive slot 1106 towards the position shown in the second image of FIG. 12, corresponding to the neutral position.
  • the drive mechanism including the helical cam 1104, cam follower stud 1108, and wheel handle 504, provides controlled extension and retraction of the connectors from the housing 502.
  • the latching mechanism including the pivoting front latch arm 720, cam lobe 1402, and cam ring 1404, securely locks the charge handle 108 to the charge port 106 when the connectors are extended to enable charging operations while avoiding pushing against the charge port 106 or aircraft 2400.
  • the visual indicators on the drive mechanism provide feedback to the operator on the position of the core 710 and stage of engagement.
  • FIG. 20 is a flowchart illustrating a method 2000, according to some examples, for engagement of a charge handle 108, as described above, with a charge port 106 of an electric vehicle in the example form of an aircraft 2400.
  • the method 2000 engages, by the charge handle 108, a chassis ground connector 514 of the charge handle 108 with a corresponding grounding connector within a charge port 106 of the aircraft 2400.
  • the chassis ground connector 514 is coupled to a grounding chassis ground cable 416, as shown in FIG. 4, that provides a low-resistance path to ground. This helps discharge static buildup that could damage sensitive components and ensures the charge handle 108, and the charge port 106 are at the same electrical potential before energizing other systems of the ground support equipment 104.
  • the chassis ground connector 514 engages first to mitigate risks like arcing that could result from connecting high-voltage systems at different potentials, for example.
  • the method 2000 engages, by the charge handle 108, one or more fluid connectors, specifically coolant in connector 516 and coolant out connector 518, of the charge handle 108 with corresponding one or more fluid connectors within the charge port 106 after engaging the chassis ground connector 514.
  • the coolant in connector 516 and coolant out connector 518 are coupled to coolant in tube 404 and the coolant out tube 406 respectively, which allow cooling fluid flow before energizing the high- voltage systems.
  • the fluid connectors may each comprise a dry break coupler, as described above, to allow a fluid connection to be made between the charge handle 108 and the aircraft 2400 without leaking fluid or allowing air into the system.
  • the dry break coupler may consist of a cylinder with O- rings around its interior perimeter that create a seal when the male and female sides of the coupler are connected.
  • O-rings When the male section of the dry break coupler is inserted into the female section, O-rings seal against the surfaces of the male section, allowing pressurized coolant to flow through the connection. The tight seal created by the O-rings prevents any leakage of coolant or ingress of air at the connection point.
  • the method 2000 engages, by the charge handle 108 one or more electrical connectors 520 of the charge handle 108 with corresponding one or more electrical connectors within the charge port 106 after engaging the one or more fluid connectors.
  • the electrical connectors 520 are coupled to high-voltage aircraft charging conductors 408, as shown in FIG. 4, that have insulated sleeves to prevent arcing during connection. The power connections are made after grounding and cooling fluid flow are established for safety.
  • the electrical connectors 520 may facilitate the concurrent charging or discharging of the respective first and second isolated battery packs 2102 of the electric aircraft 2400.
  • the method 2000 engages, by the charge handle 108, a data connector, specifically the data offload and interlock 512, of the charge handle 108 with a corresponding data connector within the charge port 106 after engaging the one or more electrical connectors 520.
  • the data offload and interlock 512 is coupled to an aircraft data link 412, as shown in FIG. 4, that provides monitoring and control of the charging process.
  • the data offload and interlock 512 may be the last connection made to avoid data transfer before the power systems are properly grounded and cooled.
  • the data offload and interlock 512 may facilitate a transfer of data between the electric aircraft 2400 and an external data system, such as the system controller 202.
  • FIG. 21 is a flowchart illustrating a method 2100, according to some examples, of operating ground support equipment 104 with respect to an electric vehicle, such as for example aircraft 2400 or a motor vehicle.
  • an electric vehicle such as for example aircraft 2400 or a motor vehicle.
  • the method 2100 provides, via fluid connectors in the form of the coolant in connector 516 and coolant out connector 518 of a charge handle 108, a coolant fluid from a fluid source external to the aircraft 2400, such as the coolant reservoir 118, to thermally manage the aircraft 2400.
  • the coolant fluid is applied in order to thermally manage the aircraft 2400 during electrical charging and discharging of battery packs 1602 of the aircraft 2400.
  • coolant in connector 516 and coolant out connector 518 are coupled to coolant in tube 404 and the coolant out tube 406, shown in FIG.
  • a pump such as one of the pumps 302 pumps the chilled coolant from the coolant reservoir 118 to the coolant in connector 516 and coolant out connector 518 at a rate of up to 45 1pm.
  • the coolant flows into the fluid circulation system 2504 of the aircraft 2400 and returns to the coolant reservoir 118, where it is re-chilled by a chiller 116.
  • Temperature and pressure sensors within the cooling system and charge handle 108 may monitor the coolant flow and provide data to the system controller 202 to control the pumps 302 and ensure proper thermal management.
  • the method 2100 provides, via electrical connectors 520 of the charge handle 108, at least one of charge or discharge of respective first and second isolated battery packs 2502 of the electric aircraft 2400 from an electric source external to the electric aircraft 2400, such as the charger 114.
  • the electrical connectors 520 are coupled to high-voltage aircraft charging conductors 408 to facilitate the charge or discharge of the respective first and second isolated battery packs 1602.
  • the electrical connectors 520 may facilitate the concurrent charging or discharging of the respective first and second isolated battery packs 1602 of the electric aircraft 2400.
  • the charger 114 may provide up to 750 VDC and 130 A of power to the electrical connectors 520 for charging the battery packs 1602.
  • the charger 114 adjusts the voltage and current to each electrical connector 520 based on the needs of the connected battery pack 1602.
  • the system controller 202 coordinates the charging profiles for each battery pack 1602 based on their state of charge and chemistry. Voltage, current, and temperature data from the battery packs 1602 and charge handle 108 provide feedback to control the charging process.
  • the method 2100 facilitates, via a data connector, specifically the data offload and interlock 512, of the charge handle 108, a transfer of data between the electric aircraft 2400 and an external data system, such as the system controller 202.
  • the data offload and interlock 512 is coupled to an aircraft data link 412 to facilitate the data transfer, as shown in FIG. 4.
  • the data offload and interlock 512 may facilitate a transfer of data between the electric aircraft 2400 and an external data system, such as the system controller 202.
  • the data offload and interlock 512 transmits data like charging parameters, telemetry, and safety information from the aircraft 2400 systems to the system controller 202.
  • the system controller 202 then controls components like the charger 114 and cooling system based on this data to properly manage the charging process.
  • the data offload and interlock 512 also provides a signal to the system controller 202 when the charge handle 108 is properly engaged or disengaged from the charge port 106.
  • the charge handle 108 provides connections for power, data, and coolant flow between the ground support equipment 104 and the aircraft 2400.
  • the components, data, and signals involved in these connections enable automated, high-powered charging and advanced thermal management of the battery systems.
  • FIG. 22 is a flowchart illustrating a method 2200, according to some examples, to operate a charging station, in the example form of the ground support equipment 104.
  • the method 2200 receives, by the ground support equipment 104, a first signal from a charge handle 108 coupled between an electrically powered vehicle, in the example form of the aircraft 2400, and a charging station in the example form of the ground support equipment 104.
  • the first signal indicates that the charge handle 108 is properly engaged with the charge port 106.
  • This first signal is received through the data offload and interlock 512, which provides a signal to the system controller 202 when the charge handle 108 is properly engaged or disengaged from the charge port 106.
  • the data offload and interlock 512 contains a switch that closes when the charge handle 108 is engaged to the charge port 106, sending the first signal to the system controller 202.
  • the system controller 202 then begins a handshaking process with the aircraft 2400, exchanging authentication keys to verify the connection before energizing the systems.
  • the method 2200 initiates, by the ground support equipment 104, one or more battery chargers, for example the power supplies 1610 of the charger 114, and one or more coolant pumps, for example the pumps 302, in response to the first signal to provide power and cooling to the electric aircraft 2400.
  • the system controller 202 coordinates the charging profiles for each battery pack 1602 based on their state of charge and chemistry, for example.
  • the pumps 302 pump chilled coolant from the coolant reservoir 118 to the charge handle 108 at a rate of up to 45 1pm, for example.
  • the system controller 202 sends signals to turn on the charger 114 and pumps 302 after the handshaking process is complete.
  • the charger 114 begins providing power to the electrical connectors 520 at the voltage and current levels specified by the aircraft 2400 for each battery pack 1602.
  • the pumps 302 start circulating chilled coolant from the coolant reservoir 118 to the charge handle 108, which is then provided via the coolant in connector 516 to the aircraft 2400 to begin cooling the battery packs 1602.
  • Temperature sensors in the battery packs 2102 and charge handle 108 may provide feedback to monitor the temperatures during charging.
  • the method 2200 transmits, by the ground support equipment 104, a second signal to the charge handle 108 to start data offload from the electric aircraft 2400.
  • the second signal is transmitted from the system controller 202 to the charge handle 108 through the data offload and interlock 512.
  • the system controller 202 sends the second signal through the data offload and interlock 512 to request data offload from the aircraft 2500aircraft 2900. This initiates the transfer of data like flight profiles, error codes, and telemetry through the data offload and interlock 512 to the system controller 202.
  • the method 2200 receives, by the ground support equipment 104, flight data, telemetry data, and pressure data via the charge handle 108, the flight data, the telemetry data, and the pressure data being in an Ethernet format.
  • the charge handle 108 converts the T1 aircraft data links 412 from the aircraft 2500aircraft 2900 into Ethernet for transmission to the ground support equipment 104.
  • the data includes information like charging parameters, telemetry, system statuses, error codes, flight profiles, and pressure readings from sensors in the charge handle 108 and cooling fluid circulation systems 2504 of the aircraft 2900.
  • the data offload and interlock 512 receives the T1 data via the aircraft data link 412 from the aircraft 2400 systems.
  • the charge handle 108 then converts this data into Ethernet signals, which it transmits to the system controller 202.
  • Pressure data comes from pressure sensors, such as pressure transducers, within the charge handle 108 that monitor the coolant pressure.
  • the system controller 202 logs all data received for each charging session.
  • the method 2200 controls, by a system controller 202 of the ground support equipment 104, the one or more battery chargers, for example the power supplies 1610 of the charger 114, and the one or more coolant pumps, specifically the pumps 302, based at least in part on the pressure data.
  • the system controller 202 adjusts the charger 114 and pumps 302 to maintain proper temperatures and charge rates for the battery packs 1602 based on the pressure data and other feedback. If the pressure data indicates an overpressure condition, the system controller 202 can reduce or stop coolant flow to avoid damage to the aircraft 2400.
  • the system controller 202 monitors the pressure data and other telemetry from the sensors and aircraft 2500aircraft 2900 during charging. If the pressure data shows the coolant pressure rising above a threshold pressures (e.g., 25 PSI), the system controller 202 sends signals to slow or stop the pumps 302 to prevent over pressurization. Once the pressure drops below the threshold pressure (e.g., 25 PSI) again, the pumps 302 reactivate. The system controller 202 can also adjust the charger 114 up or down based on the temperatures reported by the sensors to maintain desired levels for charging. If any data indicates a fault or unsafe condition, the system controller 202 immediately cuts off power and coolant to mitigate risks.
  • a threshold pressures e.g. 25 PSI
  • the ground support equipment 104 receives signals and data from the charge handle 108 to initiate and control charging operations for the electric aircraft 2500aircraft 2900.
  • the system controller 202 activates components like the charger 114 and pumps 302 in response to the first signal indicating the charge handle 108 is engaged. It then receives data including pressure readings from the charge handle 108 to monitor the charging process and make adjustments as needed.
  • the ground support equipment 104 and charge handle 108 work together to enable automated, high-powered charging and advanced thermal management of the battery systems.
  • FIG. 23 is a flowchart illustrating a method 2300, according to some examples, to operate a charging station, in the example form of the ground support equipment 104, having multiple power supplies 1610.
  • the method 2300 activates a charger 114 comprising a plurality of isolated power channels.
  • the charger 114 may include a four channel, 400 kW AC-DC charging cabinet capable of delivering 100 kW per channel. Each channel is, for example, a separate 100 kW power channel connected to a respective one of the four battery packs 1602 on the aircraft 2400.
  • the charger 114 receives AC power from the grid connection 110 and converts it to DC power for charging the aircraft batteries.
  • the charger 114 may provide up to 750 VDC and 130 A of power to charge multiple aircraft concurrently.
  • Each power channel of the charger 114 is isolated to maintain separation between the battery packs 1602. This isolation enhances safety and redundancy. If one battery pack 1602 cannot be charged, the others can still be serviced. [0227]
  • the power channels are controllable based on commands from the aircraft 2400.
  • the aircraft 2500aircraft 2900 specifies a charging profile for each battery pack 1602 including the voltage, current, and duration.
  • the ground support equipment 104 adjusts each power channel to provide the requested charging profile for the associated battery pack 1602,
  • the power channels are bidirectional, allowing them to either charge or discharge the battery packs 1602 When charging, the power channels provide power to the batteries. When discharging, the power channels drain power from the batteries by providing a path to ground.
  • the direction of power flow may be controlled by the aircraft 2400 based on the respective needs of each battery pack 1602 and an overall charging plan of the system controller 202 at the control center 112.
  • the method 2300 connects a respective power channel of the plurality of isolated power channels to a respective isolated battery pack 1602 of a plurality of battery packs 1602 of the aircraft 2400.
  • Two power channels connect to each battery pack 1602 through the high- voltage pin connections in the electrical connectors 520 in the charge handle 108, providing fully isolated and redundant power connections.
  • one power channel fails or cannot charge its associated battery pack 1602, the other can continue servicing that battery pack 1602. This avoids delays in recharging the aircraft 2400 and ensures functioning packs reach full charge.
  • the redundant and isolated power channels provide flexibility in servicing the individual needs of each battery pack 1602and recharging the aircraft 2400 rapidly.
  • the method 2300 controls an output of each power channel of the plurality of isolated power channels to charge the connected isolated battery pack 1602 of the plurality of battery packs 2102 of the aircraft 2400.
  • the system controller 202 controls the output of each power channel based on commands from the aircraft 2400.
  • the aircraft 2400 specifies a charging profile for each battery pack 2102 including the voltage, current, and duration, for example.
  • the system controller 202 adjusts each power channel to provide the requested charging profile for the associated battery pack 1602.
  • the power channels can operate at different levels simultaneously to provide custom charging for each battery pack 1602 based on its needs. Battery packs 1602 that are more depleted can be charged at higher rates, while those closer to full can be charged at lower rates, maximizing the charging for each battery pack 1602 and avoiding overcharging.
  • the power channels make adjustments on the fly based on new commands from the aircraft 2400. As battery packs 2102 approach full charge, the aircraft 2400 may request lower charging rates to avoid overcharging.
  • the power channels can quickly adjust to the new charging profiles for each battery pack 1602 upon request from the aircraft 2400, allowing for precision control and optimization of the charging process.
  • the multiple isolated power channels provide redundancy in case one power channel cannot charge its associated battery pack 1602. With multiple isolated power channels, if one fails, the others can continue servicing the remaining packs. This avoids delays in recharging the aircraft 2400 and ensures all functioning packs reach full charge.
  • the power channels are designed to work together to fully recharge the aircraft 2400 as quickly as possible after each flight by operating simultaneously at commanded levels for each battery pack 2502, reducing total recharge time while maintaining precision control and redundancy.
  • the power channels can operate in either charging or discharging mode as needed for each battery pack 1602. Their ability to quickly switch between charging and discharging based on the aircraft's requests allows for complete management of the battery.
  • FIG. 24 is a plan view of a VTOL aircraft 2400 according to some examples.
  • the aircraft 2400 includes a fuselage 2402, two wings 2404, an empennage 2406, and propulsion systems 2408 embodied as tiltable rotor assemblies 2410 located in nacelles 2412.
  • the aircraft 2400 includes one or more nonlinear and isolated power sources in the example form of battery packs 2502 embodied in FIG. 24 as nacelle battery packs 2414 and wing battery packs 2416.
  • the nacelle battery packs 2414 are located in inboard nacelles 2418, but it will be appreciated that the nacelle battery packs 2414 could be located in other nacelles 2412 forming part of the aircraft 2400.
  • the aircraft 2400 will typically include associated equipment such as an electronic infrastructure, control surfaces, a cooling system, landing gear, and so forth.
  • the wings 2404 function to generate lift to support the aircraft 2400 during forward flight.
  • the wings 2404 can additionally or alternately function to structurally support the battery packs 2502, battery module 2506 and/or propulsion systems 2408 under the influence of various structural stresses (e.g., aerodynamic forces, gravitational forces, propulsive forces, external point loads, distributed loads, and/or body forces, and so forth).
  • FIG. 25 is a schematic view of an aircraft energy storage system 2500 according to some examples.
  • the energy storage system 2500 includes one or more battery packs 2502.
  • Each battery pack 2502 may include one or more battery modules 2506, which in turn may comprise a number of cells 2508.
  • a battery pack 2502 typically associated with a battery pack 2502 are one or more propulsion systems 2408, a battery mate 2510 for connecting it to the energy storage system 2500, a burst membrane 2512 as part of a venting system, a fluid circulation system 2504 for cooling, and power electronics 2514 for regulating delivery of electrical power (from the battery during operation and to the battery during charging) and to provide integration of the battery pack 2502 with the electronic infrastructure of the energy storage system 2500.
  • the propulsion systems 2408 may comprise multiple rotor assemblies.
  • the electronic infrastructure and the power electronics 2514 can additionally or alternately function to integrate the battery packs 2502 into the energy storage system 2500 of the aircraft.
  • the electronic infrastructure can include a Battery Management System (BMS), power electronics (HV architecture, power components, and so forth), LV architecture (e.g., vehicle wire harness, data connections, and so forth), and/or any other suitable components.
  • BMS Battery Management System
  • HV architecture power electronics
  • LV architecture e.g., vehicle wire harness, data connections, and so forth
  • the electronic infrastructure can include inter-module electrical connections, which can transmit power and/or data between battery packs and/or modules.
  • Inter-modules can include bulkhead connections, bus bars, wire harnessing, and/or any other suitable components.
  • the battery packs 2502 function to store electrochemical energy in a rechargeable manner for supply to the propulsion systems 2408.
  • Battery packs 2502 can be arranged and/or distributed about the aircraft in any suitable manner. Battery packs can be arranged within wings (e.g., inside of an airfoil cavity), inside nacelles, and/or in any other suitable location on the aircraft.
  • the energy storage system 2500 includes a first battery pack within an inboard portion of a left wing and a second battery pack within an inboard portion of a right wing.
  • the system includes a first battery pack within an inboard nacelle of a left wing and a second battery pack within an inboard nacelle of a right wing.
  • Battery packs 2502 may include a plurality of battery modules 2506.
  • the energy storage system 2500 includes a cooling system (e.g., fluid circulation system 2504) that functions to circulate a working fluid within the battery pack 2502 to remove heat generated by the battery pack 2502 during operation or charging.
  • Battery cells 2508, battery module 2506 and/or battery packs 2502 can be fluidly connected by the cooling system in series and/or parallel in any suitable manner.
  • FIG. 26 illustrates an electrical architecture 2602 for the aircraft 2604.
  • the electrical architecture 2602 includes the energy storage system 2606, multiple flight devices 2608, multiple flight computers 2610, and a distribution network 2612.
  • Network 2612 includes a number of switches 2614 and appropriate wired or wireless data-transmission links within the network 2612 and with the other components of the electrical architecture 2602.
  • the electrical architecture 2602 functions to provide redundant and fault-tolerant power and data connections between the flight device 2608, flight computer 2610 and the energy storage system 2606.
  • the flight devices 2608 can include any components related to aircraft flight, including for example actuators and control surfaces, such as ailerons, flaps, rudder fins, landing gear, sensors (e.g., kinematics sensors, such as IMUs; optical sensors, such as cameras; acoustic sensors, such as microphones and radar; temperature sensors; altimeters; pressure sensors; and/or any other suitable sensor), cabin systems, and so forth.
  • actuators and control surfaces such as ailerons, flaps, rudder fins, landing gear
  • sensors e.g., kinematics sensors, such as IMUs; optical sensors, such as cameras; acoustic sensors, such as microphones and radar; temperature sensors; altimeters; pressure sensors; and/or any other suitable sensor
  • Flight computers 2610 control the overall functioning of the aircraft 2604, including interpreting and transforming flight data into commands that can be transmitted to and interpreted by controllable flight components.
  • Data may be commands, aircraft state information, and/or any other appropriate data.
  • Aircraft state information may include faults (fault indicator, fault status, fault status information, etc.); sensor readings or information collected by flight components such as speed, altitude, pressure, GPS information, acceleration, user control inputs (e.g., from a pilot or operator), measured motor RPM, radar, images, or other sensor data; component status (e.g., motor controller outputs, sensor status, on/off, etc.), energy storage system 2606 state information (battery pack voltage, level of charge, temperature and so forth) ; and/or any other appropriate information.
  • faults fault indicator, fault status, fault status information, etc.
  • sensor readings or information collected by flight components such as speed, altitude, pressure, GPS information, acceleration, user control inputs (e.g., from a pilot or operator), measured motor R
  • Commands may include faults (fault indicator, fault status, fault status information, etc.); control commands (e.g., commanding rotor RPM (or other related parameters such as torque, power, thrust, lift, etc.), data to be stored, commanding a wireless transmission, commanding display output, etc.); and/or any other appropriate information.
  • I/O components 2802 included with the flight computers 2610 are I/O components 2802 (see FIG. 28) used to receive input from and provide output to a pilot or other operator.
  • I/O components 2802 may for example include a joystick, inceptor, or other flight control input device, data entry devices such as keyboards and touch-input devices, and one or more display screens for providing flight and other information to the pilot or other operator.
  • One or more of the flight computers 2610 also perform the methods described below for determining the capabilities of the energy storage system 2606, based on data received from the I/O components 2802, data entered by the pilot, data retrieved from one or more remote servers such as the data repository 2702 described below, as well as aircraft and battery state information.
  • FIG. 27 illustrates a computing environment 2700 associated with an aviation transport network according to some examples.
  • the computing environment 2700 includes ground support equipment 104 sites, a transport network planning system 2704, a transport services coordination system 2706, a set of aircraft 2708, a node management system 2710 and a set of client devices 2712, all connected via a network 2612.
  • the computing environment 2700 contains different and/or additional elements.
  • the functions may be distributed among the elements in a different manner than described.
  • the node management systems 2710 may be omitted, with information about the nodes stored and updated at the transport network planning system 3204.
  • the transport network planning system 2704 assists in the planning and design of the transport network.
  • the transport network planning system 2704 estimates demand for transport services, suggests locations for transportation nodes to help meet that demand, and simulates the flow of riders and aircraft 2708 between the nodes to assist in network planning.
  • the transport services coordination system 2706 coordinates transport services once a set of transportation nodes are operational.
  • the transport services coordination system 2706 pairs users who request transport services (riders) with specific aircraft 2708.
  • the transport services coordination system 2706 may also interact with ground-based transportation to coordinate travel services.
  • the transport services coordination system 2706 may be an extension of an existing transport services coordinator, such as a ridesharing service.
  • the aircraft 2708 are vehicles that fly between nodes (each providing ground support equipment 104) in the transport network.
  • An aircraft 2708 may be controlled by a human pilot (inside the vehicle or on the ground) or it may be autonomous.
  • the aircraft 2708 is an aircraft 2400.
  • the various components of the computing environment 2700 will be described with reference to this example.
  • helicopters other types of aircraft may be used, such as helicopters, planes that takeoff at angles other than vertical, and the like.
  • An aircraft 2708 may include an electrical architecture 2602 that communicates status information (e.g., via the network 2714) to other elements of the computing environment 2700.
  • the status information may include current location, current battery charge, potential component failures, and the like.
  • the electrical architecture 2602 of the aircraft 2708 may also receive information, such as routing information, weather information, and energy availability at nodes where the aircraft is scheduled to be, or currently is, located (e.g., a number of kilowatts that may be drawn from the power grid at a node).
  • a node management system 2710 provides functionality at a node in the transport network.
  • a node is a location at which aircraft are intended to land and takeoff.
  • a node in a central location with a large amount of rider throughput might include sufficient infrastructure for sixteen (or more) aircraft 2708 to simultaneously (or almost simultaneously) take off or land.
  • such a node might include multiple charging stations for recharging battery-powered aircraft 2708.
  • a node located in a sparely populated suburb might include infrastructure for a single aircraft 2708 and have no charging station.
  • the node management system 2710 may be located at the node or remotely and be connected via the network 2714. In the latter case, a single node management system 2710 may serve multiple nodes.
  • a node management system 2710 monitors the status of equipment at the node and reports to the transport network planning system 2704. For example, if there is a fault in a charging station, the node management system 2710 may automatically report that it is unavailable for charging aircraft 2708 and request maintenance or a replacement. The node management system 2710 may also control equipment at the node. For example, in some examples, a node includes one or more launch pads that may move from a takeoff/landing position to embarking/disembarking position. The node management system 2710 may control the movement of the launch pad (e.g., in response to instructions received from transport services coordination system 2706 and/or an aircraft 2708).
  • the client devices 2712 are computing devices with which users may arrange transport services within the transport network.
  • the client devices 2712 are mobile devices (e.g., smartphones, tablets, and so forth) running an application for arranging transport services.
  • a user provides a pickup location and destination within the application and the client device 2712 sends a request for transport services to the transport services coordination system 2706.
  • the user may provide a destination and the pickup location is determined based on the user's current location (e.g., as determined from GPS data for the client device 2712).
  • the transport services coordination system 2706 determines how to service transport requests.
  • a transport request can be serviced by a combination of ground-based and aerial transportation.
  • the transport services coordination system 2706 sends information about how the request will be serviced to the user's client device (e.g., what vehicle the user should get into, directions on where to walk, if necessary, and so forth).
  • the data repository 2702 includes one or more servers that may or may not be hosted by the provider of the aviation transport network.
  • the data repository 2702 provides information that can be used by the other components of the computing environment 2700, such as weather information at the nodes (barometric pressure, dew point, air temperature, wind direction), geographical information about nodes (elevation, longitude/latitude and so forth) that can be used by the transport network planning system 2704 or the aircraft 2708 for trip planning and for use in determining the capabilities of the energy storage system 2606 as described in more detail below.
  • the data repository 2702 can be a weather service provider, a provider of mapping or other geographic information, and so forth.
  • the data repository 2702 may also be hosted as part of, or distributed between, other components of the computing environment 2700, such as the transport services coordination system 2706 and the node management system 2710.
  • the network 2714 provides the communication channels via which the other elements of the networked computing environment 2700 communicate.
  • the network 2714 can include any combination of local area and/or wide area networks, using both wired and/or wireless communication systems.
  • FIG. 28 shows a diagrammatic representation of the machine 2800 in the example form of a computer system (e.g., the system controller 202, the control center 112, the GSE controller 1608, the flight computer 2610) within which instructions 2804 (e.g., software, a program, an application, an applet, an app, or other executable code) for causing the machine 2800 to perform any one or more of the methodologies discussed herein may be executed.
  • the instructions 2804 may transform the general, non-programmed machine 2800 into a particular machine 2800 programmed to carry out the described and illustrated functions in the manner described.
  • the machine 2800 operates as a standalone device or may be coupled (e.g., networked) to other machines.
  • the machine 2800 may operate in the capacity of a server machine or a client machine in a server-client network environment, or as a peer machine in a peer-to-peer (or distributed) network environment.
  • the machine 2800 may comprise, but not be limited to, a server computer, a client computer, a personal computer (PC), a tablet computer, a laptop computer, a netbook, a set-top box (STB), a PDA, an entertainment media system, a cellular telephone, a smart phone, a mobile device, a wearable device (e.g., a smart watch), a smart home device (e.g., a smart appliance), other smart devices, a web appliance, a network router, a network switch, a network bridge, or any machine capable of executing the instructions 2804, sequentially or otherwise, that specify actions to be taken by the machine 2800.
  • the term “machine” shall also be taken to include a collection of machines 2
  • the machine 2800 may include processors 2806, memory 2808, and I/O components 2802, which may be configured to communicate with each other such as via a bus 2810.
  • the processors 2806 e.g., a Central Processing Unit (CPU), a Reduced Instruction Set Computing (RISC) processor, a Complex Instruction Set Computing (CISC) processor, a Graphics Processing Unit (GPU), a Digital Signal Processor (DSP), an ASIC, a Radio-Frequency Integrated Circuit (RFIC), another processor, or any suitable combination thereof
  • the processors 2806 may include, for example, a processor 2812 and a processor 2814 that may execute the instructions 2804.
  • processor is intended to include multi-core processors that may comprise two or more independent processors (sometimes referred to as “cores”) that may execute instructions contemporaneously.
  • FIG. 28 shows multiple processors 2806, the machine 2800 may include a single processor with a single core, a single processor with multiple cores (e.g., a multi-core processor), multiple processors with a single core, multiple processors with multiples cores, or any combination thereof.
  • the memory 2808 may include a main memory 2816, a static memory 2818, and a storage unit 2820, both accessible to the processors 2806 such as via the bus 2810.
  • the main memory 2808, the static memory 2818, and storage unit 2820 store the instructions 2804 embodying any one or more of the methodologies or functions described herein.
  • the instructions 2804 may also reside, completely or partially, within the main memory 2816, within the static memory 2818, within machine-readable medium 2822 within the storage unit 2820, within at least one of the processors 2806 (e.g., within the processor’s cache memory), or any suitable combination thereof, during execution thereof by the machine 2800.
  • the I/O components 2802 may include a wide variety of components to receive input, provide output, produce output, transmit information, exchange information, capture measurements, and so on.
  • the specific I/O components 2802 that are included in a particular machine will depend on the type of machine. For example, portable machines such as mobile phones will likely include a touch input device or other such input mechanisms, while a headless server machine will likely not include such a touch input device. It will be appreciated that the I/O components 2802 may include many other components that are not shown in FIG. 28.
  • the I/O components 2802 are grouped according to functionality merely for simplifying the following discussion and the grouping is in no way limiting. In various examples, the I/O components 2802 may include output components 2824 and input components 2826.
  • the output components 2824 may include visual components (e.g., a display such as a plasma display panel (PDP), a light emitting diode (LED) display, a liquid crystal display (LCD), a projector, or a cathode ray tube (CRT)), acoustic components (e.g., speakers), haptic components (e.g., a vibratory motor, resistance mechanisms), other signal generators, and so forth.
  • a display such as a plasma display panel (PDP), a light emitting diode (LED) display, a liquid crystal display (LCD), a projector, or a cathode ray tube (CRT)
  • acoustic components e.g., speakers
  • haptic components e.g., a vibratory motor, resistance mechanisms
  • the input components 2826 may include alphanumeric input components (e.g., a keyboard, a touch screen configured to receive alphanumeric input, a photo-optical keyboard, or other alphanumeric input components), point-based input components (e.g., a mouse, a touchpad, a trackball, a joystick, a motion sensor, or another pointing instrument), tactile input components (e.g., a physical button, a touch screen that provides location and/or force of touches or touch gestures, or other tactile input components), audio input components (e.g., a microphone), and the like.
  • alphanumeric input components e.g., a keyboard, a touch screen configured to receive alphanumeric input, a photo-optical keyboard, or other alphanumeric input components
  • point-based input components e.g., a mouse, a touchpad, a trackball, a joystick, a motion sensor, or another pointing instrument
  • tactile input components e.g., a physical button,
  • the I/O components 2802 may include biometric components 2828, motion components 2830, environmental components 2832, or position components 2834, among a wide array of other components.
  • the biometric components 2828 may include components to detect expressions (e.g., hand expressions, facial expressions, vocal expressions, body gestures, or eye tracking), measure biosignals (e.g., blood pressure, heart rate, body temperature, perspiration, or brain waves), identify a person (e.g., voice identification, retinal identification, facial identification, fingerprint identification, or electroencephalogram-based identification), and the like.
  • the motion components 2830 may include acceleration sensor components (e.g., accelerometer), gravitation sensor components, rotation sensor components (e.g., gyroscope), and so forth.
  • the environmental components 2832 may include, for example, illumination sensor components (e.g., photometer), temperature sensor components (e.g., one or more thermometers that detect ambient temperature), humidity sensor components, pressure sensor components (e.g., barometer), acoustic sensor components (e.g., one or more microphones that detect background noise), proximity sensor components (e.g., infrared sensors that detect nearby objects), gas sensors (e.g., gas detection sensors to detection concentrations of hazardous gases for safety or to measure pollutants in the atmosphere), or other components that may provide indications, measurements, or signals corresponding to a surrounding physical environment.
  • illumination sensor components e.g., photometer
  • temperature sensor components e.g., one or more thermometers that detect ambient temperature
  • humidity sensor components e.g., pressure sensor components (e.g., barometer)
  • the position components 2834 may include location sensor components (e.g., a GPS receiver component), altitude sensor components (e.g., altimeters or barometers that detect air pressure from which altitude may be derived), orientation sensor components (e.g., magnetometers), and the like.
  • location sensor components e.g., a GPS receiver component
  • altitude sensor components e.g., altimeters or barometers that detect air pressure from which altitude may be derived
  • orientation sensor components e.g., magnetometers
  • the I/O components 2802 may include communication components 2836 operable to couple the machine 2800 to a network 2838 or devices 2840 via a coupling 2842 and a coupling 2844, respectively.
  • the communication components 2836 may include a network interface component or another suitable device to interface with the network 2838.
  • the communication components 2836 may include wired communication components, wireless communication components, cellular communication components, Near Field Communication (NFC) components, Bluetooth® components (e.g., Bluetooth® Low Energy), Wi-Fi® components, and other communication components to provide communication via other modalities.
  • the devices 2840 may be another machine or any of a wide variety of peripheral devices (e.g., a peripheral device coupled via a USB).
  • the communication components 2836 may detect identifiers or include components operable to detect identifiers.
  • the communication components 2836 may include Radio Frequency Identification (RFID) tag reader components, NFC smart tag detection components, optical reader components (e.g., an optical sensor to detect onedimensional bar codes such as Universal Product Code (UPC) bar code, multi-dimensional bar codes such as Quick Response (QR) code, Aztec code, Data Matrix, Dataglyph, MaxiCode, PDF417, Ultra Code, UCC RSS-2D bar code, and other optical codes), or acoustic detection components (e.g., microphones to identify tagged audio signals).
  • RFID Radio Frequency Identification
  • NFC smart tag detection components e.g., an optical sensor to detect onedimensional bar codes such as Universal Product Code (UPC) bar code, multi-dimensional bar codes such as Quick Response (QR) code, Aztec code, Data Matrix, Dataglyph, MaxiCode, PDF417, Ultra Code, UCC RSS-2D bar code, and other optical codes
  • IP Internet Protocol
  • Wi-Fi® Wireless Fidelity
  • NFC beacon a variety of information may be derived via the communication components 2836, such as location via Internet Protocol (IP) geolocation, location via Wi-Fi® signal triangulation, location via detecting an NFC beacon signal that may indicate a particular location, and so forth.
  • IP Internet Protocol
  • Wi-Fi® Wireless Fidelity
  • NFC beacon a variety of information may be derived via the communication components 2836, such as location via Internet Protocol (IP) geolocation, location via Wi-Fi® signal triangulation, location via detecting an NFC beacon signal that may indicate a particular location, and so forth.
  • the various memories i.e., memory 2808, main memory 2816, static memory 2818, and/or memory of the processors 2806) and/or storage unit 2820 may store one or more sets of instructions and data structures (e.g., software) embodying or utilized by any one or more of the methodologies or functions described herein. These instructions (e.g., the instructions 2804), when executed by processors 2806, cause various operations to implement the disclosed examples.
  • machine-storage medium means the same thing and may be used interchangeably in this disclosure.
  • the terms refer to a single or multiple storage devices and/or media (e.g., a centralized or distributed database, and/or associated caches and servers) that store executable instructions and/or data.
  • the terms shall accordingly be taken to include, but not be limited to, solid-state memories, and optical and magnetic media, including memory internal or external to processors.
  • machine-storage media includes non-volatile memory, including by way of example semiconductor memory devices, e.g., erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), FPGA, and flash memory devices; magnetic disks such as internal hard disks and removable disks; magneto-optical disks; and CD- ROM and DVD-ROM disks.
  • semiconductor memory devices e.g., erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), FPGA, and flash memory devices
  • magnetic disks such as internal hard disks and removable disks
  • magneto-optical disks magneto-optical disks
  • CD-ROM and DVD-ROM disks CD-ROM and DVD-ROM disks.
  • one or more portions of the network 2838 may be an ad hoc network, an intranet, an extranet, a VPN, a LAN, a WLAN, a WAN, a WWAN, a MAN, the Internet, a portion of the Internet, a portion of the PSTN, a plain old telephone service (POTS) network, a cellular telephone network, a wireless network, a Wi-Fi® network, another type of network, or a combination of two or more such networks.
  • POTS plain old telephone service
  • the network 2838 or a portion of the network 2838 may include a wireless or cellular network
  • the coupling 2842 may be a Code Division Multiple Access (CDMA) connection, a Global System for Mobile communications (GSM) connection, or another type of cellular or wireless coupling.
  • CDMA Code Division Multiple Access
  • GSM Global System for Mobile communications
  • the coupling 2842 may implement any of a variety of types of data transfer technology, such as Single Carrier Radio Transmission Technology (IxRTT), Evolution-Data Optimized (EVDO) technology, General Packet Radio Service (GPRS) technology, Enhanced Data rates for GSM Evolution (EDGE) technology, third Generation Partnership Project (3 GPP) including 3G, fourth generation wireless (4G) networks, Universal Mobile Telecommunications System (UMTS), High Speed Packet Access (HSPA), Worldwide Interoperability for Microwave Access (WiMAX), Long Term Evolution (LTE) standard, others defined by various standard- setting organizations, other long range protocols, or other data transfer technology.
  • IxRTT Single Carrier Radio Transmission Technology
  • EVDO Evolution-Data Optimized
  • GPRS General Packet Radio Service
  • EDGE Enhanced Data rates for GSM Evolution
  • 3 GPP Third Generation Partnership Project
  • 4G fourth generation wireless (4G) networks
  • Universal Mobile Telecommunications System (UMTS) Universal Mobile Telecommunications System
  • HSPA High Speed Packet Access
  • the instructions 2804 may be transmitted or received over the network 2838 using a transmission medium via a network interface device (e.g., a network interface component included in the communication components 2836) and utilizing any one of a number of well-known transfer protocols (e.g., hypertext transfer protocol (HTTP)).
  • a network interface device e.g., a network interface component included in the communication components 2836
  • HTTP hypertext transfer protocol
  • the instructions 2804 may be transmitted or received using a transmission medium via the coupling 2844 (e.g., a peer-to-peer coupling) to the devices 2840.
  • the terms “transmission medium” and “signal medium” mean the same thing and may be used interchangeably in this disclosure.
  • transmission medium and “signal medium” shall be taken to include any intangible medium that is capable of storing, encoding, or carrying the instructions 2804 for execution by the machine 2800, and includes digital or analog communications signals or other intangible media to facilitate communication of such software.
  • transmission medium and “signal medium” shall be taken to include any form of modulated data signal, carrier wave, and so forth.
  • modulated data signal means a signal that has one or more of its characteristics set or changed in such a matter as to encode information in the signal.
  • machine-readable medium means the same thing and may be used interchangeably in this disclosure.
  • the terms are defined to include both machine-storage media and transmission media.
  • the terms include both storage devices/media and carrier waves/modulated data signals.
  • security particularly cybersecurity
  • security features may include:
  • One-Way Data Connections he electric aircraft charging environment 102, in some examples, implements one-way data connections by only allowing data to flow from the aircraft 2400 to the charging system, and not in the reverse direction.
  • the aircraft data link 412 is coupled to the data offload and interlock 512 of the charge handle 108, and includes two ethernet cables, a 1000BASE-T and a 100BASE-T cable. These data connections are physically isolated from any external networks to prevent unauthorized access.
  • the data connections may be implemented using copper wires or optical fiber cables to prevent electromagnetic interference.
  • Authentication and Encryption Authentication and encryption of data transmitted between the aircraft 2400 and ground support equipment 104 is implemented using the aircraft data link 412. This secures sensitive battery, flight and aircraft data from unauthorized access or eavesdropping. Data is encrypted using a 256-bit AES algorithm before being transmitted between the aircraft 2400, the charge handles 108 and charging systems of the ground support equipment 104 Both the aircraft 2400 and charging systems provide authentication keys that match in order to establish a data connection. These keys are provided to authorized personnel only.
  • Physical Isolation Physical: Physical isolation of the charging systems networks is, in some examples, achieved by not allowing any external network connections.
  • System components are connected over isolated local data networks, using components like the aircraft data link 412.
  • the local data networks are located in a secured facility with restricted access.
  • Network equipment including switches, routers, and cabling, is shielded and grounded to prevent electromagnetic interference or tampering. Strict access control procedures are enforced for all personnel accessing the secured facility.
  • Secured components including charging system computers (e.g., of the system controller 202), data storage devices, networking equipment and other components within the electric aircraft charging environment 102 have strong access controls and protections such as encryption to prevent unauthorized access. Access is limited to authorized personnel with the necessary security clearances. Secured components may be located within the secured facility. Data on storage devices is encrypted and access may be controlled using multifactor authentication including ID cards and biometrics. Audits of access and activity are logged for secured components.
  • Monitoring and Auditing Monitoring and auditing of the charging system networks of the electric aircraft charging environment 102 may be performed to detect any unauthorized access or tampering.
  • the control center 112 may coordinate charging operations and monitor the ground support equipment 104 systems. Audit logs track access and changes to system data and components so any issues can be identified and addressed quickly.
  • Network monitoring systems track network activity and traffic for signs of intrusion or unauthorized access.
  • Motion sensors, video cameras, and entry/exit logging provide monitoring of the physical secured facility of the ground support equipment 104. Unauthorized physical or network access triggers alerts to security personnel.
  • Limited Functionality and Access Limited functionality and access of the charging systems of the ground support equipment 104 includes only providing functionality and access required for charging operations. Unnecessary network connections, software, and access paths that could represent vulnerabilities may be avoided.
  • the charging system computers may further run a customized minimal operating system with essential programs and drivers required for charging operations. Unneeded network ports, accounts, and services are disabled. Role-based access controls restrict users and applications to only the data and system functionality necessary for their roles. Strict change control procedures govern any changes made to the charging system software, configurations or hardware.
  • Redundancy Redundancy: Redundancy of charging system data networks and components seeks to remove single points of failure that could be targeted in cyber-attacks. This may include redundant data connections, storage, and networking equipment. The local data networks may be implemented using redundant network switches and cabling paths. Critical data is backed up to redundant storage devices in case of failure. Redundant power supplies and power distribution units provide backup power to all charging system components. Redundant monitoring, security and network equipment help ensure continued operation even if any single component fails or is compromised. Seamless failover and fallback mechanisms deploy backup components as needed while alerting personnel to any failures.
  • ground support equipment 104 seeks to eliminate single points of failure that could impact security or operations. By building redundancy and isolation into the system, the risk of disruption from cyber-attacks, technical failures or unauthorized access can be minimized. Together with stringent security procedures and controls, the ground support equipment 104 is able to maintain high levels of data and system security as required for safe operation.
  • Example 1 is a charge handle for an electric vehicle, the charge handle comprising: a housing; a core movably accommodated within the housing, the core having a plurality of connectors to operatively engage with a charge port of the electric vehicle; a drive mechanism configured to move the core between a disengaged position and an engaged position relative to the housing; and a latching mechanism configured to secure the housing to the electric vehicle when the core is in the engaged position and to enable release of the charge handle from the electric vehicle when the core is in the disengaged position.
  • Example 2 the subject matter of Example 1 includes, wherein the plurality of connectors comprises fluid connectors, electrical connectors, and a data connector.
  • Example 3 the subject matter of Example 2 includes, wherein the fluid connectors comprise a coolant in connector and a coolant out connector configured to facilitate circulation of a chilled coolant fluid from a coolant reservoir through the charge handle and into a fluid circulation system of the electric vehicle to thermally manage battery packs of the electric vehicle during charging.
  • the fluid connectors comprise a coolant in connector and a coolant out connector configured to facilitate circulation of a chilled coolant fluid from a coolant reservoir through the charge handle and into a fluid circulation system of the electric vehicle to thermally manage battery packs of the electric vehicle during charging.
  • Example 4 the subject matter of Examples 2-3 includes, wherein the electrical connectors comprise first and second high-voltage connectors configured to facilitate charging of respective first and second isolated battery packs of the electric vehicle.
  • Example 5 the subject matter of Examples 2-4 includes, wherein the data connector comprises a data offload and interlock connector configured to facilitate transfer of battery charging data, aircraft telemetry data, and flight data between the electric vehicle and an external controller.
  • the drive mechanism comprises: a helical cam having a cam drive slot defined therein; and a cam follower connected to the core and engaged with the cam drive slot such that rotation of the helical cam moves the core axially between the engaged position and the disengaged position.
  • Example 7 the subject matter of Example 6 includes, wherein the helical cam includes a cam lobe configured to engage the latching mechanism when the core is in the disengaged position to release the latching mechanism from the charge port.
  • Example 8 the subject matter of Examples 1-7 includes, wherein the latching mechanism comprises one or more pivotable latch arms having a latch tongue to engage with the charge port of the electric vehicle.
  • Example 9 the subject matter of Example 8 includes, wherein the one or more pivotable latch arms is biased to a locked position when the core is in the engaged position.
  • Example 10 the subject matter of Examples 1-9 includes, visual indicators identifying a position of the core relative to the housing.
  • Example 11 the subject matter of Examples 1-10 includes, a control circuitry configured to convert data links.
  • Example 12 the subject matter of Examples 1-11 includes, a pressure relief valve in fluid communication with a coolant in channel of the core, wherein the pressure relief valve is configured to open and relieve coolant pressure into a coolant out channel based on pressure in the coolant in channel exceeds a threshold.
  • Example 13 the subject matter of Examples 2-12 includes, wherein the plurality of connectors is configured to facilitate sequenced engagement with respective connectors of the plurality of connectors with the electric vehicle.
  • Example 14 the subject matter of Example 13 includes, wherein the sequenced engagement begins with a grounding connector followed by fluid, electrical, and data connections.
  • Example 15 the subject matter of Example 14 includes, wherein the plurality of connectors is configured with different lengths to facilitate the sequenced engagement with respective connectors of the charge port in an order of: the grounding connector having a first length, the fluid connectors having a second length longer than the first length, the electrical connectors having a third length longer than the second length, and the data connector having a fourth length longer than the third length.
  • Example 16 the subject matter of Examples 1-15 includes, a wheel handle connected to the drive mechanism to operate the drive mechanism and enable user control of a core position within the housing.
  • Example 17 the subject matter of Example 16 includes, wherein the drive mechanism converts rotation of the wheel handle into linear motion of the core.
  • Example 18 the subject matter of Examples 16-17 includes, a locking mechanism on the wheel handle configured to prevent rotation of the wheel handle when the core is in the engaged or disengaged positions.
  • Example 19 the subject matter of Examples 1-18 includes, one or more pressure sensors configured to generate pressure data indicating a pressure of a coolant fluid within the charge handle, wherein the pressure data is transmitted to an external controller that controls coolant flow based on the pressure data.
  • Example 20 the subject matter of Examples 1-19 includes, a proximal end configured to be coupled to a hose and cable bundle, wherein the proximal end includes coolant in and coolant out spigots for coupling fluid conduits of the hose and cable bundle to coolant in and coolant out channels of the core of the charge handle.
  • Example 21 is at least one machine-readable medium including instructions that, when executed by processing circuitry, cause the processing circuitry to perform operations to implement of any of Examples 1-20.
  • Example 22 is an apparatus comprising means to implement of any of Examples 1-20.
  • Example 23 is a system to implement of any of Examples 1-20.
  • Example 24 is a method to implement of any of Examples 1-20.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Une poignée de charge, selon certains exemples, pour charger électriquement un véhicule électrique comprend un boîtier et un noyau mobile avec des connecteurs de fluide, électriques et de données qui viennent en prise avec un port de charge sur le véhicule. Un mécanisme d'entraînement déplace le noyau entre des positions désengagée et engagée par rapport au boîtier pour étendre ou rétracter les connecteurs. Un mécanisme de verrouillage fixe le boîtier au véhicule lorsqu'il est en prise et libère la poignée lorsqu'il est désengagé. Les connecteurs de fluide fournissent une circulation de fluide de refroidissement, les connecteurs électriques délivrent un courant de charge, et le connecteur de données permet la communication. La mise en prise et le désengagement séquencés des connecteurs par le mécanisme d'entraînement assure une connexion sûre sous charge. Le mécanisme de verrouillage permet des forces de mise en prise autonomes sans pousser sur des composants de carrosserie de véhicule. La poignée de charge fournit une interface physique sûre et fiable entre des ports de charge de véhicule électrique et un équipement de charge externe par gestion de connexions électriques, de fluide et de données à haute puissance.
PCT/US2023/073191 2022-08-31 2023-08-30 Poignée de charge pour véhicules à alimentation électrique WO2024050438A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US202263374233P 2022-08-31 2022-08-31
US63/374,233 2022-08-31
US18/458,058 2023-08-29
US18/458,058 US20240075829A1 (en) 2022-08-31 2023-08-29 Charge handle for electrically-powered aircraft

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003118671A (ja) * 2001-08-09 2003-04-23 Sumitomo Wiring Syst Ltd 電動小型車両の充電システム
US20170349055A1 (en) * 2014-12-22 2017-12-07 Robert Bosch Gmbh Apparatus and method for electrically connecting a charging station to a charging socket of a vehicle
US20190341661A1 (en) * 2018-05-07 2019-11-07 Chargepoint, Inc. Electric Vehicle Charging System

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003118671A (ja) * 2001-08-09 2003-04-23 Sumitomo Wiring Syst Ltd 電動小型車両の充電システム
US20170349055A1 (en) * 2014-12-22 2017-12-07 Robert Bosch Gmbh Apparatus and method for electrically connecting a charging station to a charging socket of a vehicle
US20190341661A1 (en) * 2018-05-07 2019-11-07 Chargepoint, Inc. Electric Vehicle Charging System

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