Charging handle for electric vehicles

Abstract

According to some examples, a charging handle for charging an electric vehicle includes a housing and a movable core having a fluid connector, an electrical connector, and a data connector that engages with a charging port on the vehicle. A drive mechanism moves the core relative to the housing between a disengaged position and an engaged position to extend or retract the connector. A 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 supplies charging current, and the data connector enables communication. The sequenced engagement and disengagement of the connectors by the drive mechanism ensures a secure connection under load. The latch mechanism allows for a self-contained engagement force without pressing on vehicle body parts. The charging handle provides a safe and reliable physical interface between the electric vehicle charging port and external charging equipment by managing high power, fluid, and data connections.

Description

[Background technology]

[0001] Electric vehicles use battery power to enable vehicle functions such as propulsion and assistance systems. Modern battery technology requires careful thermal management during conditioning, charging, and discharging to achieve improved battery performance. Poor battery thermal management can pose a risk to the vehicle, occupants, bystanders, and / or the surrounding environment.

[0002] Furthermore, while it is advantageous to charge batteries quickly and efficiently, this must be balanced with the heat generated within the battery by such a charging process. These challenges are further complicated when electric vehicle systems include relatively large batteries and must adhere to strict design constraints regarding weight, complexity, and / or safety, such as in airplanes.

[0003] To easily identify the discussion regarding a particular element or act, one or more leading digits of a reference number refer to the figure number in which that element is first introduced. [Brief explanation of the drawings]

[0004] [Figure 1] 1 is a diagrammatic representation of a charging environment for an electric aircraft, showing the aircraft coupled to ground support equipment for charging or discharging, according to some examples. [Figure 2] 2 is a block diagram providing a different view of the charging environment for the exemplary electric aircraft shown in FIG. 1. FIG. [Figure 3] FIG. 1 is a block diagram providing further perspective of a charging environment for an electric aircraft, according to some examples. [Figure 4] 1 is a cross-sectional view of a hose and cable bundle, according to some examples. [Figure 5] 1 is a perspective view of a charging handle according to some examples. [Figure 6] 12A and 12B are further perspective views of a charging handle according to some examples. [Figure 7] FIG. 10 is an exploded view of a charging handle, according to some examples. [Figure 8] FIG. 10 is a cross-sectional side view of a charging handle, according to some examples. [Figure 9] FIG. 10 is a cross-sectional side view of a charging handle, according to some examples. [Figure 10] FIG. 10 is a cross-sectional front view of a charging handle, according to some examples. [Figure 11] 10A-10C are cross-sectional views of charging handles according to some examples showing details of a core and a cam drive mechanism that moves the core between engaged and disengaged positions. [Figure 12] 10A-10D include a series of perspective views of a charging handle according to some examples, illustrating actuation of a core within a housing from an engaged position to a neutral position to a disengaged position. [Figure 13] Similar to FIG. 12, a series of perspective views of a charging handle according to some examples are included, illustrating actuation of the core within the housing from a disengaged position to a neutral position to an engaged position. [Figure 14] FIG. 1 is a perspective view of a charging handle according to some examples, illustrating a latching mechanism that attempts to prevent accidental disconnection of the charging handle from the aircraft charging port. [Figure 15] 10A-10C are cross-sectional views of some example cores illustrating the location and function of recirculation valves. [Figure 16] 1 is a diagrammatic representation of an aircraft interface and connections between the aircraft and ground support equipment that may be facilitated via a single charging port interface, according to some examples. [Figure 17] 4 is a flowchart illustrating some example actions performed by ground support equipment to prepare an aircraft for flight. [Figure 18A] 1 shows a flowchart illustrating a method for charging and conditioning an electric aircraft for flight, according to some examples. [Figure 18B] 1 shows a flowchart illustrating a method for charging and conditioning an electric aircraft for flight, according to some examples. [Figure 19] 10 is a flowchart illustrating a method for engaging a charging handle with a charge port 106 of an electric vehicle, according to some examples. [Figure 20] 10 is a flowchart illustrating a method, according to some examples, for engaging the charging handle described above with a charging port of an electric vehicle. [Figure 21] 1 is a flowchart illustrating a method for operating ground support equipment for an electric vehicle, according to some examples. [Figure 22] 1 is a flowchart illustrating a method for operating a charging station, according to some examples. [Figure 23] 1 is a flowchart illustrating a method for operating a charging station having multiple power sources, according to some examples. [Figure 24] 1 is a plan view of an aircraft, according to some examples. [Figure 25] FIG. 1 is a schematic diagram of an aircraft energy storage system, according to some examples. [Figure 26] 1 illustrates an electrical architecture for an aircraft, according to some examples. [Figure 27] 1 illustrates a computing environment associated with an air transportation network, according to some examples. [Figure 28] 1 shows, in accordance with some examples, a diagrammatic representation of a machine in the form of a computer system upon which a set of instructions for causing the machine to perform any one or more of the methodologies discussed herein may be executed. DETAILED DESCRIPTION OF THE INVENTION

[0005] Introduction Electric vehicles use rechargeable battery systems to power propulsion and vehicle systems. Efficient management of these battery systems during charging and discharging aims 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 temperatures within optimal ranges, balancing cell voltages, and avoiding undesirable thermal events.

[0006] While the examples described herein focus on a particular type of electric vehicle, namely, electric vertical take-off and landing (eVTOL) aircraft, the systems and methods defined may be broadly applicable to any electric vehicle that uses rechargeable batteries. eVTOL aircraft have additional design constraints compared to ground vehicles, which can further complicate battery system management. Limited space and stringent safety requirements require advanced monitoring and control of battery charging and health.

[0007] The following description details an exemplary system and method for managing the battery system of an all-electric eVTOL aircraft during ground charging operations. The aircraft may include a lithium-ion battery system with multiple battery modules or packs and a dedicated battery management system. A ground charging station provides the power and control system for recharging the aircraft's batteries. The ground charging station monitors critical parameters of the battery system, such as temperature, individual cell voltage, and pack voltage, to ensure safe charging within specified limits. The station also records details of each charging session and provides a service and maintenance history for the battery system.

[0008] Communication between the aircraft, charging handle, ground charging station, and battery management system enables coordinated control of the charging process. The exemplary system uses various interfaces to transmit data and commands and monitors the battery system throughout charging, ensuring it remains within a safe operating range defined for the particular battery chemistry and vehicle design. The described integrated control and monitoring system provides a robust solution for managing battery health and enabling fast and efficient charging of electric vehicles such as eVTOL aircraft.

[0009] Additionally, as previously mentioned, eVTOL aircraft may require specialized ground support equipment to charge and condition batteries prior to flight. Charging aircraft batteries can present several technical challenges, including the large amount of power required, heat generation during fast charging, the need to charge multiple independent battery packs, and security and safety risks. Existing solutions do not adequately address these challenges for electric vehicles in general.

[0010] Furthermore, aircraft batteries are typically high-energy lithium-ion packs that require high-voltage, high-current charging equipment to fully charge within a reasonable time. The large power levels required to fast-charge aircraft batteries can overload standard electrical infrastructure and require specialized ground support equipment. The high currents also generate significant heat within the batteries during charging, which must be dissipated to prevent overheating.

[0011] Vehicles may also have separate, isolated battery packs to provide redundancy, requiring multiple, independent charging circuits and thermal management systems. For example, electric vertical take-off and landing (eVTOL) aircraft benefit from redundant, isolated propulsion and energy storage systems to ensure safe operation in the event of a single system failure. The use of multiple, independently isolated battery packs can provide redundancy for powering independent propulsion systems.

[0012] Each battery pack (or module) may be sized to independently power one or more propulsion systems and critical aircraft loads if another battery pack fails. An independent battery management system for each battery pack helps ensure balanced charging and discharging among the multiple isolated battery packs during normal operation. If a single battery pack fails or is depleted, the remaining battery packs can continue to power the propulsion and critical systems to perform a controlled landing. The battery packs are physically isolated from each other, with few or no shared components that could cause a problem in one pack to affect the others. Each pack's wiring, power electronics, cooling system, and other components may be separate.

[0013] The described example includes a multi-channel charging system with a separate, isolated channel for each battery pack, enabling redundant charging capabilities. Each charging channel can operate independently to charge its 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 charging the other battery packs normally.

[0014] The redundancy and isolation provided by the independent battery packs and charging systems is intended to enhance safe operation of the aircraft by ensuring that no single point of failure in the energy storage or propulsion systems leads to power loss and unsafe operating conditions.

[0015] Safety is also a paramount concern when charging aircraft due to the potential dangers of high voltages, high currents, and battery thermal runaway. Existing charging infrastructure may not provide sufficient safety measures and redundancies to address these risks. The described example allows for sequential power, data, and cooling connections with lockout mechanisms to prevent accidental disconnection under load and ensure proper connection before energizing the system. An integrated cooling system also helps prevent overheating at high charging rates.

[0016] As discussed above, electric aircraft may require high-power, fast-charging battery systems to enable efficient operation. However, the high charge and discharge rates of the battery pack also generate significant amounts of heat, which may need to be properly dissipated to ensure safe and efficient charging. Without proper thermal management during charging, battery temperatures may rise to unsafe levels, resulting in reduced performance, accelerated degradation, and potentially thermal runaway.

[0017] Ground-based cooling systems can supplement the aircraft's onboard thermal management when heat generation rates are highest during charging. In some examples, chillers actively cool a heat transfer fluid (or coolant) and circulate the fluid through the aircraft's battery packs during charging. This cooling system is designed to dissipate heat generated by the battery packs during conditioning and assisted charging rates, and can maintain safe temperature levels for multiple battery packs during charging.

[0018] Before charging begins, the ground cooling system can condition the battery packs by pre-cooling them to within a predetermined temperature range corresponding to the charging rate being used. The ground cooling system then continues to circulate cooled fluid to the aircraft battery packs to dissipate heat generated throughout the charging process. Fluid flow rate and temperature are actively controlled for each pack based on the pack's state of charge relative to temperature and heat removal rate. Heated fluid from the aircraft is cooled and recirculated.

[0019] Turning to security in the context of ground support equipment, data connections between the charging system and the aircraft can present cybersecurity risks. During charging, connections are established between the aircraft data network and the ground charging equipment for functions such as sending charging control commands, monitoring battery charge status and health, and downloading flight data. These connections present potential vulnerabilities that could allow malicious actors to gain unauthorized access to aircraft systems if the charging data network is not properly secured. The following describes various security measures aimed at addressing these security concerns.

[0020] Ground Support Equipment (GSE) / Charging Station FIG. 1 is a diagrammatic representation of an electric aircraft charging environment 102, according to some examples, in which an electric vehicle in the form of an aircraft 2400 is coupled for charging from or discharging to electric vehicle supply equipment (EVSE) in the form of ground support equipment 104. The aircraft 2400 may, in some examples, be an eVTOL (electric vertical take-off and landing) aircraft 2400, which is shown in further detail in FIG. 24. The aircraft 2400 includes one, two, or more charging ports 106 to facilitate charging and discharging of any number of battery packs 2502 of the aircraft 2400. For example, a single charging port may be used to charge two, three, four, or more isolated battery packs. The charging ports 106 of the aircraft 2400 enable the aircraft to connect to the ground support equipment 104 via a charging handle 108 for battery conditioning / charging / discharging and cooling. Liquid cooling is integrated into both the charging port 106 and the charging handle 108 to speed up the charging and discharging process, allowing the aircraft 2400 to complete more flights.

[0021] 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 that mates with the charging port 106 of the aircraft 2400, providing DC current, a coolant loop, and data connections. The charging handle 108 includes an interlock to ensure proper connection before energizing the DC current or coolant. This interlock functionally ensures that the charging handle 108 is not removed or tampered with while the ground support equipment 104 is still supplying electricity, thereby avoiding potential electrical hazards or injury. Exemplary interlock mechanisms may be electromechanical or electronic in nature.

[0022] A coolant (e.g., coolant fluid) is shared between the charging handle 108 and the aircraft 2400. This contrasts with simply using coolant to cool the charging handle 108 during charging operations. This sharing of coolant fluid can be particularly beneficial in that it allows for a reduction in the amount of coolant carried inside and stored within the aircraft 2400. Coolant sharing may allow for sufficient cooling of the battery packs (e.g., battery pack 1602 / battery pack 2502), for example, during a rapid charging session immediately prior to takeoff. This may provide the advantage of enabling a quick turnaround between landing, recharging, and takeoff of the aircraft 2400. A further potential benefit is that the electric aircraft 2400's internal cooling system may be more compact, which, along with a corresponding reduction in the amount of coolant that would otherwise be carried by the electric aircraft 2400, may be effective in reducing the overall weight of the electric aircraft 2400. Accordingly, the ground support equipment 104 provides a coolant loop through the charging handle 108 that connects to the aircraft 2400's internal cooling system. Sharing coolant between the ground support equipment 104 and the aircraft 2400 reduces the amount of coolant that the aircraft 2400 needs to carry, allowing for a smaller internal cooling system and lower overall weight, which also reduces turnaround time between landing, charging, and takeoff.

[0023] To enable the aircraft to perform a complete flight profile without overheating, the battery packs 2502 of the aircraft 2400 may be cold soaked prior to takeoff and towards the end of the charging cycle. The cold soak process is intended to cool the battery packs 2502 to ambient temperature. The aircraft 2400 then takes off and uses the coolant fluid as a thermal mass to absorb heat via the flow of coolant fluid.

[0024] The ground support equipment 104 is electrically coupled to the power grid by a power grid connection 110 and is communicatively coupled via a communication network 126 to a control center 112 that provides centralized monitoring and control of the ground support equipment 104. The control center 112 coordinates the charging operations for multiple aircraft simultaneously and ensures the safe functionality of the ground support equipment 104. An operator at the control center 112, in cooperation with pilots and ground crew, initiates and monitors the charging process for each aircraft.

[0025] The ground support equipment 104 includes chargers 114, chillers 116, and coolant reservoirs 118 coupled to one or more distributors 122 by respective conduits (e.g., electrical conduits, fluid conduits, and data conduits) of a master conduit 120. The distributors 122 are each coupled by a hose and cable bundle 124 to a charging handle 108 that operably mates with a charging port 106 of the aircraft 2400. The chargers 114 receive electrical charge via a power grid connection 110, store electrical charge, and distribute electrical charge to the charging handles 108 via electrical conduits to charge the battery packs 2602 and 3002 of the aircraft 2400, as described in more detail below. The chiller 116 cools the coolant fluid stored in the coolant reservoir 118 before the coolant fluid is supplied via a fluid conduit to the charging handle 108 and then to the internal fluid circulation system 2504 of the aircraft 2400, whereupon the circulated coolant fluid is returned to the coolant reservoir 118 and cooled by the chiller 116. In this manner, a fluid circulation path is defined between the ground support equipment 104 and the aircraft 2400, whereby cooled coolant fluid is supplied from the ground support equipment 104 to the aircraft 2400 and warmed coolant fluid is returned from the aircraft 2400 to the ground support equipment 104. In some examples, the chiller 116 can cool the coolant down to −10° C. The coolant, for example, 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 re-cooled. This shared coolant loop allows for quick charging turnaround times and a smaller internal cooling system for the aircraft 2400.

[0026] The charger 114 receives charge via the power grid connection 110, stores the charge, and distributes the charge via electrical conduits to the charging handle 108 to charge the battery packs 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 400 kW of total power, with each channel delivering up to 100 kW. However, the charger 114 may be configured with a different number of channels, power levels, and voltage ranges depending on the application. For example, the charger 114 may have two, six, or eight channels, each capable of 50 kW, 150 kW, or other power levels. The charger 114 may operate from a common three-phase AC input voltage, such as 480 V, or from a wide range of AC or DC input voltages. The AC input power may be supplied directly from the power grid or from an intermediate DC power source, such as a stationary battery bank. Each channel of the charger 114 connects to one or more of the battery packs 3002 on the aircraft 2900 via the charging port 106 and charging handle 108. The total power output can be distributed to each channel as needed to charge each battery pack 3002 based on its state of charge, chemistry, and charging profile. The flexible modular architecture of the charger 114 allows the charger to be configured to accommodate different aircraft battery configurations and optimized for specific charging applications.

[0027] Power delivery to each channel can also be adjusted to implement load-balancing strategies and optimize battery health. The interposer translates the specific charging requirements of each battery pack and controls the voltage and current output of the channel. The interposer and power channels are designed to accommodate the fast charging needs of the battery packs while maintaining electrical isolation between the battery packs for safety and reliability.

[0028] The master conduit 120 contains electrical, coolant, and data conduits that provide connections between the components of the ground support equipment 104 and the charging distributor 122. A hose and cable bundle 124 extends these connections to the charging handle 108. The distributor 122 provides structural support for the hose and cable bundle 124 and provides an interface for ground staff to handle and operate the charging handle 108.

[0029] A more detailed description of the ground support equipment 104, the structure of the conduit 120, the hose and cable bundle 124, and the charging handle 108 is provided herein, along with a description of the control protocols and sequences associated with operations performed using this equipment within the electric aircraft charging environment 102.

[0030] FIG. 2 is a block diagram that provides a different view of the exemplary electric aircraft charging environment 102 shown in FIG. 2 includes a system controller 202 that may be integrated within the distributor 122. The system controller 202 receives firmware (e.g., new installs and updates) from the control center 112 for distribution to the aircraft 2400 and provides data (e.g., telemetry data) from the charging handle 108 and the aircraft 2400 to the control center 112.

[0031] The chiller 116 , coolant reservoir 118 , and pump 302 are shown to form part of a battery conditioning system 204 , which is also coupled to the system controller 202 .

[0032] 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 may control the flow of power and coolant between the charger 114 and the aircraft 2400. The distributors 122 receive one-way commands from the aircraft's battery management system via Ethernet to direct the charging process. Based on these commands, the distributors 122 control the power electronics of the chargers 114 to independently charge the aircraft's four or more battery packs at desired current and voltage levels. The distributors 122 and the chargers 114 may communicate via a CAN bus to coordinate charging.

[0033] Each distributor 122 houses a controller that includes computing hardware that interprets commands from the aircraft 2400 and controls the chargers 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 a battery pack based on aircraft commands. The controller also monitors the status of the coolant system and pumps to ensure proper temperature conditioning of the batteries during charging.

[0034] The distributor 122 may have a touchscreen interface that allows ground staff to monitor the charging process and receive any alerts. This interface displays the charging status of each battery pack, including the current charge level, time remaining until full charge, temperature, current, and voltage. This interface allows ground staff to make any necessary adjustments to the charging process to ensure safe and efficient operation.

[0035] The distributor 122 includes electronically controlled pumps and valves to regulate the flow of coolant to the aircraft 2400. Based on temperature requirements from the aircraft's battery management system, a PLC controller controls the pumps and valves to provide the necessary coolant flow rate and amount to maintain the batteries within an optimal temperature range during charging. The coolant flow can be continuously adjusted based on temperature readings from the batteries.

[0036] The distributor 122 signals ground crew when the charging process is complete and it is safe to disconnect the connector from the aircraft. A status light on the distributor 122 may illuminate once charging is complete and the coolant lines are flushed. Ground crew can then disengage the charging handle 108 from the aircraft charging port 106.

[0037] Battery conditioning system 204 and charger 114 are coupled to AC supply hardware 206 , which includes transformers and switches, to facilitate the transfer of power from the power grid via power grid connection 110 .

[0038] An energy storage system 208 including multiple batteries is coupled between the AC supply hardware 206 and the charger 114 and stores energy received from the power grid via the AC supply hardware 206 in the batteries and supplies it 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 to the primary AC power supply from the power grid connection 110. The energy storage system 208 includes multiple high-energy lithium-ion battery packs connected in parallel to provide a high-current DC power source. Each battery pack (e.g., battery pack 1602 or battery pack 2502) includes multiple lithium-ion battery modules, which in turn include multiple lithium-ion battery cells.

[0039] The energy storage system 208 provides reliable backup power to the ground support equipment 104 in the event of AC power interruptions. Its rugged, modular lithium-ion battery packs offer high energy density, fast recharge, and a long cycle life. With high power output and energy capacity, the energy storage system 208 aims to ensure continued charging operations even in the event of AC power loss, helping to minimize interruptions. The energy storage system 208 improves the reliability, safety, and efficiency of the ground support equipment 104.

[0040] Turning now to 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 202 includes a data store containing information about the battery packs 1602, cooling energy storage systems 208, charging equipment, users, maintenance records, and other aspects necessary to control charging and monitor the system for the connected aircraft 2400. The system controller 202 uses this data to safely and efficiently charge the connected aircraft 2400.

[0041] The system controller 202 coordinates the charging profile of each battery pack 1602 based on, for example, the state of charge and chemical composition, and controls the charger 114 and pump 302 based on feedback from sensors to maintain the appropriate temperature and charging rate of the battery packs 1602. The system controller 202 can adjust or stop the charging process for the battery packs 1602 based on commands from the aircraft 2400.

[0042] System controller 202 may receive, access, store, and modify the following types of data related to ground support equipment (GSE) and aircraft 2400: Charge Profile Data: Battery Pack ID: Identifies the 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 for the battery pack (e.g., 1C, 2C). Target Voltage: The voltage to which the battery pack will be charged. Charge Current: The current level to which the battery pack will be charged based on its state of charge. Termination Current: The minimum current level to terminate charging. Max Cell Voltage: The maximum voltage of any individual cell in the pack. Max Pack Voltage: The maximum total voltage of the battery pack. Max Temperature: The maximum temperature of the battery pack while charging. Cooling Data: Temperature Sensor: Location of temperature sensor providing data Pressure Sensor: Location of pressure sensor providing data Pump Speed: Speed ​​setting of coolant pump to achieve target flow rate Valve Position: Open / Close position of valve that controls coolant flow Target Flow Rate: Desired coolant flow rate for different areas / components.

[0043] Telemetry Data: Timestamp: The time the data was received. Aircraft ID: The identification of the specific aircraft. Data Type: The type of telemetry data (e.g., battery level, motor performance, flight control). Data Value: The telemetry data received from the aircraft. · Error Code Data: · Error ID: Unique identifier for the error · Error Source: Source of the error (e.g., handle, pump, data link) · Error Description: Description of the error that occurred · Resolution: Steps required to resolve the error · Notes: Additional notes regarding the error · Access log data: · Timestamp: time of access · User ID: identifier of the user who accessed the system · Access type: type of access (e.g. login, logout, remote access) · Notes: additional notes about the access event Aircraft Data: Information about the specific aircraft being charged (aircraft ID, battery pack configuration, maximum charging rate, etc.) User Account Data: Information about authenticated users of the GSE system (username, password, access level, contact details, etc.) Equipment Maintenance Data: Information about maintenance performed on GSE equipment (equipment ID, type of maintenance, date performed, technician, notes, etc.). This table provides a maintenance log for the system.

[0044] Calibration Data: Information about the calibration of sensors and devices in the system. This may include calibration dates, reference values, sensor offsets, etc. This data may be used to ensure accurate control and monitoring.

[0045] Charging Session Log: Information about each charging session (Aircraft ID, Start / End time, kWh charged, Error codes, Notes, etc.). This table provides a historical record of each charging session for review and analysis.

[0046] Coolant System Data: Information about the coolant used in the system (coolant type, concentration, flow rate, pressure, temperature, etc.). This data can ensure the coolant system is properly operated and maintained.

[0047] Safety Mechanism Data: Information about safety mechanisms and interlocks within the system. This may include mechanism descriptions, test records, error conditions that trigger the mechanism, etc. This data may be used to ensure safe operation and compliance.

[0048] Site Layout Data: Information about the layout of charging equipment at the site. This may include equipment locations, cable routing, access points, hazardous areas, etc. This table provides an overview of the charging site setup.

[0049] The system controller 202 interfaces with the aircraft 2400 and monitors the charging process to ensure that the battery pack 1602 remains within a safe operating range based on the particular battery chemistry and vehicle design. It also records the details of each charging session to provide a service and maintenance history for the battery system. The system controller 202 can also receive firmware (e.g., new installs and updates) from the control center 112 for distribution 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.

[0050] The system controller 202 contains the programming and data for the safe operation of the ground support equipment 104. The system controller 202 manages components such as the charger 114, pump 302, chiller 116, and valves based on the needs of the aircraft 2400 and feedback from sensors that monitor the system. The system controller 202 coordinates the charging process, activates equipment, adjusts parameters, records data, and monitors for problems.

[0051] The system controller 202 has an interface that allows ground staff to monitor the charging process and receive alerts from the system. The interface displays the charging status of the battery pack 1202, including the current charge level, time remaining until full charge, temperature, current, and voltage. This interface allows ground staff to adjust the charging process to ensure safe and efficient operation.

[0052] The system controller 202 also communicates with the control center 112, which coordinates the charging operations of multiple aircraft simultaneously and ensures the safe functionality of the ground support equipment 104 system. Operators at the control center 112, in cooperation with pilots and ground staff, 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.

[0053] FIG. 3 is a block diagram providing a further illustration of an electric aircraft charging environment 102 according to some examples. 3 includes a power supply (or power module 304) and a control box 306 that form part of the charger 114. Also shown are various components of the battery conditioning system 204 (which includes the thermal conditioning equipment, including the chiller 116, the coolant reservoir 118 (or buffer tank), and the pump 302). Additionally, a data offload server 308 (forming part of the system controller 202) is shown coupled between the power panel 310 (forming part of the AC supply hardware 206) and the distribution box 122. The data offload server 308 is connected to the thermal conditioning equipment for control and telemetry purposes, and may also include a field-level controller that relays field-level instructions to the distribution box 122.

[0054] Hose and cable bundles 124 FIG. 4 is a cross-sectional view of the hose and cable bundle 124, according to some examples and first mentioned with respect to FIG.

[0055] The hose and cable bundle 124 includes an abrasion resistant jacket 402 that encloses the multiple conductors and tubing. The jacket 402 may comprise a nylon / Kevlar® blend welded cable jacket, or an elastomeric polymer jacket, for example.

[0056] Enclosed within the jacket are a pair of coolant tubes or lines, including a coolant inlet tube 404 and a coolant outlet tube 406, which act as input and return lines, respectively, for circulating coolant fluid to and from the aircraft 2400. Specifically, the coolant inlet tube 404 is in fluid communication with a coolant inlet connector 516 on the charging handle 108, and the coolant outlet tube 406 is in fluid communication with a coolant outlet connector 518 on the charging handle 108. Each of the coolant tubes may be constructed from a high dielectric rubber.

[0057] A pair of (HV) high voltage aircraft charging conductors 408 are coupled to electrical connectors 520 on the charging handle 108 and are encapsulated in soft polymer or annealed rubber insulators. A pair of ground support equipment (GSE) interlock cables 410 couple the aircraft 2400 to the ground support equipment 104 through the charging handle 108 and comprise twisted pair cables.

[0058] 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 and a 100BASE-T cable. A pair of handle data links 414 provide data to the control circuitry (e.g., PCB assembly 730) of the charging handle 108 itself, and each handle data link 414 includes a twisted-to-equipment communication line.

[0059] The chassis ground cable 416 is coupled to a chassis ground connector 514 on the charging handle 108. Filler material 418 is used to secure the conductors and hoses in place within the hose and cable bundle 124 and to maintain the relative positions of the conduits and cables.

[0060] Charging handle 108 FIG. 5 is a perspective view of a charging handle 108 according to some examples. The charging handle 108 is comprised of several components, including a housing 502 (e.g., an outer shell), a core 708 (including a drive tube or piston), and a drive mechanism. The core 708 is slidably received and secured within the housing 502. The drive mechanism is actuated by a wheel handle 504. The wheel handle 504 includes a ring base 506 to which are attached a plurality of arms 508 that extend upwardly and inwardly from the ring base 506 to a support ring 510. The drive mechanism is secured to and attached to the support ring 510.

[0061] The core 708 has a main body that defines or includes channels or passages for housing the wires and tubes from the hose and cable bundle 124 that connect to the various connectors on the charging handle 108. The core 708 also comprises a lower housing 716 and an upper housing 718 that are mounted above the main body to which these connectors are attached. Other components of the charging handle 108 include a latching mechanism for securing it to the vehicle body, and control and communication circuitry housed on a PCB assembly 730 within the core 708.

[0062] A set of connectors is secured to and extends from the upper or distal end of core 708. The connector set includes a fluid connector, a high-voltage electrical connector, and a data connector. The connector set may facilitate the sequenced engagement and disengagement of coolant (or cooling) fluid, power, and data transfer between an electric vehicle (e.g., aircraft 2400) and charging equipment (e.g., ground support equipment 104) during a connection or disconnection operation, as described in further detail below.

[0063] 5 , the fluid connectors (e.g., coolant inlet connector 516 and coolant outlet connector 518) are longer than the electrical connectors (e.g., electrical connector 520), which are longer than the data connectors (e.g., data offload and interlock 512), thereby facilitating an ordered engagement and disengagement between the charging handle 108 and the charging port 106 of the electric aircraft 2400. In an example, the ordered 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.

[0064] In some examples (not shown), mating positions of the fluid connector, electrical connector, and data connector facilitate sequenced engagement and disengagement between the charging handle and charging port of the electric aircraft.

[0065] The charging handle 108 may also define various mating positions for fluid connectors, high voltage electrical connectors, and data connectors to facilitate sequenced engagement and disengagement between the charging handle 108 and the charging port 106 of the electric aircraft 2400.

[0066] The housing 502 has a first open end or opening 522 through which the connector set is accessible and connectable with a corresponding connector on the charging port 106 when the charging handle 108 is in an engaged (extended) position relative to the charging port 106.

[0067] The core 708 is movable between a retracted position in which the connector set is retracted into the charging handle 108 and an extended position in which the connector set extends further outward or toward the opening 522 in the housing 502 to facilitate coupling between the charging handle 108 and the charging port 106.

[0068] A drive mechanism is secured within housing 502 and operatively drives core 708 between retracted and extended positions. Further details of the drive mechanism are shown and discussed herein with reference to Figures 11-13.

[0069] The core 710 is movable within the housing 502 by a drive mechanism 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). When in the neutral position, the connector of the charging handle 108 disengages 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 for securing the housing 502 to the charging port 106 (or some other portion) of the electric aircraft 2400 while the charging handle 108 is engaged 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. The latch mechanism, in some examples, includes pivotable front and rear latch arms 720, 722 that engage with corresponding structure inside the charging port 106 to secure the charging handle 108 in place while in the engaged and neutral positions, and disengage from corresponding structure inside the charging port 106 when in the disengaged position to allow the charging handle 108 to be withdrawn from mating engagement with the charging port 106. Further details regarding the displacement and locking of the front and rear latch arms 720, 722 are described herein with reference to other figures.

[0070] The fluid connectors, in some examples, include first and second fluid connectors in the form of a coolant inlet connector 516 and a coolant outlet connector 518. These fluid connectors operatively facilitate the supply of cooled fluid to the electric aircraft 2400 from an external fluid source, such as the coolant reservoir 118 of the ground support equipment 104. The fluid connectors, in some examples, may also each include a dry break coupler.

[0071] A dry break coupler may allow a fluid connection to be made between the charging handle 108 and the aircraft 2400 without leaking fluid or introducing air into the fluid circuit. A dry break coupler may consist of a cylinder with an O-ring around its interior that forms a seal when the male and female sides of the coupler are connected. When the male section of the dry break coupler is inserted into the female section, the O-ring seals against the surface of the male section, allowing pressurized coolant to flow through the connection. The tight seal formed by the O-ring prevents coolant leakage and air ingress at the connection point. When the sections are separated, the O-ring maintains the seal between each section, keeping the fluid contained.

[0072] The electrical connectors, in some examples, include first and second high-voltage electrical connectors in the form of high-voltage electrical connectors 520 (or battery connectors) and a chassis ground connector 514 for operatively facilitating conditioning, charging, and discharging of each of the first and second isolated battery packs 2502 of the electric aircraft 2400 from a power source (e.g., charger 114) external to the electric aircraft 2400. The electrical connectors 414 may, in some examples, facilitate simultaneous charging or discharging of the isolated battery packs 2502.

[0073] The data connector, in some examples, comprises a data offload and interlock 512 that operatively facilitates the transfer of data between electric aircraft 2400 and external data systems, such as system controller 202 .

[0074] As described above, the charging handle 108 includes a latching mechanism for securing the housing 502 to the charging port 106 (or some other portion) of the electric aircraft 2400 while the charging handle 108 is engaged with the charging port 106. The latching mechanism operates to prevent accidental disconnection between the charging handle 108 and the charging port 106, for example, during a charging operation. The latching mechanism, in some examples, includes pivoting front and rear latch arms 720 and 722 that engage with corresponding structure inside the charging port 106 while in the engaged and neutral positions to secure the charging handle 108 in place, and disengage from corresponding structure inside the charging port 106 while in the disengaged position to allow the charging handle 108 to be withdrawn from its mating engagement with the charging port 106. Further details regarding the displacement and locking of the front and rear latch arms 720 and 722 are described herein with reference to other figures.

[0075] With regard to sequenced engagement and disengagement, as described above, the charging handle 108 facilitates sequenced engagement and disengagement of the ground, fluid, high voltage electrical, and data connections between the charging handle 108 and the aircraft charging port 106. This sequencing ensures safe connection and disconnection of the system.

[0076] The ground connection is made by first extending the chassis ground connector 514 from the charging handle 108 to the charging port 106. The chassis ground connector 514 helps discharge any static buildup and provides a low resistance path to ground that ensures the charging handle 108 and charging port 106 are at the same potential.

[0077] Exemplary fluid connectors, coolant inlet connector 516 and coolant outlet connector 518, are then engaged to form a cooling fluid circuit between the ground support equipment 104 and the aircraft 2400. The fluid connection allows for the flow of cooling fluid 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 ​​they engage first when the charging handle 108 moves into the charging port 106. Check valves in the fluid connectors prevent backflow when disengaged.

[0078] Next, the high voltage electrical connector 520 is engaged to form the power connection between the charger 114 and the aircraft battery pack 2502. The electrical connector 520 has an insulating sleeve to prevent arcing during connection. The power connection is made after grounding and cooling fluid flow are established for safety.

[0079] Finally, a data connector, such as 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 monitors and controls the charging process. This is the last connection made to avoid data transfer before the power system is properly grounded and cooled.

[0080] Disengagement of the connections occurs in reverse order: data offload and interlock 512 is disconnected first, then electrical connector 520, then coolant inlet connector 516 and coolant outlet connector 518, and finally chassis ground connector 514. This systematic approach ensures safe connection and disconnection of high-power systems between ground support equipment 104 and aircraft 2400. The connector sequencing and physical design mitigate risks such as arcing, overheating, and electrostatic discharge during connection and disconnection.

[0081] FIG. 6 is a further perspective view of the charging handle 108 according to some examples. Figure 7 shows an exploded view of the charging handle 108, according to some examples, providing more detailed information not visible in Figures 5 and 6. Specifically, the housing 502 is shown to consist of a left shell 702 and a right shell 704. Enclosed within the housing 502 is a core 708, onto which a lower housing 716 and an upper housing 718 are mounted and secured. The core 708 is slidably mounted within a helical cam 1104, which is secured to the wheel handle 504 for operatively rotating the helical cam 1104, as described in further detail below.

[0082] The core 708 has multiple internal channels and connectors. In FIG. 7 , a pair of quick fluid connectors (e.g., coolant inlet connector 516 and coolant outlet connector 518) thread onto corresponding threaded ends of the core 708's coolant inlet channel 902 and coolant outlet channel 904. Coolant flows between the coolant reservoir 118 and the aircraft 2400 through the coolant tubes of the hose and cable bundle 124 and through these channels in the charging handle 108. The core 708 facilitates the connection of the coolant inlet tube 404 and coolant outlet tube 406 of the hose and cable bundle 124 with corresponding spigots, i.e., coolant inlet spigot 724 and coolant outlet spigot 726, protruding from the proximal or bottom end. These connections allow liquid coolant to enter the coolant inlet and outlet channels in the core 708 and ultimately be delivered to the coolant inlet connector 516 and coolant outlet connector 518. More information about these coolant channels is provided below.

[0083] Core 708 has internal passages or channels for electrical wiring that transmit power and data. High voltage aircraft charging conductors 408 of hose and cable bundle 124 run through channels in core 708 and connect to socket couplers 728 in lower housing 716 that fit within electrical connectors 520 in upper housing 718. Similarly, chassis ground cables 416 of hose and cable bundle 124 run through core 708 and connect to chassis ground connectors 514.

[0084] The aircraft data link 412 and the handle data link 414 connect through the core 708 to a (printed circuit board) PCB assembly 730 affixed to a side edge of the core 708. Aircraft data (e.g., telematics, battery data, etc.) is received by the charging handle 108 through a data offload and interlock 512 that 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 through the data offload and interlock 512, either after being processed by the PCB assembly 730 or directly.

[0085] Turning to PCB assembly 730, this component 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. A T1 data link connected to data offload and interlock 512 may not be able to maintain signal integrity over the entire length of hose and cable bundle 124. A T1 data link uses a single twisted pair of wire, while standard Ethernet uses four twisted pairs, allowing it to handle higher data rates and maintain signal integrity over longer cable runs, such as hose and cable bundle 124. To perform the data conversion, PCB assembly 730 may include, by way of example only, the following components:

[0086] ·T1 / E1 line interface unit for receiving T1 data links. An Ethernet transceiver for outputting an Ethernet signal.

[0087] A field-programmable gate array (FPGA) or microcontroller to manage the conversion between protocols. Surge protection and isolation circuitry to protect against voltage spikes.

[0088] A status LED indicates when the board is powered and operational. 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 this data to the ground support equipment 104 (e.g., system controller 202), which controls the charging process. The data conversion enables the aircraft 2400 to communicate with the ground support equipment 104 via the long hose and cable bundle 124 between the charging handle 108 and the ground support equipment 104, enabling an integrated system for managing the charging process. The data conversion uses standard communication 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, it addresses the distance limitations of the T1 handle data link 414 and provides a robust data connection for monitoring and controlling the charging process. This data conversion helps enable communication between the aircraft 2400 and the ground support equipment 104, thereby facilitating safe and efficient battery recharging operations.

[0089] A pair of pressure sensors, pressure sensor 710 and pressure sensor 712, are also secured within core 708 for detecting pressure within the coolant inlet and outlet chambers within core 708. The pressure sensors are also shown having external data leads that pass through core 708 to provide pressure sensor data to PCB assembly 730.

[0090] A pressure relief valve assembly 714 (which may also constitute a recirculation valve) is also secured within the core 708 and operates to relieve excess pressure within the coolant inlet and outlet chambers within the core 708, as described in further detail with respect to FIG. 16.

[0091] Paddle Latch 804 8 is a further exploded perspective view of charging handle 108 from a front perspective, according to some examples, showing PCB cover 802 placed over PCB assembly 730 and secured in place on the side of core 708. Also note from FIG. 8 that the diameter of coolant inlet 724 is wider than the diameter of coolant outlet 726.

[0092] Additional details of the wheel handle 504 are also shown in FIG. 8. In particular, it consists of a circular ring base 506 from which multiple arms 508 extend diagonally upward and inward. These arms 508 are connected to a smaller support ring 510 to which a helical cam 1104 is secured. One of the arms 508 is equipped with a paddle latch 804 for added security. The paddle latch 804 provides a mechanical locking function to secure the wheel handle 504 when the charging handle 108 is in a fully engaged or retracted position. When engaged, the paddle latch 804 prevents undesired rotational or axial movement of the drive mechanism.

[0093] The paddle latch 804 includes 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 so that it can swing in an arc. The latch spring is wound around a pivot pin 810, with one end connected to the latch arm 806 and the other end connected to the latch base 808. The spring provides a rotational force that biases the latch arm 806 downward into the locked position.

[0094] The free end of the latch arm 806 is provided with 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 helical cam 1104. When the tongue 812 aligns with the recess 814, a spring force presses the latch arm 806 downward, causing the tongue 812 to engage the recess 814. This provides a positive mechanical lock.

[0095] To disengage the paddle latch 804, the user presses down on the free end of the latch arm 806. This deflects the latch arm 806, causing the tongue 812 to lift out of the recess 814. Once the tongue 812 is disengaged, the wheel handle 504 can be repositioned to a new location. When the latch arm 806 is released, a spring pushes it back downward. The tongue 812 then engages a new recess 814 (or other retaining feature) that corresponds to the new handle position.

[0096] The paddle latch 804 allows for safe, one-handed operation. The automatic spring-loaded lock gives the user confidence that the charging handle 108 is fully engaged or disengaged as needed for safe charging.

[0097] Handle latch mechanism 9 is a cross-sectional side view of a charging handle 108, according to some examples. The cross-sectional view shows a coolant inlet channel 902 and a coolant outlet channel 904, which extend from the lower proximal end of the charging handle 108 through the body of the core 708 (to which they are secured) and are in fluid communication with a coolant inlet connector 516 and a coolant outlet connector 518, respectively, which extend from the upper distal end of the charging handle 108. The upper ends of the coolant inlet channel 902 and the coolant outlet channel 904 are threaded for threaded engagement with the coolant inlet connector 516 and the coolant outlet connector 518, respectively.

[0098] 8 also illustrates a latch mechanism that operates to secure and release the engagement of the charging handle 108 with the charging port 106, as well as to resist the forces of the connecting operation when connecting the charging handle 108 to the charging port 106. Such forces may react against the chassis of the aircraft 2400, as discussed above with reference to FIG. 12. This reduces the need for an operator to push the wing 2404 up or against the fuselage 2402, for example, while mating the connector of the charging handle 108 with the charging port 106 of the aircraft 2400, thereby preventing instability of the aircraft 2400.

[0099] The operation of the latch mechanism will now be described with reference to Figures 9, 11, and 14. The latch mechanism is selectively disengaged by the drive mechanism of the charging handle 108 when the charging handle is in the disengaged position. This allows an operator to conveniently push the charging handle 108 into initial sliding engagement with the charge port 106 when the charging handle 108 is in the disengaged position. When the operator engages the drive mechanism to move the charging handle 108 from the disengaged position to the neutral position and the engaged position, the latch mechanism serves to secure the charging handle 108 to the charge port and body of the electric vehicle.

[0100] The latch mechanism, in some examples, includes one or more latch arms, such as front latch arm 720 and rear latch arm 722. Each of the latch arms pivots about a pivot pin 936 fixed in a cavity in housing 502, as is apparent from FIG. 8 . Each of the latch arms has a free end on which a latch tongue 1406 is formed or defined, and a biased end that is biased by a respective spring 928. When out of the disengaged position, spring 928 biases the latch arm such that the biased end is forced away from housing 502, and latch tongue 1406 protrudes from a portion of an aperture defined in housing 502. When the charging handle 108 is secured within the charging port 106 outside the disengaged position, the latch tongue 1406 protrudes or extends from the housing 502 and enters a corresponding aperture within the charging port 106, thereby securing the charging handle 108 within the charging port 106 by preventing it from being removed or pulled out of the charging port 106.

[0101] However, when in the disengaged position, a cam lobe 1402 defined or carried on a helical cam 1104 of the drive mechanism (see FIG. 14) engages a cam surface at the biased end of the latch arm, pushing against the biased end and causing the latch arm to pivot about pivot pin 936, thereby retracting tongue 1406 into housing 502.

[0102] Thus, a user's insertion of the charging handle 108 into the charging port 106 begins with the user positioning the drive mechanism using the wheel handle 504 into the disengaged position, causing the cam lobe to compress the spring 928 and retract the latch tongue 1406 into the housing 502. The operator can then conveniently insert the free or top end of the charging handle 108 into the charging port 106.

[0103] 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 from the disengaged position, which disengages the cam lobe and moves it away from the biased end of the large arm. This causes the spring 928 to rotate the firing arm to the engaged position, which causes the tongue 1406 to protrude or extend from the housing 502 and engage a corresponding recess in the charging port 106. In this manner, the charging handle is locked in place within the charging port 106 and cannot be withdrawn without damaging the latching mechanism.

[0104] Similarly, to disengage and withdraw the charging handle 108 from the charge port 106, the operator rotates the wheel handle 504 to a point where the charging handle is in a neutral position. Once in the neutral position, a cam lobe acts on the biased end of the latch arm, causing the latch tongue 1406 of the latch arm to retract into the housing 502 and out of engagement with the charge port 106, allowing the charging handle to be withdrawn.

[0105] As is apparent from the description of FIG. 11 , the helical cam 1104 has a pair of diametrically opposed cam drive slots 1106 defined therein. Each cam drive slot 1106 has a horizontal portion that transitions to an inclined portion. The horizontal portions are aligned with and positioned relative to the cam lobes 1402 such that, upon disengagement of the charging handle 108, as the cam follower stud 1108 moves from the inclined portion to the horizontal portion of the cam drive slot 1106, the cam lobes 1402 on the flange 816 of the helical cam 1104 act against the biased end of the respective latch arm, retracting the latch tongue 1406 into the housing 502. When the cam follower stud reaches the extreme 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, as the cam follower stud 1108 moves from its position at the end of the horizontal portion of the cam drive slot 1106, the cam lobe 1402 releases the biased end of the latch tongue 1406 from the housing 502, thereby biasing the latch tongue 1406 into engagement with a corresponding recess in the charge port engagement portion. This secures the charging handle 108 to the charge port 106 as the charging handle 108 is driven from the disengaged position and passes through a neutral position where the connector begins to mate under frictional engagement with a corresponding recess or slot in the charge port 106.

[0106] In this way, 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 releases without the operator having to push or pull against the charging port 106 or adjacent aircraft structure (e.g., a wing). Forces applied by the operator are instead reacted within the mechanism, avoiding potential destabilization of the aircraft 2400 caused by pushing or pulling against aircraft components.

[0107] FIG. 10 illustrates a cross-sectional front view of a charging handle 108 according to some examples. The cross-sectional view shows the placement of the coolant inlet channel 902 and 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 inlet channel 902 and serves to provide pressure relief in the event of an increase in pressure within the coolant. The lower end of the coolant inlet channel 902 is connected to a coupling spigot 1002, which is operably coupled to the coolant inlet tube 404 of the hose and cable bundle 124.

[0108] Drive mechanism FIG. 11 is a cross-sectional view of some example charging handles 108 showing details of the core 708 and the drive mechanism that moves the core 708 between engaged and disengaged positions.

[0109] The drive mechanism provides mechanical assistance to the mating connection, allowing for a self-contained drive force entirely within the charging handle 108 itself, reducing loads on the aircraft structure and allowing for rigid positioning using sequenced latching and rotation of the drive tube.

[0110] The drive mechanism includes a helical cam 1104 with a pair of angled cam drive slots 1106 machined through its wall. The helical cam 1104 is a cylindrical component concentrically mounted within the handle housing 502. The cam drive slots 1106 are defined in the helical cam 1104 and wrap around the helical cam 1104 at an angular offset from the axial direction. The angled cam drive slots 1106 include horizontal portions at either end of an angled central portion to allow some rotation of the helical cam 1104 in the engaged and disengaged positions without applying an axial drive force.

[0111] A pair of cam follower studs 1108, one for each diametrically opposed cam drive slot 1106, are fixed to or within core 708. Each cam follower stud 1108 extends radially outward from the outer surface of core 708. The cam follower studs 1108 engage within the cam drive slots 1106. The shape of the cam drive slots 1106 limits the radial position of the cam follower studs 1108 while allowing axial movement of core 708 as helical cam 1104 rotates.

[0112] As the helical cam 1104 rotates, as indicated by directional arrow 1110, the angled cam drive slot 1106 drives the cam follower stud 1108 and attached core 708 in the axial direction, as indicated by arrow 1114. This helical cam 1104 converts the rotational motion of the helical cam 1104 into linear motion, extending and retracting the core 708 and therefore the connector of the charging handle 108 at the top free end of the core 708.

[0113] The angle of the cam drive slot 1106 determines the ratio of rotational to linear displacement of the cam, and the angle of the cam may be determined to provide precise positional control of the connector and accurate engagement within the mating port.

[0114] The spiral cam 1104 is operably rotated by a user-operated wheel handle 504. The mounting ring 510 of the wheel handle 504 is fixedly connected (e.g., welded) at its lower end to the spiral cam 1104. In some examples (not shown), the wheel handle 504 may connect to the spiral cam 1104 via precision gears to enable smooth and controlled operation of the mechanism. In these examples, bearings support the spiral cam 1104 and minimize friction during operation. The upper end of the spiral cam 1104 is rotatably coupled to the core 708 by an annual or ring bearing 746, which allows the spiral cam 1104 to rotate relative to the core 708.

[0115] The wheel handle 504 provides an intuitive manual interface for the user to manipulate the helical cam drive mechanism during the engagement and disengagement process. As the user rotates the wheel handle 504, the angled cam drive slot 1106 axially drives the cam follower stud 1108, as detailed above. This causes the drive tube and attached connector to extend or retract with precise positional control.

[0116] The mechanical advantage provided by the drive mechanism allows the user to generate the axial force necessary to fully seat the connector, even in the face of significant frictional forces, thereby overcoming the potential limitations of manual engagement.

[0117] The wheel handle 504 can incorporate features such as position detents, torque limiters, and position encoding to provide feedback on the status of the engagement process, allowing the user further control over the engagement sequence for a safe and effective connection.

[0118] FIG. 12 illustrates the operation of the helical cam drive mechanism, according to some examples, through a series of perspective views showing the step-by-step movement of the core 708. In the first view, core 708 is in a fully extended or engaged position, with the connector protruding from opening 522 in housing 502. This corresponds to cam follower stud 1108 being positioned at one axial end of cam drive slot 1106.

[0119] When the user initiates rotation of the helical cam 1104 via the wheel handle 504, the angled cam drive slot 1106 drives the cam follower stud 1108, causing the drive tube of the core 708 to retract axially into the housing 502. This is shown in the second view, which shows the neutral position.

[0120] Continued rotation of the helical cam 1104 by the wheel handle 504 maintains engagement of the cam follower stud 1108 with the cam drive slot 1106 , steadily retracting the drive tube into the housing 502 .

[0121] In the final view, the drive tube is fully retracted within housing 502 of core 708, a position that corresponds to cam follower stud 1108 reaching the opposite axial end of cam drive slot 1106. The connector is now fully within housing 502 and clear of opening 522. This is the disengaged position.

[0122] The smooth transitions between the well-defined engaged, neutral, and disengaged positions of the drive tube 710 demonstrate the fine position control made possible by the helical cam mechanism. The perspective sequence in FIG. 12 further clearly visualizes how rotation of the helical cam 1104 via the wheel handle 504 axially drives the cam follower stud 1108 and attached drive tube. The position of the cam follower stud 1108 within the cam drive slot 1106 is apparent in each view. As the helical 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 helical cam 1104. This converts the rotational force into an axial retraction force, retracting the drive tube into the housing 502.

[0123] The cam mechanism provides the controlled axial driving force required to disengage the connector from the port of the charging port 106 without the need for an aircraft-side motor or actuator. FIG. 12 also shows how this axial force comes from the wheel handle 504 itself as the spiral cam 1104 rotates, without requiring any pushing from the user. This demonstrates the benefits of a self-contained drive mechanism. A self-contained drive mechanism design can offer advantages over conventional engagement systems for this reason. For example, the mechanical components necessary to generate the axial engagement force, including the spiral cam 1104 and wheel handle 504, are entirely contained within the charging handle 108 itself. This drive mechanism allows force to be drawn from the handle side as the spiral cam 1104 rotates, eliminating the need for pushing from the vehicle side. Thus, the charging handle 108 can, in some instances, pull itself into engagement with the charging port 106 without requiring a strong push from the user or operator.

[0124] This may beneficially reduce the weight and mechanical complexity of aircraft systems by allowing for the elimination or reduction of drive components from aircraft 2400. This avoids increasing the mass or volume requirements of aircraft 2400.

[0125] FIG. 13, like FIG. 12, includes a series of perspective views of the charging handle 108 according to some examples, showing how the core 708 is driven within the housing 502 from a disengaged position to a neutral position to an engaged position.

[0126] Visual Indicators FIG. 14 is a perspective view of the charging handle 108 according to some examples, showing further details of the latching mechanism that facilitates connection of the charging handle 108 to the charging port 106 of the aircraft 2400, as well as a visual indication of the actuation position.

[0127] The housing 502 further defines a number of position windows 1410 that provide a view of the core 708 and drive mechanism (e.g., helical cam 1104, cam ring 1404, etc.) within the housing 502 during engagement and disengagement operations. To this end, the core 708 and drive mechanism include visual indicators (e.g., colored strips or other visual indicators) that align with the position windows 1410 depending on the position of the core 708 or the rotation of the helical cam 1104 within the housing 502. In this manner, the alignment of the position windows 1410 with the visual indicators allows 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 therefore the stage of engagement or disengagement of the charging handle 108.

[0128] Visual indicators are provided on the cam ring 1404, which protrudes from the housing 502 and may be visible to the operator. These visual indicators indicate the degree of rotation of the drive mechanism within the housing 502 and further indicate to the operator the engaged and disengaged stages of the charging handle 108. In some more specific examples, the charging handle 108 described above includes visual indicators on the core 708, the drive mechanism (helical cam 1104 and cam ring 1404), and the housing 502 to provide the operator with feedback regarding the position and engagement stage of the core 708. Colored strips or other visual markers are located on the core 708 at intervals corresponding to the engaged, neutral, and disengaged positions. As the core 708 moves between these positions, the visual indicators align with position windows 1410 on the housing 502, thereby indicating to the operator the current position of the core 708. For example, when the core 708 is in the engaged position, a green indicator strip may align with the position window 1410. In the neutral position, the yellow indicator strip is aligned with the position window 1410. In the disengaged position, the red indicator strip is aligned with the position window 1410.

[0129] The helical cam 1104 and cam ring 1404 also include visual indicators, such as colored dots, arrows, or numbers, around their circumference. As the helical cam 1104 and cam ring 1404 rotate to drive the core 708, the visual indicators rotate and become visible in the position window 1410. The particular indicator visible in the position window 1410 indicates the degree of rotation of the drive mechanism, which corresponds to the position of the core 708. For example, when the helical cam 1104 rotates 90 degrees, an indicator labeled "90" may be visible in the position window 1410, indicating that the core 708 has moved from the engaged position to the neutral position or from the neutral position to the disengaged position.

[0130] The visual indicators may be constructed from 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 indicators may be permanently and securely affixed to the core 708, helical cam 1104, and cam ring 1404, such as by stamping, laser etching, or mechanical fasteners, to withstand repeated use.

[0131] The 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 components, including the core 708, the helical cam 1104, and the cam ring 1404, add robustness to the visual feedback system.

[0132] Pressure Relief Valve Assembly 714 15 is a cross-sectional view of the core 708 according to some examples, illustrating the location and function of a pressure relief valve assembly 714, which operates as a recirculation valve. The pressure relief valve assembly 714 is in fluid communication with the coolant inlet channel 902 of the circulation circuit for coolant fluid within the charging handle 108, specifically within the core 708 of the charging handle 108. When the pressure of the coolant within the coolant inlet channel 902 exceeds an acceptable threshold, the pressure relief valve assembly 714 opens, relieving the coolant pressure to a low-pressure coolant return passage (e.g., the coolant outlet channel 904) of the charging handle 108.

[0133] Coolant fluid from the coolant reservoir 118 is supplied through the hose and cable bundle 124 and the conduit 120 to the coolant inlet channel 902. The coolant fluid flows from the coolant inlet channel 902 through the coolant inlet connector 516 located at the distal end of the core 708 to a corresponding connector in the charge port 106. From there, the coolant fluid flows to the battery conditioning system 204 of the aircraft 2400, where it is used for thermal management of the batteries during charging.

[0134] The pressure relief valve assembly 714 is a mechanical valve that operates to limit the pressure of the coolant fluid within the coolant inlet channel 902, and therefore the pressure of the coolant fluid applied to the battery conditioning system 204. When the pressure differential across the pressure relief valve assembly 714 exceeds 25 PSI (172 kPa) (or a determinable threshold), a force acting on an internal spring-loaded plunger causes the plunger to compress a spring within the valve, moving the plunger to an open position. This allows coolant fluid to flow from the inlet side of the pressure relief valve assembly 714, where the coolant enters from the coolant inlet channel 902, to the outlet side within the coolant outlet channel 904, which returns to the ground support equipment 104.

[0135] By opening at a threshold pressure of 25 PSI (172 kPa), the pressure relief valve assembly 714 prevents the coolant system from over-pressurizing and creating a water hammer effect that could damage components. High pressure in the coolant inlet channel 902, which could be caused by a blockage or failure of the aircraft 2400's fluid circulation system 2504, is relieved by the pressure relief valve assembly 714 by diverting the coolant back to the ground support equipment 104. This limits the buildup of excessive pressure and prevents damage to the aircraft 2400.

[0136] GSE / Aircraft Interface 1604 16 is a diagrammatic representation of an interface 1604 of an aircraft 2400 according to some examples, and a diagrammatic representation of 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. In this figure, only a single charging port 106 is shown for clarity, and an interface 1604 is present at each of multiple charging ports 106 of the aircraft 2400.

[0137] The interface 1604 enables isolated, controllable, bidirectional power supply to the aircraft 2400's multiple isolated battery packs 1602, each pair of battery packs 1602 controlled by a respective battery management system 1606 (BMS).

[0138] With respect to the ground support equipment 104, the equipment is modified to include a (ground equipment support) GSE controller 1608 (eg, system controller 202), a plurality of isolated controllable bidirectional power sources 1610.

[0139] More specifically, the ground support equipment 104 includes multiple power supplies (e.g., as part of the AC supply hardware 206) for providing power to each of the four isolated battery packs on the aircraft. Two power supplies 1610 connect to each battery pack 2502 via high voltage pin connections on the charging handle 108.

[0140] The power sources 1610 are isolated from each other to maintain separation between the battery packs 2502. This isolation aids in safety and redundancy: if one battery pack 2502 cannot charge, the other battery packs can still charge.

[0141] The power source 1610 is controllable based on commands from the aircraft 2400. The aircraft 2400 specifies a charging profile for each battery pack 2502, including voltage, current, and duration. The ground support equipment 104 adjusts each power source to provide the required charging profile for the associated battery pack 2502. The power source 1610 can also be controlled to stop charging when commanded by the aircraft 2400 or the ground support equipment 104, in response to automatic detection of a fault, or in response to user input.

[0142] The power source 1610 is bidirectional and can charge or discharge the battery packs 2502. When charging, the power source 1610 provides power to the batteries. When discharging, the power source 1610 drains power from the batteries by providing a path to the ground. The direction of power flow is controlled by the aircraft 2400 based on the needs of each battery pack 2502. Discharging may be required to reach a target charge level or for safety reasons.

[0143] The power supply 1610 receives three-phase 480V AC power and converts it to high-voltage DC power for battery charging. The AC power is provided by the charging station and converted by the ground support equipment 104. The power supply 1610 is located within the AC supply hardware 206. A cable from the AC supply 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.

[0144] The isolated, controllable, bidirectional power sources 1610 provide a flexible solution for meeting the individual needs of each battery pack 2502 on the aircraft 2400. Each battery pack 2502 can be simultaneously charged or discharged at a desired level based on the state of charge and usage of each battery pack 2502. The power sources 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 sources 1610 may work together to fully recharge the aircraft as quickly as possible as follows:

[0145] The power supply 1610 can simultaneously charge multiple battery packs (e.g., four battery packs 2502), each at or near their maximum rate. Charging all battery packs simultaneously minimizes total recharge time.

[0146] The power supply 1610 can provide different charging profiles to each battery pack based on its individual needs. The power supply 1610 is controllable and can adjust the voltage, current, and duration for each battery pack based on its state of charge and chemical composition. More depleted battery packs can be charged at a higher rate, while battery packs closer to full can be charged at a lower rate. This maximizes the charge per pack and avoids overcharging.

[0147] The power source 1610 can make on-the-fly adjustments based on commands from the aircraft 2400. As the battery packs 2502 approach full charge, the aircraft 2400 can request a slowdown in the charging rate to avoid overcharging. The power source 1610 can quickly adjust to a new charging profile for each pack as requested by the aircraft 2400. This allows for precise control and optimization of the charging process.

[0148] Power supplies 1610 provide redundancy in case one power source is unable to charge its associated battery packs. Multiple isolated power sources allow one to continue charging the remaining packs if it fails or is unable to charge a pack. This avoids delays in recharging the aircraft and allows all functioning packs to be fully charged.

[0149] The power supplies 1610 can operate in charge or discharge modes as needed for each battery pack. Because the power supplies are bidirectional, they can cooperate to recharge the battery packs by supplying power, or discharge them by draining power, as commanded by the aircraft. The ability to quickly switch between charge and discharge based on demand from the aircraft allows for complete management of the battery pack state of charge.

[0150] The multiple power sources 1610 are designed with the ability, control, and flexibility to work together to meet the needs of each battery pack 2502 and quickly recharge the aircraft 2400. Operating simultaneously at the levels recommended for each battery pack 2502 reduces total recharge time while maintaining precise control and redundancy. The ability to seamlessly switch between charge and discharge modes allows for control of the battery pack's state of charge. The power sources 1610 work cooperatively based on input from the aircraft 2400 to fully recharge the aircraft after each flight.

[0151] Process Overview FIG. 17 is a flowchart illustrating some example operations performed by ground support equipment 104 to prepare aircraft 2400 for flight.

[0152] The top level operation shown in Figure 17 is "Prepare Aircraft for Next Flight" (1716). This general operation refers to using ground support equipment 104 to fully prepare aircraft 2400 for its next flight after landing. It includes three main sub-operations:

[0153] 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 and drains power from each battery pack 2502 via 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. Power is provided via four isolated high-voltage pin connections, two for each battery pack 2502, as described above. The charge profile for each battery pack 2502 is specified by the aircraft 2400 based on its individual SOC and maximum charge rate.

[0154] Upon request from the aircraft 2400, the ground support equipment 104 drains power from the battery packs 2502 by providing a ground path through the charging handles 108. The ground support equipment 104 controls the discharge rate of each battery pack 2502 based on specifications from the aircraft 2400. Discharging a battery pack 2502 may be necessary to reach a target SOC or for safety reasons. The ground support equipment 104 provides AC or DC power through connections on the charging ports 106 to support the aircraft 2400's systems during charging and discharging. This power may also 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.

[0155] Operation 1710: Bring all aircraft batteries to aircraft-required temperature: This operation heats or cools the battery packs 2502 to reach the target temperature specified by the aircraft 2400. The ground support equipment 104 flows temperature-controlled coolant through the charging handle 108 to raise or lower the battery temperature. The ground support equipment 104 supplies the warm coolant by operating the chiller 116 in heating mode. The coolant flows through channels in the charging handle 108 and through the coolant inlet connector 516 and the coolant outlet connector 518 to heat the battery packs 2502 and maintain the desired temperature for charging or preparing for takeoff.

[0156] The ground support equipment 104 supplies chilled coolant by operating the chiller 116 in cooling mode. The chiller 116 cools the coolant to -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 connections on the charging handle 108 to reduce battery temperatures after charging and maintain them at a suitable level for the next flight. Cooling the battery packs 2502 also allows them to function as heat sinks during flight.

[0157] Operation 1718: Retrieve Flight Recorder Data: This operation refers to offloading data from the data acquisition and flight recording system of the aircraft 2400. The ground support equipment 104 retrieves the data through the Ethernet and T1 data connections in the charging handle 108, specifically through the data offload and interlock 512, and forwards 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 offloading data until the requested information is retrieved.

[0158] The ground support equipment 104 is designed to fully support the aircraft 2400 between flights by managing the isolated battery packs 2502, temperature, data, and power needs.

[0159] 18A and 18B are flowcharts illustrating further details of a method for charging and conditioning an electric aircraft 2400 for flight, according to some examples. Various operations that may be performed by the pilot, the aircraft 2400, the charging ports 106 and pumps, line workers, passengers, and ground support equipment 104 are illustrated in the flowcharts.

[0160] Method - Engaging the Charging Handle 108 19 is a flowchart illustrating a method 1900 for engaging a charging handle 108 with a charging port 106 of an electric vehicle, such as an aircraft 2400, according to some examples. The method 1900 is described with particular reference to the sequence of images shown in FIG. 13 illustrating the transition of the charging handle 108 from a disengaged position or state to a neutral position.

[0161] At 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, which places the charging handle 108 in the position shown in the first image of FIG. 13 . Note that the cam follower stud 1108 is positioned within the horizontal portion of the cam drive slot 1106 defined in the helical cam 1104. As explained above, when the wheel handle 504 is in this state, the rotational position of the wheel handle 504 is such that the cam lobe 1402 on the cam ring 1404 rotates the latch arm to retract the tongue into the housing 502. Thus, a user can conveniently and easily slide the opening in the housing 502 into a corresponding structure within the charging port 106.

[0162] Once the free end of the charging handle 108 is engaged with a corresponding charging port 106 of the electric aircraft 2400, the operator can use a 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, as described above, the latch mechanism includes a pivoting front latch arm 720 and a pivoting rear latch arm 722 that, while in the engaged and neutral positions, engage with corresponding structure (e.g., recesses) inside the charging port 106 to secure the charging handle 108 in place, and, while in the disengaged position, disengage from corresponding structure inside the charging port 106 so that the charging handle 108 can be withdrawn from its mating engagement with the charging port 106. The latch mechanism engages a drive mechanism including cam lobes 1402 on a cam ring 1404 that cooperate to secure the housing 502 to the electric aircraft 2400 when the charging handle 108 is out of 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 respective cam followers on the latch arms to pivot the latch arms between a locked position when the charging handle 108 is out of the disengaged position and a released position when the charging handle 108 is in the disengaged position.

[0163] Returning to the engagement process, to lock the charging handle 108 to the charging port 106, and therefore to the aircraft 2400, each of the latch arms has a latch tongue 1406 at its free end that is located substantially inside or within the housing 502 when the charging handle 108 is disengaged from the corresponding charging port 106, but is rotated to engage with a recess or retention slot defined in the charging port 106 when the charging handle 108 is connected to the corresponding charging port 106. The latch mechanism aims to ensure that the force of the connection action connecting the charging handle 108 to the charging port 106 is reacted against the chassis of the aircraft 2400. This is to reduce the need for an operator to push up on the wing while connecting the charging handle 108 to the charging port 106, thereby preventing destabilization of the aircraft 2400.

[0164] As part of the engagement process, once the charging handle 108 is inserted into the charge port 106, the operator rotates the wheel handle 504, which causes the cam follower stud 1108 to engage the underside of the cam drive slot 1106 and move the charging handle 108 out of the engaged position or state. This disengages the cam lobes 1402 from the biased ends of each of the latch arms, which causes the springs 928 to pivot each of the latch arms, causing the corresponding latch tongues 1406 to protrude from the housing 502 and lock into position within corresponding structures on the charge port 106.

[0165] In block 1904, the operator drives the core 708 within the housing 502 from the disengaged state shown in the first two images of FIG. 13 to the neutral state shown in the third image of FIG. 13. The drive mechanism includes a helical cam 1104 having a cam drive slot 1106 defined therein. The helical cam 1104 drives the core 708 from the retracted position, through the neutral position, to the extended position. The cam follower stud 1108 of the core 708 is received within the cam drive slot 1106 and facilitates axial drive as described above. Specifically, rotation of the wheel handle 504 by the user rotates the helical cam 1104, exerting a force between the cam follower stud 1108 and the wall of the cam drive slot 1106, thereby driving the core 708 between positions.

[0166] The helical cam 1104 and cam ring 1404 also include visual indicators, such as colored dots, arrows, or numbers, around their circumference. As the helical cam 1104 and cam ring 1404 rotate to drive the core 710, the visual indicators rotate and become visible within the position window 1410. The particular indicator visible within the position window 1410 identifies the degree of rotation of the drive mechanism, which corresponds to the position of the core 708.

[0167] In block 1906, the operator drives the core 710 from the neutral position toward the engaged position with continued rotation of the wheel handle 504, thereby extending the fluid connectors (e.g., coolant inlet connector 516, coolant outlet 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. As the core 708 transitions from the neutral position to the engaged position, the connectors are driven into mating engagement with corresponding sockets in the charging port 106. The undersides of the latch arms, and particularly the latch tongues 1406, allow continued rotation of the wheel handle 504 to pull the connectors of the core 708 toward and past the openings 522 in the housing 502, overcoming any mating resistance caused by insertion of the connectors into their corresponding sockets. In this way, the operator of the charging handle 108 does not have to push on the charging handle 108 to overcome frictional resistance, but rather can rotate the wheel handle 504, which draws the connector into the corresponding socket.

[0168] Disengaging the charging handle 108 from the charge port 106 involves the reverse sequence of actions described above. Referring to FIG. 12 , when in the engaged position, the connector of the charging handle 108 is in mating engagement with the corresponding socket of the charge port 106. The first image in FIG. 12 shows the charging handle 108 in the extended, engaged position, with the cam follower stud 1108 positioned at the top end of the cam drive slot 1106. To release the charging handle 108 from the charge port 106, the operator rotates the wheel handle 504 so that the cam follower stud 1108 advances within the cam drive slot 1106 toward the position shown in the second image of FIG. 12 , which corresponds to the neutral position. When in the neutral position, the latch tongue 1406 of the latch arm remains engaged with the corresponding slot in the charge port 106, securing the charging handle 108 to the charge port 106. However, in the neutral position, the connector of the charging handle 108 is withdrawn from mating engagement with the corresponding socket of the charging port 106. Continued rotation of the wheel handle 504 by the operator causes further downward axial movement of the core until the cam follower stud 1108 reaches the lower end of the cam drive slot 1106 and the charging handle 108 is placed in a fully disengaged position, at which point 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.

[0169] A drive mechanism including a helical cam 1104, a cam follower stud 1108, and a wheel handle 504 provides controlled extension and retraction of the connector from the housing 502. A latch mechanism including a pivoting forward latch arm 720, a cam lobe 1402, and a cam ring 1404 securely locks the charging handle 108 to the charge port 106 when the connector is extended to enable charging while avoiding pushing on the charge port 106 or the aircraft 2400. A visual indicator on the drive mechanism provides feedback to the operator regarding the position and stage of engagement of the core 710.

[0170] Method - Sequence Connection FIG. 20 is a flowchart illustrating a method 2000, according to some examples, for engaging an electric vehicle charging port 106 in the exemplary form of an aircraft 2400 with a charging handle 108 as described above.

[0171] In block 2002, the method 2000 causes the charging handle 108 to engage the chassis ground connector 514 of the charging handle 108 with a corresponding ground connector in the charging port 106 of the aircraft 2400. The chassis ground connector 514 is coupled to the grounding chassis ground cable 416, as shown in FIG. 4 , providing a low-resistance path to ground. This helps discharge static buildup that could damage sensitive components and ensures that the charging handle 108 and the charging port 106 are at the same potential before energizing other systems on the ground support equipment 104. Engaging the chassis ground connector 514 first reduces risks, such as arcing, that can occur when connecting high-voltage systems at different potentials.

[0172] In block 2004, the method 2000, after engaging the chassis ground connector 514, causes the charging handle 108 to engage one or more fluid connectors of the charging handle 108, specifically, a coolant inlet connector 516 and a coolant outlet connector 518, with corresponding one or more fluid connectors in the charging port 106. The coolant inlet connector 516 and the coolant outlet connector 518 are coupled to the coolant inlet tube 404 and the coolant outlet tube 406, respectively, to allow the flow of coolant fluid before energizing the high-voltage system. The fluid connectors may each include the dry break coupler described above, which allows a fluid connection between the charging handle 108 and the aircraft 2400 without leaking fluid or introducing air into the system. The dry break coupler may comprise a cylinder with an O-ring around its interior that forms a seal when the male and female sides of the coupler are connected. When the male section of the dry break coupler is inserted into the female section, the O-ring forms a seal against the surface of the male section, allowing pressurized coolant to flow through the connection. The tight seal formed by the O-ring prevents coolant leakage and air entrapment at the connection point.

[0173] In block 2006, the method 2000, after engaging the one or more fluid connectors, engages one or more electrical connectors 520 of the charging handle 108 with corresponding one or more electrical connectors in the charging port 106 through the charging handle 108. The electrical connectors 520 are coupled to the high-voltage aircraft charging conductors 408, which have insulating sleeves to prevent arcing during connection, as shown in FIG. 4 . The power connection is made after grounding and cooling fluid flow are established for safety. The electrical connectors 520 may facilitate simultaneous charging or discharging of each of the first and second isolated battery packs 2102 of the electric aircraft 2400.

[0174] In block 2008, method 2000, after engaging one or more electrical connectors 520, causes charging handle 108 to engage a data connector of charging handle 108, specifically data offload and interlock 512, with a corresponding data connector in charging port 106. Data offload and interlock 512 is coupled to aircraft data link 412, as shown in FIG. 4, and provides monitoring and control of the charging process. Data offload and interlock 512 may be the last connection made to avoid data transfer before the power system has been properly grounded and cooled. Data offload and interlock 512 may facilitate data transfer between electric aircraft 2400 and external data systems, such as system controller 202.

[0175] The connector sequencing and physical design of the charging handle 108 mitigates risks such as arcing, overheating, and electrostatic discharge when connecting and disconnecting from the charging port 106. Ground, fluid, high voltage electrical, and data connections are engaged in a controlled sequence to ensure safe operation of the charging system.

[0176] Method - Ground Support Equipment 104 Operation FIG. 21 is a flowchart illustrating a method 2100 for operating ground support equipment 104 for an electric vehicle, such as an aircraft 2400 or an automobile, according to some examples.

[0177] 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 a coolant inlet connector 516 and a coolant outlet 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 electrical charging and discharging of the battery packs 1602 of the aircraft 2400.

[0178] 4 and carry coolant fluid from the charging handle 108 to the aircraft 2400. A pump, such as one of pumps 302, pumps chilled coolant from the coolant reservoir 118 to the coolant inlet connector 516 and the coolant outlet 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 cooled again by the chiller 116. Temperature and pressure sensors in the cooling system and the charging handle 108 may monitor the coolant flow and provide data to the system controller 202 to control the pump 302 and ensure proper thermal management.

[0179] In block 2104, the method 2100 provides for at least one of charging or discharging of each of the 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 an electrical connector 520 of the charging handle 108. The electrical connector 520 is coupled to the high-voltage aircraft charging conductors 408 and facilitates charging or discharging of each of the first and second isolated battery packs 1602. The electrical connector 520 may facilitate simultaneous charging or discharging of each of the first and second isolated battery packs 1602 of the electric aircraft 2400.

[0180] The charger 114 can provide up to 750 VDC and 130 A of power to the electrical connectors 520 to charge 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 tailors a charging profile for each battery pack 1602 based on the state of charge and chemical composition of each battery pack 1602. Voltage, current, and temperature data from the battery packs 1602 and charging handle 108 provide feedback to control the charging process.

[0181] In block 2106, method 2100 facilitates data transfer between electric aircraft 2400 and an external data system, such as system controller 202, via a data connector in charging handle 108, specifically via data offload and interlock 512. Data offload and interlock 512 is coupled to aircraft data link 412 to facilitate data transfer, as shown in FIG. 4 . Data offload and interlock 512 may facilitate data transfer between electric aircraft 2400 and an external data system, such as system controller 202.

[0182] The data offload and interlock 512 transmits data, such as charging parameters, telemetry, and safety information, from systems on the aircraft 2400 to the system controller 202. The system controller 202 uses this data to control components, such as the charger 114 and cooling system, 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 charge port 106.

[0183] 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 automated high-power charging and advanced thermal management of the battery system.

[0184] Method - Data exchange with ground support equipment 104 FIG. 22 is a flowchart illustrating a method 2200 for operating a charging station in an exemplary form for ground support equipment 104, according to some examples.

[0185] At block 2202, method 2200 receives, by ground support equipment 104, a first signal from a charging handle 108 coupled between an electric vehicle, in the exemplary form of an aircraft 2400, and a charging station, in the exemplary 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 via 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.

[0186] Data offload and interlock 512 includes a switch that closes when charging handle 108 is engaged with charging port 106, sending a first signal to system controller 202. System controller 202 then initiates a handshake process with aircraft 2400 to exchange authentication keys to verify the connection before powering up the system.

[0187] At block 2204, the method 2200 activates, by the ground support equipment 104, one or more battery chargers, e.g., power sources 1610 of chargers 114, and one or more coolant pumps, e.g., pump 302, in response to the first signal to provide power and cooling to the electric aircraft 2400. The system controller 202 coordinates a charging profile for each battery pack 1602 based, for example, on the state of charge and chemical composition of each battery pack 1602. The pump 302 pumps chilled coolant from the coolant reservoir 118 to the charging handle 108, for example, at a rate of up to 45 lpm.

[0188] Once the handshake process is complete, the system controller 202 sends a signal to turn on the charger 114 and pump 302. The charger 114 begins providing 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 circulating chilled coolant from the coolant reservoir 118 to the charging handle 108, which is then supplied to the aircraft 2400 via the coolant inlet connector 516 and begins cooling the battery packs 1602. Temperature sensors in the battery packs 2102 and charging handle 108 may provide feedback to monitor temperature during charging.

[0189] In block 2206, method 2200 transmits, by ground support equipment 104, a second signal to charging handle 108 to initiate data offload from electric aircraft 2400. The second signal is transmitted from system controller 202 to charging handle 108 via data offload and interlock 512.

[0190] Once charging and cooling has commenced, system controller 202 sends a second signal via data offload and interlock 512 to request data offload from aircraft 2500 / 2900, which initiates the transfer of data such as flight profiles, error codes, and telemetry to system controller 202 via data offload and interlock 512.

[0191] In block 2208, the method 2200 receives flight data, telemetry data, and pressure data by the ground support equipment 104 via the charging handle 108, where the flight data, telemetry data, and pressure data are in Ethernet format. The charging handle 108 converts the T1 aircraft data link 412 from the aircraft 2500 / 2900 to Ethernet and transmits it to the ground support equipment 104. The data includes information such as charging parameters, telemetry, system status, error codes, flight profile, and pressure measurements from sensors in the charging handle 108 and the cooling fluid circulation system 2504 of the aircraft 2900.

[0192] The data offload and interlock 512 receives T1 data from the aircraft 2400 system via the aircraft data link 412. The charging handle 108 then converts this data to an Ethernet signal and transmits it to the system controller 202. The pressure data is obtained from a pressure sensor, such as a pressure transducer in the charging handle 108, that monitors the coolant pressure. The system controller 202 records all data received for each charging session.

[0193] At block 2210, the method 2200 controls, by the system controller 202 of the ground support equipment 104, one or more battery chargers, e.g., the power supply 1610 of the charger 114, and one or more coolant pumps, specifically the pump 302, based at least in part on the pressure data. The system controller 202 adjusts the charger 114 and the pump 302 to maintain an appropriate temperature and charging rate of the battery packs 1602 based on the pressure data and other feedback. If the pressure data indicates an over-pressure condition, the system controller 202 can reduce or stop the flow of coolant to avoid damage to the aircraft 2400.

[0194] During charging, system controller 202 monitors pressure data and other telemetry from sensors and aircraft 2500 / 2900. If the pressure data indicates that the coolant pressure is rising above a threshold pressure (e.g., 25 PSI (172 kPa)), system controller 202 sends a signal to slow down or stop pump 302 to prevent over-pressurization. When the pressure falls below the threshold pressure again (e.g., 25 PSI (172 kPa)), pump 302 starts again. System controller 202 can also adjust charger 114 up or down based on temperatures reported by sensors to maintain the desired charge level. If any data indicates a fault or unsafe condition, system controller 202 immediately shuts off power and coolant to mitigate risk.

[0195] In summary, the ground support equipment 104 receives signals and data from the charging handle 108 to initiate and control the charging operations of the electric aircraft 2500 / 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 pump 302. The system controller 202 then receives data, including pressure measurements, 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 enable automated, high-power charging and advanced thermal management of the battery system.

[0196] Method - Providing Charging Through Multiple Isolated Power Sources 1610 FIG. 23 is a flowchart illustrating a method 2300 for operating a charging station in the example form of ground support equipment 104 having multiple power sources 1610, according to some examples.

[0197] In block 2302, the method 2300 activates the charger 114 with multiple isolated power channels. The charger 114 may include a four-channel, 400 kW AC-DC charging cabinet capable of delivering 100 kW per channel. Each channel is, for example, a separate 100 kW power channel connected to a respective one of the four battery packs 1602 on the aircraft 2400.

[0198] Charger 114 receives AC power from grid connection 110 and converts it to DC power for charging aircraft batteries. Charger 114 can provide up to 750 VDC and 130 A of power for charging multiple aircraft simultaneously.

[0199] Each power channel of the charger 114 is isolated to maintain isolation between the battery packs 1602. This isolation provides safety and redundancy: if one battery pack 1602 cannot charge, the other battery packs can still charge.

[0200] The power channels are controllable based on commands from the aircraft 2400. The aircraft 2500 / 2900 specifies a charging profile for each battery pack 1602, including voltage, current, and duration. The ground support equipment 104 coordinates each power channel to provide the required charging profile for the associated battery pack 1602.

[0201] The power channels are bidirectional, allowing the battery packs 1602 to be charged or discharged. When charging, the power channels supply power to the batteries. When discharging, the power channels drain power from the batteries by providing a path to the ground. The direction of power flow may be controlled by the aircraft 2400 based on the individual needs of each battery pack 1602 and the overall charging plan of the system controller 202 at the control center 112.

[0202] In block 2304, the method 2300 connects each power channel of the plurality of isolated power channels to a respective isolated battery pack 1602 of the plurality of battery packs 1602 of the aircraft 2400. Two power channels connect to each battery pack 1602 via high voltage pin connections of the electrical connector 520 in the charging handle 108, providing fully isolated and redundant power connections.

[0203] If one power channel fails or is unable to charge its associated battery pack 1602, the other power channel can continue to power the battery packs 1602. This avoids delays in recharging the aircraft 2400 and ensures that functioning packs are fully charged. The redundant and isolated power channels provide flexibility to meet the individual needs of each battery pack 1602 and quickly recharge the aircraft 2400.

[0204] In block 2306, the method 2300 controls the output of each power channel of the plurality of isolated power channels to charge a connected isolated battery pack 1602 of the plurality of battery packs 2102 of the aircraft 2400. The system controller 202 controls the output of each power channel based on commands from the aircraft 2400. The aircraft 2400 specifies a charging profile for each battery pack 2102 including, for example, voltage, current, and duration.

[0205] The system controller 202 adjusts each power channel to provide the required charging profile for the associated battery pack 1602. The power channels can operate at different levels simultaneously to provide custom charging for each battery pack 1602 based on the needs of each battery pack 1602. More depleted battery packs 1602 can be charged at a higher rate, while battery packs 1602 closer to full charge can be charged at a slower rate, maximizing the charge of each battery pack 1602 and avoiding overcharging.

[0206] The power channel adjusts on the fly based on new commands from the aircraft 2400. As the battery packs 2102 approach full charge, the aircraft 2400 may request a slower charging rate to avoid overcharging. The power channel can quickly adjust to the new charging profile of each battery pack 1602 as requested by the aircraft 2400, allowing for precise control and optimization of the charging process.

[0207] The multiple isolated power channels provide redundancy in the event that one power channel is unable to charge its associated battery pack 1602. The multiple isolated power channels allow the other power channels to continue powering the remaining packs if one fails. This avoids delays in recharging the aircraft 2400 and ensures that all functioning packs are fully charged.

[0208] The power channels are designed to work together to fully recharge the aircraft 2400 as quickly as possible after each flight by simultaneously operating at commanded levels for each battery pack 2502, reducing total recharge time while maintaining precise control and redundancy. The power channels can operate in charge or discharge mode depending on the needs of each battery pack 1602. Their ability to quickly switch between charge and discharge based on aircraft demand allows for complete battery management.

[0209] Exemplary Vehicle Overview FIG. 24 is a plan view of a VTOL aircraft 2400 according to some examples. The aircraft 2400 includes a fuselage 2402, two wings 2404, a tail 2406, and a propulsion system 2408 embodied as a tiltable rotor assembly 2410 located in a nacelle 2412. The aircraft 2400 includes one or more nonlinear and isolated power sources in the exemplary form of battery packs 2502, embodied in FIG. 24 as a nacelle battery pack 2414 and a wing battery pack 2416. In the illustrated example, the nacelle battery pack 2414 is located in an inner nacelle 2418, although it will be understood that the nacelle battery pack 2414 may be located in another nacelle 2412 forming part of the aircraft 2400. The aircraft 2400 typically includes associated equipment such as electronic infrastructure, control surfaces, cooling systems, landing gear, etc.

[0210] The wings 2404 function to generate lift that supports the air vehicle 2400 in forward flight. The wings 2404 can also or alternatively function to structurally support the battery pack 2502, the battery modules 2506, and / or the propulsion system 2408 under the influence of various structural stresses (e.g., aerodynamic forces, gravity, propulsive forces, external point loads, distributed loads, and / or volume forces, etc.).

[0211] Energy Storage System 2500 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 cells 2508.

[0212] Typically, the battery pack 2502 is associated with one or more propulsion systems 2408, a battery connector 2510 for connecting to the energy storage system 2500, a rupture membrane 2512 as part of a vent system, a fluid circulation system 2504 for cooling, and power electronics 2514 for regulating the delivery of power (from the battery during operation and to the battery during charging) and integrating 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 comprise multiple rotor assemblies.

[0213] Electronic infrastructure and power electronics 2514 may additionally or alternatively function to integrate battery packs 2502 into aircraft energy storage system 2500. The electronic infrastructure may include a battery management system (BMS), power electronics (HV architecture, power components, etc.), LV architecture (e.g., vehicle wiring harnesses, data connections, etc.), and / or other suitable components. The electronic infrastructure may include battery packs and / or inter-module electrical connections that may transmit power and / or data between modules. Inter-module may include bulkhead connections, bus bars, wiring harnesses, and / or other suitable components.

[0214] The battery packs 2502 function to rechargeably store electrochemical energy for supplying the propulsion system 2408. The battery packs 2502 may be positioned and / or distributed in any suitable manner relative to the aircraft. The battery packs may be positioned within the wings (e.g., inside the airfoil cavities), within the nacelles, and / or any other suitable location on the aircraft. In a particular example, the energy storage system 2500 includes a first battery pack within an inner portion of the left wing and a second battery pack within an inner portion of the right wing. In a second particular example, the system includes a first battery pack within an inner nacelle of the left wing and a second battery pack within an inner nacelle of the right wing. The battery packs 2502 may include multiple battery modules 2506.

[0215] The energy storage system 2500 includes a cooling system (e.g., fluid circulation system 2504) that functions to circulate a working fluid within the battery pack 2502 to remove heat generated by the battery pack 2502 during operation or charging. The battery cells 2508, battery modules 2506, and / or battery pack 2502 can be fluidly connected by the cooling system in series and / or parallel in any suitable manner.

[0216] Electrical Architecture for Aircraft 2604 2602 26 shows an electrical architecture 2602 for an aircraft 2604. Electrical architecture 2602 includes an energy storage system 2606, a number of flight instruments 2608, a number of flight computers 2610, and a power distribution network 2612. Network 2612 includes a number of switches 2614 and appropriate wired or wireless data transmission links within network 2612 and with other components of electrical architecture 2602.

[0217] Electrical architecture 2602 functions 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 associated with flying the aircraft, including, for example, actuators and control surfaces, e.g., ailerons, flaps, rudder fins, landing gear, sensors (e.g., kinematic sensors such as IMUs, optical sensors such as cameras, acoustic sensors such as microphones and radar, temperature sensors, altimeters, pressure sensors, and / or any other suitable sensors), cabin systems, etc.

[0218] Flight computer 2610 controls the overall functioning of aircraft 2604, including interpreting flight data and converting it into commands that can be transmitted to and interpreted by controllable flight components. The data may be commands, aircraft state information, and / or any other suitable data. Aircraft state information may include sensor readings or information collected from flight components, such as errors (error indicators, error conditions, error state information, etc.), speed, altitude, pressure, GPS information, acceleration, user control inputs (e.g., from the pilot or operator), measured motor RPM, radar, imagery, 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. The commands may include errors (e.g., error indicators, error conditions, error condition information, etc.), control commands (e.g., commands for rotor RPM (or other related parameters such as torque, power, thrust, lift, etc.), data to be stored, commands for wireless transmissions, commands for display outputs, etc.), and / or any other suitable information.

[0219] Included in association with flight computer 2610 are I / O components 2802 (see FIG. 28) that are used to receive input from and provide output to a pilot or other operator. I / O components 2802 may include, for example, joysticks, interceptors, or other flight control input devices, data input devices such as keyboards and touch input devices, and one or more display screens for providing flight and other information to a pilot or other operator.

[0220] One or more of the flight computers 2610 also execute the methods described below for determining the capabilities of the energy storage system 2606 based on data received from I / O components 2802, data entered by the pilot, data retrieved from one or more remote servers such as data repository 2702 described below, and aircraft and battery status information.

[0221] Computing Environment 2700 27 illustrates a computing environment 2700 associated with an air transportation network, according to some examples. In the example shown in FIG. 4, the computing environment 2700 includes ground support equipment 104 sites, a transportation network planning system 2704, a transportation services coordination system 2706, a set of aircraft 2708, a node management system 2710, and a set of client devices 2712, all connected via a network 2612. In other examples, the computing environment 2700 includes different and / or additional elements. Furthermore, functionality may be distributed among the elements in a manner different from that depicted. For example, the node management system 2710 may be omitted, and information about the nodes may be stored and updated in the transportation network planning system 3204.

[0222] 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 demand for transportation services, proposes locations of transportation nodes to help meet that demand, and simulates the flow of passengers and aircraft 2708 between nodes to assist in network planning.

[0223] The transportation service coordination system 2706 coordinates transportation services as a set of transportation nodes become operational. The transportation service coordination system 2706 pairs users (passengers) requesting transportation services with specific aircraft 2708. The transportation service coordination system 2706 may also interact with ground transportation to coordinate mobility services. For example, the transportation service coordination system 2706 may be an extension of an existing transportation service coordinater, such as a ride-sharing service.

[0224] Aircraft 2708 is a vehicle that flies between nodes in the transportation network (each serving ground support equipment 104). Aircraft 2708 may be controlled by a human pilot (in the vehicle or on the ground) or may 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, aircraft that take off at angles other than vertical, etc.

[0225] Aircraft 2708 may include electrical architecture 2602 that communicates status information (e.g., via network 2714) to other elements of computing environment 2700. Status information may include current location, current battery charge, potential component failures, etc. Electrical architecture 2602 of aircraft 2708 may also receive information such as routing information, weather information, energy availability at nodes where the aircraft is planned to be or is currently located (e.g., the number of kilowatts that may be drawn from the power grid at the node).

[0226] The node management system 2710 provides functionality at nodes within a transportation network. A node is a location where aircraft are intended to land and take off. Different types of nodes may exist within a transportation network. For example, a node located in a central area with a high passenger throughput may include sufficient infrastructure to allow 16 (or more) aircraft 2708 to take off or land simultaneously (or nearly simultaneously). Similarly, such a node may include multiple charging stations for recharging battery-powered aircraft 2708. In contrast, a node located in a sparsely populated rural area may include infrastructure for a single aircraft 2708 and may not have any charging stations. The node management system 2710 may be located at the node or may be located remotely and connected via a network 2714. In the latter case, a single node management system 2710 may serve multiple nodes.

[0227] In some examples, the node management system 2710 monitors the status of the equipment at the node and reports to the transportation network planning system 2704. For example, if a charging station experiences a malfunction, the node management system 2710 may automatically report that it is unavailable to charge aircraft 2708 and request maintenance or replacement. The node management system 2710 may also control the equipment at the node. For example, in some examples, a node includes one or more launch pads that can be moved from a takeoff / landing location to a loading / unloading location. The node management system 2710 may control the movement of the launch pads (e.g., in response to instructions received from the transportation services coordination system 2706 and / or the aircraft 2708).

[0228] The client device 2712 is a computing device from which a user may arrange transportation services within the transportation network. In some examples, the client device 2712 is a mobile device (e.g., a smartphone, a tablet, etc.) running an application for arranging transportation services. The user provides a pickup location and a destination within the application, and the client device 2712 transmits a request for transportation services to the transportation services coordination system 2706. Alternatively, the user may provide the destination, and the pickup location is determined based on the user's current location (e.g., determined from GPS data of the client device 2712).

[0229] Regardless of how they are generated, the transportation services coordination system 2706 determines how to fulfill transportation requests. In some examples, transportation requests can be fulfilled by a combination of ground and air transportation. The transportation services coordination system 2706 sends information to the user's client device regarding how the request will be fulfilled (e.g., which vehicle the user should take, walking directions if necessary, etc.).

[0230] The data repository 2702 includes one or more servers that may or may not be hosted by the air transportation network provider. The data repository 2702 provides information usable by other components of the computing environment 2700, such as meteorological information at the nodes (barometric pressure, dew point, temperature, wind direction), geographic information about the nodes (elevation, longitude / latitude, etc.), usable by the transportation network planning system 2704 or the aircraft 2708 for trip planning and for use in determining the capabilities of the energy storage system 2606, as described in more detail below. In some examples, the data repository 2702 may be a weather service provider, a mapping or other geographic information provider, or the like. The data repository 2702 may also be hosted as part of or distributed among other components of the computing environment 2700, such as the transportation services coordination system 2706 or the node management system 2710.

[0231] The network 2714 provides a communication channel through which 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 wired and / or wireless communication systems.

[0232] Computer Systems FIG. 28 shows a diagrammatic representation of a machine 2800 in the exemplary form of a computer system (e.g., system controller 202, control center 112, GSE controller 1608, flight computer 2610) within which instructions 2804 (e.g., software, program, application, applet, app, or other executable code) may be executed to cause the machine 2800 to perform any one or more of the methodologies discussed herein. The instructions 2804 may transform a generic, unprogrammed machine 2800 into a specific machine 2800 programmed to perform the functions described and illustrated in the manner described. In alternative examples, the machine 2800 may operate as a standalone device or may be coupled (e.g., networked) to other machines. In a networked deployment, the machine 2800 may operate in the capacity of a server machine or a client machine in a server-client network environment, or as a peer machine in a peer-to-peer (or distributed) network environment. Machine 2800 may comprise, 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 mobile phone, a smartphone, a mobile device, a wearable device (e.g., a smart watch), a smart home device (e.g., a smart appliance), other smart device, a web appliance, a network router, a network switch, a network bridge, or any machine capable of sequentially or otherwise executing instructions 2804 that specify operations to be performed by machine 2800. Furthermore, while only a single machine 2800 is shown, the term "machine" shall also be understood to include a collection of machines 2800 that individually or collectively execute instructions 2804 to perform any one or more of the methodologies discussed herein.

[0233] 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 one 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, which may execute instructions 2804. The term "processor" is intended to include multi-core processors, which may have two or more independent processors (sometimes referred to as "cores") that may execute instructions simultaneously. While FIG. 28 shows multiple processors 2806, 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.

[0234] Memory 2808 may include a main memory 2816, a static memory 2818, and a storage unit 2820 accessible to processor 2806, such as via bus 2810. Main memory 2808, static memory 2818, and storage unit 2820 store instructions 2804 that embody any one or more of the methodologies or functions described herein. During execution by machine 2800, instructions 2804 may reside, completely or partially, within main memory 2816, within static memory 2818, within a machine-readable medium 2822 in storage unit 2820, within at least one of processors 2806 (e.g., within a processor's cache memory), or any suitable combination thereof.

[0235] The I / O components 2802 may include a wide variety of components that receive input, provide output, generate output, transmit information, exchange information, capture 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 similar input mechanism, while a headless server machine will likely not include such a touch input device. It will be understood that the I / O components 2802 may include many other components not shown in FIG. 28 . The I / O components 2802 are merely grouped according to functionality to simplify the following discussion, and this grouping is in no way limiting. In various examples, the I / O components 2802 may include an output component 2824 and an input component 2826. Output components 2824 may include visual components (e.g., a display such as a plasma display panel (PDP), a light-emitting diode (LED) display, a liquid crystal display (LCD), a projector, or a cathode ray tube (CRT)), acoustic components (e.g., speakers), tactile components (e.g., vibration motors, resistive mechanisms), other signal generators, etc. Input components 2826 may include alphanumeric input components (e.g., a keyboard, a touchscreen configured to accept alphanumeric input, an optical keyboard, or other alphanumeric input component), point-based input components (e.g., a mouse, touchpad, trackball, joystick, motion sensor, or other pointing device), tactile input components (e.g., physical buttons, a touchscreen that provides the position and / or force of a touch or touch gesture, or other tactile input component), audio input components (e.g., a microphone), etc.

[0236] In a further example, I / O component 2802 may include a biometric component 2828, a motion component 2830, an environmental component 2832, or a position component 2834, among a wide range of other components. For example, biometric component 2828 may include components for detecting expressions (e.g., hand expressions, facial expressions, vocal expressions, body gestures, or eye tracking), measuring biometric signals (e.g., blood pressure, heart rate, body temperature, sweat, or brain waves), identifying a person (e.g., voice identification, retinal identification, face identification, fingerprint identification, or brain wave-based identification), etc. 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. The environmental components 2832 may include, for example, an illuminance 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 ambient noise), a proximity sensor component (e.g., an infrared sensor that detects nearby objects), a gas sensor (e.g., a gas detection sensor that detects the concentration of harmful gases for safety purposes or measures pollutants in the air), or other components that may provide an indication, measurement, or signal corresponding to the surrounding physical environment. The position components 2834 may include a location sensor component (e.g., a GPS receiver component), an altitude sensor component (e.g., an altimeter or barometer that detects atmospheric pressure from which altitude can be derived), an orientation sensor component (e.g., a magnetometer), etc.

[0237] Communications may be implemented using a wide variety of technologies. I / O component 2802 may include a communications component 2836 operable to couple machine 2800 to network 2838 or device 2840 via coupling 2842 and coupling 2844, respectively. For example, communications component 2836 may include a network interface component or another suitable device for interfacing with network 2838. In further examples, communications component 2836 may include a wired communications component, a wireless communications component, a cellular communications component, a near field communications (NFC) component, a Bluetooth® component (e.g., Bluetooth® Low Energy), a Wi-Fi component, and other communications components providing communications via other modalities. Device 2840 may be another machine or any of a wide variety of peripheral devices (e.g., a peripheral device coupled via USB).

[0238] Additionally, the communications component 2836 may detect an identifier or may include a component operable to detect an identifier. For example, the communications component 2836 may include a radio frequency identification (RFID) tag reader component, an NFC smart tag detection component, an optical reader component (e.g., an optical sensor that detects one-dimensional barcodes such as Universal Product Code (UPC) barcodes, multi-dimensional barcodes such as Quick Response (QR) Codes, Aztec Codes, Data Matrix, Dataglyph, MaxiCode, PDF417, Ultra Code, UCC RSS-2D barcodes, and other optical codes), or an acoustic detection component (e.g., a microphone that identifies tagged audio signals). Additionally, various information may be derived via the communications component 2836, such as location via Internet Protocol (IP) geolocation, location via Wi-Fi signal triangulation, or location via detection of NFC beacon signals that may indicate a specific location.

[0239] Executable Instructions and Machine Storage Media Various memories (i.e., memory 2808, main memory 2816, static memory 2818, and / or memory of processor 2806) and / or storage units 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 methodologies or functions described herein. These instructions (e.g., instructions 2804), when executed by processor 2806, cause various operations to be performed to carry out the disclosed examples.

[0240] As used herein, the terms “mechanical storage medium,” “device storage medium,” and “computer storage medium” mean the same thing and can 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 interpreted to include, without limitation, solid-state memory, as well as optical and magnetic media, and to include memory internal or external to a processor. Specific examples of mechanical storage media, computer storage media, and / or device storage media include, by way of example, semiconductor memory devices, e.g., erasable and programmable read-only memory (EPROM), electrically erasable and programmable read-only memory (EEPROM), FPGAs, non-volatile memory including flash memory devices, magnetic disks such as internal hard disks and removable disks, magneto-optical disks, CD-ROM and DVD-ROM disks. The terms “mechanical 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 covered by the term “signal media” described below.

[0241] Transmission medium 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 WAN, a WWAN, a MAN, the Internet, a portion of the Internet, a portion of the PSTN, a plain old telephone service (POTS) network, a cellular network, a wireless network, a Wi-Fi network, 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 transfer technologies. For example, 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, third Generation Partnership Project (3GPP®) including 3G, fourth generation wireless (4G) networks, Universal Mobile Telecommunications System (UMTS), High Speed ​​Packet Access (HSPA), Worldwide Interoperability for Microwave Access (WiMAX), Long Term Evolution (LTE) standards, as defined by various standards-setting organizations, other long-range protocols, or other data transport technologies.

[0242] Instructions 2804 may be transmitted or received over network 2838 using a transmission medium via a network interface device (e.g., a network interface component included in communications component 2836) and utilizing any one of a number of well-known transfer protocols (e.g., Hypertext Transfer Protocol (HTTP)). Similarly, instructions 2804 may be transmitted or received to device 2840 using a transmission medium via connection 2844 (e.g., a peer-to-peer connection). The terms “transmission medium” and “signal medium” mean the same thing and may be used interchangeably in this disclosure. The terms “transmission medium” and “signal medium” shall be interpreted to include any intangible medium capable of storing, encoding, or carrying instructions 2804 for execution by machine 2800, as well as digital or analog communications signals or other intangible media for facilitating the communication of such software. Accordingly, the terms “transmission medium” and “signal medium” shall be interpreted to include all forms of modulated data signals, carrier waves, and the like. 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.

[0243] Computer-readable medium The terms "machine-readable medium," "computer-readable medium," and "device-readable medium" mean the same thing and may be used interchangeably in this disclosure. These terms are defined to include both mechanical storage media and transmission media. Thus, these terms include both storage devices / media and carrier / modulated data signals.

[0244] Security As mentioned above, security, and particularly cybersecurity, can be enhanced through the provision of a number of features within the above-described electric aircraft charging environment 102. Examples of such security features may include:

[0245] Unidirectional data connection: The electric aircraft charging environment 102, in some examples, implements a unidirectional data connection by only allowing data to flow from the aircraft 2400 to the charging system and not the other way around. 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 and a 100BASE-T cable. These data connections are physically isolated from external networks to prevent unauthorized access. The data connections may be implemented using copper wire or fiber optic cable to prevent electromagnetic interference.

[0246] Authentication and Encryption: Authentication and encryption of data transmitted between the aircraft 2400 and the ground support equipment 104 is performed using the aircraft data link 412. This protects sensitive battery, flight, and aircraft data from unauthorized access and eavesdropping. Data is encrypted using a 256-bit AES algorithm before being transmitted between the aircraft 2400, the charging handle 108, and the charging system in the ground support equipment 104. Both the aircraft 2400 and the charging system provide matching authentication keys to establish the data connection. These keys are provided only to authorized personnel.

[0247] Physical Isolation: Physical: Physical isolation of the charging system network is achieved in some instances by not allowing any external network connections. System components are connected on 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 persons accessing the secure facility.

[0248] Secured Components: Secured components, including charging system computers (e.g., in system controller 202), data storage devices, network equipment, and other components in electric aircraft charging environment 102, have protections such as strong access controls and encryption to prevent unauthorized access. Access is limited to authorized personnel with the necessary security clearance. Secured components may be located in secured facilities. Data on storage devices is encrypted, and access can be controlled using multi-factor authentication, including ID cards and biometrics. Audits of access and activity are recorded for secured components.

[0249] Monitoring and Auditing: Monitoring and auditing of the electric aircraft charging environment 102 charging system network may be performed to detect unauthorized access or tampering. The control center 112 may coordinate charging operations and monitor the ground support equipment 104 system. Audit logs track access to and changes to system data and components so that problems can be quickly identified and addressed. Network monitoring systems track network activity and traffic for signs of intrusion or unauthorized access. Motion sensors, video cameras, and access logs provide monitoring of the ground support equipment 104 physically secured facilities. Unauthorized physical or network access sends alerts to security personnel.

[0250] 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 necessary for charging operations. Unnecessary network connections, software, and access paths that may present vulnerabilities may be avoided. The charging system computer may further 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 restricts users and applications to only the data and system functions necessary for their roles. Strict change control procedures govern any changes made to the charging system software, configuration, or hardware.

[0251] Redundancy: Redundancy in charging system data networks and components eliminates single points of failure that could be targets for cyberattacks. This may include redundant data connections, storage, and network equipment. Local data networks may be implemented using redundant network switches and cabling paths. Critical data is backed up on redundant storage devices in case of failure. Redundant power supplies and power distribution units provide backup power for all charging system components. Redundant monitoring, security, and network equipment help ensure continued operations even if a single component fails or is compromised. Seamless failover and fallback mechanisms deploy backup components as needed, while notifying personnel of failures.

[0252] The redundant and isolated designs of ground support equipment 104 are intended to eliminate single points of failure that could affect security or operations. Building redundancy and isolation into systems minimizes the risk of disruption due to cyberattacks, technical failures, or unauthorized access. In conjunction with rigorous security procedures and controls, ground support equipment 104 is able to maintain data and system security at the level necessary for safe operation.

[0253] example Example 1 is a charging handle for an electric vehicle, the charging handle including: a housing; a core movably received within the housing, the core having a plurality of connectors that operably engage with 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 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.

[0254] In Example 2, the subject matter of Example 1 includes the plurality of connectors comprising a fluid connector, an electrical connector, and a data connector. In Example 3, the subject matter of Example 2 includes the fluid connector comprising a coolant inlet connector and a coolant outlet connector configured to facilitate circulation of chilled 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.

[0255] In Example 4, the subject matter of Examples 2-3 includes the electrical connector comprising first and second high voltage connectors configured to facilitate charging of first and second isolated battery packs, respectively, of the electric vehicle.

[0256] In Example 5, the subject matter of Examples 2-4 includes the data connector comprising a data offload and interlock connector configured to facilitate the transfer of battery charge data, aircraft telemetry data, and flight data between the electric vehicle and an external controller.

[0257] In Example 6, the subject matter of Examples 1-5 includes the drive mechanism comprising a helical cam having a cam drive slot defined therein and a cam follower connected to the core, the cam follower engaged with the cam drive slot such that rotation of the helical cam causes the core to move axially between engaged and disengaged positions.

[0258] In Example 7, the subject matter of Example 6 includes the helical cam including a cam lobe configured to engage with the latch mechanism to release the latch mechanism from the charge port when the core is in the disengaged position.

[0259] In Example 8, the subject matter of Examples 1-7 includes the latch mechanism comprising one or more pivotable latch arms having latch tongues for engaging a charge port of an electric vehicle.

[0260] In Example 9, the subject matter of Example 8 includes one or more pivotally movable latch arms being biased to a locked position when the core is in the engaged position. In Example 10, the subject matter of Examples 1-9 includes a visual indicator that identifies the position of the core relative to the housing.

[0261] In Example 11, the subject matter of Examples 1-10 includes a control circuit configured to convert a data link. In Example 12, the subject matter of Examples 1-11 includes a pressure relief valve in fluid communication with a coolant inlet channel of the core, the pressure relief valve configured to open based on pressure in the coolant inlet channel exceeding a threshold value to release coolant pressure to the coolant outlet channel.

[0262] In Example 13, the subject matter of Examples 2-12 includes the plurality of connectors configured to facilitate ordered engagement with respective connectors of the plurality of connectors of the electric vehicle.

[0263] In Example 14, the subject matter of Example 13 includes the sequenced engagement beginning with the ground connector, followed by the fluid, electrical, and data connections. In Example 15, the subject matter of Example 14 includes the plurality of connectors being configured with different lengths to facilitate ordered engagement with respective connectors of the charging port, the order being a ground connector having a first length, a fluid connector having a second length longer than the first length, an electrical connector having a third length longer than the second length, and a data connector having a fourth length longer than the third length.

[0264] In Example 16, the subject matter of Examples 1-15 includes a wheel handle connected to the drive mechanism to operate the drive mechanism and enable user control of the core position within the housing. In Example 17, the subject matter of Example 16 includes a drive mechanism that converts rotation of the wheel handle into linear motion of the core.

[0265] In Example 18, the subject matter of Examples 16-17 includes a locking mechanism on the wheel handle configured to prevent rotation of the wheel handle when the core is in an engaged or disengaged position.

[0266] In Example 19, the subject matter of Examples 1-18 includes one or more pressure sensors configured to generate pressure data indicative of a pressure of coolant fluid within the charging handle, the pressure data being transmitted to an external controller that controls the flow of coolant based on the pressure data.

[0267] In Example 20, the subject matter of Examples 1-19 includes a proximal end configured to be coupled to a hose and cable bundle, the proximal end including a coolant inlet receptacle and a coolant outlet receptacle for coupling fluid conduits of the hose and cable bundle to coolant inlet and outlet channels of a core of the charging handle.

[0268] 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 that implement any of Examples 1-20. Example 22 is an apparatus having means for carrying out any one of Examples 1 to 20.

[0269] Example 23 is a system that executes any of Examples 1 to 20. Example 24 is a method for carrying out any of Examples 1 to 20.

Claims

1. 1. A charging handle for an electric vehicle, the charging handle comprising: Housing and a core movably received within the housing, the core having a plurality of connectors operably engaging with 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; a latch mechanism configured to secure the housing to the electric vehicle when the core is in the engaged position and to allow release of the charging handle from the electric vehicle when the core is in the disengaged position; Equipped with a charging handle.

2. The charging handle of claim 1 , wherein the plurality of connectors comprises a fluid connector, an electrical connector, and a data connector.

3. 3. The charging handle of claim 2, wherein the fluid connector comprises a coolant inlet connector and a coolant outlet connector configured to facilitate circulation of chilled 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. 3. The charging handle of claim 2, wherein the electrical connector comprises first and second high voltage connectors configured to facilitate charging of first and second isolated battery packs, respectively, of the electric vehicle.

5. 3. The charging handle of claim 2, wherein the data connector comprises a data offload and interlock connector configured to facilitate the transfer of battery charge data, aircraft telemetry data, and flight data between the electric vehicle and an external controller.

6. 2. The charging handle according to claim 1, wherein the drive mechanism comprises: a helical cam having a cam drive slot defined therein; a cam follower connected to the core, the cam follower engaged with the cam drive slot such that rotation of the helical cam causes the core to move axially between the engaged and disengaged positions.

7. 7. The charging handle of 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 of claim 1 , wherein the latch mechanism comprises one or more pivotable latch arms having latching tongues for engaging the charging port of the electric vehicle.

9. The charging handle of claim 8 , wherein the one or more pivotally movable latch arms are biased to a locked position when the core is in the engaged position.

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

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

12. 10. The charging handle of claim 1, including a pressure relief valve in fluid communication with the core's coolant inlet channel, the pressure relief valve configured to open based on pressure in the coolant inlet channel exceeding a threshold value to relieve coolant pressure to the coolant outlet channel.

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

14. 14. The charging handle of claim 13, wherein the sequenced engagement includes beginning with a ground connector, followed by fluid, electrical, and data connections.

15. 15. The charging handle of claim 14, wherein the plurality of connectors are configured with different lengths to facilitate the sequenced engagement with respective connectors of the charging port; The charging handle has an order of the ground connector having a first length, the fluid connector having a second length longer than the first length, the electrical connector having a third length longer than the second length, and the data connector having a fourth length longer than the third length.

16. 10. The charging handle of claim 1, including a wheel handle connected to the drive mechanism for manipulating the drive mechanism to allow user control of the core position within the housing.

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

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

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

20. 10. The charging handle of claim 1, comprising a proximal end configured to be coupled to a hose and cable bundle, the proximal end including coolant inlet and outlet receptacles for coupling fluid conduits of the hose and cable bundle to coolant inlet and outlet channels of the core of the charging handle.

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