CHARGE HANDLE FOR ELECTRICALLY-POWERED AIRCRAFT

A charge handle, according to some examples, for electrically charging an electric vehicle comprises a housing and a movable core with fluid, electrical, and data connectors that engage with a charge port on the vehicle. A drive mechanism moves the core between disengaged and engaged positions relative to the housing to extend or retract the connectors. A latching mechanism secures the housing to the vehicle when engaged and releases the handle when disengaged. The fluid connectors provide cooling fluid circulation, the electrical connectors deliver charging current, and the data connector enables communication. The sequenced engagement and disengagement of the connectors by the drive mechanism ensures safe connection under load. The latching mechanism allows self-contained engagement forces without pushing on vehicle body components. The charge handle provides a safe, reliable physical interface between electric vehicle charge ports and external charging equipment by managing high-power electrical, fluid, and data connections.

BACKGROUND

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.

In addition, it is advantageous to charge the battery quickly and efficiently, which must be balanced against the heat generated within the battery by such charging processes. These challenges are compounded in contexts where the electric vehicle system includes relatively large batteries, and the design is subject to stringent constraints on weight, complexity, and/or safety, such as aviation.

DETAILED DESCRIPTION

Introduction

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.

While the examples described herein focus on a specific type of electric vehicle, namely an electric vertical take-off and landing (eVTOL) aircraft, 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 following description details example systems and methods for managing the battery systems of an all-electric eVTOL aircraft during ground charging operations. 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.

Further, and as noted above, 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.

Further, 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 fast-charging 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. For example, electric vertical take-off and landing (eVTOL) aircraft benefit from redundant and isolated propulsion and energy storage systems to ensure safe operations in the event of any single system failure. 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.

As noted above, electric aircraft may require high-power, fast-charging battery systems to enable efficient operations. However, the battery packs' high charge and discharge rates also generate significant amounts of heat that may need to be adequately dissipated to ensure safe and efficient charging. Without adequate thermal management during charging, battery temperatures can rise to unsafe levels, reducing performance, accelerating degradation, and potentially resulting in thermal runaway.

Ground-based cooling systems may supplement aircraft on-board thermal management during charging when heat generation rates are highest. In some examples, 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.

Before the start of 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.

Turning to security within the context of ground-based support equipment, data connections, data connections between charging systems and aircraft may present cybersecurity risks. During charging, connections between aircraft data networks and ground charging equipment are established for functions such as sending charge control commands, monitoring battery state of charge and health, and downloading flight data. These connections represent potential vulnerabilities where malicious actors could gain unauthorized access to aircraft systems if charging data networks are not adequately secured. Various security measures are described below that seek to address these security concerns,

Ground Support Equipment (GSE)/Charging Station

FIG.1is a diagrammatic representation of an electric aircraft charging environment102, according to some examples, comprising an electrically powered vehicle in the form of an aircraft2400that is coupled for charging from or discharging to electric vehicle supply equipment (EVSE) in the form of ground support equipment104. The aircraft2400may, in some examples, be an eVTOL (electric vertical takeoff and landing) aircraft2400for which further details are provided inFIG.24. The aircraft2400is equipped with one, two or more charge ports106to facilitate charge and discharge of any number of battery packs2502of the aircraft2400. For example, a single charge port might be used to charge two, three, four or even more isolated battery packs. The charge ports106on the aircraft2400allow it to connect via charge handles108to the ground support equipment104for conditioning/charging/discharging and cooling its batteries. Liquid cooling is integrated into both the charge ports106and the charge handles108to speed up the charging and discharging process so the aircraft2400can complete more flights.

The charge handles108serve as the interface between the ground support equipment104and the aircraft2400. The charge handles108contain connectors to mate with the charge ports106on the aircraft2400, providing the DC power, coolant loop, and data connections. The charge handles108contain an interlock to ensure proper connection before energizing the DC power or coolant. The interlock functionally ensures that a charge handle108is not removed or tampered with while the ground support equipment104is 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 handle108and the aircraft2400, in contrast to merely using the coolant to cool a charge handle108during 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 aircraft2400. Coolant sharing may enable sufficient cooling of battery packs (e.g., battery packs1602/battery packs2502) 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 aircraft2400. A further potential benefit is that the internal cooling system of the electric aircraft2400may be smaller in size and accordingly, in conjunction with the reduced amount of coolant that would otherwise be to be carried by an electric aircraft2400, is effective in reducing the overall weight of the electric aircraft2400. Thus, the ground support equipment104provides a coolant loop through the charge handles108, which connects to the internal cooling system of the aircraft2400. Sharing the coolant between the ground support equipment104and the aircraft2400reduces the amount of coolant the aircraft2400needs 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.

In order to allow the aircraft to go through a full flight profile without overheating, the battery packs2502of the aircraft2400may be cold soaked before takeoff, and towards the end of a charging cycle. The cold soaking process seeks to cool the battery packs2502to an ambient temperature. The aircraft2400then takes off and uses the coolant fluid as a thermal mass to sink heat into, through flow of the coolant fluid.

The ground support equipment104is electrically coupled by a grid connection110to electrical power grid, and is communicatively coupled, via a communications network126, to a control center112that provides centralized monitoring and control of the ground support equipment104. The control center112coordinates charging operations for multiple aircraft at a time and ensures safe functioning of ground support equipment104. Operators at the control center112work with pilots and ground crew to initiate and monitor the charging process for each aircraft.

The ground support equipment104includes a charger114, a chiller116, and a coolant reservoir118that are coupled by respective conduits (e.g., electrical conduits, fluid conduits, and data conduits) of a master conduit120to one or more dispenser122. The dispensers122are each coupled by a hose and cable bundle124to a charge handle108that operatively mates with a charge port106of the aircraft2400. The charger114, as will be described in further detail below, receives electrical charge via the grid connection110, stores electrical charge, and then distributes the charge via electrical conduits to the charge handles108to charge battery packs2602packs3002of the aircraft2400. The chiller116chills coolant fluid stored within the coolant reservoir118, before the coolant fluid is supplied via fluid conduits to the charge handles108and then into the internal fluid circulation systems2504of the aircraft2400, whereafter the circulated coolant fluid is then returned to the coolant reservoir118for chilling by the chiller116. In this way, a fluid circulation pathway is defined between the ground support equipment104and the aircraft2400, whereby chilled coolant fluid is provided from the ground support equipment104to the aircraft2400, and warmed coolant fluid is returned from the aircraft2400to the ground support equipment104. In some examples, the chiller116can chill the coolant to as low as −10° C. The coolant, e.g., a solution of water and ethylene-glycol, may be pumped from the coolant reservoir118to the charge handles108at a rate of up to 45 lpm per charge handle. The coolant flows into the internal cooling system of the aircraft2400and returns to the coolant reservoir118, where it is re-chilled. This shared coolant loop enables quick charging turnaround times and a smaller internal cooling system on the aircraft2400.

The charger114receives electrical charge via the grid connection110, stores electrical charge, and then distributes the charge via electrical conduits to the charge handles108to charge battery packs3002of the aircraft2400. In some examples, the charger114may comprise a multi-channel AC-DC charging system capable of delivering up to 400 kW total power, with each channel delivering up to 100 kW. However, the charger114may be configured with different numbers of channels, power levels, and voltage ranges depending on the application. For example, the charger114may have two, six, or eight channels, each capable of 50 kW, 150 kW, or other power levels. The charger114may 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 charger114connects to one or more of the battery packs3002on the aircraft2900through the charge ports106, and charge handles108. The total power output can be distributed across the channels as needed to charge each battery pack3002based on its state of charge, chemistry, and charging profile. The flexible and modular architecture of the charger114enables 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 conduit120contains the electrical, coolant, and data conduits that provide connections between the ground support equipment104components and the charging dispensers122. The hose and cable bundles124extend these connections to the charge handles108. The dispensers122provide structural support for the hose and cable bundles124and an interface for the ground crew to handle and maneuver the charge handles108.

A more detailed description of the ground support equipment104, construction of the conduits120, the hose and cable bundles124, and the charge handles108is provided herein, along with a description of the relevant control protocols and sequences for operations performed using this equipment within the electric aircraft charging environment102.

FIG.2is a block diagram that provides a different view of the example electric aircraft charging environment102shown inFIG.1.

Additional detail shown inFIG.2includes a system controller202, which may be integrated within a dispenser122. The system controller202receives firmware (e.g., new installs and updates) from the control center112for provisioning to the aircraft2400, and which provides data (e.g., telemetry data) from the charge handles108and the aircraft2400to the control center112.

The chiller116, coolant reservoir118, and a pump302are shown to form part of a battery conditioning system204, which is also coupled to the system controller202.

One or more dispensers122are coupled between the system controller202, battery conditioning system204, and the charge handles108. Each dispenser122may control the flow of power and coolant between the charger114and the aircraft2400. A dispenser122receives one-way commands from the aircraft's battery management system via Ethernet to direct the charging process. Based on these commands, the dispenser122controls the power electronics of the charger114to independently charge the aircraft's four or more battery packs at desired current and voltage levels. The dispensers122and the charger114may communicate via a CAN bus to coordinate charging.

Each dispenser122contains a controller that includes computing hardware to interpret the commands from the aircraft2400and control the charger114accordingly. 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 dispenser122may 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 dispenser122contains electronically controlled pumps and valves to regulate the flow of coolant to the aircraft2400. 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 dispenser122signals 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 dispenser122may illuminate when charging is finished, and the coolant lines have been flushed. The ground crew can then disengage the charge handles108from the aircraft's charge ports106.

The battery conditioning system204and the charger114are coupled to AC supply hardware206, which includes a transformer and switchgear to facilitate electrical power transmission from the grid via the grid connection110.

An energy storage system208, which includes multiple batteries, is coupled between the AC supply hardware206and the charger114, and stores energy received from the grid via the AC supply hardware206within the batteries for provisioning to the charger114. The energy storage system208provides backup power to the ground support equipment104in the event of a power outage or other disruption of the main AC power supply from the grid connection110. The energy storage system208includes 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 packs1602or battery packs2502) contains multiple lithium-ion battery modules, which in turn contain multiple lithium-ion battery cells.

The energy storage system208provides reliable backup power for the ground support equipment104in 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 system208seeks to ensure that charging operations can continue even when AC power is lost, helping to minimize disruption. The energy storage system208enhances the reliability, safety, and efficiency of the ground support equipment104.

Focusing now on the system controller202, the system controller202may be a computer system that manages operations of the ground support equipment104. It contains data stores with information regarding the battery packs1602of connected aircraft2400, coolant energy storage system208, charging equipment, users, maintenance records, and other aspects required to control charging and monitor the system. The system controller202uses this data to safely and efficiently charge connected aircraft2400.

The system controller202coordinates the charging profiles for each battery pack1602based on their state of charge and chemistry, for example. It controls the charger114and pumps302to maintain proper temperatures and charge rates for the battery packs1602based on feedback from sensors. The system controller202can adjust or stop the charging process for a battery pack1602based on commands from the aircraft2400.

The system controller202may receive, access, store and modify the following types of data related to the GSE (ground support equipment) and aircraft2400: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 chargeCoolant 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 controller202coordinates with the aircraft2400and monitors the charging process to ensure the battery packs1602remain 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 controller202may also receive firmware (e.g., new installs and updates) from the control center112for provisioning to the aircraft2400, and provide data (e.g., telemetry data) from the charge handles108and the aircraft2400to the control center112.

The system controller202contains programming and data to safely operate the ground support equipment104. It manages components like the charger114, pumps302, chillers116, and valves based on the needs of the aircraft2400and feedback from sensors monitoring the system. The system controller202coordinates the charging process, activating equipment, adjusting parameters, logging data, and monitoring for any issues.

The system controller202has 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 packs1202, 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 controller202also communicates with the control center112, which coordinates charging operations for multiple aircraft at a time and ensures the safe functionality of ground support equipment104systems. Operators at the control center112work with pilots and ground crew to initiate and monitor the charging process for each aircraft2400. The control center112provides centralized monitoring and control of the ground support equipment104.

FIG.3is a block diagram that provides a further view of the electric aircraft charging environment102, according to some examples.

Additional detail is shown inFIG.3includes powers supplies (or power modules304) and a control box306that form part of the charger114. The various components of battery conditioning system204(which includes thermal conditioning equipment comprising the chiller116, the coolant reservoir118(or buffer tank) and pumps302) are also shown. Further, a data offload server308(that forms part of the system controller202) is shown to be coupled between a power panel310(that forms part of the AC supply hardware206) and the dispensers122. The data offload server308may 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 site-level instructions to the dispenser122.

Hose and Cable Bundle124

FIG.4is a cross-sectional view of the hose and cable bundle124, according to some examples and as first mentioned with respect toFIG.1.

The hose and cable bundle124comprises an abrasion-resistant jacket402that encloses a number of conductors and tubing. The jacket402may comprise a nylon/Kevlar blend welding cable jacket or, for example, an elastomeric polymer jacket.

Within the jacket are enclosed a pair of coolant tubes or lines including a coolant in tube404and a coolant out tube406that operate as an input line and a return line, respectively, to circulate coolant fluid to and from the aircraft2400. Specifically, the coolant in tube404is in fluid communication with the coolant in connector516of a charge handle108, and the coolant out tube406is in fluid communication with the coolant out connector518of a charge handle108. Each of the coolant tubes may be constructed from a high dielectric strength rubber.

A pair of (HV) high-voltage aircraft charging conductors408is coupled to electrical connectors520of a charge handle108and is enclosed in a soft polymer or annealed rubber insulation. A pair of ground support equipment (GSE) interlock cables410couple the aircraft2400to the ground support equipment104via a charge handle108, and comprise twisted-pair cabling.

An aircraft data link412is coupled to the data offload and interlock512of the charge handle108, and includes two ethernet cables, a 1000BASE-T and a 100BASE-T cable. A pair of handle data links414provides data to control circuitry (e.g., in a PCB assembly730) of the charge handle108itself, and each handle data link414comprises a twisted-pair equipment communication line.

A chassis ground cable416is coupled to the chassis ground connector514of a charge handle108. Filler material418is used to bind the conductors and hoses within the hose and cable bundle124in place and to retain the relative positioning of conduits and cables.

FIG.5is a perspective view of a charge handle108, according to some examples.

The charge handle108consists of several components. These include a housing502(e.g., an outer shell), a core708(including a drive tube or piston), and a drive mechanism. The core708is slidably accommodated and secured within the housing502. The drive mechanism, actuated by a wheel handle504. The wheel handle504has a ring base506, is mounted number of arms508that extend upwardly and inwardly from the ring base506to a support ring510. The drive mechanism is secured to and mounted on the support ring510.

The core708has a main body defines or contains channels or passages to accommodate wiring and tubes from the hose and cable bundle124that connect to various connectors of the charge handle108. The core708also consists of lower housing716and upper housing718, mounted above the main body where these connectors are mounted. Other components of the charge handle108include a latching mechanism for securing it to a vehicle body, and control and communication circuitry accommodated on a PCB assembly730within the core708.

A set of connectors is secured to and extends from an upper or distal end of the core708. 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 aircraft2400) and charging equipment (e.g., the ground support equipment104), as will be described in further detail, during a connection or disconnection operation.

In some examples, and as shown inFIG.5, the fluid connectors (e.g., coolant in connector516and coolant out connector518) are longer than the electrical connectors ((e.g., electrical connectors520), and the electrical connectors are longer than the data connector (e.g., data offload and interlock512) so as to facilitate the sequenced engagement and disengagement between the charge handle108and the charge port106of the electric aircraft2400. In the examples, the sequenced disengagement between the charge handle108and a charge port106includes a first disengagement of the data connector, a second disengagement of the electrical connectors, and a third disengagement of the fluid connectors.

In some examples (not shown), 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 handle108may 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 handle108and a charge port106of the electric aircraft2400.

The housing502has a first open end or mouth522through which the set of connectors are accessible and able to connect with corresponding connectors of a charge port106when the charge handle108is in an engaged (extended) position with respect to the charge port106.

The core708is movable between a retracted position in which the set of connectors are retracted within the charge handle108, and an extended position in which the set of connectors extend further out or towards the mouth522of the housing502to facilitate coupling between the charge handle108and a charge port106.

A drive mechanism is secured within the housing502and operationally drives the core708between the retracted position and the extended position. Further details of the drive mechanism are shown in and discussed herein with reference toFIG.11-FIG.13.

The core710is movable by the drive mechanism within the housing502between 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). When in the neutral position, the connectors of the charge handle108are disengaged from corresponding connectors of a charge port106. When in the disengaged position, the housing502is released from the electric aircraft2400by a latching mechanism. As noted above, the charge handle108includes a latching mechanism to secure the housing502to a charge port106(or some other part) of the electric aircraft2400during engagement of the charge handle108with the charge port106. The latching mechanism operates to prevent an accidental disconnect between a charge handle108and a charge port106, for example, during a charging operation. The latching mechanism, in some examples, includes a pivoting front latch arm720and a rear latch arm722that engage with corresponding structures on the interior of a charge port106to secure the charge handle108in place during engagement and neutral positions and that disengages from the corresponding structures on the interior of the charge port106to allow the charge handle108to be withdrawn from mating engagement with the charge port106when in a disengaged position. Further details regarding displacement and locking of the front latch arm720and the rear latch arm722are described herein with reference to other figures.

The fluid connectors, in some examples, include first and second fluid connectors in the form of a coolant in connector516and a coolant out connector518. These fluid connectors operationally facilitate the provision of a chilled fluid from a fluid source external, such as the coolant reservoir118of the ground support equipment104, to the electric aircraft2400. 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 handle108and the aircraft2400without 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, in some examples, include first and second high-voltage electrical connectors in the form of high-voltage electrical connectors520(or battery connectors) and a chassis ground connector514to operationally facilitate conditioning, charge and discharge of respective first and second isolated battery packs2502of the electric aircraft2400from an electric source external (e.g., charger114) of the electric aircraft2400. The electrical connectors414may, in some examples, facilitate the concurrent charging or discharging of the isolated battery packs2502.

The data connector, in some examples, comprises a data offload and interlock512to operationally facilitate a transfer of data between the electric aircraft2400and an external data system, such as the system controller202.

As noted above, the charge handle108includes a latching mechanism to secure the housing502to a charge port106(or some other part) of the electric aircraft2400during engagement of the charge handle108with the charge port106. The latching mechanism operates to prevent an accidental disconnect between a charge handle108and a charge port106, for example, during a charging operation. The latching mechanism, in some examples, includes a pivoting front latch arm720and a rear latch arm722that engage with corresponding structures on the interior of a charge port106to secure the charge handle108in place during engagement and neutral positions and that disengages from the corresponding structures on the interior of the charge port106to allow the charge handle108to be withdrawn from mating engagement with the charge port106when in a disengaged position. Further details regarding displacement and locking of the front latch arm720and the rear latch arm722are described herein with reference to other figures.

Regarding the sequenced engagement and disengagement, and as noted above, the charge handle108facilitates a sequenced engagement and disengagement of the grounding, fluid, high-voltage electrical, and data connections between the charge handle108and aircraft charge port106. This sequencing ensures safe connection and disconnection of the systems.

The grounding connection is engaged first by extending the chassis ground connector514from the charge handle108into the charge port106. The chassis ground connector514provides a low-resistance path to ground that helps discharge any static buildup and ensures the charge handle108and the charge port106are at the same electrical potential.

Next, the example fluid connectors, coolant in connector516and coolant out connector518, are engaged to form a cooling fluid circuit between the ground support equipment104and the aircraft2400. 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 connectors520, data offload and interlock512, chassis ground connector514) so they engage first as the charge handle108moves into the charge port106. Check valves within the fluid connectors prevent backflow when disengaging.

The high-voltage electrical connectors520are then engaged to form a power connection between the charger114and aircraft battery packs2502. The electrical connectors520have insulated sleeves to prevent arcing during connection. The power connections are made after grounding and cooling fluid flow are established for safety.

Finally, the data connector, for example the data offload and interlock512, is engaged to enable communication between the ground support equipment104, the charge handle108, and the aircraft2400. The data offload and interlock512provides 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.

Disengagement of the connections happens in reverse sequence: data offload and interlock512disconnects first, followed by the electrical connectors520, then coolant in connector516and coolant out connector518, and finally chassis ground connector514. This systematic approach helps ensure safe connection and disconnection of the high-power systems between the ground support equipment104and aircraft2400. The sequencing and physical design of the connectors mitigate risks like arcing, overheating, and static discharge during connection and disconnection.

FIG.6is a further perspective view of a charge handle108, according to some examples.

FIG.7illustrates an exploded view of a charge handle108, according to some examples, offering more detailed information not visible inFIG.5andFIG.6. Specifically, the housing502is shown to consist of a left shell702and a right shell704. Enclosed within the housing502is a core708, on top of which a lower housing716and an upper housing718are mounted and secured. The core708is slidably mounted within a helical cam1104, which is secured to the wheel handle504to operatively rotate the helical cam1104as described in further detail below.

The core708has several internal channels and connectors. InFIG.7, a pair of quick fluid connectors (e.g., coolant in connector516and coolant out connector518) are threaded into correspondingly threaded ends of the coolant in channel902and the coolant out channel904of the core708. Coolant flows through the coolant tubes of the hose and cable bundle124between the coolant reservoirs118and the aircraft2400through these channels in the charge handle108. The core708facilitates the connection of the coolant in tube404and the coolant out tube406of the hose and cable bundle124to corresponding spigots, namely coolant in spigot724and coolant out spigot726that protrude from its proximal or lower end. These connections allow liquid coolant to enter the coolant in and coolant out channels within the core708, ultimately feeding into the coolant in connector516and coolant out connector518. More information about these coolant channels is discussed below.

The core708has internal passages or channels for electrical wiring that carries power and data. High-voltage aircraft charging conductors408of the hose and cable bundle124extend through channels in the core708to connect to socket couplers728of the lower housing716that fit inside the electrical connectors520of the upper housing718. Likewise, chassis ground cables416of the hose and cable bundle124pass through the core708and are connected to the chassis ground connector514.

Aircraft data links412and handle data links414connect through the core708to a (Printed Circuit Board) PCB assembly730, which is secured to a side edge of the core708. Aircraft data (e.g., telematics, battery data, etc.) is received from the aircraft2400is received into the charge handle108via the data offload and interlock512, which is communicatively coupled to PCB assembly730. Data to an aircraft2400is similarly provided from the ground support equipment104to the aircraft2400via data offload and interlock512after having been processed by the PCB assembly730or directly.

Focusing on the PCB assembly730, this component converts aircraft data links412in the form of the T1 ethernet data links from the aircraft2400into standard Ethernet for transmission to the ground support equipment104. The T1 data links, connected to the data offload and interlock512, may not be able to maintain signal integrity over the full length of the hose and cable bundle124. 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 bundle124. T

To perform the data conversion, the PCB assembly730may contain the following components, merely for example:T1/E1 line interface units to receive the T1 data links.Ethernet transceivers to output Ethernet signals.A field-programmable gate array (FPGA) or microcontroller to manage the conversion between protocols.Surge protection and isolation circuits to protect from voltage spikes.Status LEDs to indicate when the board is powered and operational.

The input T1 data links deliver data like charging parameters, telemetry, and safety information from the aircraft2400systems to the charge handle108. The converted ethernet signal then transmits this data to the ground support equipment104(e.g., the system controller202), which controls the charging process. The data conversion allows the aircraft2400to communicate with the ground support equipment104over the long hose and cable bundle124between the charge handles108and the ground support equipment104, 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 handle108to act as an intermediary between the aircraft data networks and the ground support equipment104. By converting the signal within a charge handle108, it addresses the distance limitations of the T1 handle data links414and provides a robust data connection for monitoring and controlling the charging process. The data conversion helps enable communication between the aircraft2400and ground support equipment104, thus facilitating safe and efficient battery recharging operations.

A pair of pressure sensors, pressure sensor710and pressure sensor712, are also secured within the core708in order to detect pressure within the coolant in and coolant out chambers of the core708. The pressure sensors are also shown to have external data leads that feed through the core708and provide pressure sensor data to the PCB assembly730.

A pressure relief valve assembly714(which may comprise a recirculation valve) is also secured within the core708and operates to relieve excess pressure within the coolant in and coolant art chambers of the core708, as described in further detail with respect toFIG.16.

FIG.8is a further exploded view of the charge handle108, from a front perspective, according to some examples. Here, a PCB cover802is shown to be placed over and secure the PCB assembly730in place on the side of the core708. It will also be noted fromFIG.8that the diameter of the coolant in spigot724is wider than the diameter of the coolant out spigot726.

Additional details for the wheel handle504are also illustrated inFIG.8. In particular, it consists of a circular ring base506with multiple arms508extending up and inward from the ring base506at an angle. These arms508connect to a smaller support ring510, to which the helical cam1104is secured. One of the arms508, is equipped with a paddle latch804for added security. The paddle latch804provides a mechanical locking feature to secure the wheel handle504when the charge handle108in the fully engaged or retracted positions. The paddle latch804prevents unwanted rotation or axial motion of the drive mechanism when engaged.

The paddle latch804has a latch arm806, a latch base808and a latch spring (not shown). The latch arm806is pivotally attached to the latch base808, allowing it to swing through an arc. The latch spring is coiled around a pivot pin810with one end connected to the latch arm806and the other end connected to the latch base808. The spring provides a rotational force that biases the latch arm806downward into the locking position.

A free end of the latch arm806has a rigid tongue812that is angled to mate with a recess814(e.g., a series of holes or groves) defined in a flange816of the helical cam1104. When the tongue812is aligned with a recess814, the spring force pushes the latch arm806down, engaging the tongue812into a recess814. This creates a positive mechanical lock.

To disengage the paddle latch804, the user presses down on the free end of the latch arm806. This deflects the latch arm806, lifting the tongue812out of the recess814. With the tongue812disengaged, the wheel handle504can be repositioned to a new location. Releasing the latch arm806allows the spring to push it back down. The tongue812then engages into a new recess814(or other retainer) corresponding to the new handle position.

This paddle latch804enables secure one-handed operation. The automatic spring-loaded locking gives the user confidence that the charge handle108is fully engaged or disengaged as needed for safe charging.

Handle Latching Mechanism

FIG.9is a cross-sectional side view of the charge handle108, according to some examples. The cross-sectional view shows a coolant in channel902and a coolant out channel904, which extend from a lower, proximal end of the charge handle108through the body of the core708(into which they are secured) and into fluid communication with the coolant in connector516and the coolant out connector518respectively, which extend from the upper, distal end of the charge handle108. The upper ends of the coolant in channel902and coolant out channel904are threaded to provide a threaded engagement with each of the coolant in connector516and coolant out connector518, respectively.

FIG.8also illustrates a latching mechanism that, in addition to securing and releasing engagement of a charge handle108to a charge port106, operates to counter a force of a connection operation when connecting the charge handle108to a charge port106. Such a force may react otherwise against the chassis of the aircraft2400, as described above with reference toFIG.12. This is to reduce a need, for example, for an operator from pushing up on a wing2404or against a fuselage2402during mating of the connectors of the charge handle108to the charge port106of an aircraft2400, and in that way destabilizing the aircraft2400.

Operation of the latching mechanism will now be described with reference to bothFIG.9,FIG.11, andFIG.14. The latching mechanism is selectively disengaged by the drive mechanism of the charge handle108when the charge handle is in the disengaged position period. This allows an operator to conveniently push the charge handle108into an initial sliding engagement with the charge port106when the charge handle108is in the disengaged position. As the operator engages the drive mechanism to transition the charge handle108out of the disengaged position and towards the neutral and engaged positions, the latching mechanism serves to secure the charge handle108to 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 arms720and the rear latch arm722. Each of the latch arms pivots around a pivot pin936that is secured in a cavity of the housing502, as is apparent fromFIG.8. Each of the latch arms has a free end at which a latch tongue1406is formed or defined and a biased end that is biased by a respective spring928. When outside of the disengaged position, the spring928biases a latch arm so that the biased end is forced away from the housing502, and the latch tongue1406is protruded part of an aperture defined in the housing502. When the charge handle108is secured within a charge port106outside of the disengaged position, the latch tongue1406protrudes or extends from the housing502and into a corresponding aperture in the charge port106in order to secure the charge handle108within the charge port106by preventing removal or withdrawal from the charge port106.

However, when in the disengaged position, a cam lobe1402that is defined or carried on a helical cam1104of the drive mechanism (seeFIG.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 pin936, to thereby withdraw the tongue1406to within the housing502.

Accordingly, an insertion operation by a user of the charge handle106into the charge port106begins with the user positioning the drive mechanism, using the wheel handle504, in the disengaged position such that the cam lobe compresses the spring928, and withdraws the latch tongue1406into the housing502. The operator can then conveniently insert the free or upper end of the charge handle108into the charge port106.

Once the charge handle108is inserted into the charge port106, the operator then turns the wheel handle504to move the charge handle106out of the disengaged position, which causes the cam lobe to disengage and move off the biased end of the large arm. This causes the spring928to pivot the launch arm into an engaged position in which the tongue1406is protruded or extended from the housing502and into engagement with their corresponding recess in the charge port106. In this way, the charge handle is locked in position within the charge port106and cannot be extracted without compromising the latch mechanism.

Similarly, to disengage and withdraw the charge handle108from a charge port106, an operator turns the wheel handle504to a point where the charge handle enters the neutral position. On entering the neutral position, the cam lobe acts on the biased end of the latch arm to retract the latch tongue1406of the latch arm into the housing502and out of engagement with the charge port106, allowing the charge handle to be withdrawn.

As also apparent from the description ofFIG.11, the helical cam1104has a pair of diametrically opposed cam drive slots1106defined therein. Each cam drive slot1106has a horizontal portion that transitions to an inclined portion. The horizontal portion is aligned with and positioned relative to the cam lobe1402such that, when disengaging the charge handle108, as the cam follower stud1108moves from the inclined portion to the horizontal portion of the cam drive slot1106, the cam lobes1402on the flange816of the helical cam1104act on the biased ends of the respective latch arms to retract the latch tongues1406into the housing. As the cam follower stud reaches the far end of the horizontal portion of the cam drive slot1106, the latch tongues1406are fully retracted into the housing502. Similarly, when engaging the charge handle108, as the cam follower stud1108moves from the end position of the horizontal portion of the cam drive slot1106, the cam lobe1402releases the biased ends of the latch tongues1406from the housing502, which are then biased into engagement with corresponding recesses in the charge port engagement. This secures the charge handle108to the charge port106as the charge handle108drives 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 port106.

The latching mechanism thus provides a safety mechanism that locks the charge handle108to a charge port106of the aircraft2400during engagement and releases without requiring the operator to push or pull against the charge port106or adjacent aircraft structure (e.g., a wing). The forces applied by the operator are instead reacted within the mechanism, avoiding destabilization of the aircraft2400that could potentially result from pushing or pulling on aircraft components.

FIG.10shows a cross-sectional front view of the charge handle108, according to some examples.

The cross-section illustrates the arrangement of the coolant in channel902and the pressure relief valve assembly714within the core708. The pressure relief valve assembly714is in fluid communication with the interior of the coolant in channel902and is responsible for providing pressure relief in case the pressure within the coolant builds up. The lower end of the coolant in channel902is connected to a coupling spigot1002. This spigot is operationally coupled to the coolant in tube404of the hose and cable bundle124.

Drive Mechanism

FIG.11is a cross-sectional view of the charge handle108, according to some examples, illustrating details of the core708and a drive mechanism to move the core708between 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 handle108itself, reduces loading on aircraft structures, and enables rigid positioning using sequenced latching and drive tube rotation.

The drive mechanism includes a helical cam1104with a pair of angled cam drive slots1106machined through it walls. The helical cam1104is a cylindrical component mounted concentrically within the handle housing502. A cam drive slot1106is defined within the helical cam11044and winds around the helical cam1104at a constant angle offset from the axial direction. The angled cam drive slot1106, at either ends of an angled center portion, includes a horizontal portion to enable a degree of rotation of the helical cam1104in respective engaged and disengaged positions without imparting an axial drive force.

A pair of cam follower stud1108, one corresponding to each of the diametrically opposed cam drive slots1106, are secured to or within the core708. Each cam follower stud1108extends radially outward from the outer surface of the core708. This cam follower stud1108engages within the cam drive slot1106. The shape of the cam drive slot1106constrains the radial position of the cam follower stud1108while allowing axial movement of the core708as the helical cam1104is rotated.

As the helical cam1104is rotated, indicated by direction arrow1110, the angled cam drive slots1106drive the cam follower studs1108and attached core708in axial directions indicated by the arrow1114. This helical cam1104converts the rotary motion of the helical cam1104into linear motion to extend and retract the core708, and thus the connectors of the charge handle108at the upper, free end of the core708.

The angle of the cam drive slot1106determines 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 cam1104is operationally rotated by a user-operated wheel handle504. A mounting ring510of the wheel handle504is fixedly connected (e.g., welded) to the helical cam1104at a lower end thereof. In some examples (not shown), the wheel handle504may connect to the helical cam1104via precision gearing to enable smooth and controlled actuation of the mechanism. In these examples, bearings support the helical cam1104to minimize friction during operation. An upper end of the helical cam1104is rotatably coupled to the core708by an annual or ring bearing746that allows the helical cam1104to rotate relative to the core708.

The wheel handle504provides 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 handle504, the angled cam drive slot1106then drives the cam follower stud1108axially, as detailed above. This extends or retracts the drive tube and attached connectors with fine positional control.

The mechanical advantage provided by the drive mechanism allows a user to generate the axial forces necessary to fully seat the connectors, even though the friction forces may be substantial. This overcomes a potential limitation of manual engagement.

The wheel handle504may 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.12illustrates 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 core708.

In the initial view, the core708is in the fully extended or engaged position with the connectors protruding from the mouth522of the housing502. This corresponds to the cam follower stud1108being positioned at one axial extreme of the cam drive slot1106.

As the user begins rotating the helical cam1104via the wheel handle504, the angled cam drive slot1106drives the cam follower stud1108, retracting the drive tube of the core708axially into the housing502. This is depicted in the second view, which depicts the neutral position.

Continued rotation of the helical cam1104by the wheel handle504maintains engagement between the cam follower stud1108and cam drive slot1106, steadily retracting the drive tube within the housing502.

In the final view, the drive tube is fully retracted within the housing502of the core708, position which corresponds to the cam follower stud1108reaching the opposite axial extreme of the cam drive slot1106. The connectors are now fully within the housing502away from the mouth522. This is the disengaged position.

The smooth transition between the distinct engaged, neutral, and disengaged positions of the drive tube710demonstrates the fine positional control enabled by the helical cam mechanism.

The perspective sequence inFIG.12further provides clear visualization of how the rotation of the helical cam1104via the wheel handle504axially drives the cam follower stud1108and attached drive tube. The position of the cam follower stud1108within the cam drive slot1106is evident in each view. As the helical cam1104rotates, the cam follower stud1108tracks along the cam drive slot1106, converting the rotational input into linear motion. The engagement between the cam follower stud1108and cam drive slot1106is maintained throughout the rotation of the helical cam1104. This transfers the rotational force into an axial retraction force to withdraw the drive tube into the housing502.

The cam mechanism provides the controlled axial drive force necessary to disengage the connectors from their ports of a charge port106without the need for any motors or actuators on the aircraft side.

FIG.12also illustrates how this axial force originates from the wheel handle504itself as the helical cam1104rotates, 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. For example, the mechanical components including the helical cam1104and the wheel handle504needed to generate the axial engagement force are entirely contained within the charge handle108itself. The drive mechanism allows the force to be pulled from the handle side as the helical cam1104rotates, rather than needing to be pushed from the vehicle side. Thus, the charge handle108may, in some examples, pull itself into engagement with a charge port106, rather than requirement heavy pushing by a user or operator.

This in turn may enable removal or reduction of driving components from the aircraft2400, this beneficially reducing the weight and mechanical complexity of the aircraft systems. It avoids increasing mass or volume requirements for the aircraft2400.

FIG.13, as withFIG.12, includes a sequence of perspective views of the charge handle108, according to some examples, showing the driving of the core708within the housing502, from the disengaged position to the neutral position, and then to the engaged position.

Visual Indicators

FIG.14is a perspective view of the charge handle108, according to some examples, illustrating further details of the latching mechanism that facilitates connection of a charge handle108to a charge port106of the aircraft2400, and drive position viewing features.

The housing502further defines a number of position windows1410to provide views of the core708and the drive mechanism (e.g., the helical cam1104, the cam ring1404, etc.) within the housing502during engagement and disengagement operations. To this end, the core708and the drive mechanism include visual indicators (e.g., colored strips or other visual indicators) that align with the position windows1410depending on the position of the core708within the housing502or the rotation of the helical cam1104. In this way, the alignment of the visual indicators with the position window1410enables a user or operator of the charge handle108to conveniently identify the position of the core708within and relative to the housing502, and thus know the stage of engagement or disengagement of the charge handle108.

Visual indicators are included on the cam ring1404, which may protrude from the housing502and thus be visible to an operator. These visual indicators provide an indication of the degree of rotation of the drive mechanism within the housing502and provide a further indication to an operator of the stage of engagement and disengagement of the charge handle108. In some more specific examples, the charge handle108, as noted above, contains visual indicators on the core708, drive mechanism (helical cam1104and cam ring1404), and housing502that provide feedback to the operator on the position of the core708and stage of engagement. On the core708, colored strips or other visual markers are placed at intervals corresponding to the engaged position, neutral position, and disengaged position. As the core708moves between positions, the visual indicators align with the position windows1410on the housing502. This shows the operator the current position of the core708. For example, when the core708is in the engaged position, a green indicator strip may align with the position window1410. In the neutral position, a yellow indicator strip aligns with the position window1410. In the disengaged position, a red indicator strip aligns with the position window1410.

The helical cam1104and cam ring1404also contain visual indicators, such as colored dots, arrows, or numbering, around their circumference. As the helical cam1104and cam ring1404rotate to drive the core708, the visual indicators rotate into view in the position windows1410. The specific indicator visible in the position window1410identifies the degree of rotation of the drive mechanism, which corresponds to the position of the core708. For example, as the helical cam1104rotates 90 degrees, an indicator marked ‘90’ may become visible in the position window1410, showing the core708has moved from an engaged position to neutral position or neutral position to a disengaged position.

The visual indicators may be constructed from a durable, high-contrast material that is clearly visible through the position windows1410, such as anodized aluminum, stainless steel, or high-temperature plastic. The indicators may be permanently and securely affixed to the core708, helical cam1104, and cam ring1404, such as by stamping, laser etching, or mechanical fasteners, to withstand repeated use.

The alignment of the visual indicators with the position windows1410provides an intuitive interface for the operator to identify the position of the core708and ensure proper engagement or disengagement of the charge handle108. The redundant indicators on multiple moving components, including the core cores708, helical cam1104, and cam ring1404, add robustness to the visual feedback system.

Pressure Relief Valve Assembly714

FIG.15is a cross-sectional view of the core708, according to some examples, and shows the position and functioning of a pressure relief valve assembly714that operates as a recirculation valve. The pressure relief valve assembly714is in fluid communication with the coolant in channel902of a circulation circuit for coolant fluid within the charge handle108and specifically within the core708of the charge handle108. When coolant pressure in the coolant in channel902exceeds the allowable threshold, the pressure relief valve assembly714opens to allow coolant pressure to be relieved into the low pressure coolant return passage (e.g., coolant out channel904) of the charge handle108.

Coolant fluid from the coolant reservoir118is supplied to the coolant in channel902through the hose and cable bundle124and conduit120. The coolant fluid flows from the coolant in channel902, through the coolant in connector516located at the distal end of the core708, and into a corresponding connector within the charge port106. From there, the coolant fluid flows into the battery conditioning system204of the aircraft2400where it is used to thermally manage the batteries during charging.

The pressure relief valve assembly714is a mechanical valve that operates to limit the pressure of the coolant fluid within the coolant in channel902and, accordingly, the pressure of the coolant fluid applied to the battery conditioning system204. If the pressure differential across the pressure relief valve assembly714exceeds 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 assembly714, where coolant enters from the coolant in channel902, to the outlet side in the coolant out channel904, which leads back to the ground support equipment104.

By opening at a threshold pressure of 25 PSI, the pressure relief valve assembly714prevents over-pressurization of the coolant system and water hammer effects that could damage components. High pressure in the coolant in channel902, which could potentially be caused by a blockage or malfunction in the fluid circulation system2504of the aircraft2400, is relieved by the pressure relief valve assembly714shunting coolant back to the ground support equipment104. This restricts the buildup of excessive pressure and prevents damage to the aircraft2400.

FIG.16is a diagrammatic representation of an interface1604of the aircraft2400, according to some examples, and connections between the aircraft2400and the ground support equipment104that may be facilitated via the interface1604of a single charge port106. In this diagram, only a single charge port106is shown for the purposes of clarity, and the interface1604is present in each one of multiple charge ports106of the aircraft2400.

The interface1604enables the isolated and controllable bidirectional supply of power to multiple isolated battery packs1602of the aircraft2400, with pairs of battery packs1602being controlled by respective battery management systems1606(BMS's).

With respect to the ground support equipment104, this equipment is turned to include a (Ground Equipment Support) GSE controller1608(e.g., the system controller202), multiple isolated, controllable, and bidirectional power supplies1610.

More specifically, the ground support equipment104contains multiple power supplies (e.g., as part of the AC supply hardware206) to provide power to each of the four isolated battery packs on the aircraft. Two power supplies1610connect to each battery pack2502through the high-voltage pin connections of a charge handle108.

The power supplies1610are isolated from each other to maintain separation between the battery packs2502. This isolation is helpful for safety and redundancy. If one battery pack2502cannot be charged, the others can still be serviced.

The power supplies1610are controllable based on commands from the aircraft2400. The aircraft2400specifies a charging profile for each battery pack2502including the voltage, current, and duration. The ground support equipment104adjusts each power supply to provide the requested charging profile for the associated battery pack2502. The power supplies1610can also be controlled to stop charging if commanded by the aircraft2400or by the ground support equipment104, responsive to automatic detection of a fault or responsive to user input.

The power supplies1610are bidirectional, allowing them to either charge or discharge the battery packs2502. When charging, the power supplies1610provide power to the batteries. When discharging, the power supplies1610drain power from the batteries by providing a path to ground. The direction of power flow is controlled by the aircraft2400based on the needs of each battery pack2502. Discharging may be necessary to reach a target charge level or for safety reasons.

The power supplies1610receive 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 equipment104. aircraft2400

The power supplies1610are located within the AC supply hardware206. Cables from the AC supply hardware206provide the high-voltage connections to the charging charge handles108. The power supplies1610are controlled by the GSE controller based on signals from the aircraft2400.

The isolated, controllable, and bidirectional power supplies1610provide a flexible solution for servicing the individual needs of each battery pack2502on the aircraft2400. They allow for simultaneous charging or discharging at desired levels for each battery pack2502based on their state of charge and usage. The power supplies1610are designed to work together to fully recharge the aircraft2400as quickly as possible after each flight. In various examples, the multiple isolated power supplies1610may work together in the following ways to fully recharge the aircraft as quickly as possible:The power supplies1610can simultaneously charge each of multiple battery packs (e.g., the four battery packs2502) at or near their maximum rates. By charging all battery packs at once, the total recharge time is minimized.The power supplies1610may provide different charging profiles to each battery pack based on their individual needs. The power supplies1610are 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 supplies1610may make adjustments on the fly based on commands from the aircraft2400. As battery packs2502approach full charge, the aircraft2400may request lower charging rates to avoid overcharging. The power supplies1610can quickly adjust to the new charging profiles for each pack upon request from the aircraft2400. This allows for precision control and optimization of the charging process.The power supplies1610provide 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 supply1610can 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 supplies1610are designed with the capacity, controllability, and flexibility to work together in servicing the needs of each battery pack2502and recharging the aircraft2400rapidly. By operating simultaneously at commended levels for each battery pack2502, 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 supplies1610function cohesively based on inputs from the aircraft2400to fully recharge the aircraft after each flight.

Process Overviews

FIG.17is a flowchart illustrating operations, according to some examples, performed by the ground support equipment104to ready an aircraft2400for a flight.

The top-level operation illustrated inFIG.17is ‘Get aircraft ready for next flight’ (1716). This overarching operation refers to using the ground support equipment104to fully prepare the aircraft2400for its subsequent flight after landing. It contains three main sub-operations:

Operation1702: 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 aircraft2400. The ground support equipment104provides power to or drains power from respective battery packs2502through electrical connections in the charge handle108. The ground support equipment104supplies DC power to a battery pack2502at 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 pack2502. The charging profiles for each battery pack2502are specified by the aircraft2400based on their individual SOCs and maximum charge rates.

If requested by the aircraft2400, the ground support equipment104drains power from the battery packs2502by providing a path to ground through the charge handle108. The ground support equipment104controls the discharge rate for each battery pack2502based on specifications from the aircraft2400. Discharging the battery packs2502may be necessary to reach a target SOC or for safety reasons. The ground support equipment104provides AC or DC power through connections in the charge port106to support aircraft2400systems during charging and discharging. This power may be used for functions other than charging the battery packs2502such as climate control, avionics, and other components. The ground support equipment104continues supplying ground power until the aircraft2400is ready to switch to its own battery power.

Operation1710: Get all aircraft batteries to aircraft requested temperature: This operation heats or cools the battery packs2502to reach a target temperature specified by the aircraft2400. The ground support equipment104flows a temperature-controlled coolant through the charge handle108to raise or lower the battery temperature. The ground support equipment104supplies warm coolant by operating a chiller116in heating mode. The coolant flows through channels in the charge handle108, and through the coolant in connector516and coolant out connector518, to heat the battery packs2502and maintain a desired temperature for charging or to prepare for takeoff.

The ground support equipment104supplies chilled coolant by operating a chiller116in cooling mode. The chiller116chills the coolant to as low as −10° C. The coolant is pumped from the coolant reservoir118to the charge handle108at a rate of up to 45 lpm. The coolant flows through connections in the charge handle108to lower the battery temperature after charging and maintain it at a level suitable for the next flight. Cooling the battery packs2502also allows them to act as a heat sink during flight.

Operation1718: Pull flight recorder data: This operation refers to offloading data from the data acquisition and flight recording systems of the aircraft2400. The ground support equipment104retrieves the data through Ethernet and T1 data connections in the charge handle108, specifically through the data offload and interlock512, 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 equipment104continues offloading data until requested information has been retrieved.

The ground support equipment104is designed to fully support the aircraft2400between flights by managing its isolated battery packs2502, temperature, data, and power needs.

FIG.18AandFIG.18Bshow a flowchart depicting further details of methods, according to some examples, to charge and condition an electric aircraft2400for a flight. Various operations that may be performed by a pilot, the aircraft2400, a charge port106and pump, lines people, passengers and the ground support equipment104are illustrated in the flowchart.

Method-Engagement of Charge Handle108

FIG.19is a flowchart illustrating a method1900, according to some examples, of engaging the charge handle108with a charge port106of an electric vehicle, such as the aircraft2400. The method1900will be described with specific reference to the sequence of images shown inFIG.13showing the transition of a charge handle108from a disengaged position or state to a neutral position.

In block1902, the method1900commences with an operator or user placing the charge handle108in a disengaged position or state by rotation of the wheel handle504so that the charge handle108is in the position illustrated in the first image ofFIG.13Here, it will be noted that the cam follower stud1108is positioned within the horizontal portion of the cam drive slot1106defined in the helical cam1104. As explained above, when the wheel handle504is in this state, the rotational position of the wheel handle504is such that the cam lobes1402on the cam ring1404pivot the latch arms to withdraw the tongues into the housing502. Accordingly, a user can conveniently and easily slide the mouth of the housing502into a corresponding structure within the charge port106.

Having inserted a free end of the charge handle108into engagement with a corresponding charge port106of an electric aircraft2400, an operator may secure the housing502of the charge handle108to a charge port106of the electric aircraft2400using the latching mechanism. In some examples, and as described above, the latching mechanism comprises a pivoting front latch arm720and a pivoting rear latch arm722that engage with corresponding structures (e.g., recesses) on the interior of a charge port106to secure the charge handle108in place during engaged position and neutral position, and that disengages from the corresponding structures on the interior of the charge port106to allow the charge handle108to be withdrawn from mating engagement with the charge port106when in a disengaged position. The latching mechanism engages and operates with the drive mechanism, including a cam lobe1402on a cam ring1404, to secure the housing502to the electric aircraft2400when the charge handle108is outside of the disengaged position and to release the charge handle108from the engagement with the electric aircraft2400when the charge handle108is in the disengaged position. The cam lobe1402engages with a cam follower of each of the latch arms to pivot the latch arms between a locked position when the charge handle108is outside of the disengaged position and a release position when the charge handle108is in the disengaged position.

Returning to the engagement process, to lock the charge handle108to a charge port106, and accordingly to the aircraft2400, each of the latch arms has a latch tongue1406at a free end thereof that is located substantially inside or within the housing502when the charge handle108is disengaged from a corresponding charge port106, but is pivoted into engagement with a recess or retention slot defined within the charge port106when the charge handle108is engaged with the corresponding charge port106. The latching mechanism seeks to ensure that a force of a connection operation connecting the charge handle108to a charge port106reacts against the chassis of the aircraft2400. This is to reduce the need for an operator push-up on a wing during the connection of the charge handle108to the charge port106, and in that way destabilizing the aircraft2400.

Become as part of the engagement process, once the charge handle108is inserted into the charge port106, the operator rotates the wheel handle504, which then engages with the cam follower stud1108with the lower surface of the cam drive slot1106to transition the charge handle108out of the engaged position or state. This in turn disengages the cam lobe1402from the biased end of each of the latch arms so that springs928pivots each of the latch arms, causing the respective latch tongues1406to protrude from the housing502and to lock into position within the corresponding structures of the charge port106.

In block1904, an operator drives the core708within the housing502from the disengaged state shown in the first two images ofFIG.13, to the neutral state shown in the third image ofFIG.13. The drive mechanism includes a helical cam1104having a cam drive slot1106defined therein. The helical cam1104drives the core708from the retracted position through the neutral position and to the extended position. The cam follower stud1108of the core708is accommodated within the cam drive slot1106and facilitates this driving in an axial direction as described above. Specifically, user rotation of a wheel handle504rotates the helical cam1104, driving the core708between positions by the application of force between the cam follower stud1108and the walls of the cam drive slot1106.

The helical cam1104and cam ring1404also contain visual indicators, such as colored dots, arrows, or numbering, around their circumference. As the helical cam1104and cam ring1404rotate to drive the core710, the visual indicators rotate into view in position windows1410. The specific indicator visible in the position window1410identifies the degree of rotation of the drive mechanism, which corresponds to the position of the core708.

In block1906, an operator, by continued rotation of the wheel handle504, drives the core710from the neutral position and towards the engaged position, to thereby extend the fluid connectors (e.g., coolant in connector516, coolant out connector518), electrical connectors (e.g., electrical connectors520) and a data connector (e.g., data offload and interlock512) relative to the housing502of the charge handle108. As the core708transitions from the neutral position and into the engaged position, the connectors are driven into mating engagement with corresponding sockets within the charge port106. The latch arms, and particularly the under surfaces of the latch tongues1406, enable the connectors of the core708to be pulled, by continued rotation of the wheel handle504, towards and beyond the mouth522of the housing502and to overcome mating resistance caused by insertion of the connectors into these corresponding sockets. In this way, an operator of the charge handle108does not need to push the charge handle108to overcome the frictional resistance, but can rather rotate the wheel handle504, thus causing the connectors to be pulled into the corresponding sockets.

Disengagement of the charge handle108from the charge port106involves a sequence of operations in reverse from what is described above. With reference toFIG.12, when in the engaged position, the connectors of the charge handle108are in a mated engagement with corresponding sockets of the charge port106. The first image ofFIG.12illustrates the charge handle108in an extended, engaged position, with the cam follower stud1108being located at an upper end of the cam drive slot1106. To disengage the charge handle108from the charge port106, operator rotates the wheel handle504so that a cam follower stud1108progresses within a cam drive slot1106towards the position shown in the second image ofFIG.12, corresponding to the neutral position. When in the neutral position, the latch tongues1406of the latch arms are still engaged with the corresponding slots of the charge port106to secure the charge handle108to the charge port106. However, in the neutral position, the connectors of the charge handle108are withdrawn from the mating engagement with the corresponding sockets of the charge port106. Continued rotation of the wheel handle504by the operator causes further downward axial motion of the core until the cam follower stud1108reaches the lower end of the cam drive slot1106to fully place the charge handle108in a disengaged position, at which point the latch tongues1406of the latch arms are withdrawn into the housing502of the charge handle108. The charge handle108may then conveniently be withdrawn from the charge port106.

The drive mechanism, including the helical cam1104, cam follower stud1108, and wheel handle504, provides controlled extension and retraction of the connectors from the housing502. The latching mechanism, including the pivoting front latch arm720, cam lobe1402, and cam ring1404, securely locks the charge handle108to the charge port106when the connectors are extended to enable charging operations while avoiding pushing against the charge port106or aircraft2400. The visual indicators on the drive mechanism provide feedback to the operator on the position of the core710and stage of engagement.

FIG.20is a flowchart illustrating a method2000, according to some examples, for engagement of a charge handle108, as described above, with a charge port106of an electric vehicle in the example form of an aircraft2400.

In block2002, the method2000engages, by the charge handle108, a chassis ground connector514of the charge handle108with a corresponding grounding connector within a charge port106of the aircraft2400. The chassis ground connector514is coupled to a grounding chassis ground cable416, as shown inFIG.4, that provides a low-resistance path to ground. This helps discharge static buildup that could damage sensitive components and ensures the charge handle108, and the charge port106are at the same electrical potential before energizing other systems of the ground support equipment104. The chassis ground connector514engages first to mitigate risks like arcing that could result from connecting high-voltage systems at different potentials, for example.

In block2004, the method2000engages, by the charge handle108, one or more fluid connectors, specifically coolant in connector516and coolant out connector518, of the charge handle108with corresponding one or more fluid connectors within the charge port106after engaging the chassis ground connector514. The coolant in connector516and coolant out connector518are coupled to coolant in tube404and the coolant out tube406respectively, 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 handle108and the aircraft2400without 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. 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.

In block2006, the method2000engages, by the charge handle108one or more electrical connectors520of the charge handle108with corresponding one or more electrical connectors within the charge port106after engaging the one or more fluid connectors. The electrical connectors520are coupled to high-voltage aircraft charging conductors408, as shown inFIG.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 connectors520may facilitate the concurrent charging or discharging of the respective first and second isolated battery packs2102of the electric aircraft2400.

In block2008, the method2000engages, by the charge handle108, a data connector, specifically the data offload and interlock512, of the charge handle108with a corresponding data connector within the charge port106after engaging the one or more electrical connectors520. The data offload and interlock512is coupled to an aircraft data link412, as shown inFIG.4, that provides monitoring and control of the charging process. The data offload and interlock512may be the last connection made to avoid data transfer before the power systems are properly grounded and cooled. The data offload and interlock512may facilitate a transfer of data between the electric aircraft2400and an external data system, such as the system controller202.

The sequencing and physical design of the connectors in the charge handle108mitigate risks like arcing, overheating, and static discharge during connection and disconnection with the charge port106. The grounding, fluid, high-voltage electrical, and data connections are engaged in a controlled sequence to ensure the safe operation of the charging system.

Method—Operation of Ground Support Equipment104

FIG.21is a flowchart illustrating a method2100, according to some examples, of operating ground support equipment104with respect to an electric vehicle, such as for example aircraft2400or a motor vehicle.

In block2102, the method2100provides, via fluid connectors in the form of the coolant in connector516and coolant out connector518of a charge handle108, a coolant fluid from a fluid source external to the aircraft2400, such as the coolant reservoir118, to thermally manage the aircraft2400. The coolant fluid is applied in order to thermally manage the aircraft2400during electrical charging and discharging of battery packs1602of the aircraft2400.

The coolant in connector516and coolant out connector518are coupled to coolant in tube404and the coolant out tube406, shown inFIG.4, to convey the coolant fluid from the charge handle108to the aircraft2400. A pump, such as one of the pumps302, pumps the chilled coolant from the coolant reservoir118to the coolant in connector516and coolant out connector518at a rate of up to 45 lpm. The coolant flows into the fluid circulation system2504of the aircraft2400and returns to the coolant reservoir118, where it is re-chilled by a chiller116. Temperature and pressure sensors within the cooling system and charge handle108may monitor the coolant flow and provide data to the system controller202to control the pumps302and ensure proper thermal management.

In block2104, the method2100provides, via electrical connectors520of the charge handle108, at least one of charge or discharge of respective first and second isolated battery packs2502of the electric aircraft2400from an electric source external to the electric aircraft2400, such as the charger114. The electrical connectors520are coupled to high-voltage aircraft charging conductors408to facilitate the charge or discharge of the respective first and second isolated battery packs1602. The electrical connectors520may facilitate the concurrent charging or discharging of the respective first and second isolated battery packs1602of the electric aircraft2400.

The charger114may provide up to 750 VDC and 130 A of power to the electrical connectors520for charging the battery packs1602. The charger114adjusts the voltage and current to each electrical connector520based on the needs of the connected battery pack1602. The system controller202coordinates the charging profiles for each battery pack1602based on their state of charge and chemistry. Voltage, current, and temperature data from the battery packs1602and charge handle108provide feedback to control the charging process.

In block2106, the method2100facilitates, via a data connector, specifically the data offload and interlock512, of the charge handle108, a transfer of data between the electric aircraft2400and an external data system, such as the system controller202. The data offload and interlock512is coupled to an aircraft data link412to facilitate the data transfer, as shown inFIG.4. The data offload and interlock512may facilitate a transfer of data between the electric aircraft2400and an external data system, such as the system controller202.

The data offload and interlock512transmits data like charging parameters, telemetry, and safety information from the aircraft2400systems to the system controller202. The system controller202then controls components like the charger114and cooling system based on this data to properly manage the charging process. The data offload and interlock512also provides a signal to the system controller202when the charge handle108is properly engaged or disengaged from the charge port106.

The charge handle108provides connections for power, data, and coolant flow between the ground support equipment104and the aircraft2400. The components, data, and signals involved in these connections enable automated, high-powered charging and advanced thermal management of the battery systems.

Method—Data Exchange with Ground Support Equipment104

FIG.22is a flowchart illustrating a method2200, according to some examples, to operate a charging station, in the example form of the ground support equipment104.

In block2202, the method2200receives, by the ground support equipment104, a first signal from a charge handle108coupled between an electrically powered vehicle, in the example form of the aircraft2400, and a charging station in the example form of the ground support equipment104. The first signal indicates that the charge handle108is properly engaged with the charge port106. This first signal is received through the data offload and interlock512, which provides a signal to the system controller202when the charge handle108is properly engaged or disengaged from the charge port106.

The data offload and interlock512contains a switch that closes when the charge handle108is engaged to the charge port106, sending the first signal to the system controller202. The system controller202then begins a handshaking process with the aircraft2400, exchanging authentication keys to verify the connection before energizing the systems.

In block2204, the method2200initiates, by the ground support equipment104, one or more battery chargers, for example the power supplies1610of the charger114, and one or more coolant pumps, for example the pumps302, in response to the first signal to provide power and cooling to the electric aircraft2400. The system controller202coordinates the charging profiles for each battery pack1602based on their state of charge and chemistry, for example. The pumps302pump chilled coolant from the coolant reservoir118to the charge handle108at a rate of up to 45 lpm, for example.

The system controller202sends signals to turn on the charger114and pumps302after the handshaking process is complete. The charger114begins providing power to the electrical connectors520at the voltage and current levels specified by the aircraft2400for each battery pack1602. The pumps302start circulating chilled coolant from the coolant reservoir118to the charge handle108, which is then provided via the coolant in connector516to the aircraft2400to begin cooling the battery packs1602. Temperature sensors in the battery packs2102and charge handle108may provide feedback to monitor the temperatures during charging.

In block2206, the method2200transmits, by the ground support equipment104, a second signal to the charge handle108to start data offload from the electric aircraft2400. The second signal is transmitted from the system controller202to the charge handle108through the data offload and interlock512.

Once charging and cooling have started, the system controller202sends the second signal through the data offload and interlock512to request data offload from the aircraft2500aircraft2900. This initiates the transfer of data like flight profiles, error codes, and telemetry through the data offload and interlock512to the system controller202.

In block2208, the method2200receives, by the ground support equipment104, flight data, telemetry data, and pressure data via the charge handle108, the flight data, the telemetry data, and the pressure data being in an Ethernet format. The charge handle108converts the T1 aircraft data links412from the aircraft2500aircraft2900into Ethernet for transmission to the ground support equipment104. The data includes information like charging parameters, telemetry, system statuses, error codes, flight profiles, and pressure readings from sensors in the charge handle108and cooling fluid circulation systems2504of the aircraft2900.

The data offload and interlock512receives the T1 data via the aircraft data link412from the aircraft2400systems. The charge handle108then converts this data into Ethernet signals, which it transmits to the system controller202. Pressure data comes from pressure sensors, such as pressure transducers, within the charge handle108that monitor the coolant pressure. The system controller202logs all data received for each charging session.

In block2210, the method2200controls, by a system controller202of the ground support equipment104, the one or more battery chargers, for example the power supplies1610of the charger114, and the one or more coolant pumps, specifically the pumps302, based at least in part on the pressure data. The system controller202adjusts the charger114and pumps302to maintain proper temperatures and charge rates for the battery packs1602based on the pressure data and other feedback. If the pressure data indicates an overpressure condition, the system controller202can reduce or stop coolant flow to avoid damage to the aircraft2400.

The system controller202monitors the pressure data and other telemetry from the sensors and aircraft2500aircraft2900during charging. If the pressure data shows the coolant pressure rising above a threshold pressures (e.g., 25 PSI), the system controller202sends signals to slow or stop the pumps302to prevent over pressurization. Once the pressure drops below the threshold pressure (e.g., 25 PSI) again, the pumps302reactivate. The system controller202can also adjust the charger114up 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 controller202immediately cuts off power and coolant to mitigate risks.

In summary, the ground support equipment104receives signals and data from the charge handle108to initiate and control charging operations for the electric aircraft2500aircraft2900. The system controller202activates components like the charger114and pumps302in response to the first signal indicating the charge handle108is engaged. It then receives data including pressure readings from the charge handle108to monitor the charging process and make adjustments as needed. The ground support equipment104and charge handle108work together to enable automated, high-powered charging and advanced thermal management of the battery systems.

Method—Charge Provision Through Multiple Isolated Power Supplies1610

FIG.23is a flowchart illustrating a method2300, according to some examples, to operate a charging station, in the example form of the ground support equipment104, having multiple power supplies1610.

In block2302, the method2300activates a charger114comprising a plurality of isolated power channels. The charger114may 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 packs1602on the aircraft2400.

The charger114receives AC power from the grid connection110and converts it to DC power for charging the aircraft batteries. The charger114may provide up to 750 VDC and 130 A of power to charge multiple aircraft concurrently.

Each power channel of the charger114is isolated to maintain separation between the battery packs1602. This isolation enhances safety and redundancy. If one battery pack1602cannot be charged, the others can still be serviced.

The power channels are controllable based on commands from the aircraft2400. The aircraft2500aircraft2900specifies a charging profile for each battery pack1602including the voltage, current, and duration. The ground support equipment104adjusts each power channel to provide the requested charging profile for the associated battery pack1602,

The power channels are bidirectional, allowing them to either charge or discharge the battery packs1602When 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 aircraft2400based on the respective needs of each battery pack1602and an overall charging plan of the system controller202at the control center112.

In block2304, the method2300connects a respective power channel of the plurality of isolated power channels to a respective isolated battery pack1602of a plurality of battery packs1602of the aircraft2400. Two power channels connect to each battery pack1602through the high-voltage pin connections in the electrical connectors520in the charge handle108, providing fully isolated and redundant power connections.

If one power channel fails or cannot charge its associated battery pack1602, the other can continue servicing that battery pack1602. This avoids delays in recharging the aircraft2400and ensures functioning packs reach full charge. The redundant and isolated power channels provide flexibility in servicing the individual needs of each battery pack1602and recharging the aircraft2400rapidly.

In block2306, the method2300controls an output of each power channel of the plurality of isolated power channels to charge the connected isolated battery pack1602of the plurality of battery packs2102of the aircraft2400. The system controller202controls the output of each power channel based on commands from the aircraft2400. The aircraft2400specifies a charging profile for each battery pack2102including the voltage, current, and duration, for example.

The system controller202adjusts each power channel to provide the requested charging profile for the associated battery pack1602. The power channels can operate at different levels simultaneously to provide custom charging for each battery pack1602based on its needs. Battery packs1602that 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 pack1602and avoiding overcharging.

The power channels make adjustments on the fly based on new commands from the aircraft2400. As battery packs2102approach full charge, the aircraft2400may request lower charging rates to avoid overcharging. The power channels can quickly adjust to the new charging profiles for each battery pack1602upon request from the aircraft2400, 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 pack1602. With multiple isolated power channels, if one fails, the others can continue servicing the remaining packs. This avoids delays in recharging the aircraft2400and ensures all functioning packs reach full charge.

The power channels are designed to work together to fully recharge the aircraft2400as quickly as possible after each flight by operating simultaneously at commanded levels for each battery pack2502, 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 pack1602. Their ability to quickly switch between charging and discharging based on the aircraft's requests allows for complete management of the battery.

Example Vehicle Overview

FIG.24is a plan view of a VTOL aircraft2400according to some examples. The aircraft2400includes a fuselage2402, two wings2404, an empennage2406, and propulsion systems2408embodied as tiltable rotor assemblies2410located in nacelles2412. The aircraft2400includes one or more nonlinear and isolated power sources in the example form of battery packs2502embodied inFIG.24as nacelle battery packs2414and wing battery packs2416. In the illustrated example, the nacelle battery packs2414are located in inboard nacelles2418, but it will be appreciated that the nacelle battery packs2414could be located in other nacelles2412forming part of the aircraft2400. The aircraft2400will typically include associated equipment such as an electronic infrastructure, control surfaces, a cooling system, landing gear, and so forth.

The wings2404function to generate lift to support the aircraft2400during forward flight. The wings2404can additionally or alternately function to structurally support the battery packs2502, battery module2506and/or propulsion systems2408under 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).

Energy Storage System2500

FIG.25is a schematic view of an aircraft energy storage system2500according to some examples. As shown, the energy storage system2500includes one or more battery packs2502. Each battery pack2502may include one or more battery modules2506, which in turn may comprise a number of cells2508.

Typically associated with a battery pack2502are one or more propulsion systems2408, a battery mate2510for connecting it to the energy storage system2500, a burst membrane2512as part of a venting system, a fluid circulation system2504for cooling, and power electronics2514for regulating delivery of electrical power (from the battery during operation and to the battery during charging) and to provide integration of the battery pack2502with the electronic infrastructure of the energy storage system2500. As discussed in more detail below, the propulsion systems2408may comprise multiple rotor assemblies.

The electronic infrastructure and the power electronics2514can additionally or alternately function to integrate the battery packs2502into the energy storage system2500of 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. 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 packs2502function to store electrochemical energy in a rechargeable manner for supply to the propulsion systems2408. Battery packs2502can 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. In a specific example, the energy storage system2500includes 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. In a second specific example, 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 packs2502may include a plurality of battery modules2506.

The energy storage system2500includes a cooling system (e.g., fluid circulation system2504) that functions to circulate a working fluid within the battery pack2502to remove heat generated by the battery pack2502during operation or charging. Battery cells2508, battery module2506and/or battery packs2502can be fluidly connected by the cooling system in series and/or parallel in any suitable manner.

FIG.26illustrates an electrical architecture2602for the aircraft2604. The electrical architecture2602includes the energy storage system2606, multiple flight devices2608, multiple flight computers2610, and a distribution network2612. Network2612includes a number of switches2614and appropriate wired or wireless data-transmission links within the network2612and with the other components of the electrical architecture2602.

The electrical architecture2602functions to provide redundant and fault-tolerant power and data connections between the flight device2608, flight computer2610and the energy storage system2606. The flight devices2608can 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.

The flight computers2610control the overall functioning of the aircraft2604, 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 system2606state information (battery pack voltage, level of charge, temperature and so forth); and/or any other appropriate information. 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.

Included with the flight computers2610are I/O components2802(seeFIG.28) used to receive input from and provide output to a pilot or other operator. I/O components2802may 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 computers2610also perform the methods described below for determining the capabilities of the energy storage system2606, based on data received from the I/O components2802, data entered by the pilot, data retrieved from one or more remote servers such as the data repository2702described below, as well as aircraft and battery state information.

FIG.27illustrates a computing environment2700associated with an aviation transport network according to some examples. In the example shown inFIG.4, the computing environment2700includes ground support equipment104sites, a transport network planning system2704, a transport services coordination system2706, a set of aircraft2708, a node management system2710and a set of client devices2712, all connected via a network2612. In other examples, the computing environment2700contains different and/or additional elements. In addition, the functions may be distributed among the elements in a different manner than described. For example, the node management systems2710may be omitted, with information about the nodes stored and updated at the transport network planning system3204.

The transport network planning system2704assists in the planning and design of the transport network. In some examples, the transport network planning system2704estimates demand for transport services, suggests locations for transportation nodes to help meet that demand, and simulates the flow of riders and aircraft2708between the nodes to assist in network planning.

The transport services coordination system2706coordinates transport services once a set of transportation nodes are operational. The transport services coordination system2706pairs users who request transport services (riders) with specific aircraft2708. The transport services coordination system2706may also interact with ground-based transportation to coordinate travel services. For example, the transport services coordination system2706may be an extension of an existing transport services coordinator, such as a ridesharing service.

The aircraft2708are vehicles that fly between nodes (each providing ground support equipment104) in the transport network. An aircraft2708may be controlled by a human pilot (inside the vehicle or on the ground) or it may be autonomous. In some examples, the aircraft2708is an aircraft2400. For convenience, the various components of the computing environment2700will be described with reference to this example. However, other types of aircraft may be used, such as helicopters, planes that takeoff at angles other than vertical, and the like.

An aircraft2708may include an electrical architecture2602that communicates status information (e.g., via the network2714) to other elements of the computing environment2700. The status information may include current location, current battery charge, potential component failures, and the like. The electrical architecture2602of the aircraft2708may 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 system2710provides functionality at a node in the transport network. A node is a location at which aircraft are intended to land and takeoff. Within a transport network, there may be different types of nodes. For example, a node in a central location with a large amount of rider throughput might include sufficient infrastructure for sixteen (or more) aircraft2708to simultaneously (or almost simultaneously) take off or land. Similarly, such a node might include multiple charging stations for recharging battery-powered aircraft2708. In contrast, a node located in a sparely populated suburb might include infrastructure for a single aircraft2708and have no charging station. The node management system2710may be located at the node or remotely and be connected via the network2714. In the latter case, a single node management system2710may serve multiple nodes.

In some examples, a node management system2710monitors the status of equipment at the node and reports to the transport network planning system2704. For example, if there is a fault in a charging station, the node management system2710may automatically report that it is unavailable for charging aircraft2708and request maintenance or a replacement. The node management system2710may 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 system2710may control the movement of the launch pad (e.g., in response to instructions received from transport services coordination system2706and/or an aircraft2708).

The client devices2712are computing devices with which users may arrange transport services within the transport network. In some examples, the client devices2712are 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 device2712sends a request for transport services to the transport services coordination system2706. Alternatively, 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 device2712).

Regardless of how they are generated, the transport services coordination system2706determines how to service transport requests. In some examples, a transport request can be serviced by a combination of ground-based and aerial transportation. The transport services coordination system2706sends 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 repository2702includes one or more servers that may or may not be hosted by the provider of the aviation transport network. The data repository2702provides information that can be used by the other components of the computing environment2700, 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 system2704or the aircraft2708for trip planning and for use in determining the capabilities of the energy storage system2606as described in more detail below. In some examples the data repository2702can be a weather service provider, a provider of mapping or other geographic information, and so forth. The data repository2702may also be hosted as part of, or distributed between, other components of the computing environment2700, such as the transport services coordination system2706and the node management system2710.

The network2714provides the communication channels via which the other elements of the networked computing environment2700communicate. The network2714can include any combination of local area and/or wide area networks, using both wired and/or wireless communication systems.

Computer System

FIG.28shows a diagrammatic representation of the machine2800in the example form of a computer system (e.g., the system controller202, the control center112, the GSE controller1608, the flight computer2610) within which instructions2804(e.g., software, a program, an application, an applet, an app, or other executable code) for causing the machine2800to perform any one or more of the methodologies discussed herein may be executed. The instructions2804may transform the general, non-programmed machine2800into a particular machine2800programmed to carry out the described and illustrated functions in the manner described. In alternative examples, the machine2800operates as a standalone device or may be coupled (e.g., networked) to other machines. In a networked deployment, the machine2800may 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 machine2800may 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 instructions2804, sequentially or otherwise, that specify actions to be taken by the machine2800. Further, while only a single machine2800is illustrated, the term “machine” shall also be taken to include a collection of machines2800that individually or jointly execute the instructions2804to perform any one or more of the methodologies discussed herein.

The machine2800may include processors2806, memory2808, and I/O components2802, which may be configured to communicate with each other such as via a bus2810. In an example, the processors2806(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) may include, for example, a processor2812and a processor2814that may execute the instructions2804. The term “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. AlthoughFIG.28shows multiple processors2806, the machine2800may 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 memory2808may include a main memory2816, a static memory2818, and a storage unit2820, both accessible to the processors2806such as via the bus2810. The main memory2808, the static memory2818, and storage unit2820store the instructions2804embodying any one or more of the methodologies or functions described herein. The instructions2804may also reside, completely or partially, within the main memory2816, within the static memory2818, within machine-readable medium2822within the storage unit2820, within at least one of the processors2806(e.g., within the processor's cache memory), or any suitable combination thereof, during execution thereof by the machine2800.

In further examples, the I/O components2802may include biometric components2828, motion components2830, environmental components2832, or position components2834, among a wide array of other components. For example, the biometric components2828may 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 components2830may include acceleration sensor components (e.g., accelerometer), gravitation sensor components, rotation sensor components (e.g., gyroscope), and so forth. The environmental components2832may 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. The position components2834may 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.

Communication may be implemented using a wide variety of technologies. The I/O components2802may include communication components2836operable to couple the machine2800to a network2838or devices2840via a coupling2842and a coupling2844, respectively. For example, the communication components2836may include a network interface component or another suitable device to interface with the network2838. In further examples, the communication components2836may 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 devices2840may be another machine or any of a wide variety of peripheral devices (e.g., a peripheral device coupled via a USB).

Executable Instructions and Machine Storage Medium

The various memories (i.e., memory2808, main memory2816, static memory2818, and/or memory of the processors2806) and/or storage unit2820may 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 instructions2804), when executed by processors2806, cause various operations to implement the disclosed examples.

Transmission Medium

The instructions2804may be transmitted or received over the network2838using a transmission medium via a network interface device (e.g., a network interface component included in the communication components2836) and utilizing any one of a number of well-known transfer protocols (e.g., hypertext transfer protocol (HTTP)). Similarly, the instructions2804may be transmitted or received using a transmission medium via the coupling2844(e.g., a peer-to-peer coupling) to the devices2840. The terms “transmission medium” and “signal medium” mean the same thing and may be used interchangeably in this disclosure. The terms “transmission medium” and “signal medium” shall be taken to include any intangible medium that is capable of storing, encoding, or carrying the instructions2804for execution by the machine2800, and includes digital or analog communications signals or other intangible media to facilitate communication of such software. Hence, the terms “transmission medium” and “signal medium” shall be taken to include any form of modulated data signal, carrier wave, and so forth. The term “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.

Security

As noted above, security, particularly cybersecurity, may be enhanced by the provision of a number of features within the electric aircraft charging environment102described above. Examples of such security features may include:One-Way Data Connections: he electric aircraft charging environment102, in some examples, implements one-way data connections by only allowing data to flow from the aircraft2400to the charging system, and not in the reverse direction. The aircraft data link412is coupled to the data offload and interlock512of the charge handle108, 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 aircraft2400and ground support equipment104is implemented using the aircraft data link412. 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 aircraft2400, the charge handles108and charging systems of the ground support equipment104Both the aircraft2400and 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 link412. 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: Secured components, including charging system computers (e.g., of the system controller202), data storage devices, networking equipment and other components within the electric aircraft charging environment102have 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 multi-factor 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 environment102may be performed to detect any unauthorized access or tampering. The control center112may coordinate charging operations and monitor the ground support equipment104systems. 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 equipment104. 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 equipment104includes 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.

The redundant and isolated design of the ground support equipment104seeks 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 equipment104is able to maintain high levels of data and system security as required for safe operation.

EXAMPLES

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.

In Example 2, the subject matter of Example 1 includes, wherein the plurality of connectors comprises fluid connectors, electrical connectors, and a data connector.

In 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.

In 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.

In 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.

In Example 6, the subject matter of Examples 1-5 includes, wherein 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.

In 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.

In 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.

In 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.

In Example 10, the subject matter of Examples 1-9 includes, visual indicators identifying a position of the core relative to the housing.

In Example 11, the subject matter of Examples 1-10 includes, a control circuitry configured to convert data links.

In 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.

In 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.

In 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.

In 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.

In 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.

In 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.

In 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.

In 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.

In 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 25 is a charge handle for an electric aircraft, the charge handle comprising: a housing; a core slidably accommodated within the housing; a drive mechanism secured within the housing and operationally coupled to the core to drive the core between a disengaged position and an engaged position relative to the housing; and a plurality of connectors secured to and extending from a distal end of the core, the plurality of connectors including fluid connectors, electrical connectors, and a data connector.

In Example 26, the subject matter of Example 25 includes, wherein the drive mechanism comprises a helical cam having a cam drive slot defined therein, and wherein the core comprises a cam follower stud that is accommodated within the cam drive slot and that drives the core between the disengaged position and the engaged position upon rotation of the helical cam.

In Example 27, the subject matter of Example 26 includes, wherein the drive mechanism further comprises a rotation handle coupled to the helical cam to enable rotation of the helical cam by a user.

In Example 28, the subject matter of Examples 25-27 includes, wherein the core is movable by the drive mechanism within the housing between an engaged position, a neutral position, and a disengaged position.

In Example 29, the subject matter of Example 28 includes, wherein, when in the neutral position, the plurality of connectors of the charge handle are disengaged from corresponding connectors of a charge port of the electric aircraft, and the housing is secured to the electric aircraft by a latching mechanism.

In Example 30, the subject matter of Examples 28-29 includes, wherein, when in the disengaged position, the housing is released from the electric aircraft by the latching mechanism.

In Example 31, the subject matter of Examples 25-30 includes, wherein the housing has a first open end through which the plurality of connectors are accessible, and the core is movable between a disengaged position in which the plurality of connectors are disengaged within the housing, and an engaged position in which the plurality of connectors extend through the first open end of the housing.

In Example 32, the subject matter of Example 31 includes, wherein the plurality of connectors extend further from the housing in the engaged position than in the disengaged position.

In Example 33, the subject matter of Examples 31-32 includes, wherein the plurality of connectors are disengaged within the housing in the disengaged position.

In Example 34, the subject matter of Examples 25-33 includes, wherein the housing defines a plurality of windows and the core includes visual indicators that align with the plurality of windows in the engaged position, the disengaged position, and one or more intermediate positions between the engaged position and the disengaged position.

In Example 35, the subject matter of Example 34 includes, wherein the visual indicators provide a visual indication of a degree of extension of the plurality of connectors from the housing.

In Example 36, the subject matter of Examples 25-35 includes, wherein the fluid connectors are longer than the electrical connectors, and the electrical connectors are longer than the data connector so as to facilitate a sequenced engagement and disengagement between the charge handle and a charge port of the electric aircraft.

In Example 37, the subject matter of Examples 25-36 includes, wherein mating positions of the fluid connectors, the electrical connectors, and the data connector facilitate a sequenced engagement and disengagement between the charge handle and a charge port of the electric aircraft.

Example 38 is a charge handle for an electric vehicle, the charge handle comprising: first and second fluid connectors comprising a coolant in connector and a coolant out connector, the fluid connectors to operationally facilitate provision of a coolant fluid from a fluid source external to the electric vehicle to thermally manage the electric vehicle; electrical connectors to operationally facilitate charging of respective first and second isolated battery packs of the electric vehicle from an electric power source external to the electric vehicle; and a data connector to operationally facilitate a transfer of data between the electric vehicle and an external data system.

In Example 39, the subject matter of Example 38 includes, wherein the electrical connectors include first and second high-voltage electrical connectors and a ground connector.

In Example 40, the subject matter of Examples 38-39 includes, wherein the data connector includes a handle data connector and a vehicle data connector.

In Example 41, the subject matter of Examples 38-40 includes, wherein the charging of the respective first and second isolated battery packs of the electric vehicle is a concurrent charge of the respective first and second isolated battery packs of the electric vehicle.

In Example 42, the subject matter of Examples 38-41 includes, a recirculation valve to reduce pressure of flow of the coolant fluid from the coolant in connector to the electric vehicle, wherein the recirculation valve directly couples a fluid flow to the coolant out channel to recirculate the fluid flow within the handle.

In Example 43, the subject matter of Examples 38-42 includes, wherein an engagement and a disengagement by the coolant in connector, the coolant out connector, the electrical connectors, and the data connector to a charge port of the electric vehicle is sequenced during a connection operation.

In Example 44, the subject matter of Example 43 includes, wherein the coolant in connector and the coolant out connector are longer than the electrical connectors, and the electrical connectors are longer than the data connector so as to facilitate the sequenced engagement and disengagement between the charge handle and the charge port of the electric vehicle, the sequenced disengagement between the charge handle and a charge port comprises a first disengagement of the data connector, a second disengagement of the electrical connectors, and a third disengagement of the coolant in connector and the coolant out connector.

In Example 45, the subject matter of Example 44 includes, wherein mating positions of the fluid connectors, the electrical connectors, and the data connector facilitates the sequenced engagement and disengagement between the charge handle and the charge port of the electric aircraft.

The charge handle of Example 38, further comprising: a housing; a core slidably accommodated within the housing, the coolant in connector, the coolant out connector, the electrical connectors, and the data connector secured to and extending from a distal end of the core, and the core being movable between a disengaged position in which the coolant in connector, the coolant out connector, the electrical connectors and the data connector is disengaged within the charge handle, and an engaged position in which the coolant in connector, the coolant out connector, the electrical connectors, and the data connector extend relative to the charge handle; and a drive mechanism secured to the housing and to operationally drive the core between the disengaged position and the engaged position.

In Example 46, wherein the drive mechanism comprises a helical cam having a cam drive slot defined therein, and wherein the core comprises a cam follower stud that is accommodated within the cam drive slot and that drives the core between the disengaged position and the engaged position upon rotation of the helical cam.

In Example 47, the subject matter of Example 46 includes, wherein the drive mechanism further comprises a rotation handle to enable rotation of the helical cam by a user.

In Example 48, including a latching mechanism to secure the housing to a charge port of the electric vehicle during engagement of the charge handle with the charge port.

In Example 49, the subject matter of Example 48 includes, wherein the latching mechanism prevents accidental disconnect.

In Example 50, the subject matter of Examples 48-49 includes, wherein the latching mechanism engages with a camming mechanism to secure the housing to the electric vehicle when the core is in the engaged position and to release the charge handle from the engagement with the electric vehicle when the core is in the disengaged position.

In Example 51, the subject matter of Example 50 includes, wherein the camming mechanism comprises a pivoting latch having a cam follower, and a cam lobe that forms part of the camming mechanism that engages the pivoting latch to pivot between a locked position and a release position.

In Example 52, the subject matter of Examples 48-51 includes, wherein the housing defines a plurality of windows to provide views of the core and the drive mechanism within the housing, and where the core and the drive mechanism include a plurality of visual indicators that align with the plurality of windows in a plurality of positions of the core within the housing, thereby providing a visual indication of the plurality of positions.

In Example 53, the subject matter of Example 52 includes, wherein the plurality of visual indicators comprise a ring of the drive mechanism that is visible within the housing, and that provides an indication of a degree of rotation of the drive mechanism within the housing.

In Example 54, the subject matter of Examples 52-53 includes, wherein the plurality of positions of the core within the housing include an engaged position, a neutral position, and a disengaged position.

In Example 55, the subject matter of Example 54 includes, wherein, in the neutral position, the coolant in connector, the coolant out connector, the electrical connectors, and the data connector of the charge handle are disengaged from corresponding connectors of a charge port, and the housing is secured to the electric vehicle by the latching mechanism.

In Example 56, the subject matter of Examples 54-55 includes, wherein, in the disengaged position, the housing is released from the electric vehicle by the latching mechanism.

In Example 57, the subject matter of Examples 38-56 includes, wherein the coolant fluid is provisioned to the electric vehicle to thermally manage the electric vehicle during charging of batteries of the electric vehicle.

In Example 58, the subject matter of Example 57 includes, wherein the charge handle includes a first fluid channel to convey the coolant fluid from the coolant in connector to the electric vehicle and a second fluid channel to convey the coolant fluid from the electric vehicle to the coolant out connector.

In Example 59, the subject matter of Example 58 includes, wherein the charge handle includes a recirculation valve fluidly coupled between the first and second fluid channels to recirculate the coolant fluid within the charge handle.

In Example 60, the subject matter of Examples 38-59 includes, wherein the charge handle includes a first power conduit to convey charge from a first high-voltage electrical connector to the first isolated battery pack and a second power conduit to convey charge from a second high-voltage electrical connector to the second isolated battery pack.

In Example 61, the subject matter of Example 60 includes, wherein the first and second power conduits are isolated from each other within the charge handle.

In Example 62, the subject matter of Examples 38-61 includes, wherein the charge handle includes a data conduit to convey data between the data connector and a printed circuit board assembly that includes a field-programmable gate array to manage data transfer between the data connector and the external data system.

In Example 63, the subject matter of Example 62 includes, wherein the printed circuit board assembly converts a first data format received from the data connector to a second data format for transmission to the external data system.

In Example 64, the subject matter of Examples 62-63 includes, wherein the charge handle further includes a pressure sensor to sense a pressure of the coolant fluid, the pressure sensor being electrically coupled to the printed circuit board assembly.

In Example 65, the subject matter of Example 64 includes, wherein the printed circuit board assembly receives pressure data from the pressure sensor and includes the pressure data in the data transmitted to the external data system.

In Example 66, the subject matter of Example 65 includes, wherein the external data system controls a flow rate of the coolant fluid based on the pressure data to maintain the pressure of the coolant fluid within a predetermined range.

In Example 67, the subject matter of Example 66 includes, wherein the predetermined range is selected to determine a heat transfer rate from the electric vehicle to the coolant fluid.

In Example 68, the subject matter of Example 67 includes, wherein the printed circuit board assembly controls a pump, in response to commands from the external data system, to increase or decrease the flow rate of the coolant fluid.

In Example 69, the subject matter of Example 68 includes, wherein the pump is fluidly coupled between the coolant in connector and the first fluid conduit to pump the coolant fluid into the first fluid conduit.

In Example 70, the subject matter of Example 69 includes, wherein the printed circuit board assembly cuts off the flow of coolant fluid in response to the pressure sensor sensing that the pressure of the coolant fluid has exceeded a maximum threshold pressure.

In Example 71, the subject matter of Example 70 includes, wherein the printed circuit board assembly re-initiates the flow of coolant fluid once the pressure sensor senses that the pressure of the coolant fluid has decreased below the maximum threshold pressure.

In Example 72, the subject matter of Example 71 includes, wherein the maximum threshold pressure is selected to prevent damage to the electric vehicle from over-pressurization of the coolant fluid49is missing parent:

Example 73: A charge handle for an electric aircraft, the charge handle comprising: a housing; a core slidably accommodated within the housing; a drive mechanism secured within the housing and operationally coupled to the core to drive the core between a disengaged position and an engaged position; a plurality of connectors secured to and extending from a distal end of the core, the plurality of connectors including fluid connectors to facilitate a flow of coolant between the charge handle and the electric aircraft; and one or more pressure sensors to sense pressure of the coolant within the charge handle, the one or more pressure sensors providing pressure data to a system controller.

In Example 73, wherein the one or more pressure sensors sense the pressure of the coolant within the fluid channels of the charge handle.

In Example 74, wherein the one or more pressure sensors sense the pressure of the coolant at one or more locations between the fluid connectors and a coolant source external to the electric aircraft.

In Example 75, wherein the system controller controls a flow of the coolant based at least in part on the pressure data from the one or more pressure sensors.

In Example 76, the subject matter of Example 75 includes, wherein the system controller reduces or stops the flow of the coolant based on the pressure data indicating the pressure of the coolant exceeds a threshold pressure.

In Example 77, wherein the system controller monitors the pressure data from the one or more pressure sensors to detect blockages of a flow of the coolant.

In Example 78, wherein the system controller provides an alert to an operator based the pressure data from the one or more pressure sensors is outside of a normal operating range.

In Example 79, wherein the one or more pressure sensors are in communication with the system controller via a wired or wireless data connection.

In Example 80, wherein the one or more pressure sensors are powered by a power source within the charge handle.

In Example 81, wherein the one or more pressure sensors are mounted within a wall of the core.

In Example 82, wherein the one or more pressure sensors extend into a flow path of the coolant.

Example 83 is a ground support equipment for an electric aircraft having isolated battery packs, the ground support equipment comprising: a plurality of isolated power modules to convey electrical charge to the isolated battery packs, each power module comprising an isolated power channel; a thermal management system to provide a cooling medium; and a control system to govern operations of the power modules and the thermal management system.

In Example 84, the subject matter of Example 83 includes, wherein each power module is configured to convert alternating current power to direct current power.

In Example 85, the subject matter of Examples 83-84 includes, wherein the thermal management system comprises: a cooling system to reduce the temperature of the cooling medium; a reservoir system to store the cooled cooling medium; and a pumping system to propel the cooled cooling medium.

In Example 86, the subject matter of Examples 83-85 includes, wherein the control system coordinates the conveyance of charge to the isolated battery packs.

In Example 87, the subject matter of Examples 83-86 includes, wherein the control system monitors the power modules, the thermal management system and indicates anomalies to operators.

In Example 88, the subject matter of Examples 83-87 includes, wherein each isolated power channel is connected to a respective isolated battery pack.

In Example 89, the subject matter of Examples 83-88 includes, wherein each power module comprises an alternating current power supply.

In Example 90, the subject matter of Examples 83-89 includes, wherein the control system conveys data from the power modules and the thermal management system to a command center.

In Example 91, wherein the reservoir system retains a cooling medium solution.

In Example 92, the subject matter of Examples 83-91 includes, wherein the electric aircraft is a vertical take-off and landing vehicle.

In Example 93, the subject matter of Examples 83-92 includes, wherein the thermal management system reduces the temperature of the isolated battery packs.

In Example 94, the subject matter of Examples 83-93 includes, wherein the control system governs the conveyance of charge to the isolated battery packs based on requests received from the electric aircraft.

In Example 95, the subject matter of Examples 83-94 includes, wherein each power module is galvanically isolated from each other power module.

In Example 96, the subject matter of Examples 83-95 includes, wherein each power module is controllable based on commands from the aircraft.

In Example 97, the subject matter of Examples 83-96 includes, wherein each power module is bidirectional, allowing the power modules to at least one of convey charge to and drain charge from the isolated battery packs.

In Example 98, the subject matter of Examples 83-97 includes, wherein the power modules can operate in charging mode, discharging mode or a combination thereof for each battery pack based on requirements of each battery pack.

In Example 99, the subject matter of Examples 83-98 includes, wherein the power modules can simultaneously convey charge to each of the isolated battery packs at or near their maximum rates, thereby reducing total recharge time.

In Example 100, the subject matter of Examples 83-99 includes, wherein the power modules provide different charging profiles to each battery pack based on commands from the aircraft.

In Example 101, the subject matter of Examples 83-100 includes, wherein the power modules make adjustments dynamically based on commands from the aircraft.

In Example 102, the subject matter of Examples 83-101 includes, wherein the power modules are transitionable between charging and discharging modes to provide governance over the state of charge of the battery packs.

In Example 103, the subject matter of Examples 83-102 includes, wherein the power modules function cohesively based on inputs from the aircraft to recharge the aircraft.

In Example 104, the subject matter of Examples 83-103 includes, wherein the power modules allow for simultaneous conveyance of charge to or draining of charge from the isolated battery packs.

In Example 105, the subject matter of Examples 83-104 includes, wherein the control system controls the conveyance of charge to the isolated battery packs and the temperature of the cooling medium based on requests received from the electric aircraft.

In Example 106, the subject matter of Examples 83-105 includes, wherein the control system transmits data from the power modules and the thermal management system to a remote command system.

In Example 107, wherein the reservoir system retains a mixture of cooling media.

In Example 108, the subject matter of Examples 83-107 includes, wherein the control system records details of each charging and thermal control event.

In Example 109, the subject matter of Examples 83-108 includes, wherein the power modules provide excess capacity in case one power module cannot convey charge to its associated battery pack.

In Example 110, the subject matter of Examples 83-109 includes, wherein the power modules adjust outputs dynamically based on commands from the aircraft.

In Example 111, the subject matter of Examples 83-110 includes, wherein the power modules can switch seamlessly between charging and discharging modes for each battery pack based on commands from the aircraft.

Example 112 is a method of operating a charge handle for an electric aircraft, the method comprising: engaging, by the charge handle, a grounding connector of the charge handle with a corresponding grounding connector of a charge port of the electric aircraft; engaging, by the charge handle, one or more fluid connectors of the charge handle with corresponding one or more fluid connectors of the charge port after engaging the grounding connector; engaging, by the charge handle, one or more electrical connectors of the charge handle with corresponding one or more electrical connectors of the charge port after engaging the one or more fluid connectors; and engaging, by the charge handle, a data connector of the charge handle with a corresponding data connector of the charge port after engaging the one or more electrical connectors.

In Example 113, the subject matter of Example 112 includes, disengaging, by the charge handle, the data connector from the corresponding data connector of the charge port; disengaging, by the charge handle, the one or more electrical connectors from the corresponding one or more electrical connectors of the charge port after disengaging the data connector; disengaging, by the charge handle, the one or more fluid connectors from the corresponding one or more fluid connectors of the charge port after disengaging the one or more electrical connectors; and disengaging, by the charge handle, the grounding connector from the corresponding grounding connector of the charge port after disengaging the one or more fluid connectors.

In Example 114, the subject matter of Examples 112-113 includes, wherein the one or more fluid connectors are engaged before the one or more electrical connectors to enable a flow of coolant before energizing electrical systems.

In Example 115, the subject matter of Examples 112-114 includes, wherein the data connector is engaged after the one or more electrical connectors to avoid data transfer before electrical connections are grounded.

In Example 116, the subject matter of Examples 112-115 includes, wherein the grounding connector is engaged first to discharge any static buildup.

In Example 117, the subject matter of Examples 113-116 includes, wherein the data connector is disengaged first to cut off data transfer.

In Example 118, the subject matter of Examples 113-117 includes, wherein the one or more electrical connectors are disengaged after the data connector cuts off power.

In Example 119, the subject matter of Examples 113-118 includes, wherein the one or more fluid connectors are disengaged after the one or more electrical connectors cut off coolant flow.

In Example 120, the subject matter of Examples 113-119 includes, wherein the grounding connector is disengaged last to avoid arcing.

Example 121 is a method of operating a charge handle for an electric aircraft, the method comprising: providing, via fluid connectors of a charge handle, a fluid from a fluid source external to the electric aircraft to thermally manage the electric aircraft; providing, via electrical connectors of the charge handle, charging of respective first and second isolated battery packs of the electric aircraft from an electric source external to the electric aircraft; and facilitating, via a data connector of the charge handle, a transfer of data between the electric aircraft and an external data system.

In Example 122, the subject matter of Example 121 includes, wherein the electrical connectors include first and second high-voltage electrical connectors and a ground connector.

In Example 123, the subject matter of Examples 121-122 includes, wherein the data includes a handle data connector and an aircraft data connector.

In Example 124, the subject matter of Examples 121-123 includes, wherein the charging of the respective first and second isolated battery packs of the electric aircraft is a concurrent charging of the respective first and second isolated battery packs of the electric aircraft.

In Example 125, the subject matter of Examples 121-124 includes, reducing, by a recirculation valve, pressure of fluid flow from the first fluid connector to the electric aircraft, wherein the recirculation valve directly couples a fluid flow to the second fluid connector to recirculate the fluid flow within the handle.

In Example 126, the subject matter of Examples 121-125 includes, sequencing an engagement and a disengagement by the fluid connectors, the electrical connectors, and the data connector to a charge port of the electric aircraft during a connection operation.

In Example 127, the subject matter of Example 126 includes, wherein the fluid connectors are longer than the electrical connectors, and the electrical connectors are longer than the data connector so as to facilitate the sequenced engagement and disengagement between the charge handle and the charge port of the electric aircraft, the sequenced disengagement between the charge handle and a charge port comprises a first disengagement of the data connector, a second disengagement of the electrical connectors, and a third disengagement of the fluid connectors.

In Example 128, the subject matter of Examples 126-127 includes, wherein mating positions of the fluid connectors, the electrical connectors, and the data connector facilitates the sequenced engagement and disengagement between the charge handle and the charge port of the electric aircraft.

In Example 129, the subject matter of Examples 121-128 includes, driving, by a drive mechanism, a core between a disengaged position and an engaged position, wherein the fluid connectors, the electrical connectors, and the data connector are secured to and extend from a distal end of the core.

In Example 130, the subject matter of Example 129 includes, securing, by a latching mechanism, a housing to a charge port of the electric aircraft during engagement of the charge handle with the charge port.

In Example 131, the subject matter of Example 130 includes, wherein the latching mechanism is to prevent accidental disconnect.

In Example 132, the subject matter of Examples 130-131 includes, wherein the latching mechanism engages with a camming mechanism to secure the housing to the electric aircraft when the core is in the engaged position and to release the charge handle from the engagement with the electric aircraft when the core is in the disengaged position.

In Example 133, the subject matter of Examples 121-132 includes, wherein the fluid is a coolant fluid that is provisioned to the electric aircraft to thermally manage the electric aircraft during charging of batteries of the electric aircraft.

In Example 134, the subject matter of Examples 121-133 includes, wherein the first and second fluid connectors each comprise a dry break coupler.

Example 135 is a method of operating a charge handle for an electric aircraft, the method comprising: securing a housing of the charge handle to a charge port of the electric aircraft using a latching mechanism; driving a core within the housing between a disengaged position and an engaged position; and extending fluid connectors, electrical connectors, and a data connector from a distal end of the core.

In Example 136, the subject matter of Example 135 includes, engaging, by the charge handle, the fluid connectors, the electrical connectors, and the data connector with corresponding connectors of the charge port when the core is in the engaged position.

In Example 137, the subject matter of Example 136 includes, engaging the fluid connectors with corresponding fluid connectors of the charge port before engaging the electrical connectors with corresponding electrical connectors of the charge port.

In Example 138, the subject matter of Example 137 includes, engaging the electrical connectors with corresponding electrical connectors of the charge port before engaging the data connector with a corresponding data connector of the charge port.

In Example 139, the subject matter of Examples 135-138 includes, disengaging, by the charge handle, the data connector from a corresponding data connector of the charge port when moving the core from the engaged position towards the disengaged position.

In Example 140, the subject matter of Example 139 includes, disengaging, by the charge handle, the electrical connectors from corresponding electrical connectors of the charge port after disengaging the data connector when moving the core further towards the disengaged position.

In Example 141, the subject matter of Example 140 includes, disengaging, by the charge handle, the fluid connectors from corresponding fluid connectors of the charge port after disengaging the electrical connectors when moving the core further towards the disengaged position.

In Example 142, the subject matter of Examples 135-141 includes, driving the core between the disengaged position and the engaged position by rotating a helical cam having a cam drive slot defined therein, wherein the core comprises a cam follower stud accommodated within the cam drive slot.

In Example 143, the subject matter of Example 142 includes, rotating, by a rotation handle, the helical cam to drive the core from the disengaged position to the engaged position.

In Example 144, the subject matter of Example 143 includes, rotating, by the rotation handle, the helical cam to drive the core from the engaged position to the disengaged position.

In Example 145, the subject matter of Examples 135-144 includes, defining a plurality of windows in the housing; and including visual indicators on the core that align with the plurality of windows in the engaged position, the disengaged position, and one or more intermediate positions between the engaged position and the disengaged position.

In Example 146, the subject matter of Example 145 includes, wherein the visual indicators provide a visual indication of a degree of extension of the connectors from the housing.

In Example 147, the subject matter of Examples 135-146 includes, extending the fluid connectors, the electrical connectors, and the data connector further from the housing in the engaged position than in the disengaged position.

In Example 148, the subject matter of Examples 135-147 includes, retracting the fluid connectors, the electrical connectors, and the data connector within the housing in the disengaged position.

In Example 149, the subject matter of Examples 135-148 includes, engaging the latching mechanism with a camming mechanism to secure the housing to the electric aircraft when the core is in the engaged position; and releasing the charge handle from engagement with the electric aircraft using the latching mechanism when the core is in the disengaged position.

In Example 150, the subject matter of Example 149 includes, wherein the camming mechanism comprises a pivoting latch, and further comprising: providing an inward-facing surface on the pivoting latch that acts as a cam follower; and engaging a cam lobe with the cam follower to pivot the latch between a locked position and a release position.

In Example 151, the subject matter of Example 150 includes, carrying the cam lobe by a cam ring secured to an inner edge of a helical cam of the drive mechanism.

In Example 152, the subject matter of Examples 150-151 includes, engaging the cam lobe with the cam follower to pivot the latch to the locked position when the core is in the engaged position.

In Example 153, the subject matter of Examples 150-152 includes, engaging the cam lobe with the cam follower to pivot the latch to the release position when the core is in the disengaged position.

In Example 154, further comprising: providing a tongue at a free end of the latch that engages with a retention slot defined within the charge port when the latch is in the locked position.

In Example 155, the subject matter of Example 154 includes, locating the tongue against the housing when the latch is in the release position.

In Example 156, the subject matter of Examples 154-155 includes, pivoting the latch around a fulcrum using the camming mechanism to push the tongue into engagement with the retention slot when driving the core to the engaged position.

In Example 157, further comprising: causing rotation of the helical cam by a user turning a rotation handle of the drive mechanism to actuate the camming mechanism.

In Example 158, the subject matter of Examples 149-157 includes, wherein the charge port is located in a wing of the aircraft, and further comprising: locking the latch to the charge port such that a force applied by an operator to engage the connectors is reacted against a chassis of the aircraft.

In Example 159, the subject matter of Example 158 includes, wherein locking the latch prevents the operator from pushing up on the wing during engagement of the connectors.

In Example 160, the subject matter of Examples 149-159 includes, wherein the latch prevents accidental disconnect of the charge handle from the charge port during engagement of the connectors.

In Example 161, the subject matter of Examples 149-160 includes, wherein the latch provides a safety mechanism to avoid destabilizing the aircraft during connection of the charge handle to the charge port.

In Example 162, the subject matter of Examples 135-161 includes, wherein the fluid connectors are longer than the electrical connectors, and the electrical connectors are longer than the data connector so as to facilitate a sequenced engagement and disengagement between the charge handle and the charge port of the electric aircraft.

In Example 163, the subject matter of Examples 135-162 includes, wherein mating positions of the fluid connectors, the electrical connectors, and the data connector facilitate a sequenced engagement and disengagement between the charge handle and the charge port of the electric aircraft.

In Example 164, the subject matter of Examples 135-163 includes, wherein the drive mechanism comprises a helical cam having a cam drive slot defined therein, and wherein the core comprises a cam follower stud that is accommodated within the cam drive slot and that drives the core between the disengaged position and the engaged position upon rotation of the helical cam.

In Example 165, the subject matter of Example 164 includes, wherein the drive mechanism further comprises a rotation handle to enable rotation of the helical cam by a user.

In Example 166, the subject matter of Examples 135-165 includes, wherein the latching mechanism engages with a camming mechanism to secure the housing to the electric aircraft when the core is in the engaged position and to release the charge handle from the engagement with the electric aircraft when the core is in the disengaged position.

In Example 167, the subject matter of Example 166 includes, wherein the camming mechanism comprises a pivoting latch having an inward-facing surface that acts as a cam follower, and a cam lobe that engages the cam follower to pivot the latch between a locked position and a release position.

In Example 168, the subject matter of Example 167 includes, wherein the cam lobe is carried by a cam ring secured to an inner edge of the helical cam.

In Example 169, the subject matter of Examples 167-168 includes, wherein the cam lobe engages the cam follower to pivot the latch to the locked position when the core is in the engaged position.

In Example 170, the subject matter of Examples 167-169 includes, wherein the cam lobe engages the cam follower to pivot the latch to the release position when the core is in the disengaged position.

In Example 171, the subject matter of Examples 166-170 includes, wherein the latch has a tongue at a free end thereof that engages with a retention slot defined within the charge port when the latch is in the locked position.

In Example 172, the subject matter of Example 171 includes, wherein the tongue is located against the housing when the latch is in the release position.

In Example 173, the subject matter of Examples 171-172 includes, wherein the camming mechanism pivots the latch around a fulcrum to push the tongue into engagement with the retention slot when driving the core to the engaged position.

In Example 174, the subject matter of Example 173 includes, wherein a user turning the rotation handle causes rotation of the helical cam to actuate the camming mechanism.

Example 175 is a method of charging isolated battery packs of a vehicle, the method comprising: providing a charger comprising a plurality of isolated power channels; connecting a respective power channel of the plurality of isolated power channels to a respective isolated battery pack of a plurality of battery packs of the vehicle; and controlling an output of each power channel of the plurality of isolated power channels to charge the connected isolated battery pack of the plurality of battery packs of the vehicle.

In Example 176, the subject matter of Example 175 includes, wherein the controlling comprises adjusting the output of each power channel based on a state of charge of the connected isolated battery pack.

In Example 177, the subject matter of Examples 175-176 includes, wherein the controlling comprises adjusting the output of each power channel based on a maximum charge rate of the connected isolated battery pack.

In Example 178, the subject matter of Examples 175-177 includes, wherein the vehicle is an electric aircraft.

In Example 179, the subject matter of Example 178 includes, receiving data from one or more pressure sensors; and controlling a cooling system for the electric aircraft based on the data from the one or more pressure sensors.

In Example 180, the subject matter of Example 179 includes, wherein the one or more pressure sensors sense a pressure of a coolant used to cool the isolated battery packs.

In Example 181, the subject matter of Example 180 includes, wherein the cooling system comprises a chiller to chill the coolant and a pump to pump the chilled coolant.

In Example 182, the subject matter of Example 181 includes, controlling at least one of a speed of the pump and a temperature of the chiller based on the data from the one or more pressure sensors.

In Example 183, the subject matter of Examples 179-182 includes, wherein the one or more pressure sensors communicate with a system controller via a charge handle coupled between the vehicle and a ground support equipment.

In Example 184, the subject matter of Example 183 includes, wherein the charge handle converts a first data format from the one or more pressure sensors to a second data format for communication with the system controller.

In Example 185, the subject matter of Examples 175-184 includes, encrypting data communicated between a system controller and at least one of a charge handle and the vehicle.

In Example 186, the subject matter of Examples 175-185 includes, wherein the charger receives AC power and converts the AC power to DC power for charging the isolated battery packs.

In Example 187, the subject matter of Examples 175-186 includes, wherein the charger has a high-voltage AC power supply.

In Example 188, the subject matter of Examples 175-187 includes, wherein the system controller coordinates charging of the isolated battery packs.

In Example 189, the subject matter of Examples 175-188 includes, wherein the system controller provides data from the charger to a control center.

In Example 190, the subject matter of Examples 179-189 includes, wherein the cooling system provides coolant to the charge handle, which flows into an internal cooling system of the electric aircraft.

In Example 191, the subject matter of Example 190 includes, wherein the coolant is returned from the electric aircraft to the cooling system.

In Example 192, the subject matter of Examples 175-191 includes, wherein a system controller sends a signal to a charge handle to start data offload from the electric aircraft.

In Example 193, the subject matter of Example 192 includes, wherein the system controller monitors a status of the data offload and provides an alert to an operator if the data offload does not complete within a predetermined time period.

In Example 194, the subject matter of Examples 192-193 includes, wherein the charge handle encrypts the data offloaded from the electric aircraft before transmitting the data to the system controller.

In Example 195, the subject matter of Example 194 includes, wherein the system controller authenticates the charge handle prior to enabling charging of the electric aircraft.

In Example 196, the subject matter of Examples 194-195 includes, wherein the system controller monitors communications from the charge handle for signs of unauthorized access or interference.

In Example 197, the subject matter of Example 196 includes, wherein the system controller disables charging in response to detecting unauthorized access or interference in communications from the charge handle.

In Example 198, the subject matter of Examples 194-197 includes, wherein the charge handle monitors communications from the system controller for signs of unauthorized access or interference.

In Example 199, the subject matter of Example 198 includes, wherein the charge handle disables at least one of a flow of coolant and a flow of charge to the electric aircraft in response to detecting unauthorized access or interference in communications from the system controller.

Example 200 is a method of operating ground support equipment for an electric vehicle, the method comprising: receiving, by the ground support equipment, a first signal from a charge handle coupled between the electric vehicle and the ground support equipment; initiating, by the ground support equipment, one or more battery chargers and one or more coolant pumps in response to the first signal to provide power and cooling to the electric vehicle; transmitting, by the ground support equipment, a second signal to the charge handle to start data offload from the electric vehicle; receiving, by the ground support equipment, flight data, telemetry data, and pressure data from the charge handle, the flight data, the telemetry data, and the pressure data being in an Ethernet format; and controlling, by a system controller of the ground support equipment, the one or more battery chargers and the one or more coolant pumps based at least in part on the pressure data.

In Example 201, the subject matter of Example 200 includes, wherein the controlling comprises the system controller adjusting an output of each battery charger based on a state of charge of a battery pack connected to the battery charger.

In Example 202, the subject matter of Examples 200-201 includes, wherein the controlling comprises the system controller adjusting a speed of each coolant pump based on the pressure data.

In Example 203, the subject matter of Examples 200-202 includes, the system controller recording details of a charging session for the electric vehicle.

In Example 204, the subject matter of Examples 200-203 includes, the system controller monitoring the charge handle for changes to software or configurations of the charge handle.

In Example 205, the subject matter of Examples 200-204 includes, wherein the system controller coordinates charging of multiple battery packs of the electric vehicle.

In Example 206, the subject matter of Examples 200-205 includes, wherein the ground support equipment receives firmware from a control center.

In Example 207, the subject matter of Examples 200-206 includes, wherein the ground support equipment provides data to a control center.

In Example 208, the subject matter of Examples 200-207 includes, wherein the controlling comprises the system controller controlling each of a plurality of isolated power supplies to control charging of respective connected battery packs of the electric vehicle.

In Example 209, the subject matter of Example 208 includes, wherein the system controller accesses charging profiles for each connected battery pack, each charging profile specifying at least one of a target voltage, a target current, or a charging rate for the connected battery pack.

In Example 210, the subject matter of Example 209 includes, wherein the system controller adjusts an output of each isolated power supply based on the charging profile for the connected battery pack.

In Example 211, the subject matter of Example 210 includes, wherein the system controller adjusts the output of each isolated power supply based on a state of charge of the connected battery pack.

In Example 212, the subject matter of Example 211 includes, wherein the system controller determines the state of charge of each connected battery pack based at least in part on data received from the charge handle.

In Example 213, the subject matter of Example 212 includes, wherein the data received from the charge handle includes at least one of voltage data, current data, or temperature data for each connected battery pack.

In Example 214, the subject matter of Examples 208-213 includes, wherein each isolated power supply is connected to a respective battery pack of the electric vehicle to maintain separation between the battery packs.

In Example 215, the subject matter of Example 214 includes, wherein if one isolated power supply cannot charge its connected battery pack, the remaining isolated power supplies continue charging their connected battery packs.

In Example 216, the subject matter of Examples 208-215 includes, wherein each isolated power supply is controllable based on commands from the system controller to provide a desired charging profile for the connected battery pack.

In Example 217, the subject matter of Example 216 includes, wherein each isolated power supply adjusts at least one of a voltage and a current provided to the connected battery pack based on the commands from the system controller.

In Example 218, the subject matter of Examples 208-217 includes, wherein each isolated power supply is bidirectional, allowing the system controller to control the isolated power supply to either charge or discharge the connected battery pack.

In Example 219, the subject matter of Example 218 includes, wherein the system controller controls an operating mode of each isolated power supply based on data received from the charge handle regarding a state of charge of each connected battery pack.

Example 221 is an apparatus comprising means to implement of any of Examples 25-219.

Example 222 is a system to implement of any of Examples 25-219.

Example 223 is a method to implement of any of Examples 25-219.