Charging handle for electric vehicle

Abstract

According to some examples, a charging handle for electrically charging an electric vehicle includes a housing and a movable core having a fluid connector that engages a charging port on the vehicle, an electrical connector, and a data connector. A drive mechanism moves the core relative to the housing between a disengaged position and an engaged position to extend or retract the connector. The latch mechanism secures the housing to the vehicle when engaged and releases the handle when disengaged. The fluid connector provides cooling fluid circulation, the electrical connector delivers charging current, and the data connector enables communication. The sequential engagement and disengagement of the connectors by the drive mechanism ensures secure connection under load. The latch mechanism allows an independent engagement force without pushing the vehicle body component. The charging handle provides a safe, reliable physical interface between an electric vehicle charging port and an external charging device by managing high power electrical, fluid, and data connections.

Description

[0001] Claiming priority

[0002] This application claims priority to U.S. patent application No. 18 / 458,058, filed on August 29, 2023, which claims priority to U.S. provisional patent application serial number 63 / 374,233, filed on August 31, 2022, the contents of each of which are incorporated herein in their entirety.

[0003] background

[0004] Electric vehicles use battery power to perform 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 batteries can endanger the vehicle, the vehicle's occupants, bystanders, and / or the surrounding environment.

[0005] Additionally, it is advantageous to charge the battery quickly and efficiently, which must be balanced against the heat generated within the battery by such a charging process. These challenges become more complex in environments such as aviation where electric vehicle systems include relatively large batteries and where the design is subject to strict constraints on weight, complexity, and / or safety.

[0006] BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

[0007] To easily identify the discussion of any particular element or act, the most significant numeral in the reference numeral refers to the numeral of the drawing that first introduces the element.

[0008] Figure 1 is a schematic representation of an electric aircraft charging environment showing an aircraft coupled to ground support equipment for charging or discharging, according to some examples.

[0009] Figure 2 Yes Figure 1 Block diagrams of different views of an example electric aircraft charging environment are shown.

[0010] Figure 3 is a block diagram providing another view of an electric aircraft charging environment according to some examples.

[0011] Figure 4 are cross-sectional views of hose and cable bundles according to some examples.

[0012] Figure 5 is a perspective view of a charging handle according to some examples.

[0013] Figure 6 is another perspective view of a charging handle according to some examples.

[0014] Figure 7An exploded view of a charging handle is shown according to some examples.

[0015] Figure 8 is a cross-sectional side view of a charging handle according to some examples.

[0016] Fig. 9 is a cross-sectional side view of a charging handle according to some examples.

[0017] Fig.10 A cross-sectional front view of a charging handle is shown according to some examples.

[0018] Fig.11 is a cross-sectional view of a charging handle showing details of a core and a cam drive mechanism for moving the core between an engaged position and a disengaged position according to some examples.

[0019] Fig.12 A series of perspective views of a charging handle according to some examples are included showing a core being driven within a housing from an engaged position to a neutral position and then to a disengaged position.

[0020] and Fig.12 Same, Fig.13 Included is a series of perspective views of a charging handle according to some examples showing a core being driven within a housing from a disengaged position to a neutral position and then to an engaged position.

[0021] Fig.14 is a perspective view of a charging handle showing a latch mechanism that seeks to prevent accidental disconnection of the charging handle from a charging port of an aircraft, according to some examples.

[0022] Fig.15 is a cross-sectional view of a core according to some examples and illustrates the location and function of a recirculation valve.

[0023] Fig.16 is a schematic illustration of an interface of an aircraft and a connection between the aircraft and ground support equipment that may be facilitated via the interface of a single charging port according to some examples.

[0024] Fig.17 is a flow chart illustrating operations performed by ground support equipment to prepare an aircraft for flight, according to some examples.

[0025] Fig.18A and Fig.18B A flow chart depicting a method for charging and regulating an electric aircraft for flight is shown, according to some examples.

[0026] Fig.19is a flow chart illustrating a method of engaging a charging handle with a charging port 106 of an electric vehicle, according to some examples.

[0027] Fig. 20 is a flow chart illustrating a method for engaging a charging handle as described above with a charging port of an electric vehicle according to some examples.

[0028] Fig.21 is a flow chart illustrating a method of operating ground support equipment with respect to an electric vehicle according to some examples.

[0029] Fig. 22 is a flow chart illustrating a method for operating a charging station according to some examples.

[0030] Fig.23 is a flow chart illustrating a method for operating a charging station with multiple power sources according to some examples.

[0031] Fig.24 is a plan view of an aircraft according to some examples.

[0032] Fig.25 is a schematic diagram of an aircraft energy storage system according to some examples.

[0033] Fig.26 An electrical architecture for an aircraft is shown, according to some examples.

[0034] Fig. 27 A computing environment associated with an air transportation network is shown according to some examples.

[0035] Fig.28 A schematic representation of a machine in the form of a computer system according to some examples is shown within which a set of instructions may be executed, causing the machine to perform any one or more of the methodologies discussed herein.

[0036] Detailed Description

[0037] introduction

[0038] 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 density and complex thermal behavior of modern battery chemistries present challenges in maintaining battery temperature within an optimal range, balancing cell voltages and avoiding undesirable thermal events.

[0039] While the examples described herein focus on a specific type of electric vehicle, an electric vertical take-off and landing (eVTOL) aircraft, the systems and methods provided may be more broadly applicable to any electric vehicle that employs rechargeable batteries. Compared to ground vehicles, eVTOL aircraft have additional design constraints that may further complicate battery system management. Limited space and stringent safety requirements require a high level of monitoring and control of battery charging and health.

[0040] The following description details example systems and methods for managing a battery system for an all-electric eVTOL aircraft during ground charging operations. The aircraft may include a lithium-ion battery system including multiple battery modules or battery packs and a dedicated battery management system. The ground charging station provides a power system and a control system to charge the aircraft battery. The ground charging station monitors key parameters of the battery system (including temperature, individual cell voltage, and battery pack voltage) to ensure safe charging within a specified range. The ground charging station also records detailed information for each charging session to provide a service and maintenance history for the battery system.

[0041] Communication between the aircraft, charging handle, ground charging station, and battery management system enables coordinated control of the charging process. The example system uses various interfaces to transmit data and commands, monitor the battery system throughout the charging process, and ensure that the battery system remains within the safe operating range defined for the specific battery chemistry and vehicle design. The described integrated control system and monitoring system provide a robust solution for managing battery health and enabling fast, efficient charging of electric vehicles such as eVTOL aircraft.

[0042] Additionally, as mentioned above, eVTOL aircraft may require specialized ground support equipment to charge and condition their batteries prior to flight. Charging aircraft batteries may present several technical challenges, including the large amounts of power required, the heat generated during rapid charging, the need to charge multiple isolated battery packs, and security and safety risks. Existing solutions generally do not adequately address these challenges for electric vehicles.

[0043] Additionally, aircraft batteries are typically high-energy lithium-ion battery packs that require high-voltage, high-current charging equipment to fully charge in a reasonable amount of time. The high power levels required to quickly charge aircraft batteries can overload standard electrical infrastructure and require specialized ground support equipment. During charging, the high currents also generate a lot of heat within the battery, which needs to be dissipated to prevent overheating.

[0044] Vehicles can also have individually isolated battery packs to provide redundancy, which requires multiple independent charging circuits and thermal management systems. For example, electric vertical take-off and landing (eVTOL) aircraft benefit from redundant and isolated propulsion systems and energy storage systems to ensure safe operation in the event of any single system failure. Using multiple independent, isolated battery packs provides redundancy for independent propulsion systems.

[0045] Each battery pack (or module) can be sized to independently power one or more propulsion systems and critical aircraft loads in the event of failure of any other battery pack. An independent battery management system for each battery pack helps ensure balanced charging and discharging between multiple isolated battery packs during normal operation. In the event of failure or depletion of any single battery pack, the remaining battery packs can continue to power the propulsion system and critical systems to achieve a controlled landing. The battery packs can be physically isolated from each other with no or few shared components that could allow problems with one battery pack to affect other battery packs. The wiring, power electronics, cooling systems and other components of each battery pack can be separate.

[0046] The described examples include a multi-channel charging system with separate, isolated channels for each battery pack that implements redundant charging capabilities. Each charging channel can operate independently to charge the 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 damaged, the remaining channels can continue to charge the other battery packs normally.

[0047] The redundancy and isolation provided by the independent battery packs and charging systems are intended to enhance safe operation of the aircraft by ensuring that a single point failure in the energy storage system or propulsion system does not result in a loss of power or an unsafe operating condition.

[0048] Safety is also a paramount concern when charging aircraft due to the potential hazards of high voltage, high current, and battery thermal runaway. Existing charging equipment may not provide adequate safeguards and redundancy to address these risks. The described examples utilize locking mechanisms to enable sequential connection of power, data, and cooling to prevent accidental disconnection under load and ensure proper engagement before powering up the system. An integrated cooling system also helps prevent overheating at high charging rates.

[0049] As mentioned above, electric aircraft may require high-power, fast-charging battery systems for efficient operation. However, the high charge and discharge rates of the battery pack also generate a lot of heat, which may need to be adequately dissipated to ensure safe and efficient charging. Without adequate thermal management during the charging process, battery temperatures may rise to unsafe levels, thereby reducing performance, accelerating degradation, and possibly causing thermal runaway.

[0050] Ground cooling systems can supplement aircraft onboard 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) that is then circulated through the aircraft's battery packs during charging. The cooling system is designed to dissipate the heat generated by the battery packs during regulated and supported charging rates and is capable of maintaining safe temperature levels in multiple battery packs throughout the charging process.

[0051] Before charging begins, the ground cooling system can condition the battery packs by pre-cooling them to a determined temperature range for the charging rate to be used. The ground cooling system then continues to circulate cooled fluid through the aircraft's battery packs throughout the charging process to dissipate heat as it is generated. The fluid flow rate and temperature of each battery pack are actively controlled based on the temperature and state of charge of each battery pack and the heat removal rate. The heated fluid from the aircraft is cooled and recirculated.

[0052] Speaking of security in the context of ground support equipment, data connections, data connections between charging systems and aircraft, can present cybersecurity risks. During charging, a connection is established between the aircraft data network and the ground charging equipment, which is used to send charging control commands, monitor the battery's charge status and health, download flight data, and other functions. These connections represent potential vulnerabilities that could allow malicious actors to gain unauthorized access to aircraft systems if the charging data network is not adequately protected. The following describes various security measures that seek to address these security issues.

[0053] Ground Support Equipment (GSE) / Charging Station

[0054] Figure 1 1 is a schematic representation of an electric aircraft charging environment 102 according to some examples, the electric aircraft charging environment 102 including an electric vehicle in the form of an aircraft 2400 coupled for charging from or discharging to electric vehicle supply equipment (EVSE) in the form of ground support equipment 104. In some examples, the aircraft 2400 may be an electric vertical take-off and landing (eVTOL) aircraft 2400, further details of the eVTOL aircraft 2400 are described in Fig.24. The aircraft 2400 is equipped with one, two, or more charging ports 106 to facilitate the charging and discharging of any number of battery packs 2502 of the aircraft 2400. For example, a single charging port can be used to charge two, three, four, or even more isolated battery packs. The charging port 106 on the aircraft 2400 allows it to be connected to the ground support equipment 104 via the charging handle 108 for conditioning / charging / discharging and cooling its batteries. Liquid cooling is integrated into both the charging port 106 and the charging handle 108 to speed up the charging process and the discharging process so that the aircraft 2400 can complete more flights.

[0055] The charging handle 108 serves as an interface between the ground support equipment 104 and the aircraft 2400. The charging handle 108 includes a connector to mate with the charging port 106 on the aircraft 2400, thereby providing a DC power connection, a coolant circuit connection, and a data connection. The charging handle 108 includes an interlock to ensure proper connection before connecting DC power or coolant. The interlock functionally ensures that the charging handle 108 cannot be removed or tampered with while the ground support equipment 104 is still actively powered, thereby avoiding potential electrical hazards or injuries. Example interlock mechanisms can be electromechanical or electronic in nature.

[0056] Rather than using only coolant to cool the charging handle 108 during the charging operation, coolant (e.g., coolant fluid) is shared between the charging handle 108 and the aircraft 2400. Such sharing of coolant fluid can be particularly beneficial because it enables a reduction in the amount of coolant that is carried and stored internally within the aircraft 2400. Coolant sharing can enable sufficient cooling of the battery pack (e.g., battery pack 1602 / battery pack 2502) during a rapid charging process (e.g., just before takeoff). This can then provide the benefit of being able to quickly turn around between landing, recharging, and takeoff of the aircraft 2400. Another potential benefit is that the internal cooling system of the electric aircraft 2400 can be smaller in size and, therefore, combined with the reduced amount of coolant to be carried by the electric aircraft 2400, is effective in reducing the overall weight of the electric aircraft 2400. Thus, the ground support equipment 104 provides a coolant loop through the charging handle 108 that is connected to the internal cooling system of the aircraft 2400. Sharing coolant between ground support equipment 104 and aircraft 2400 reduces the amount of coolant that aircraft 2400 needs to carry, allowing for a smaller internal cooling system and lower overall weight. This also speeds up the turnaround time between landing, charging, and takeoff.

[0057] In order to allow the aircraft to complete a full flight profile without overheating, the battery pack 2502 of the aircraft 2400 can be cold soaked before takeoff and near the end of the charging cycle. The cold soak process seeks to cool the battery pack 2502 to ambient temperature. The aircraft 2400 then takes off and uses the coolant fluid as a thermal mass to absorb heat through the flow of the coolant fluid.

[0058] Ground support equipment 104 is electrically coupled to the power grid through grid connection 110 and is communicatively coupled to control center 112 via communication network 126, which provides centralized monitoring and control of ground support equipment 104. Control center 112 coordinates charging operations for multiple aircraft simultaneously and ensures safe operation of ground support equipment 104. Operators at control center 112 work with pilots and ground crew to initiate and monitor the charging process for each aircraft.

[0059] The ground support equipment 104 includes a charger 114, a cooler 116, and a coolant reservoir 118, which are coupled to one or more dispensers 122 via corresponding conduits (e.g., electrical conduits, fluid conduits, and data conduits) of the main conduit 120. The dispensers 122 are each coupled to a charging handle 108 via a hose and cable harness 124, and the charging handle 108 is operably mated with a charging port 106 of the aircraft 2400. As will be described in further detail below, the charger 114 receives charge via the grid connection 110, stores the charge, and then distributes the charge to the charging handle 108 via the electrical conduits to charge the battery pack 2602 battery pack 3002 of the aircraft 2400. The coolant fluid stored in the coolant reservoir 118 is cooled by the cooler 116 before the coolant fluid is supplied to the charging handle 108 via the fluid conduit and then supplied to the internal fluid circulation system 2504 of the aircraft 2400, after which the circulated coolant fluid is then returned to the coolant reservoir 118 to be cooled by the cooler 116. In this way, a fluid circulation path is defined between the ground support equipment 104 and the aircraft 2400, thereby providing cooled coolant fluid from the ground support equipment 104 to the aircraft 2400, and returning heated coolant fluid from the aircraft 2400 to the ground support equipment 104. In some examples, the cooler 116 can cool the coolant to as low as -10°C. The coolant (e.g., a solution of water and ethylene glycol) can be pumped from the coolant reservoir 118 to the charging handle 108 at a rate of up to 45 lpm per charging handle. The coolant flows into the internal cooling system of the aircraft 2400 and returns to the coolant reservoir 118 where it is recooled. This shared coolant loop enables fast charging turnaround time and a smaller internal cooling system on the aircraft 2400.

[0060] The charger 114 receives the charge via the grid connection 110, stores the charge, and then distributes the charge to the charging handle 108 via the electrical conduit to charge the battery pack 3002 of the aircraft 2400. In some examples, the charger 114 may include a multi-channel AC-DC charging system capable of delivering up to 400kW of total power, with each channel delivering up to 100kW. However, the charger 114 may be configured with different numbers of channels, power levels, and voltage ranges depending on the application. For example, the charger 114 may have two channels, six channels, or eight channels, each capable of delivering 50kW, 150kW, or other power levels. The charger 114 may operate based on a common three-phase AC input voltage (such as 480V) or an input of 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 (such as a fixed battery pack). Each channel of the charger 114 is connected to one or more of the battery packs 3002 on the aircraft 2900 through the charging port 106 and the charging handle 108. The total power output can be distributed across the channels as needed to charge each battery pack 3002 based on the state of charge, chemistry, and charging profile of each battery pack 3002. The flexible and modular architecture of the charger 114 enables it to be configured for different aircraft battery configurations and optimized for specific charging applications.

[0061] The power delivered to each channel can also be modulated to implement load balancing strategies and optimize battery health. The interposer converts the specific charging requirements of each battery pack to control the voltage and current output of the channel. The interposer and power channels are designed to meet the high-speed charging needs of the battery pack while maintaining electrical isolation between battery packs for safety and reliability.

[0062] The main conduit 120 contains electrical conduits, coolant conduits, and data conduits that provide connections between the ground support equipment 104 components and the charging dispenser 122. Hoses and cable bundles 124 extend these connections to the charging handle 108. The dispenser 122 provides structural support for the hoses and cable bundles 124 and provides an interface for ground personnel to handle and manipulate the charging handle 108.

[0063] A more detailed description of the configuration of ground support equipment 104 , conduits 120 , hose and cable bundles 124 , and charging handle 108 is provided herein, as well as a description of the associated control protocols and sequences for operations performed using the equipment within electric aircraft charging environment 102 .

[0064] Figure 2 Yes Figure 1004 is a block diagram of different views of an example electric aircraft charging environment 102 shown in .

[0065] Figure 2 Additional details shown in the diagram include a system controller 202, which may be integrated within the dispenser 122. The system controller 202 receives firmware (e.g., newly installed firmware and updated firmware) from the control center 112 to be provisioned to the aircraft 2400, and the system controller 202 provides data (e.g., telemetry data) from the charging handle 108 and the aircraft 2400 to the control center 112.

[0066] Cooler 116 , coolant reservoir 118 , and pump 302 are shown as forming part of a battery conditioning system 204 , which is also coupled to system controller 202 .

[0067] One or more distributors 122 are coupled between the system controller 202, the battery conditioning system 204, and the charging handle 108. Each distributor 122 can control the flow of power and the flow of coolant between the charger 114 and the aircraft 2400. The distributor 122 receives unidirectional commands from the battery management system of the aircraft via Ethernet to direct the charging process. Based on these commands, the distributor 122 controls the power electronics of the charger 114 to independently charge the four or more battery packs of the aircraft at the desired current and voltage levels. The distributor 122 and the charger 114 can communicate via a CAN bus to coordinate charging.

[0068] Each dispenser 122 contains a controller that includes computing hardware for interpreting commands from the aircraft 2400 and controlling the charger 114 accordingly. The controller monitors the status of the charging process, including the current, voltage, and temperature levels of each battery pack. The controller can adjust or stop the charging process of the battery pack based on the aircraft's commands. The controller also monitors the status of the coolant system and the status of the pump to ensure proper thermal regulation of the batteries during charging.

[0069] The dispenser 122 may also have a touch screen interface to allow ground crew to monitor the charging process and receive any alerts. The interface displays the charge status of each battery pack, including the current charge level, time remaining to full charge, temperature, current, and voltage. The interface allows ground crew to make any necessary adjustments to the charging process to ensure safe and efficient operations.

[0070] The distributor 122 contains electronically controlled pumps and valves to regulate the flow of coolant to the aircraft 2400. Based on the temperature requirements of the aircraft battery management system, the PLC controller controls the pumps and valves to provide the necessary coolant flow and coolant volume 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.

[0071] The dispenser 122 signals the ground crew when the charging process is complete and the connector can be safely disconnected from the aircraft. A status indicator light on the dispenser 122 can illuminate when charging is complete and the coolant lines have been flushed. The ground crew can then detach the charging handle 108 from the aircraft's charging port 106.

[0072] Battery conditioning system 204 and charger 114 are coupled to AC power hardware 206 , which includes transformers and switchgear to facilitate transmission of power from the grid via grid connection 110 .

[0073] An energy storage system 208 including a plurality of batteries is coupled between the AC power hardware 206 and the charger 114, and the energy storage system stores energy received from the grid via the AC power hardware 206 in the batteries for supply to the charger 114. The energy storage system 208 provides backup power to the ground support equipment 104 in the event of a power outage or other interruption of the main AC power source from the grid connection 110. The energy storage system 208 includes a plurality of high-energy lithium-ion battery packs connected in parallel to provide a high-current DC power source. Each battery pack (e.g., of the battery pack 1602 or the battery pack 2502) contains a plurality of lithium-ion battery modules, which in turn contain a plurality of lithium-ion battery cells.

[0074] The energy storage system 208 provides reliable backup power for the ground support equipment 104 in the event of an AC power outage. The rugged modular lithium-ion battery pack of the energy storage system 208 provides high energy density, fast charging, and long cycle life. With the high power output and energy capacity of the energy storage system 208, the energy storage system 208 seeks to ensure that charging operations can continue even when AC power is lost, thereby helping to minimize interruptions. The energy storage system 208 enhances the reliability, safety, and efficiency of the ground support equipment 104.

[0075] Now focusing on the system controller 202, the system controller 202 may be a computer system that manages the operation of the ground support equipment 104. The system controller contains data storage with information about the battery pack 1602, coolant energy storage system 208, charging equipment, users, maintenance records, and other aspects required to control the charging and monitoring system of the connected aircraft 2400. The system controller 202 uses this data to charge the connected aircraft 2400 safely and efficiently.

[0076] For example, the system controller 202 coordinates the charging profile of each battery pack 1602 based on the state of charge and chemistry of each battery pack 1602. The system controller 202 controls the charger 114 and the pump 302 based on feedback from the sensors to maintain the proper temperature and charging rate of the battery pack 1602. The system controller 202 can adjust or stop the charging process of the battery pack 1602 based on commands from the aircraft 2400.

[0077] The system controller 202 may receive, access, store, and modify the following types of data related to ground support equipment (GSE) and aircraft 2400:

[0078] · Charge distribution data: · Battery pack ID: identifies a specific battery pack (1-4); · Battery chemistry: the chemical composition of the battery cells (e.g., lithium-ion, lithium-sulfur); · Charge rate: the maximum charge rate of the battery pack (e.g., 1C, 2C); · Target voltage: the voltage at which the battery pack is charged; · Charge current: the current level at which the battery pack is charged based on the state of charge; · Termination current: the minimum current level to end charging; · Maximum cell voltage: the maximum voltage of any single cell in the battery pack; · Maximum pack voltage: the maximum total voltage of the battery pack; · Maximum temperature: the maximum temperature of the battery pack during charging;

[0079] ·Coolant data: ·Temperature sensor: The location of the temperature sensor that provides data; ·Pressure sensor: The location of the pressure sensor that provides data; ·Pump speed: The speed setting at which the coolant is pumped to achieve the target flow; ·Valve position: The open / closed position of the valve that controls the coolant flow; ·Target flow: The coolant flow required for different areas / components.

[0080] ·Telemetry data: ·Timestamp: the time data was received; ·Aircraft ID: an identifier for a specific aircraft; ·Data type: the type of telemetry data (e.g., battery charge, motor performance, flight control); ·Data value: the telemetry data received from the aircraft.

[0081] · Error Code Data: · Error ID: A unique identifier for the error; · Error Source: The source of the error (e.g., handle, pump, data link); · Error Description: A description of the error that occurred; · Solution: The steps required to resolve the error; · Notes: Any additional notes about the error.

[0082] · Access log data: · Timestamp: 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 about the access event.

[0083] Aircraft Data: Information about the specific aircraft being charged, including aircraft ID, battery pack configuration, maximum charge rate, etc.

[0084] User Account Data: Information about authorized users of the GSE system, including username, password, access level, contact information, etc.

[0085] Equipment Maintenance Data: Maintenance information performed on GSE equipment, including equipment ID, maintenance type, date performed, technician, notes, etc. This table will provide a maintenance log for the system.

[0086] Calibration Data: Information from the calibration of sensors and devices in the system. This may include calibration date, reference values, sensor offsets, etc. This data will be used to ensure accurate control and monitoring.

[0087] Charging Session Log: Information about each charging session including aircraft ID, start / end time, kWh charged, error codes, notes, etc. This table provides a history of each charging session for review and analysis.

[0088] Coolant System Data: Information about the coolant used in the system, including coolant type, concentration, flow, pressure, temperature, etc. This data will ensure that the coolant system is properly operated and maintained.

[0089] Safety mechanism data: Information about the safety mechanisms and interlocks in the system. This information may include descriptions of the mechanisms, test records, error conditions that trigger the mechanisms, etc. This data will be used to ensure safe operation and compliance.

[0090] Site layout data: On-site charging equipment layout information, including equipment locations, cable routing, access points, hazardous areas, etc. This table provides an overview of the charging site setup.

[0091] The system controller 202 coordinates with the aircraft 2400 and monitors the charging process to ensure that the battery pack 1602 remains within a safe operating range based on its specific battery chemistry and vehicle design. The system controller records the details of each charging session and provides a service and maintenance history for the battery system. The system controller 202 can also receive firmware (e.g., newly installed firmware and updated firmware) from the control center 112 to be supplied to the aircraft 2400, and provide data (e.g., telemetry data) from the charging handle 108 and the aircraft 2400 to the control center 112.

[0092] System controller 202 contains the programs and data for safely operating ground support equipment 104. System controller 202 manages components such as charger 114, pump 302, cooler 116, and valves based on the needs of aircraft 2400 and feedback from sensors monitoring the system. System controller 202 coordinates the charging process, activates equipment, adjusts parameters, logs data, and monitors for any problems.

[0093] The system controller 202 has an interface that allows ground personnel to monitor the charging process and receive any alerts from the system. The interface displays the charging status of the battery pack 1202, including the current charge level, the remaining time to full charge, the temperature, the current and the voltage. These interfaces allow ground personnel to make adjustments to the charging process to ensure safe and efficient operation.

[0094] The system controller 202 also communicates with the control center 112, which coordinates the charging operations of multiple aircraft simultaneously and ensures the safety functions of the ground support equipment 104 system. Operators at the control center 112 work with the pilots and ground crew to initiate and monitor the charging process for each aircraft 2400. The control center 112 provides centralized monitoring and control of the ground support equipment 104.

[0095] Figure 3 is a block diagram providing another view of electric aircraft charging environment 102 , according to some examples.

[0096] Figure 3114 and 122. Additional details shown in FIG. 114 include a power supply (or power module 304) and a control box 306 forming part of the charger 114. Various components of the battery conditioning system 204 are also shown (including a thermal conditioning device including a chiller 116, a coolant reservoir 118 (or buffer tank), and a pump 302). In addition, a data offload server 308 (which forms part of the system controller 202) is shown coupled between a power panel 310 (which forms part of the AC power hardware 206) and the dispenser 122. The data offload server 308 may also include a site-level controller connected to the thermal conditioning device for control and telemetry and relaying site-level instructions to the dispenser 122.

[0097] Hose and cable harness 124

[0098] Figure 4 Based on some examples and such as Figure 1 Cross-sectional view of the first-mentioned hose and cable harness 124 .

[0099] The hose and cable bundle 124 includes a wear resistant jacket 402 surrounding a plurality of conductors and conduits. The jacket 402 may include a nylon jacket / Kevlar blend welding cable jacket or an elastomeric polymer jacket, for example.

[0100] Enclosed within the jacket is a pair of coolant tubes or coolant lines, including a coolant input tube 404 and a coolant output tube 406, which operate as input and return lines, respectively, to circulate coolant fluid to and from the aircraft 2400. Specifically, the coolant in the tube 404 is in fluid communication with the coolant input connector 516 of the charging handle 108, and the coolant output tube 406 is in fluid communication with the coolant output connector 518 of the charging handle 108. Each coolant tube may be constructed of a high dielectric strength rubber.

[0101] A pair of high voltage (HV) aircraft charging conductors 408 are coupled to the electrical connector 520 of the charging handle 108 and are encapsulated in a soft polymer or annealed rubber insulator. A pair of ground support equipment (GSE) interlock cables 410 couple the aircraft 2400 to the ground support equipment 104 via the charging handle 108 and include twisted pair cables.

[0102] The aircraft data link 412 is coupled to the data offload and interlock 512 of the charging handle 108 and includes two Ethernet cables, a 1000BASE-T cable and a 100BASE-T cable. A pair of handle data links 414 provide data to the control circuitry of the charging handle 108 itself (e.g., in the PCB assembly 730), and each handle data link 414 includes twisted pair device communication lines.

[0103] The chassis ground cable 416 is coupled to the chassis ground connector 514 of the charging handle 108. The filler material 418 is used to bind the conductors and hoses in place within the hose and cable bundle 124 and maintain the relative positioning of the tubes and cables.

[0104] Charging handle 108

[0105] Figure 5 is a perspective view of charging handle 108 according to some examples.

[0106] The charging handle 108 is composed of several components. These components include a housing 502 (e.g., a shell), a core 708 (including a drive tube or piston), and a drive mechanism. The core 708 is slidably received and fixed within the housing 502. The drive mechanism is actuated by the wheel handle 504. The wheel handle 504 has a ring base 506, which is mounted with a plurality of arms 508 extending upwardly and inwardly from the ring base 506 to a support ring 510. The drive mechanism is fixed to and mounted on the support ring 510.

[0107] The core 708 has a body that defines or contains channels or passages to accommodate the wiring and conduits from the hose and cable harness 124 to the various connectors connected to the charging handle 108. The core 708 also includes a lower housing 716 and an upper housing 718 that are mounted above the body to which these connectors are mounted. Other components of the charging handle 108 include a latch mechanism for securing the charging handle 108 to the vehicle body, and control and communication circuits housed on a PCB assembly 730 within the core 708.

[0108] A set of connectors is fixed to and extends from the upper or distal end of the core 708. The set of connectors includes fluid connectors, high voltage electrical connectors, and data connectors. As will be described in further detail, during a connection operation or a disconnection operation, the set of connectors can facilitate the sequential engagement and disengagement of coolant (or cooling) fluid, electrical power, and data transmission between the electric vehicle (e.g., aircraft 2400) and the charging equipment (e.g., ground support equipment 104).

[0109] In some examples, and as Figure 5As shown, the fluid connectors (e.g., coolant input connector 516 and coolant output connector 518) are longer than the electrical connectors (e.g., electrical connector 520), and the electrical connectors are longer than the data connectors (e.g., data offload and interlock 512) to facilitate sequential engagement and disengagement between the charging handle 108 and the charging port 106 of the electric aircraft 2400. In the example, the sequential disengagement between the charging handle 108 and the charging port 106 includes a first disengagement of the data connector, a second disengagement of the electrical connector, and a third disengagement of the fluid connector.

[0110] In some examples (not shown), the mating positions of the fluid connector, electrical connector, and data connector facilitate sequential engagement and disengagement between the charging handle and the charging port of the electric aircraft.

[0111] The charging handle 108 may also define various mating positions of the fluid connector, the high voltage electrical connector, and the data connector to facilitate sequential engagement and disengagement between the charging handle 108 and the charging port 106 of the electric aircraft 2400 .

[0112] The housing 502 has a first open end or mouth 522 through which the set of connectors are accessible and connectable with corresponding connectors of the charging port 106 when the charging handle 108 is in an engaged (extended) position relative to the charging port 106 .

[0113] The core 708 is movable between a retracted position, in which the set of connectors is retracted within the charging handle 108 , and an extended position, in which the set of connectors extends further outward or toward the mouth 522 of the housing 502 to facilitate coupling between the charging handle 108 and the charging port 106 .

[0114] The drive mechanism is fixed within the housing 502 and is operable to drive the core 708 between the retracted position and the extended position. Further details of the drive mechanism are described in Figures 11 to 13 As shown in and referred to herein Figures 11 to 13 Have a discussion.

[0115] The core 710 can be moved within the housing 502 between an engaged position (e.g., an extended position), a neutral position (e.g., an intermediate position), and a disengaged position (e.g., a retracted position) by a drive mechanism. When in the neutral position, the connector of the charging handle 108 is disengaged from the corresponding connector of the charging port 106. When in the disengaged position, the housing 502 is released from the electric aircraft 2400 by a latch mechanism. As described above, the charging handle 108 includes a latch mechanism to secure the housing 502 to the charging port 106 (or some other component) of the electric aircraft 2400 during engagement of the charging handle 108 with the charging port 106. The latch mechanism operates to prevent accidental disconnection between the charging handle 108 and the charging port 106, for example, during a charging operation. In some examples, the latch mechanism includes a pivoting front latch arm 720 and a rear latch arm 722 that engage corresponding structures on the interior of the charging port 106 to secure the charging handle 108 in place during the engaged position and the neutral position, and that disengage from corresponding structures of the charging port 106 to allow the charging handle 108 to be withdrawn from mating engagement with the charging port 106 when in the disengaged position. Further details regarding the displacement and locking of the front latch arm 720 and the rear latch arm 722 are described herein with reference to other figures.

[0116] In some examples, the fluid connectors include first and second fluid connectors in the form of a coolant input connector 516 and a coolant output connector 518. These fluid connectors are operable to facilitate providing cooling fluid to the electric aircraft 2400 from an external fluid source, such as a coolant reservoir 118 of the ground support equipment 104. In some examples, the fluid connectors may also each include a dry break coupler.

[0117] A dry disconnect coupler can allow a fluid connection to be made between the charging handle 108 and the aircraft 2400 without leaking the fluid or allowing air to enter the fluid circuit. The dry disconnect coupler can be composed of a cylinder having O-rings around its inner edge that create a seal when the male and female sides of the coupler are connected. When the male section of the dry disconnect coupler is inserted into the female section, the O-rings seal against the surface of the male section, allowing pressurized coolant to flow through the connection. The tight seal created by the O-rings prevents coolant from leaking or air from entering at the connection point. When the sections are separated, the O-rings maintain the seal on each individual section, keeping the fluid contained.

[0118] In some examples, the electrical connectors include first and second high voltage electrical connectors in the form of high voltage electrical connectors 520 (or battery connectors) and chassis ground connector 514 to operationally facilitate conditioning, charging, and discharging of respective first and second isolated battery packs 2502 of electric aircraft 2400 from a power source (e.g., charger 114) external to electric aircraft 2400. In some examples, electrical connectors 414 can facilitate simultaneous charging or discharging of isolated battery packs 2502.

[0119] In some examples, the data connector includes a data offload and interlock 512 to operationally facilitate data transfer between electric aircraft 2400 and an external data system, such as system controller 202 .

[0120] As described above, the charging handle 108 includes a latch mechanism to secure the housing 502 to the charging port 106 (or some other component) of the electric aircraft 2400 during engagement of the charging handle 108 with the charging port 106. The latch mechanism operates to prevent accidental disconnection between the charging handle 108 and the charging port 106, for example, during a charging operation. In some examples, the latch mechanism includes a pivoting front latch arm 720 and a rear latch arm 722 that engage corresponding structures on the interior of the charging port 106 to secure the charging handle 108 in place during the engaged position and the neutral position, and that disengages the front latch arm 720 and the rear latch arm 722 from corresponding structures of the charging port 106 to allow the charging handle 108 to be withdrawn from mating engagement with the charging port 106 when in the disengaged position. Further details regarding the displacement and locking of the front latch arm 720 and the rear latch arm 722 are described herein with reference to other figures.

[0121] With respect to sequential engagement and disengagement, as described above, the charging handle 108 facilitates sequential engagement and disengagement of the ground connection, fluid connection, high voltage electrical connection, and data connection between the charging handle 108 and the aircraft charging port 106. This sequencing ensures safe connection and disconnection of the systems.

[0122] First, a ground connection is made by extending the chassis ground connector 514 from the charging handle 108 into the charging port 106. The chassis ground connector 514 provides a low resistance path to ground, which helps to discharge any static electricity buildup and ensures that the charging handle 108 and the charging port 106 are at the same electrical potential.

[0123] Next, the exemplary fluid connectors (coolant input connector 516 and coolant output connector 518) are engaged to form a cooling fluid loop between the ground support equipment 104 and the aircraft 2400. The fluid connections allow for cooling fluid flow before energizing the high voltage system. The fluid connectors are longer than the other connectors (e.g., electrical connector 520, data offload and interlock 512, chassis ground connector 514), so when the charging handle 108 is moved into the charging port 106, the fluid connectors are engaged first. When separated, a check valve within the fluid connector prevents backflow.

[0124] The high voltage electrical connector 520 is then engaged to form an electrical connection between the charger 114 and the aircraft battery pack 2502. The electrical connector 520 has an insulating sleeve to prevent arcing during connection. For safety reasons, the power connection is made after establishing grounding and cooling fluid flow.

[0125] Finally, a data connector (e.g., data offload and interlock 512) is engaged to enable communication between the ground support equipment 104, the charging handle 108, and the aircraft 2400. The data offload and interlock 512 provides monitoring and control of the charging process. This is the last connection that prevents data transmission until the power system is properly grounded and cooled.

[0126] Disconnection of the connections occurs in reverse order: the data offload and interlock 512 is disconnected first, followed by the electrical connector 520, then the coolant input connector 516 and the coolant output connector 518, and finally the chassis ground connector 514. This system approach helps ensure safe connection and disconnection of high power systems between the ground support equipment 104 and the aircraft 2400. The sequencing and physical design of the connectors reduces the risk of arcing, overheating, and electrostatic discharge during connection and disconnection.

[0127] Figure 6 is another perspective view of charging handle 108 according to some examples.

[0128] Figure 7 An exploded view of the charging handle 108 is shown, according to some examples, providing Figure 5 and Figure 6 104. More detailed information not visible in FIG. 105. Specifically, housing 502 is shown as being comprised of left housing 702 and right housing 704. Enclosed within housing 502 is core 708, with lower housing 716 and upper housing 718 mounted and secured on top of core 708. Core 708 is slidably mounted within spiral cam 1104, which is secured to wheel handle 504 to operably rotate spiral cam 1104, as described in further detail below.

[0129] The core 708 has several internal channels and connectors. Figure 7 708, a pair of quick fluid connectors (e.g., coolant input connector 516 and coolant output connector 518) screw into corresponding threaded ends of the coolant input channel 902 and coolant output channel 904 of the core 708. Coolant flows through the coolant tubes of the hose and cable bundle 124 between the coolant reservoir 118 and the aircraft 2400, through these channels in the charging handle 108. The core 708 facilitates connecting the coolant input tube 404 and coolant output tube 406 of the hose and cable bundle 124 to corresponding spigots, namely the coolant input spigot 724 and the coolant output spigot 726 protruding from the proximal or lower end of the core. These connections allow liquid coolant to enter the coolant input channel and the coolant output channel within the core 708, and ultimately feed into the coolant input connector 516 and the coolant output connector 518. More information about these coolant channels is discussed below.

[0130] The core 708 has internal passages or channels for electrical wires that carry power and data. The high voltage aircraft charging conductors 408 of the hose and cable harness 124 extend through the channels in the core 708 to connect to the receptacle couplers 728 of the lower housing 716, which fit inside the electrical connectors 520 of the upper housing 718. Likewise, the chassis grounding cables 416 of the hose and cable harness 124 pass through the core 708 and connect to the chassis grounding connector 514.

[0131] The aircraft data link 412 and the handle data link 414 are connected through the core 708 to a printed circuit board (PCB) assembly 730, which is secured to the side edges of the core 708. Aircraft data (e.g., telematics, battery data, etc.) received from the aircraft 2400 is received into the charging handle 108 via the data offload and interlock 512, which is communicatively coupled to the PCB assembly 730. Data to the aircraft 2400 is similarly provided to the aircraft 2400 from the ground support equipment 104 either after having been processed by the PCB assembly 730 or directly via the data offload and interlock 512.

[0132] Focusing on PCB assembly 730, this assembly converts aircraft data link 412 in the form of a T1 Ethernet data link from aircraft 2400 to standard Ethernet for transmission to ground support equipment 104. The T1 data link connected to data offload and interlock 512 may not maintain signal integrity over the entire length of hose and cable bundle 124. T1 data links use a single twisted pair of wires, while standard Ethernet uses four twisted pairs of wires, allowing standard Ethernet to handle higher data rates and maintain signal integrity over longer cable runs such as hose and cable bundle 124. T

[0133] To perform data conversion, PCB assembly 730 may include the following components, just for example:

[0134] ·T1 / E1 line interface unit, used to receive T1 data link.

[0135] Ethernet transceiver, used to output Ethernet signal.

[0136] A field-programmable gate array (FPGA) or microcontroller to manage the conversion between protocols.

[0137] Surge protection and isolation circuits to prevent voltage spikes.

[0138] Status LEDs to indicate when the board is powered and operational.

[0139] The incoming T1 data link delivers data such as charging parameters, telemetry, and safety information from the aircraft 2400 system to the charging handle 108. The converted Ethernet signal then transmits the data to the ground support equipment 104 (e.g., the system controller 202), which controls the charging process. Data conversion allows the aircraft 2400 to communicate with the ground support equipment 104 through the long hose and cable bundle 124 between the charging handle 108 and the ground support equipment 104, thereby realizing an integrated system for managing the charging process. Data conversion uses standard telecommunications components to convert between the T1 data link and Ethernet protocols, allowing the charging handle 108 to act as an intermediary between the aircraft data network and the ground support equipment 104. By converting the signals within the charging handle 108, the distance limitations of the T1 handle data link 414 are resolved and a robust data connection for monitoring and controlling the charging process is provided. Data conversion helps to enable communication between the aircraft 2400 and the ground support equipment 104, thereby facilitating safe and efficient battery recharging operations.

[0140] A pair of pressure sensors (pressure sensor 710 and pressure sensor 712) are also secured within the core 708 to sense the pressure within the coolant input and coolant output chambers of the core 708. The pressure sensors are also shown having external data leads that feed through the core 708 and provide pressure sensor data to the PCB assembly 730.

[0141] A pressure relief valve assembly 714 (which may include a recirculation valve) is also secured within the core 708 and operates to relieve excess pressure within the coolant input and coolant output chambers of the core 708, as described with respect to Fig.16 described in further detail.

[0142] Paddle Latch 804

[0143] Figure 8 is a front exploded view of the charging handle 108 according to some examples. Here, the PCB cover 802 is shown placed on the side of the core 708 and fixes the PCB assembly 730 in place. Figure 8 It will also be noted that the diameter of the coolant input sleeve 724 is wider than the diameter of the coolant output sleeve 726 .

[0144] Figure 8 104. Additional details of the wheel handle 504 are also shown in FIG. In particular, the wheel handle 504 is composed of a circular ring base 506 having a plurality of arms 508 extending upward and inward at an angle from the ring base 506. These arms 508 are connected to a smaller support ring 510 to which the spiral cam 1104 is fixed. One of the arms 508 is equipped with a paddle latch 804 for added security. The paddle latch 804 provides a mechanical locking feature to secure the wheel handle 504 when the charging handle 108 is in the fully engaged position or the fully retracted position. When engaged, the paddle latch 804 prevents unwanted rotational or axial movement of the drive mechanism.

[0145] The paddle latch 804 has a latch arm 806, a latch base 808, and a latch spring (not shown). The latch arm 806 is pivotally attached to the latch base 808 to allow it to swing through an arc. The latch spring is coiled around a pivot pin 810, with one end of the latch spring connected to the latch arm 806 and the other end connected to the latch base 808. The spring provides a rotational force that biases the latch arm 806 downward into the locked position.

[0146] The free end of the latch arm 806 has a rigid tongue 812 that is angled to mate with a recess 814 (e.g., a series of holes or grooves) defined in a flange 816 of the spiral cam 1104. When the tongue 812 is aligned with the recess 814, the spring force pushes the latch arm 806 downward, engaging the tongue 812 into the recess 814. This creates a positive mechanical lock.

[0147] To disengage the paddle latch 804, the user presses downward on the free end of the latch arm 806. This deflects the latch arm 806, thereby lifting the tongue 812 out of the recess 814. With the tongue 812 disengaged, the wheel handle 504 can be repositioned to a new position. Releasing the latch arm 806 allows the spring to push the latch arm 806 back. The tongue 812 then engages in a new recess 814 (or other retainer) corresponding to the new handle position.

[0148] The paddle latch 804 enables safe one-handed operation. The automatic spring-loaded lock assures the user that the charging handle 108 is fully engaged or disengaged as needed for safe charging.

[0149] Handle latch mechanism

[0150] Fig. 9 is a cross-sectional side view of the charging handle 108 according to some examples. The cross-sectional view shows a coolant input channel 902 and a coolant output channel 904 extending from the lower proximal end of the charging handle 108 through the body of the core 708 (to which they are fixed) and in fluid communication with the coolant input connector 516 and the coolant output connector 518, respectively, extending from the upper distal end of the charging handle 108. The upper ends of the coolant input channel 902 and the coolant output channel 904 are threaded to provide threaded engagement with each of the coolant inflow connector 516 and the coolant outflow connector 518, respectively.

[0151] Figure 8 Also shown is a latch mechanism that, in addition to securing and releasing the engagement of the charging handle 108 to the charging port 106, operates to resist the force of the connection operation when connecting the charging handle 108 to the charging port 106. This force can react against the chassis of the aircraft 2400, as described above with reference to Fig.12 This is to reduce the need for an operator to push wing 2404 upward or against fuselage 2402 and destabilize aircraft 2400 in this manner, for example, during mating of the connector of charging handle 108 to charging port 106 of aircraft 2400 .

[0152] Now refer to Fig. 9 , Fig.11 and Fig.14 The operation of the latch mechanism is described. The latch mechanism is selectively disengaged by the drive mechanism of the charging handle 108 when the charging handle is in the disengaged position period. This allows the operator to conveniently push the charging handle 108 into initial sliding engagement with the charging port 106 when the charging handle 108 is in the disengaged position. When the operator engages the drive mechanism to transition the charging handle 108 from the disengaged position to the neutral position and the engaged position, the latch mechanism is used to secure the charging handle 108 to the charging port and body of the electric vehicle.

[0153] In some examples, the latch mechanism includes one or more latch arms, such as a front latch arm 720 and a rear latch arm 722. Each latch arm pivots around a pivot pin 936 fixed in a cavity of the housing 502, such as from Figure 8Each latch arm has a free end and a biased end, the free end forming or defining a latch tongue 1406, the biased end being biased by a corresponding spring 928. When out of the disengaged position, the spring 928 biases the latch arm such that the biased end is forced away from the housing 502 and the latch tongue 1406 is a protruding portion of a hole defined in the housing 502. When out of the disengaged position, when the charging handle 108 is secured within the charging port 106, the latch tongue 1406 protrudes or extends from the housing 502 into a corresponding hole in the charging port 106 to secure the charging handle 108 within the charging port 106 by preventing removal or withdrawal from the charging port 106.

[0154] However, when in the disengaged position, a cam lobe 1402 (see FIG. Fig.14 ) engages with a cam surface on the offset end of the latch arm to push the offset end and cause the latch arm to pivot about the pivot pin 936, thereby withdrawing the tongue 1406 into the housing 502.

[0155] Thus, the user's insertion of the charging handle 106 into the charging port 106 begins with the user using the wheel handle 504 to position the drive mechanism in the disengaged position, causing the cam lobe to compress the spring 928 and withdraw the latch tongue 1406 into the housing 502. The operator can then conveniently insert the free or upper end of the charging handle 108 into the charging port 106.

[0156] Once the charging handle 108 is inserted into the charging port 106, the operator then rotates the wheel handle 504 to move the charging handle 106 out of the disengaged position, which causes the cam lobe to disengage and move away from the offset end of the large arm. This causes the spring 928 to pivot the firing arm to the engaged position, in which the tongue 1406 protrudes or extends from the housing 502 and engages with the corresponding recess of the tongue 1406 in the charging port 106. In this way, the charging handle is locked in place within the charging port 106 and cannot be extracted without damaging the latch mechanism.

[0157] Similarly, to disengage and withdraw the charging handle 108 from the charging port 106, the operator rotates the wheel handle 504 to a point where the charging handle enters a neutral position. Upon entering the neutral position, the cam lobe acts on the offset end of the latch arm to retract the latch tongue 1406 of the latch arm into the housing 502 and out of engagement with the charging port 106, thereby allowing the charging handle to be withdrawn.

[0158] from Fig.11As can also be apparent from the description of FIG, the spiral cam 1104 has a pair of diametrically opposed cam drive slots 1106 defined therein. Each cam drive slot 1106 has a horizontal portion that transitions to an inclined portion. The horizontal portion is aligned with and positioned relative to the cam lobe 1402 so that when the charging handle 108 is disengaged, as the cam follower stud 1108 moves from the inclined portion of the cam drive slot 1106 to the horizontal portion, the cam lobe 1402 on the flange 816 of the spiral cam 1104 acts on the offset end of the corresponding latch arm to retract the latch tongue 1406 into the housing. When the cam follower stud reaches the distal end of the horizontal portion of the cam drive slot 1106, the latch tongue 1406 is fully retracted into the housing 502. Similarly, when the charging handle 108 is engaged, the cam lobe 1402 releases the offset end of the latch tongue 1406 from the housing 502 as the cam follower stud 1108 moves from the end position of the horizontal portion of the cam drive slot 1106, and then biases the offset end of the latch tongue 1406 into engagement with a corresponding recess in the charging port connector. This secures the charging handle 108 to the charging port 106 as the charging handle 108 is driven from the disengaged position through the neutral position, where the connector begins to mate with corresponding recesses or slots in the charging port 106 in frictional engagement.

[0159] Thus, the latch mechanism provides a safety mechanism that locks the charging handle 108 to the charging port 106 of the aircraft 2400 during engagement and release without requiring the operator to push or pull against the charging port 106 or adjacent aircraft structure (e.g., a wing). Forces applied by the operator instead work within the mechanism, thereby avoiding instability of the aircraft 2400 that could potentially result from pushing or pulling on aircraft components.

[0160] Fig.10 A cross-sectional front view of a charging handle 108 is shown, according to some examples.

[0161] The cross section shows the arrangement of the coolant input passage 902 and the pressure relief valve assembly 714 within the core 708. The pressure relief valve assembly 714 is in fluid communication with the interior of the coolant input passage 902 and is responsible for providing pressure relief in the event of pressure buildup within the coolant. The lower end of the coolant input passage 902 is connected to a coupling sleeve 1002. The sleeve is operably coupled to the coolant input pipe 404 of the hose and cable harness 124.

[0162] Driving mechanism

[0163] Fig.11is a cross-sectional view of the charging handle 108 showing details of the core 708 and a drive mechanism for moving the core 708 between the engaged position and the disengaged position, according to some examples.

[0164] The drive mechanism may provide mechanical assistance for the engagement connection, enable self-contained driving forces entirely within the charging handle 108 itself, reduce loads on the aircraft structure, and enable rigid positioning using sequenced latching and drive tube rotation.

[0165] The drive mechanism includes a spiral cam 1104 having a pair of angled cam drive slots 1106 machined through its wall. The spiral cam 1104 is a cylindrical component concentrically mounted within the handle housing 502. The cam drive slots 1106 are defined within the spiral cam 1104 and are wound around the spiral cam 1104 at a constant angle offset from the axial direction. The angled cam drive slots 1106 at either end of the angled center portion include horizontal portions to enable the spiral cam 1104 to rotate to a certain extent in the respective engaged and disengaged positions without applying an axial drive force.

[0166] A pair of cam follower studs 1108 (one cam follower stud 1108 for each of the diametrically opposed cam drive slots 1106) are fixed to or within the core 708. Each cam follower stud 1108 extends radially outward from the outer surface of the core 708. The cam follower stud 1108 engages within the cam drive slot 1106. The shape of the cam drive slot 1106 constrains the radial position of the cam follower stud 1108 while allowing axial movement of the core 708 when the spiral cam 1104 rotates.

[0167] As the spiral cam 1104 rotates, as indicated by directional arrow 1110, the angled cam drive slot 1106 drives the cam follower stud 1108 and the attached core 708 in an axial direction indicated by arrow 1114. The spiral cam 1104 converts the rotational motion of the spiral cam 1104 into linear motion to extend and retract the core 708, and thus the connector of the charging handle 108 at the upper free end of the core 708.

[0168] The angle of the cam drive slot 1106 determines the ratio of cam rotation to linear displacement. The cam angle can be determined to provide fine position control and precise engagement of the connector within its mating port.

[0169] The spiral cam 1104 is operably rotated by the wheel handle 504 operated by the user. The mounting ring 510 of the wheel handle 504 is fixedly connected (e.g., welded) to the spiral cam 1104 at the lower end of the spiral cam 1104. In some examples (not shown), the wheel handle 504 can be connected to the spiral cam 1104 via a precision gearing to achieve smooth and controlled actuation of the mechanism. In these examples, the bearing supports the spiral cam 1104 to minimize friction during operation. The upper end of the spiral cam 1104 is rotatably connected to the core 708 by an annular or ring-type bearing 746 that allows the spiral cam 1104 to rotate relative to the core 708.

[0170] The wheel handle 504 provides an intuitive manual interface for the user to operate the spiral cam drive mechanism during the engagement and disengagement process. When the user rotates the wheel handle 504, the angled cam drive slot 1106 then axially drives the cam follower stud 1108, as described above. This extends or retracts the drive tube and attached connector with fine position control.

[0171] The mechanical advantage provided by the drive mechanism allows the user to generate the axial force required to fully seat the connector, even though frictional forces may be significant. This overcomes potential limitations of manual engagement.

[0172] The wheel handle 504 may incorporate features such as position detents, torque limiting, and position encoding to provide feedback on the status of the engagement process. This provides the user with additional control over the engagement sequence to achieve a safe and efficient connection.

[0173] Fig.12 The operation of the spiral cam drive mechanism according to some examples is illustrated through a series of perspective views showing the progressive movement of the core 708 .

[0174] In the initial view, the core 708 is in a fully extended or engaged position, with the connector protruding from the mouth 522 of the housing 502. This corresponds to the cam follower stud 1108 being positioned at one axial extreme of the cam drive slot 1106.

[0175] When the user begins to rotate the spiral cam 1104 via the wheel handle 504, the angled cam drive slot 1106 drives the cam follower stud 1108, retracting the drive tube of the core 708 axially back into the housing 502. This is depicted in the second view depicting the neutral position.

[0176] Continued rotation of the spiral cam 1104 by the wheel handle 504 maintains the engagement between the cam follower stud 1108 and the cam drive slot 1106 , thereby stably retracting the drive tube within the housing 502 .

[0177] In the final view, the drive tube is fully retracted within the housing 502 of the core 708, a position corresponding to the cam follower stud 1108 reaching the opposite axial end of the cam drive slot 1106. The connector is now fully within the housing 502, away from the mouth 522. This is the disengaged position.

[0178] The smooth transitions between the various engaged, neutral, and disengaged positions of drive tube 710 demonstrate the fine position control achieved by the spiral cam mechanism.

[0179] Fig.12 The perspective sequence in Figure 5 further clearly shows how the spiral cam 1104, via rotation of the wheel handle 504, axially drives the cam follower stud 1108 and the attached drive tube. The position of the cam follower stud 1108 within the cam drive slot 1106 is apparent in each view. As the spiral cam 1104 rotates, the cam follower stud 1108 tracks along the cam drive slot 1106, converting the rotational input into linear motion. The engagement between the cam follower stud 1108 and the cam drive slot 1106 is maintained throughout the rotation of the spiral cam 1104. This converts the rotational force into an axial retraction force to withdraw the drive tube into the housing 502.

[0180] The cam mechanism provides the controlled axial drive force required to disengage the connector from its port of the charging port 106 without requiring any motor or actuator on the aircraft side.

[0181] Fig.12 It is also shown how this axial force originates from the wheel handle 504 itself as the spiral cam 1104 rotates, without requiring any push from the user. This demonstrates the advantage of a self-contained drive mechanism. For this reason, a self-contained drive mechanism design can provide advantages over conventional engagement systems. For example, the mechanical components including the spiral cam 1104 and wheel handle 504 required to generate the axial engagement force are completely contained within the charging handle 108 itself. The drive mechanism allows for pulling force from the handle side as the spiral cam 1104 rotates, without requiring a pushing force from the vehicle side. Thus, in some examples, the charging handle 108 can pull itself into engagement with the charging port 106 without requiring a user or operator to push hard.

[0182] This in turn can enable the removal or reduction of drive components from the aircraft 2400 , which advantageously reduces the weight and mechanical complexity of the aircraft systems. It avoids increasing the mass or volume requirements of the aircraft 2400 .

[0183] and Fig.12 Same, Fig.13 A series of perspective views including the charging handle 108 according to some examples illustrate the core 708 being actuated within the housing 502 from a disengaged position to a neutral position and then to an engaged position.

[0184] Visual Indicator

[0185] Fig.14 is a perspective view of charging handle 108 showing further details of a latch mechanism that facilitates connecting charging handle 108 to charging port 106 of aircraft 2400 and drive position viewing features, according to some examples.

[0186] The housing 502 further defines a plurality of position windows 1410 to provide a view of the core 708 and the drive mechanism (e.g., the spiral cam 1104, the cam ring 1404, etc.) within the housing 502 during engagement and disengagement operations. To this end, the core 708 and the drive mechanism include visual indicators (e.g., color bars or other visual indicators) that align with the position windows 1410 depending on the position of the core 708 within the housing 502 or the rotation of the spiral cam 1104. In this manner, the alignment of the visual indicators with the position windows 1410 enables a user or operator of the charging handle 108 to conveniently identify the position of the core 708 within and relative to the housing 502, and thus know the engagement stage or disengagement stage of the charging handle 108.

[0187] Visual indicators are included on the cam ring 1404, which may protrude from the housing 502 and thus be visible to the operator. These visual indicators provide an indication of the degree of rotation of the drive mechanism within the housing 502, and provide the operator with further indications of the engagement and disengagement stages of the charging handle 108. In some more specific examples, as described above, the charging handle 108 includes visual indicators on the core 708, the drive mechanism (spiral cam 1104 and cam ring 1404), and the housing 502, which provide feedback to the operator about the position and engagement stage of the core 708. On the core 708, colored bars or other visual markings are placed at intervals corresponding to the engagement position, neutral position, and disengagement position. When the core 708 moves between the positions, the visual indicators are aligned with the position window 1410 on the housing 502. This shows the operator the current position of the core 708. For example, when the core 708 is in the engagement position, the green indicator bar can be aligned with the position window 1410. In the neutral position, the yellow indicator bar is aligned with the position window 1410. In the disengaged position, the red indicator bar is aligned with the position window 1410.

[0188] The spiral cam 1104 and cam ring 1404 also include visual indicators around their circumferences, such as colored dots, arrows, or numbers. As the spiral cam 1104 and cam ring 1404 rotate to drive the core 708, the visual indicators rotate into view in the position window 1410. The specific indicators visible in the position window 1410 identify the degree of rotation of the drive mechanism, which corresponds to the position of the core 708. For example, when the spiral cam 1104 rotates 90 degrees, an indicator marked "90" may become visible in the position window 1410, showing that the core 708 has moved from the engaged position to the neutral position or from the neutral position to the disengaged position.

[0189] The visual indicator can be constructed of a durable, high contrast material, such as anodized aluminum, stainless steel, or high temperature plastic, that is clearly visible through the position window 1410. The indicator can be permanently and securely secured to the core 708, spiral cam 1104, and cam ring 1404, such as by stamping, laser etching, or mechanical fasteners, to withstand repeated use.

[0190] Alignment of the visual indicator with the position window 1410 provides an intuitive interface for the operator to identify the position of the core 708 and ensure proper engagement or disengagement of the charging handle 108. Redundant indicators on multiple moving parts (including the core 708, spiral cam 1104, and cam ring 1404) increase the robustness of the visual feedback system.

[0191] Pressure reducing valve assembly 714

[0192] Fig.157 is a cross-sectional view of the core 708 according to some examples, and illustrates the location and function of the pressure relief valve assembly 714 operating as a recirculation valve. The pressure relief valve assembly 714 is in fluid communication with the coolant input channel 902 of the circulation loop of the coolant fluid within the charging handle 108 (particularly within the core 708 of the charging handle 108). When the coolant pressure in the coolant input channel 902 exceeds an allowable threshold, the pressure relief valve assembly 714 opens to allow the coolant pressure to be released into the low-pressure coolant return passage (e.g., coolant output channel 904) of the charging handle 108.

[0193] Coolant fluid from the coolant reservoir 118 is supplied to the coolant input passage 902 through the hose and cable harness 124 and the tubing 120. From the coolant input passage 902, the coolant fluid flows through the coolant input connector 516 at the distal end of the core 708 and into the corresponding connector within the charging port 106. From the corresponding connector, the coolant fluid flows into the battery conditioning system 204 of the aircraft 2400, where the coolant fluid is used to thermally manage the batteries during charging.

[0194] The pressure relief valve assembly 714 is a mechanical valve that operates to limit the pressure of the coolant fluid within the coolant input passage 902, and therefore the pressure of the coolant fluid applied to the battery conditioning system 204. If the pressure differential across the pressure relief valve assembly 714 exceeds 25 PSI (or a determinable threshold), the force acting on the internal spring-loaded plunger causes the plunger to compress the spring within the valve and shift to an open position. This allows the coolant fluid to flow from the inlet side of the pressure relief valve assembly 714 (where the coolant enters from the coolant input passage 902) to the outlet side of the coolant output passage 904, which leads to the ground support equipment 104.

[0195] By opening at a threshold pressure of 25 PSI, the pressure relief valve assembly 714 prevents over-pressurization of the coolant system and water hammer effects that could damage components. High pressure in the coolant input passage 902, which may be caused by a blockage or malfunction in the fluid circulation system 2504 of the aircraft 2400, is relieved by the pressure relief valve assembly 714 that diverts the coolant back to the ground support equipment 104. This limits the buildup of excess pressure and prevents damage to the aircraft 2400.

[0196] GSE / Aircraft Interface 1604

[0197] Fig.161 is a schematic illustration of an interface 1604 of an aircraft 2400 and a connection between the aircraft 2400 and ground support equipment 104 that may be facilitated via the interface 1604 of a single charging port 106, according to some examples. In this figure, only a single charging port 106 is shown for clarity, and the interface 1604 is present in each of the multiple charging ports 106 of the aircraft 2400.

[0198] The interface 1604 enables isolated and controllable bidirectional power supply to a plurality of isolated battery packs 1602 of the aircraft 2400 , wherein pairs of battery packs 1602 are controlled by respective battery management systems 1606 (BMS).

[0199] With respect to the ground support equipment 104 , the equipment further includes a (ground equipment support) GSE controller 1608 (eg, system controller 202 ), a plurality of isolated, controllable, and bidirectional power supplies 1610 .

[0200] More specifically, the ground support equipment 104 includes multiple power supplies (e.g., as part of the AC power hardware 206) to provide power to each of the four isolated battery packs on the aircraft. Two power supplies 1610 are connected to each battery pack 2502 via a high-voltage pin connection of the charging handle 108.

[0201] The power supplies 1610 are isolated from each other to maintain separation between the battery packs 2502. This isolation helps with safety and redundancy. If one battery pack 2502 cannot be charged, the other battery packs can still be serviced.

[0202] The power sources 1610 are controllable based on commands from the aircraft 2400. The aircraft 2400 specifies a charging profile, including voltage, current, and duration, for each battery pack 2502. The ground support equipment 104 adjusts each power source to provide the requested charging profile for the associated battery pack 2502. The power sources 1610 may also be controlled to stop charging if commanded by the aircraft 2400 or by the ground support equipment 104, in response to automatic detection of a fault or in response to user input.

[0203] The power source 1610 is bidirectional, allowing the power source to charge or discharge the battery packs 2502. When charging, the power source 1610 provides power to the battery. When discharging, the power source 1610 consumes power from the battery by providing a path to ground. The direction of power flow is controlled by the aircraft 2400 based on the needs of each battery pack 2502. Discharging may be necessary to reach a target charge level or for safety reasons.

[0204] Power supply 1610 receives 3-phase 480V AC power and converts it to high voltage DC power to charge the batteries. AC power is provided by the charging station and converted by ground support equipment 104. Aircraft 2400

[0205] The power supply 1610 is located within the AC power hardware 206. A cable from the AC power hardware 206 provides a high voltage connection to the charging handle 108. The power supply 1610 is controlled by the GSE controller based on signals from the aircraft 2400.

[0206] The isolated, controllable, and bidirectional power supply 1610 provides a flexible solution for servicing the individual needs of each battery pack 2502 on the aircraft 2400. The solution allows for simultaneous charging or discharging at desired levels based on the state of charge and usage of each battery pack 2502. The power supplies 1610 are designed to work together to fully recharge the aircraft 2400 as quickly as possible after each flight. In various examples, multiple isolated power supplies 1610 can work together in the following manner to fully recharge the aircraft as quickly as possible:

[0207] The power source 1610 can charge each of multiple battery packs (e.g., four battery packs 2502) simultaneously at or near their maximum rate. By charging all battery packs simultaneously, the total recharge time is minimized.

[0208] The power supply 1610 can provide different charging profiles to each battery pack based on the individual needs of each battery pack. The power supply 1610 is controllable and can adjust the voltage, current, and duration of each battery pack based on the charge state and chemistry of each battery pack. More depleted battery packs can be charged at a higher rate, while nearly full battery packs can be charged at a lower rate. This maximizes the charge of each battery pack and avoids overcharging.

[0209] The power supply 1610 can adjust in flight based on commands from the aircraft 2400. When the battery packs 2502 are close to being fully charged, the aircraft 2400 can request a lower charge rate to avoid overcharging. The power supply 1610 can quickly adjust to the new charge profile for each battery pack based on requests from the aircraft 2400. This allows for precise control and optimization of the charging process.

[0210] Power supplies 1610 provide redundancy in the event that one power supply cannot charge its associated battery pack. Using multiple isolated power supplies, if one power supply fails or is unable to charge its battery pack, the other power supplies can continue to charge the remaining battery packs. This avoids delays in charging the aircraft and ensures that all functioning battery packs are fully charged.

[0211] The power supplies 1610 can operate in either charging or discharging mode depending on the needs of each battery pack. The power supplies are bi-directional so they can work together to charge the battery packs by providing power, or discharge the battery packs by consuming power as commanded by the aircraft. The ability to quickly switch between charging and discharging as required by the aircraft allows for complete management of the battery pack state of charge.

[0212] The multiple power sources 1610 are designed with the capacity, controllability, and flexibility to work together to service the needs of each battery pack 2502 and quickly recharge the aircraft 2400. By operating simultaneously at the recommended levels of each battery pack 2502, they reduce the total recharge time while maintaining precise control and redundancy. The multiple power sources 1610 are able to seamlessly switch between charging mode and discharging mode, so that the charge state of the battery packs can be controlled. The power sources 1610 work in coordination based on input from the aircraft 2400 to fully recharge the aircraft after each flight.

[0213] Process Overview

[0214] Fig.17 is a flow chart illustrating operations performed by ground support equipment 104 to prepare aircraft 2400 for flight, according to some examples.

[0215] Fig.17 The top-level operation shown in is "prepare the aircraft for the next flight" (1716). This overall operation refers to using the ground support equipment 104 to fully prepare the aircraft 2400 for its subsequent flight after landing. It contains three main sub-operations:

[0216] Operation 1702: Bring all batteries to aircraft required charge level: This operation charges or discharges the aircraft's batteries to reach a target state of charge (SOC) specified by the aircraft 2400. The ground support equipment 104 provides power to or consumes power from the respective battery packs 2502 through electrical connections in the charging handle 108. The ground support equipment 104 supplies DC power to the battery packs 2502 at a controlled voltage and current based on the battery chemistry and the requested charge rate. As described above, power is provided through four isolated high voltage pin connections, two of which are allocated to each battery pack 2502. The charging curve for each battery pack 2502 is specified by the aircraft 2400 based on its individual SOC and maximum charge rate.

[0217] If the aircraft 2400 requests to consume power, the ground support equipment 104 consumes power from the battery packs 2502 by providing a path to the ground through the charging handle 108. The ground support equipment 104 controls the discharge rate of each battery pack 2502 based on specifications from the aircraft 2400. Discharging the battery packs 2502 may be necessary to achieve a target SOC or for safety reasons. The ground support equipment 104 provides AC or DC power through the connection in the charging port 106 to support the aircraft 2400 systems during charging and discharging. This power can be used for functions other than charging the battery packs 2502, such as climate control, avionics, and other components. The ground support equipment 104 continues to provide ground power until the aircraft 2400 is ready to switch to its own battery power.

[0218] Operation 1710: Bring all aircraft batteries to aircraft required temperature: This operation heats or cools the battery pack 2502 to reach the target temperature specified by the aircraft 2400. The ground support equipment 104 flows a temperature-controlled coolant through the charging handle 108 to raise or lower the battery temperature. The ground support equipment 104 supplies warm coolant by operating the chiller 116 in a heating mode. The coolant flows through the channel in the charging handle 108 and flows through the coolant input connector 516 and the coolant output connector 518 to heat the battery pack 2502 and maintain the desired temperature for charging or preparing for takeoff.

[0219] The ground support equipment 104 supplies cooled coolant by operating the chiller 116 in cooling mode. The chiller 116 cools the coolant to as low as -10°C. The coolant is pumped from the coolant reservoir 118 to the charging handle 108 at a rate of up to 45 lpm. The coolant flows through the connections in the charging handle 108 to reduce the battery temperature after charging and maintain it at a level suitable for the next flight. Cooling the battery packs 2502 also allows them to act as a heat sink during flight.

[0220] Operation 1718: Retrieve Flight Recorder Data: This operation refers to unloading data from the data acquisition and flight recording system of the aircraft 2400. The ground support equipment 104 retrieves this data through the Ethernet and T1 data connections in the charging handle 108, and in particular through the data unloading and interlock 512, and transmits it for storage and analysis. The data may include telemetry, system status, error codes, flight profiles, and other information from previous flights. The ground support equipment 104 continues to unload data until the requested information has been retrieved.

[0221] The ground support equipment 104 is designed to fully support the aircraft 2400 between flights by managing its isolated battery packs 2502, temperature, data, and power requirements.

[0222] Fig.18A and Fig.18B A flow chart depicting further details of a method for charging and regulating an electric aircraft 2400 for flight according to some examples is shown. Various operations that may be performed by a pilot, aircraft 2400, charging port 106 and pump, line personnel, passengers, and ground support equipment 104 are shown in the flow chart.

[0223] Method - Engagement of Charging Handle 108

[0224] Fig.19 is a flow chart illustrating a method 1900 of engaging a charging handle 108 with a charging port 106 of an electric vehicle, such as an aircraft 2400, according to some examples. Fig.13 The method 1900 is described with reference to the sequence of images shown in , which illustrates the transition of the charging handle 108 from the disengaged position or state to the neutral position.

[0225] In block 1902, the method 1900 begins with an operator or user placing the charging handle 108 in a disengaged position or state by rotating the wheel handle 504 so that the charging handle 108 is in a Fig.13 Here, it will be noted that the cam follower stud 1108 is positioned within a horizontal portion of the cam drive slot 1106 defined in the spiral cam 1104. As described above, when the wheel handle 504 is in this state, the rotational position of the wheel handle 504 causes the cam lobe 1402 on the cam ring 1404 to pivot the latch arm to withdraw the tongue into the housing 502. Thus, the user can conveniently and easily slide the mouth of the housing 502 into a corresponding structure within the charging port 106.

[0226] After inserting the free end of the charging handle 108 into engagement with the corresponding charging port 106 of the electric aircraft 2400, the operator can use the latch mechanism to secure the housing 502 of the charging handle 108 to the charging port 106 of the electric aircraft 2400. In some examples, and as described above, the latch mechanism includes a pivoting front latch arm 720 and a pivoting rear latch arm 722 that engage with corresponding structures (e.g., recesses) on the interior of the charging port 106 to secure the charging handle 108 in place during the engaged position and the neutral position, and when in the disengaged position, the pivoting front latch arm 720 and the pivoting rear latch arm 722 are disengaged from the mating engagement with the charging port 106 to allow the charging handle 108 to be withdrawn. The latch mechanism engages and operates with the drive mechanism (including the cam lobes 1402 on the cam ring 1404) to secure the housing 502 to the electric aircraft 2400 when the charging handle 108 is outside the disengaged position and to release the charging handle 108 from engagement with the electric aircraft 2400 when the charging handle 108 is in the disengaged position. The cam lobes 1402 engage with the cam followers of each latch arm to pivot the latch arm between a locked position when the charging handle 108 is in the disengaged position and a disengaged position when the charging handle 108 is in the disengaged position.

[0227] Returning to the engagement process, in order to lock the charging handle 108 to the charging port 106, and accordingly to the aircraft 2400, each latch arm has a latch tongue 1406 at its free end, which is substantially located inside or within the housing 502 when the charging handle 108 is disengaged from the corresponding charging port 106, but when the charging handle 108 is engaged with the corresponding charging port 106, the latch tongue 1406 pivots into engagement with a recess or retention groove defined in the charging port 106. The latch mechanism attempts to ensure that the force of the connection operation to connect the charging handle 108 to the charging port 106 acts on the chassis of the aircraft 2400. This is to reduce the need for the operator to push up on the wings during the connection of the charging handle 108 to the charging port 106, and in this way make the aircraft 2400 unstable.

[0228] As part of the engagement process, once the charging handle 108 is inserted into the charging port 106, the operator rotates the wheel handle 504, and the cam follower stud 1108 then engages the lower surface of the cam drive slot 1106 to move the charging handle 108 out of the engaged position or state. This in turn disengages the cam lobe 1402 from the offset end of each latch arm, allowing the spring 928 to pivot each latch arm, causing the corresponding latch tongue 1406 to protrude from the housing 502 and lock into position within the corresponding structure of the charging port 106.

[0229] In block 1904, the operator removes the core 708 from the housing 502. Fig.13 The disengaged state shown in the first two images drives the Fig.13 , and the like. The drive mechanism includes a spiral cam 1104 having a cam drive slot 1106 defined therein. The spiral cam 1104 drives the core 708 from the retracted position through the neutral position and to the extended position. The cam follower stud 1108 of the core 708 is received within the cam drive slot 1106 and facilitates such driving in the axial direction as described above. Specifically, user rotation of the wheel handle 504 causes the spiral cam 1104 to rotate, driving the core 708 between multiple positions by applying a force between the cam follower stud 1108 and the walls of the cam drive slot 1106.

[0230] The spiral cam 1104 and cam ring 1404 also include visual indicators around their circumferences, such as colored dots, arrows, or numbers. As the spiral cam 1104 and cam ring 1404 rotate to drive the core 710, the visual indicators rotate into view in the position window 1410. The specific indicator visible in the position window 1410 identifies the degree of rotation of the drive mechanism, which corresponds to the position of the core 708.

[0231] In block 1906, the operator drives the core 710 from the neutral position and toward the engaged position by continued rotation of the wheel handle portion 504 to thereby extend the fluid connectors (e.g., coolant input connector 516, coolant output connector 518), electrical connectors (e.g., electrical connector 520), and data connectors (e.g., data offload and interlock 512) relative to the housing 502 of the charging handle 108. When the core 708 transitions from the neutral position to the engaged position, the connectors are driven into mating engagement with corresponding receptacles within the charging port 106. The latch arms, particularly the lower surface of the latch tongue 1406, enable the connectors of the core 708 to be pulled toward and out of the mouth 522 of the housing 502 by continued rotation of the wheel handle 504 and overcome the mating resistance caused by the insertion of the connectors into these corresponding receptacles. In this way, the operator of the charging handle 108 does not need to push the charging handle 108 to overcome frictional resistance, but can rotate the wheel handle 504 to pull the connectors into the corresponding receptacles.

[0232] Disengaging the charging handle 108 from the charging port 106 involves a reverse sequence of operations to those described above. Fig.12 When in the engaged position, the connector of the charging handle 108 mates with the corresponding socket of the charging port 106 . Fig.12The first image shows the charging handle 108 in the extended engagement position, wherein the cam follower stud 1108 is located at the upper end of the cam drive slot 1106. To disengage the charging handle 108 from the charging port 106, the operator rotates the wheel handle 504 so that the cam follower stud 1108 moves toward the upper end of the cam drive slot 1106. Fig.12 106 to the position corresponding to the neutral position shown in the second image of . When in the neutral position, the latch tongue 1406 of the latch arm is still engaged with the corresponding slot of the charging port 106 to secure the charging handle 108 to the charging port 106. However, in the neutral position, the connector of the charging handle 108 is withdrawn from the mating engagement with the corresponding socket of the charging port 106. Continued rotation of the wheel handle portion 504 by the operator causes the core to move further downward axially until the cam follower stud 1108 reaches the lower end of the cam drive slot 1106 to fully place the charging handle 108 in the disengaged position, at which time the latch tongue 1406 of the latch arm is withdrawn into the housing 502 of the charging handle 108. The charging handle 108 can then be conveniently withdrawn from the charging port 106.

[0233] The drive mechanism including the spiral cam 1104, cam follower stud 1108 and wheel handle 504 provides controlled extension and retraction of the connector from the housing 502. The latch mechanism including the pivoting front latch arm 720, cam lobe 1402 and cam ring 1404 securely locks the charging handle 108 to the charging port 106 when the connector is extended to enable charging operations while avoiding pushing against the charging port 106 or the aircraft 2400. Visual indicators on the drive mechanism provide feedback to the operator regarding the position and engagement stage of the core 710.

[0234] Method - Sequential Connection

[0235] Fig. 20 is a flow chart illustrating a method 2000 for engaging a charging handle 108 as described above with a charging port 106 of an electric vehicle in the example form of an aircraft 2400 , according to some examples.

[0236] At block 2002, method 2000, the charging handle 108 engages the chassis ground connector 514 of the charging handle 108 with a corresponding ground connector within the charging port 106 of the aircraft 2400. The chassis ground connector 514 is coupled to the grounded chassis ground cable 416, such as Figure 4As shown, the grounded chassis ground cable 416 provides a low resistance path to ground. This helps drain static buildup that could damage sensitive components and ensures that the charging handle 108 and charging port 106 are at the same potential before powering up other systems of the ground support equipment 104. The chassis ground connector 514 is engaged first to mitigate risks such as arcing that could result from connecting high voltage systems at different potentials.

[0237] In box 2004, method 2000, after engaging chassis ground connector 514, charging handle 108 engages one or more fluid connectors of charging handle 108 (specifically coolant input connector 516 and coolant output connector 518) with corresponding one or more fluid connectors in charging port 106. Coolant input connector 516 and coolant output connector 518 are respectively coupled to coolant input tube 404 and coolant output tube 406, which allows cooling of fluid flow before energizing the high voltage system. As described above, the fluid connectors can each include a dry disconnect coupler to allow fluid connection between charging handle 108 and aircraft 2400 without leaking fluid or allowing air to enter the system. The dry disconnect coupler can be composed of a cylinder having an O-ring around its inner edge, the O-ring creating a seal when the male and female sides of the coupler are connected. When the male section of the dry disconnect connector is inserted into the female section, the O-ring seals on the surface of the male section, thereby allowing pressurized coolant to flow through the connection. The tight seal created by the O-ring prevents coolant leakage or air ingress at the connection point.

[0238] At block 2006, method 2000, after engaging the one or more fluid connectors, the charging handle 108 engages the one or more electrical connectors 520 of the charging handle 108 with the corresponding one or more electrical connectors within the charging port 106. The electrical connectors 520 are coupled to the high voltage aircraft charging conductors 408, such as Figure 4 As shown, the high voltage aircraft charging conductor 408 has an insulating sleeve to prevent arcing during connection. For safety reasons, the power connection is made after grounding and cooling fluid flow are established. The electrical connector 520 can facilitate simultaneous charging or discharging of the respective first isolated battery pack and the second isolated battery pack 2102 of the electric aircraft 2400.

[0239] At block 2008 , method 2000 , after engaging one or more electrical connectors 520 , the charging handle 108 engages a data connector of the charging handle 108 (specifically, the data offload and interlock 512 ) with a corresponding data connector within the charging port 106 . Figure 4As shown, data offload and interlock 512 is coupled to aircraft data link 412, which provides monitoring and control of the charging process. Data offload and interlock 512 can be the last connection made to avoid data transmission before the power system is properly grounded and cooled. Data offload and interlock 512 can facilitate data transmission between electric aircraft 2400 and external data systems such as system controller 202.

[0240] The sequencing and physical design of the connectors in the charging handle 108 reduces the risk of electrical arcing, overheating, and electrostatic discharge during connection and disconnection with the charging port 106. Ground connections, fluid connections, high voltage electrical connections, and data connections are made in a controlled sequence to ensure safe operation of the charging system.

[0241] Methods - Ground Support Equipment Operation 104

[0242] Fig.21 is a flow chart illustrating a method 2100 of operating ground support equipment 104 relative to an electric vehicle, such as, for example, an aircraft 2400 or an electric vehicle, according to some examples.

[0243] In block 2102, the method 2100 provides coolant fluid from a fluid source external to the aircraft 2400 (such as the coolant reservoir 118) via fluid connectors (in the form of the coolant input connector 516 and the coolant output connector 518) of the charging handle 108 to thermally manage the aircraft 2400. The coolant fluid is applied to thermally manage the aircraft 2400 during charging and discharging of the battery pack 1602 of the aircraft 2400.

[0244] The coolant input connector 516 and the coolant output connector 518 are connected to the coolant input pipe 404 and the coolant output pipe 406, as shown in FIG. Figure 4 2400 to deliver coolant fluid from the charging handle 108 to the aircraft 2400. A pump, such as one of the pumps 302, pumps the cooled coolant from the coolant reservoir 118 to the coolant input connector 516 and the coolant output connector 518 at a rate of up to 45 lpm. The coolant flows into the fluid circulation system 2504 of the aircraft 2400 and returns to the coolant reservoir 118, where it is recooled by the chiller 116. Temperature sensors and pressure sensors within the cooling system and charging handle 108 can monitor the coolant flow and provide data to the system controller 202 to control the pump 302 and ensure proper thermal management.

[0245] In block 2104, the method 2100 provides at least one charge or discharge to the respective first and second isolated battery packs 2502 of the electric aircraft 2400 from a power source external to the electric aircraft 2400, such as the charger 114, via the electrical connector 520 of the charging handle 108. The electrical connector 520 is coupled to the high voltage aircraft charging conductor 408 to facilitate charging or discharging of the respective first and second isolated battery packs 1602. The electrical connector 520 can facilitate simultaneous charging or discharging of the respective first and second isolated battery packs 1602 of the electric aircraft 2400.

[0246] The charger 114 can provide up to 750 VDC and 130 A of power to the electrical connector 520 for charging the battery packs 1602. The charger 114 adjusts the voltage and current to each electrical connector 520 based on the needs of the connected battery pack 1602. The system controller 202 coordinates the charging profile of each battery pack 1602 based on the state of charge and chemistry of each battery pack 1602. Voltage data, current data, and temperature data from the battery pack 1602 and the charging handle 108 provide feedback to control the charging process.

[0247] At block 2106, method 2100 facilitates data transfer between electric aircraft 2400 and an external data system, such as system controller 202, via the data connector of charging handle 108 (specifically, data offload and interlock 512). Figure 4 As shown, data offload and interlock 512 is coupled to aircraft data link 412 to facilitate data transfer. Data offload and interlock 512 may facilitate data transfer between electric aircraft 2400 and an external data system such as system controller 202.

[0248] The data offload and interlock 512 transmits data such as charging parameters, telemetry, and safety information from the aircraft 2400 system to the system controller 202. The system controller 202 then controls components such as the charger 114 and the cooling system based on the data to properly manage the charging process. The data offload and interlock 512 also provides a signal to the system controller 202 when the charging handle 108 is properly engaged or disengaged from the charging port 106.

[0249] The charging handle 108 provides connections for power, data, and coolant flow between the ground support equipment 104 and the aircraft 2400. The components, data, and signals involved in these connections enable automation, high-power charging, and advanced thermal management of the battery system.

[0250] Methods - Data exchange with ground support equipment 104

[0251] Fig. 22is a flow chart illustrating a method 2200 of operating a charging station in the example form of ground support equipment 104 according to some examples.

[0252] In block 2202, method 2200, ground support equipment 104 receives a first signal from a charging handle 108 coupled between an electric vehicle in the example form of aircraft 2400 and a charging station in the example form of ground support equipment 104. The first signal indicates that the charging handle 108 is properly engaged with the charging port 106. The first signal is received by data offload and interlock 512, which provides a signal to system controller 202 when the charging handle 108 is properly engaged or disengaged with the charging port 106.

[0253] Data offload and interlock 512 includes a switch that closes when charging handle 108 is engaged to charging port 106, thereby sending a first signal to system controller 202. System controller 202 then begins a handshaking process with aircraft 2400, exchanging authentication keys to verify the connection before powering on the system.

[0254] In block 2204, method 2200, in response to the first signal, ground support equipment 104 activates one or more battery chargers (e.g., power source 1610 of charger 114) and one or more coolant pumps (e.g., pump 302) to provide power to and cool electric aircraft 2400. For example, system controller 202 coordinates the charging profile of each battery pack 1602 based on the state of charge and chemistry of each battery pack 1602. Pump 302 pumps cooled coolant from coolant reservoir 118 to charging handle 108 at a rate of, for example, up to 45 lpm.

[0255] After the handshake process is complete, the system controller 202 sends a signal to turn on the charger 114 and the pump 302. The charger 114 begins to provide power to the electrical connector 520 at the voltage and current levels specified by the aircraft 2400 for each battery pack 1602. The pump 302 begins to circulate the cooled coolant from the coolant reservoir 118 to the charging handle 108, and then provides it to the aircraft 2400 via the coolant input connector 516 to begin cooling the battery packs 1602. Temperature sensors in the battery packs 2102 and the temperature sensors in the charging handle 108 can provide feedback to monitor the temperature during charging.

[0256] At block 2206 , method 2200 , ground support equipment 104 transmits a second signal to charging handle 108 to initiate data offloading from electric aircraft 2400 . The second signal is transmitted from system controller 202 to charging handle 108 via data offloading and interlock 512 .

[0257] Once charging and cooling has begun, system controller 202 sends a second signal through data offload and interlock 512 to request data offload from aircraft 2500, aircraft 2900. This initiates the transmission of data such as flight profiles, error codes, and telemetry data to system controller 202 through data offload and interlock 512.

[0258] In block 2208, method 2200, ground support equipment 104 receives flight data, telemetry data, and pressure data in Ethernet format via charging handle 108. Charging handle 108 converts T1 aircraft data link 412 from aircraft 2500 and aircraft 2900 to Ethernet for transmission to ground support equipment 104. The data includes information such as charging parameters, telemetry data, system status, error codes, flight profiles, and pressure readings from sensors in charging handle 108 and cooling fluid circulation system 2504 of aircraft 2900.

[0259] The data offload and interlock 512 receives T1 data from the aircraft 2400 systems via the aircraft data link 412. The charging handle 108 then converts the data into an Ethernet signal and transmits it to the system controller 202. The pressure data comes from a pressure sensor, such as a pressure transducer, within the charging handle 108 that monitors the coolant pressure. The system controller 202 records all data received for each charging session.

[0260] In block 2210, the method 2200 controls one or more battery chargers (e.g., the power source 1610 of the charger 114) and one or more coolant pumps (specifically the pump 302) based at least in part on the pressure data by the system controller 202 of the ground support equipment 104. The system controller 202 adjusts the charger 114 and the pump 302 based on the pressure data and other feedback to maintain the appropriate temperature and charging rate of the battery pack 1602. If the pressure data indicates an overpressure condition, the system controller 202 can reduce or stop the coolant flow to avoid damage to the aircraft 2400.

[0261] The system controller 202 monitors pressure data and other telemetry data from sensors and aircraft 2500, aircraft 2900 during charging. If the pressure data shows that the coolant pressure rises above a threshold pressure (e.g., 25 PSI), the system controller 202 sends a signal to slow down or stop the pump 302 to prevent over-pressurization. Once the pressure drops below the threshold pressure (e.g., 25 PSI) again, the pump 302 restarts. The system controller 202 can also adjust the charger 114 up or down based on the temperature reported by the sensor to maintain the desired level for charging. If any data indicates a fault or unsafe condition, the system controller 202 immediately cuts off power and coolant to mitigate the risk.

[0262] In summary, the ground support equipment 104 receives signals and data from the charging handle 108 to initiate and control charging operations of the electric aircraft 2500 and the aircraft 2900. In response to a first signal indicating that the charging handle 108 is engaged, the system controller 202 activates components such as the charger 114 and the pump 302. The system controller then receives data including pressure readings from the charging handle 108 to monitor the charging process and make adjustments as needed. The ground support equipment 104 and the charging handle 108 work together to achieve automation, high-power charging, and advanced thermal management of the battery system.

[0263] Method - Charging via multiple isolated power supplies 1610

[0264] Fig.23 is a flow chart illustrating a method 2300 for operating a charging station (an example form of ground support equipment 104) having multiple power sources 1610, according to some examples.

[0265] In block 2302, method 2300, activates a charger 114 including a plurality of isolated power channels. The charger 114 may include a four-channel 400kW AC-DC charging cabinet capable of delivering 100kW per channel. Each channel is, for example, a separate 100kW power channel connected to a corresponding one of the four battery packs 1602 on the aircraft 2400.

[0266] The charger 114 receives AC power from the grid connection 110 and converts it to DC power to charge the aircraft batteries. The charger 114 can provide up to 750 VDC and 130 A of power to charge multiple aircraft simultaneously.

[0267] Each power channel of the charger 114 is isolated to maintain separation between the battery packs 1602. This isolation enhances safety and redundancy. If one battery pack 1602 cannot be charged, the other battery packs can still be charged.

[0268] The power channels may be controlled based on commands from the aircraft 2400. The aircraft 2500, aircraft 2900 specifies a charging profile, including voltage, current, and duration, for each battery pack 1602. The ground support equipment 104 adjusts each power channel to provide the requested charging profile for the associated battery pack 1602.

[0269] The power channels are bidirectional to allow them to charge or discharge the battery packs 1602. When charging, the power channels provide power to the batteries. When discharging, the power channels drain power from the batteries by providing a path to ground. The direction of the power flow can be controlled by the aircraft 2400 based on the respective needs of each battery pack 1602 and the overall charging plan of the system controller 202 at the control center 112.

[0270] In block 2304, the method 2300 connects a corresponding power channel of the plurality of isolated power channels to a corresponding isolated battery pack 1602 of the plurality of battery packs 1602 of the aircraft 2400. Two power channels are connected to each battery pack 1602 via high voltage pin connections in the electrical connector 520 in the charging handle 108, thereby providing fully isolated and redundant power connections.

[0271] If one power channel fails or is unable to charge its associated battery pack 1602, another power channel can continue to service the battery pack 1602. This avoids delays in recharging the aircraft 2400 and ensures that the battery pack that is functioning properly reaches a full charge. Redundant and isolated power channels provide flexibility in servicing the individual needs of each battery pack 1602 and quickly recharging the aircraft 2400.

[0272] In block 2306, the method 2300 controls the output of each of the plurality of isolated power channels to charge the connected isolated battery packs 1602 of the plurality of battery packs 2102 of the aircraft 2400. The system controller 202 controls the output of each power channel based on commands from the aircraft 2400. The aircraft 2400 specifies a charging profile for each battery pack 2102, for example, including voltage, current, and duration.

[0273] The system controller 202 adjusts each power channel to provide the requested charging profile for the associated battery pack 1602. The power channels can operate at different levels simultaneously to provide customized charging for each battery pack 1602 based on the needs of each battery pack 1602. More depleted battery packs 1602 can be charged at a higher rate, while battery packs 1602 that are closer to full can be charged at a lower rate, thereby maximizing the charge of each battery pack 1602 and avoiding overcharging.

[0274] The power channels are adjusted in flight based on new commands from the aircraft 2400. When the battery pack 2102 is close to being fully charged, the aircraft 2400 can request a lower charge rate to avoid overcharging. The power channels can quickly adjust to the new charge curve of each battery pack 1602 based on the request from the aircraft 2400, allowing precise control and optimization of the charging process.

[0275] Multiple isolated power channels provide redundancy in the event that one power channel cannot charge its associated battery pack 1602. With multiple isolated power channels, if one power channel fails, the other power channels can continue to service the remaining battery packs. This avoids delays in recharging the aircraft 2400 and ensures that all functioning battery packs achieve a full charge.

[0276] The power channels are designed to work together to fully recharge the aircraft 2400 as quickly as possible after each flight by operating simultaneously at the command level of each battery pack 2502, thereby reducing the total recharge time while maintaining precise control and redundancy. The power channels can operate in charging or discharging mode depending on the needs of each battery pack 1602. They are able to quickly switch between charging and discharging according to the requirements of the aircraft, thereby achieving comprehensive management of the batteries.

[0277] Example Vehicle Overview

[0278] Fig.24 2400, according to some examples. Aircraft 2400 includes a fuselage 2402, two wings 2404, a tail 2406, and a propulsion system 2408 implemented as a tiltable rotor assembly 2410 located in a nacelle 2412. Aircraft 2400 includes one or more nonlinear and isolated power supplies in the form of a battery pack 2502, which is provided in a plurality of ways. Fig.24 2414 and wing battery packs 2416. In the example shown, the cabin battery pack 2414 is located in the inner nacelle 2418, but it should be understood that the cabin battery pack 2414 can be located in other nacelles 2412 that form part of the aircraft 2400. The aircraft 2400 will typically include associated equipment such as electronic infrastructure, control surfaces, cooling systems, landing gear, etc.

[0279] Wings 2404 are used to generate lift to support aircraft 2400 during forward flight. Wings 2404 may additionally or alternatively be used to structurally support battery pack 2502, battery modules 2506, and / or propulsion system 2408 under the influence of various structural stresses (e.g., aerodynamic forces, gravity, propulsive forces, external point loads, distributed loads, and / or fuselage forces, etc.).

[0280] Energy Storage System 2500

[0281] Fig.25 25 is a schematic diagram of an aircraft energy storage system 2500 according to some examples. As shown, the energy storage system 2500 includes one or more battery packs 2502. Each battery pack 2502 may include one or more battery modules 2506, which may include multiple battery cells 2508.

[0282] Typically associated with the battery pack 2502 are one or more propulsion systems 2408, a battery mate 2510 for connecting it to the energy storage system 2500, a bursting disk 2512 as part of the ventilation system, a fluid circulation system 2504 for cooling, and power electronics 2514 for regulating the delivery of power (from the battery during operation and into the battery during charging) and providing integration of the battery pack 2502 with the electronic infrastructure of the energy storage system 2500. As discussed in more detail below, the propulsion system 2408 may include multiple rotor assemblies.

[0283] Electronic infrastructure and power electronics 2514 may additionally or alternatively be used to integrate battery pack 2502 into energy storage system 2500 for an aircraft. The electronic infrastructure may include a battery management system (BMS), power electronics (HV architecture, power components, etc.), LV architecture (e.g., vehicle wiring harness, data connections, etc.), and / or any other suitable components. The electronic infrastructure may include inter-module electrical connections that may transfer power and / or data between battery packs and / or modules. Inter-module connections may include bulkhead connections, busbars, wiring harnesses, and / or any other suitable components.

[0284] The battery pack 2502 is used to store electrochemical energy in a rechargeable manner to supply the propulsion system 2408. The battery pack 2502 can be arranged and / or distributed around the aircraft in any suitable manner. The battery pack can be arranged in the wing (e.g., inside the wing cavity), inside the cabin and / or any other suitable location on the aircraft. In a specific example, the energy storage system 2500 includes a first battery pack in the inner portion of the left wing and a second battery pack in the inner portion of the right wing. In a second specific example, the system includes a first battery pack in the inner cabin of the left wing and a second battery pack in the inner cabin of the right wing. The battery pack 2502 may include a plurality of battery modules 2506.

[0285] The energy storage system 2500 includes a cooling system (e.g., a fluid circulation system 2504) for circulating a working fluid within the battery pack 2502 to remove heat generated during operation or charging of the battery pack 2502. The battery cells 2508, battery modules 2506, and / or battery pack 2502 may be fluidly connected in series and / or in parallel by the cooling system in any suitable manner.

[0286] Electrical architecture 2602 for aircraft 2604

[0287] Fig.26 An electrical architecture 2602 is shown for an aircraft 2604. The electrical architecture 2602 includes an energy storage system 2606, a plurality of flight devices 2608, a plurality of flight computers 2610, and a distribution network 2612. The network 2612 includes a plurality of switches 2614 and appropriate wired or wireless data transmission links within the network 2612 and with other components of the electrical architecture 2602.

[0288] Electrical architecture 2602 is used to provide redundant and fault-tolerant power and data connections between flight equipment 2608, flight computer 2610, and energy storage system 2606. Flight equipment 2608 may include any components related to aircraft flight, including, for example, actuators and control surfaces such as ailerons, flaps, rudders, landing gear, sensors (e.g., kinematic sensors such as IMUs; optical sensors such as cameras; acoustic sensors such as microphones and radars; temperature sensors; altimeters; pressure sensors; and / or any other suitable sensors), cabin systems, etc.

[0289] Flight computer 2610 controls the overall function of aircraft 2604, including interpreting and converting flight data into commands that can be transmitted to and interpreted by controllable flight components. Data can be commands, aircraft status information, and / or any other suitable data. Aircraft status information can include faults (fault indication signals, fault status, fault status information, etc.); sensor readings or information collected by the flight components, such as speed, altitude, pressure, GPS information, acceleration, user control inputs (e.g., from a pilot or operator), measured motor RPM, radar, image or other sensor data; component status (e.g., motor controller output, sensor status, on / off, etc.), energy storage system 2606 status information (battery pack voltage, charge level, temperature, etc.); and / or any other suitable information. Commands can include faults (fault indication signals, fault status, fault status information, etc.); control commands (e.g., command rotor RPM (or other related parameters such as torque, power, thrust, lift, etc.), data to be stored, command wireless transmission, command display output, etc.); and / or any other suitable information.

[0290] Flight computer 2610 includes I / O components 2802 (see Fig.28 ) for receiving input from and providing output to a pilot or other operator. I / O components 2802 may include, for example, a joystick, control, or other flight control input device, data input devices such as a keyboard and touch input device, and one or more display screens for providing flight and other information to a pilot or other operator.

[0291] One or more of the flight computers 2610 also executes the method described below for determining the capability of the energy storage system 2606 based on data received from the I / O component 2802, data entered by the pilot, data retrieved from one or more remote servers (such as the data repository 2702 described below), and aircraft and battery status information.

[0292] Computing Environment 2700

[0293] Fig. 27 A computing environment 2700 associated with an air transportation network is shown according to some examples. Figure 4 In the example shown, the computing environment 2700 includes a ground support equipment 104 site, a transportation network planning system 2704, a transportation service coordination system 2706, a group of aircraft 2708, a node management system 2710, and a group of client devices 2712, all of which are connected via a network 2612. In other examples, the computing environment 2700 includes different and / or additional elements. In addition, the functions can be distributed between the elements in a different manner than described. For example, the node management system 2710 can be omitted, where the information about the nodes is stored and updated at the transportation network planning system 3204.

[0294] The transportation network planning system 2704 assists in the planning and design of transportation networks. In some examples, the transportation network planning system 2704 estimates the demand for transportation services, recommends the location of transportation nodes to help meet the demand, and simulates the flow of passengers and aircraft 2708 between nodes to assist in network planning.

[0295] Once a set of transportation nodes are operational, the transportation service coordination system 2706 coordinates the transportation service. The transportation service coordination system 2706 pairs the user (passenger) requesting the transportation service with a specific aircraft 2708. The transportation service coordination system 2706 can also interact with ground-based transportation to coordinate travel services. For example, the transportation service coordination system 2706 can be an extension of an existing transportation service coordinator (such as a passenger sharing service).

[0296] Aircraft 2708 is a vehicle that flies between nodes in a transportation network (each node provides ground support equipment 104). Aircraft 2708 can be controlled by a human pilot (inside the vehicle or on the ground), or it can be autonomous. In some examples, aircraft 2708 is aircraft 2400. For convenience, various components of computing environment 2700 will be described with reference to this example. However, other types of aircraft may be used, such as helicopters, airplanes that take off at angles other than vertical, etc.

[0297] Aircraft 2708 may include electrical architecture 2602 that communicates state information (e.g., via network 2714) to other elements of computing environment 2700. State information may include current location, current battery charge, potential component failures, etc. Electrical architecture 2602 of aircraft 2708 may also receive information such as route information, weather information, and energy availability at a node where the aircraft is scheduled or currently located (e.g., the number of kilowatts that can be drawn from the power grid at the node).

[0298] Node management system 2710 provides functionality at nodes in a transport network. A node is a location where an aircraft intends to land and take off. Within a transport network, different types of nodes may exist. For example, a node in a central location with a large amount of passenger throughput may include sufficient infrastructure for sixteen (or more) aircraft 2708 to take off or land at the same time (or almost at the same time). Similarly, such a node may include multiple charging stations for recharging battery-powered aircraft 2708. In contrast, a node located in a sparsely populated suburb may include infrastructure for a single aircraft 2708 and no charging stations. Node management system 2710 may be located at a node or remotely and connected via network 2714. In the latter case, a single node management system 2710 can serve multiple nodes.

[0299] In some examples, the node management system 2710 monitors the status of the equipment at the node and reports to the transport network planning system 2704. For example, if there is a fault in the charging station, the node management system 2710 can automatically report that it is not available for charging the aircraft 2708 and request maintenance or replacement. The node management system 2710 can also control the equipment at the node. For example, in some examples, the node includes one or more launch pads that can be moved from a take-off / landing position to a boarding / disembarking position. The node management system 2710 can control the movement of the launch pad (e.g., in response to instructions received from the transportation service coordination system 2706 and / or the aircraft 2708).

[0300] Client device 2712 is a computing device that a user can utilize to schedule transportation services within a transportation network. In some examples, client device 2712 is a mobile device (e.g., a smartphone, tablet, etc.) running an application for scheduling transportation services. The user provides a pickup location and a destination within the application, and client device 2712 sends a transportation service request to transportation service coordination system 2706. Alternatively, the user can provide a destination, and the pickup location is determined based on the user's current location (e.g., as determined from GPS data of client device 2712).

[0301] Regardless of how they are generated, the transportation service coordination system 2706 determines how to service transportation requests. In some examples, transportation requests may be serviced through a combination of ground transportation and air transportation. The transportation service coordination system 2706 sends information to the user's client device about how the request will be serviced (e.g., what transportation the user should enter, directions on where to walk (if necessary), etc.).

[0302] The data repository 2702 includes one or more servers that may or may not be hosted by a provider of an air transportation network. The data repository 2702 provides information that can be used by other components of the computing environment 2700, such as weather information at the node (air pressure, dew point, air temperature, wind direction), geographic information about the node (altitude, longitude / latitude, etc.), which can be used by the transportation network planning system 2704 or the aircraft 2708 for trip planning and for determining the capabilities of the energy storage system 2606, as described in more detail below. In some examples, the data repository 2702 can be a weather service provider, a provider of maps or other geographic information, etc. The data repository 2702 can also be hosted or distributed among other components of the computing environment 2700 as part of other components of the computing environment 2700 (such as, the transportation service coordination system 2706 and the node management system 2710).

[0303] The network 2714 provides a communication channel via which the other elements of the networked computing environment 2700 communicate. The network 2714 may include any combination of local area networks and / or wide area networks using both wired and / or wireless communication systems.

[0304] Computer Systems

[0305] Fig.28A schematic representation of a machine 2800 in the example form of a computer system (e.g., system controller 202, control center 112, GSE controller 1608, flight computer 2610) is shown within which instructions 2804 (e.g., software, programs, applications, applet, application program, or other executable code) for causing the machine 2800 to perform any one or more of the methodologies discussed herein may be executed. The instructions 2804 may transform a general-purpose, unprogrammed machine 2800 into a specific machine 2800 that is programmed to perform the functions described and illustrated in the manner described. In alternative examples, the machine 2800 operates as a standalone device or may be coupled (e.g., networked) to other machines. In a networked deployment, the machine 2800 may operate as a server machine or a client machine in a server-client network environment, or as a peer machine in a peer-to-peer (or distributed) network environment. The machine 2800 may include, but is not 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 phone, 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 device, a network router, a network switch, a network bridge, or any machine capable of sequentially or otherwise executing instructions 2804 that specify actions to be taken by the machine 2800. In addition, while only a single machine 2800 is shown, the term "machine" should also be understood to include a collection of machines 2800 that individually or jointly execute instructions 2804 to perform any one or more of the methodologies discussed herein.

[0306] Machine 2800 may include processor 2806, memory 2808, and I / O components 2802, which may be configured to communicate with each other, such as via bus 2810. In an example, processor 2806 (e.g., a central processing unit (CPU), a reduced instruction set computing (RISC) processor, a complex instruction set computing (CISC) processor, a graphics processing unit (GPU), a digital signal processor (DSP), an ASIC, a radio frequency integrated circuit (RFIC), another processor, or any suitable combination thereof) may include, for example, processor 2812 and processor 2814 that may execute instructions 2804. The term "processor" is intended to include multi-core processors, which may include two or more independent processors (sometimes referred to as "cores") that may execute instructions simultaneously. Although Fig.28 Multiple processors 2806 are shown, but the machine 2800 may include a single processor with a single core, a single processor with multiple cores (e.g., a multi-core processor), multiple processors with a single core, multiple processors with multiple cores, or any combination thereof.

[0307] The memory 2808 may include a main memory 2816, a static memory 2818, and a storage unit 2820, all of which may be accessed by the processor 2806, for example, via the bus 2810. The main memory 2808, the static memory 2818, and the storage unit 2820 store instructions 2804 that embody any one or more of the methods or functions described herein. During execution of the instructions 2804 by the machine 2800, the instructions 2804 may also reside, in whole or in part, within the main memory 2816, within the static memory 2818, within a machine-readable medium 2822 within the storage unit 2820, within at least one of the processors 2806 (e.g., within a cache memory of a processor), or any suitable combination thereof.

[0308] I / O components 2802 may include various components for receiving input, providing output, generating output, transmitting information, exchanging information, capturing measurements, etc. The specific I / O components 2802 included in a particular machine will depend on the type of machine. For example, a portable machine such as a mobile phone will likely include a touch input device or other such input mechanism, while a headless server machine will be less likely to include such a touch input device. It will be appreciated that I / O components 2802 may include Fig.28 Many other components not shown in the figure. The I / O components 2802 are grouped according to function only to simplify the following discussion, and the grouping is by no means restrictive. In various examples, the I / O components 2802 may include output components 2824 and input components 2826. The output components 2824 may include visual components (e.g., displays such as plasma display panels (PDPs), light emitting diode (LED) displays, liquid crystal displays (LCDs), projectors, or cathode ray tubes (CRTs)), acoustic components (e.g., speakers), tactile components (e.g., vibration motors, resistor mechanisms), other signal generators, etc. The input components 2826 may include alphanumeric input components (e.g., keyboards, touch screens configured to receive alphanumeric inputs, optical keyboards, or other alphanumeric input components), pointing-based input components (e.g., mice, touch pads, trackballs, joysticks, motion sensors, or another pointing instrument), touch input components (e.g., physical buttons, touch screens or other touch input components that provide positioning and / or force of touch or touch gestures), audio input components (e.g., microphones), etc.

[0309] In another example, the I / O component 2802 may include a biometric component 2828, a motion component 2830, an environment component 2832, or a position component 2834, as well as various other components. For example, the biometric component 2828 may include a component for detecting expressions (e.g., hand expressions, facial expressions, vocal expressions, body postures, or eye tracking), measuring biosignals (e.g., blood pressure, heart rate, body temperature, perspiration, or brain waves), identifying people (e.g., voice recognition, retinal recognition, facial recognition, fingerprint recognition, or EEG-based recognition), etc. The motion component 2830 may include an acceleration sensor component (e.g., an accelerometer), a gravity sensor component, a rotation sensor component (e.g., a gyroscope), etc. Environmental component 2832 may include, for example, an illumination sensor component (e.g., a photometer), a temperature sensor component (e.g., one or more thermometers that detect ambient temperature), a humidity sensor component, a pressure sensor component (e.g., a barometer), an acoustic sensor component (e.g., one or more microphones that detect background noise), a proximity sensor component (e.g., an infrared sensor that detects nearby objects), a gas sensor (e.g., a gas detection sensor for detecting hazardous gas concentrations for safety or measuring pollutants in the atmosphere), or other components that can provide indications, measurements, or signals corresponding to the surrounding physical environment. Position component 2834 may include a positioning sensor component (e.g., a GPS receiver component), an altitude sensor component (e.g., an altimeter or barometer that detects air pressure from which altitude can be derived), an orientation sensor component (e.g., a magnetometer), etc.

[0310] Communication can be achieved using a variety of technologies. I / O components 2802 may include communication components 2836, which are operable to couple machine 2800 to network 2838 or device 2840 via coupling 2842 and coupling 2844, respectively. For example, communication components 2836 may include a network interface component or another suitable device that interfaces with network 2838. In other examples, communication components 2836 may include wired communication components, wireless communication components, cellular communication components, near field communication (NFC) components, Parts (e.g. Low energy consumption), Components and other communication components to provide communication via other modalities. Device 2840 can be another machine or any of a variety of peripheral devices (e.g., a peripheral device coupled via USB).

[0311] In addition, the communication component 2836 can detect an identifier or include a component operable to detect an identifier. For example, the communication component 2836 can include a radio frequency identification (RFID) tag reader component, an NFC smart tag detection component, an optical reader component (e.g., an optical sensor for detecting one-dimensional bar codes such as universal product codes (UPC) bar codes, multi-dimensional bar codes such as Quick Response (QR) codes, Aztec codes, Data Matrix, Dataglyph, MaxiCode, PDF417, Ultra Code, UCC RSS-2D bar codes, and other optical codes), or an acoustic detection component (e.g., a microphone for identifying an audio signal with a tag). In addition, various information can be derived via the communication component 2836, such as a location via Internet Protocol (IP) geolocation, a location via Internet Protocol (IP), ... The location of signal triangulation, the location of an NFC beacon signal via detection that can indicate a specific location, etc.

[0312] Executable instructions and machine storage media

[0313] Various memories (i.e., memory 2808, main memory 2816, static memory 2818, and / or memory of processor 2806) and / or storage unit 2820 may store one or more sets of instructions and data structures (e.g., software) that embody or are utilized by any one or more of the methods or functions described herein. These instructions (e.g., instructions 2804) when executed by processor 2806 cause various operations to implement the disclosed examples.

[0314] As used herein, the terms "machine storage medium," "device storage medium," and "computer storage medium" mean the same and may be used interchangeably in this disclosure. These terms refer to a single or multiple storage devices and / or media (e.g., centralized or distributed databases and / or associated caches and servers) that store executable instructions and / or data. Accordingly, these terms should be considered to include, but are not limited to, solid-state memory, including memory internal or external to the processor, and optical and magnetic media. Specific examples of machine storage media, computer storage media, and / or device storage media include non-volatile memory, including, for example, semiconductor memory devices such as erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), FPGAs, and flash memory devices; magnetic disks, such as internal hard disks and removable disks; magneto-optical disks; and CD-ROM and DVD-ROM optical disks. The terms "machine storage medium," "computer storage medium," and "device storage medium" specifically exclude carrier waves, modulated data signals, and other such media (at least some of which are included in the term "signal media" discussed below).

[0315] Transmission medium

[0316] In various examples, one or more portions of network 2838 may be an ad hoc network, an intranet, an extranet, a VPN, a LAN, a WLAN, a WWAN, a WWAN, a MAN, the Internet, a portion of the Internet, a portion of the PSTN, a plain old telephone service (POTS) network, a cellular telephone network, a wireless network, 2838, another type of network, or a combination of two or more such networks. For example, network 2838 or a portion of network 2838 may include a wireless or cellular network, and coupling 2842 may be a code division multiple access (CDMA) connection, a global system for mobile communications (GSM) connection, or another type of cellular or wireless coupling. In this example, coupling 2842 may implement any of a variety of types of data transmission technologies, such as single carrier radio transmission technology (1xRTT), evolution data optimized (EVDO) technology, general packet radio service (GPRS) technology, enhanced data rates for GSM evolution (EDGE) technology, including 3G, fourth generation wireless (4G) networks, universal mobile telecommunications system (UMTS), high speed packet access (HSPA), world wide interoperability for microwave access (WiMAX), long term evolution (LTE) standards of the third generation partnership project (3GPP), other technologies defined by various standard setting organizations, other long-range protocols, or other data transmission technologies.

[0317] The instructions 2804 may be transmitted or received over the network 2838 using a transmission medium via a network interface device (e.g., a network interface component included in the communication component 2836) and using any of a variety of well-known transmission protocols (e.g., Hypertext Transfer Protocol (HTTP)). Similarly, the instructions 2804 may be transmitted or received to the device 2840 via a coupling 2844 (e.g., a peer-to-peer coupling) using a transmission medium. The terms "transmission medium" and "signal medium" have the same meaning and may be used interchangeably in this disclosure. The terms "transmission medium" and "signal medium" should be understood to include any intangible medium capable of storing, encoding, or carrying instructions 2804 for execution by the machine 2800, and include digital or analog communication signals or other intangible media that facilitate the communication of such software. Therefore, the terms "transmission medium" and "signal medium" should be understood to include any form of modulated data signals, carrier waves, etc. The term "modulated data signal" means a signal that has one or more of its characteristics set or changed in such a manner as to encode information in the signal.

[0318] Computer readable medium

[0319] The terms "machine-readable medium," "computer-readable medium," and "device-readable medium" mean the same and may be used interchangeably in this disclosure. These terms are defined to include both machine storage media and transmission media. Thus, these terms include both storage devices / medium and carrier / modulated data signals.

[0320] Security

[0321] As described above, safety (particularly network security) may be enhanced by providing a number of features within the electric aircraft charging environment 102 described above. Examples of such safety features may include:

[0322] Unidirectional Data Connection: In some examples, the electric aircraft charging environment 102 implements a unidirectional data connection by only allowing data to flow from the aircraft 2400 to the charging system and not in the opposite direction. The aircraft data link 412 is coupled to the data offload and interlock 512 of the charging handle 108 and includes two Ethernet cables, a 1000BASE-T cable and a 100BASE-T cable. These data connections are physically isolated from any external network to prevent unauthorized access. These data connections can be implemented using copper wire or fiber optic cables to prevent electromagnetic interference.

[0323] Authentication and encryption: Authentication and encryption of data transmitted between the aircraft 2400 and the ground support equipment 104 is achieved using the aircraft data link 412. This protects sensitive battery, flight, and aircraft data from unauthorized access or eavesdropping. The data is encrypted using a 256-bit AES algorithm before being transmitted between the aircraft 2400, the charging handle 108, and the charging system of the ground support equipment 104. Both the aircraft 2400 and the charging system provide matching authentication keys in order to establish the data connection. These keys are only provided to authorized personnel.

[0324] Physical Isolation: Physical: In some examples, physical isolation of the charging system network is achieved by not allowing any external network connections. System components are connected through an isolated local data network using components such as aircraft data link 412. The local data network is located in a secure facility with limited access. Network equipment (including switches, routers, and cables) is shielded and grounded to prevent electromagnetic interference or tampering. Strict access control procedures are implemented for all personnel entering the secure facility.

[0325] Secure Components: Secure components including charging system computers (e.g., of system controller 202), data storage devices, networking devices, and other components within electric aircraft charging environment 102 have strong access controls and protections, such as encryption, to prevent unauthorized access. Access is limited to authorized personnel with necessary security clearances. Secure components may be located within a secure facility. Data on storage devices is encrypted, and access may be controlled using multi-factor authentication including ID cards and biometrics. Access to secure components and audit of activity is logged.

[0326] Monitoring and Auditing: Monitoring and auditing of the charging system network of the electric aircraft charging environment 102 may be performed to detect any unauthorized access or tampering. The control center 112 may coordinate charging operations and monitor the ground support equipment 104 systems. Audit logs track access and changes to system data and components so any problems can be quickly identified and resolved. Network monitoring systems track network activity and traffic, looking for signs of intrusion or unauthorized access. Motion sensors, cameras, and entry / exit logging provide surveillance of the physical security facilities of the ground support equipment 104. Unauthorized physical or network access alerts security personnel.

[0327] Limited functionality and access: Limited functionality and access of the charging system of the ground support equipment 104 includes providing only the functionality and access required for charging operations. Unnecessary network connections, software, and access paths that may represent vulnerabilities may be avoided. The charging system computer may also run a customized minimal operating system with basic programs and drivers required for charging operations. Unnecessary network ports, accounts, and services are disabled. Role-based access control limits users and applications to the data and system functions required for their roles. A strict change control procedure manages any changes to the charging system software, configuration, or hardware.

[0328] Redundancy: Redundancy of charging system data networks and components is designed to eliminate single points of failure that could be a target for cyberattacks. This redundancy may include redundant data connections, storage, and networking devices. Local data networks can be implemented using redundant network switches and cable paths. Critical data is backed up to redundant storage devices in case of failure. Redundant power supplies and distribution units provide backup power to all charging system components. Redundant monitoring, safety, and networking devices help ensure continued operation even if any single component fails or is damaged. Seamless failover and fallback mechanisms deploy backup components as needed while alerting personnel to any failures.

[0329] The redundant and isolated design of Ground Support Equipment 104 seeks to eliminate single points of failure that could impact safety or operations. By building redundancy and isolation into the system, the risk of disruption from cyberattacks, technical failures, or unauthorized access is minimized. Together with strict security procedures and controls, Ground Support Equipment 104 is able to maintain the high level of data and system security required for safe operations.

[0330] Example

[0331] Example 1 is a charging handle for an electric vehicle, the charging handle comprising: a shell; a core that is movably received within the shell, the core having a plurality of connectors for operably engaging with a charging port of the electric vehicle; a drive mechanism that is configured to move the core relative to the shell between a disengaged position and an engaged position; and a latch mechanism that is configured to secure the shell to the electric vehicle when the core is in the engaged position, and to enable the charging handle to be released from the electric vehicle when the core is in the disengaged position.

[0332] In Example 2, the subject matter of Example 1 includes, wherein the plurality of connectors includes a fluid connector, an electrical connector, and a data connector.

[0333] In Example 3, the subject matter of Example 2 includes, wherein the fluid connector includes a coolant input connector and a coolant output connector, wherein the coolant input connector and the coolant output connector are configured to facilitate circulation of cooled coolant fluid from a coolant reservoir through the charging handle and into a fluid circulation system of the electric vehicle to thermally manage a battery pack of the electric vehicle during charging.

[0334] In Example 4, the subject matter of Examples 2-3 includes where the electrical connector includes first and second high voltage connectors configured to facilitate charging of respective first and second isolated battery packs of the electric vehicle.

[0335] In Example 5, the subject matter of Examples 2-4 includes, wherein the data connector includes a data offload and interlock connector configured to facilitate transmission of battery charging data, aircraft telemetry data, and flight data between the electric vehicle and the external controller.

[0336] In Example 6, the subject matter of Examples 1-5 includes, wherein the drive mechanism includes: a spiral cam having a cam drive groove defined in the spiral cam; and a cam follower connected to the core and engaged with the cam drive groove, so that rotation of the spiral cam causes the core to move axially between an engaged position and a disengaged position.

[0337] In Example 7, the subject matter of Example 6 includes wherein the spiral cam includes a cam lobe configured to engage the latch mechanism to release the latch mechanism from the charging port when the core is in the disengaged position.

[0338] In Example 8, the subject matter of Examples 1-7 includes, wherein the latch mechanism includes one or more pivotable latch arms having a latch tongue to engage with a charging port of the electric vehicle.

[0339] In Example 9, the subject matter of Example 8 includes wherein the one or more pivotable latch arms are biased to a locked position when the core is in the engaged position.

[0340] In Example 10, the subject matter of Examples 1-9 includes a visual indicator that identifies a position of the core relative to the housing.

[0341] In Example 11, the subject matter of Examples 1-10 includes a control circuit configured to switch a data link.

[0342] In Example 12, the subject matter of Examples 1-11 includes a pressure relief valve in fluid communication with a coolant input passage of the core, wherein the pressure relief valve is configured to open and release coolant pressure into a coolant output passage based on pressure in the coolant input passage exceeding a threshold.

[0343] In Example 13, the subject matter of Examples 2-12 includes, wherein the plurality of connectors are configured to facilitate sequential engagement of respective connectors of the plurality of connectors with the electric vehicle.

[0344] In Example 14, the subject matter of Example 13 includes wherein the sequential joining begins with a ground connector followed by a fluid connection, an electrical connection, and a data connection.

[0345] In Example 15, the subject matter of Example 14 includes, wherein the plurality of connectors are configured to have different lengths to facilitate sequential engagement with corresponding connectors of the charging port in the following order: the ground connector has a first length, the fluid connector has a second length longer than the first length, the electrical connector has a third length longer than the second length, and the data connector has a fourth length longer than the third length.

[0346] 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 a user to control the position of the core within the housing.

[0347] 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.

[0348] In Example 18, the subject matter of Examples 16-17 includes a locking mechanism on the wheel handle, the locking mechanism configured to prevent rotation of the wheel handle when the core is in the engaged position or the disengaged position.

[0349] 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 charging handle, wherein the pressure data is transmitted to an external controller that controls coolant flow based on the pressure data.

[0350] 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 a coolant input sheath and a coolant output sheath, which are used to connect the fluid conduits of the hose and cable bundle to the coolant input channel and the coolant output channel of the core of the charging handle.

[0351] Example 21 is at least one machine-readable medium comprising instructions that, when executed by a processing circuit, cause the processing circuit to perform operations to implement any of Examples 1-20.

[0352] Example 22 is a device comprising means for implementing any one of Examples 1-20.

[0353] Example 23 is a system for implementing any one of Examples 1-20.

[0354] Example 24 is a method of implementing any one of Examples 1-20.

Claims

1. A charging handle for an electric vehicle, the charging handle comprising: case; a core movably received within the housing, the core having a plurality of connectors to operably engage a charging port of the electric vehicle; a drive mechanism configured to move the core relative to the housing between a disengaged position and an engaged position; and A latch mechanism is configured to secure the housing to the electric vehicle when the core is in the engaged position and to enable release of the charging handle from the electric vehicle when the core is in the disengaged position.

2. The charging handle according to claim 1, wherein: The plurality of connectors include fluid connectors, electrical connectors, and data connectors.

3. The charging handle according to claim 2, wherein: The fluid connector includes a coolant input connector and a coolant output connector configured to facilitate circulation of cooled coolant fluid from a coolant reservoir through the charging handle and into a fluid circulation system of the electric vehicle to thermally manage a battery pack of the electric vehicle during charging.

4. The charging handle according to claim 2, wherein: The electrical connector includes first and second high voltage connectors configured to facilitate charging of respective first and second isolated battery packs of the electric vehicle.

5. The charging handle according to claim 2, wherein: The data connector includes a data offload and interlock connector configured to facilitate transmission of battery charging data, aircraft telemetry data, and flight data between the electric vehicle and an external controller.

6. The charging handle according to claim 1, wherein: The driving mechanism comprises: a spiral cam having a cam drive groove defined therein; and A cam follower is connected to the core and engages the cam drive slot such that rotation of the spiral cam moves the core axially between the engaged and disengaged positions.

7. The charging handle according to claim 6, wherein: The helical cam includes a cam lobe configured to engage the latch mechanism to release the latch mechanism from the charging port when the core is in the disengaged position.

8. The charging handle according to claim 1, wherein: The latch mechanism includes one or more pivotable latch arms having a latch tongue to engage the charging port of the electric vehicle.

9. The charging handle according to claim 8, wherein: When the core is in the engaged position, the one or more pivotable latch arms are biased into a locked position.

10. The charging handle of claim 1 further comprising a visual indicator identifying a position of the core relative to the housing.

11. The charging handle of claim 1, further comprising a control circuit configured to convert the data link.

12. The charging handle of claim 1, further comprising a pressure relief valve in fluid communication with a coolant input passage of the core, wherein the pressure relief valve is configured to open and release coolant pressure into a coolant output passage based on pressure in the coolant input passage exceeding a threshold.

13. The charging handle according to claim 2, wherein: The plurality of connectors are configured to facilitate sequential engagement of corresponding connectors of the plurality of connectors with the electric vehicle.

14. The charging handle according to claim 13, wherein: The sequential engagement begins with the ground connector, followed by the fluid connections, electrical connections, and data connections.

15. The charging handle according to claim 14, wherein: The plurality of connectors are configured to have different lengths to facilitate sequential engagement with corresponding connectors of the charging port in the following order: The ground connector has a first length, the fluid connector has a second length longer than the first length, the electrical connector has a third length longer than the second length, and the data connector has a fourth length longer than the third length.

16. The charging handle of claim 1, comprising a wheel handle connected to the drive mechanism to operate the drive mechanism and enable a user to control the position of the core within the housing.

17. The charging handle according to claim 16, wherein: The drive mechanism converts rotation of the wheel handle into linear motion of the core.

18. The charging handle of claim 16, further comprising a locking mechanism on the wheel handle, the locking mechanism configured to prevent rotation of the wheel handle when the core is in the engaged position or the disengaged position.

19. The charging handle of claim 1, further comprising one or more pressure sensors configured to generate pressure data indicative of a pressure of a coolant fluid within the charging handle, wherein: The pressure data is transmitted to an external controller, which controls coolant flow based on the pressure data.

20. The charging handle of claim 1, further comprising a proximal end configured to couple to a hose and cable bundle, wherein The proximal end includes coolant input and output sleeves for coupling fluid conduits of the hose and cable harness to coolant input and output channels of the core of the charging handle.

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