Balancing batteries by flight controllers

Abstract

An aircraft for in-flight battery management, comprising: a body of the aircraft; a plurality of batteries, wherein at least one battery is partially or fully decoupled from the rest of the batteries; a plurality of thrust vector units, each comprising one or more motor-propeller assemblies that provide thrust along a thrust vector to the body, and wherein said plurality of thrust vector units are powered by said plurality of batteries; at least one controller, configured for: determining or receiving at least one target goal related to one or both of the aircraft's performance and batteries' performance; translating the target goal to power demands from the plurality of batteries; and implementing said power demands by modifying the power consumption of one or more motor-propeller assemblies to achieve said target goal while meeting flight requirements.

Description

[0001] BALANCING BATTERIES BY FLIGHT CONTROLLERS

[0002] RELATED APPLICATION / S

[0003] This application claims the benefit of priority of U.S. Provisional Application No. 63 / 527,031 filed on July 16, 2023, the contents of which are incorporated herein by reference in their entirety.

[0004] FIELD AND BACKGROUND OF THE INVENTION

[0005] The present invention, in some embodiments thereof, relates to electrically powered flying vehicles and, more particularly, but not exclusively, to a battery-powered aircraft.

[0006] Additional background art includes U.S patent application No. 11,905,008 disclosing “A VTOL aircraft has both fixed wing and fixed-position multi-rotors. The aerial vehicle is capable of vertical takeoff and landing, forward flight and maneuverability control by using a same set of thrust producing elements. Relative rotor / wing placement reduces potential cross-interference in the functions of each. Relative rotor / wing / fuselage angulation potentially reduces passenger discomfort during forward flight and / or transitions between forward flight and takeoff / landing. In some embodiments, the aerial vehicle does not include control surfaces, with control being achieved by differential thrust between the rotors.” (abstract)

[0007] SUMMARY OF THE INVENTION

[0008] Following is a non-exclusive list including some examples of embodiments of the invention. The invention also includes embodiments which include fewer than all the features in an example and embodiments using features from multiple examples, also if not expressly listed below.

[0009] Example 1. An aircraft system for in-flight battery charge balancing, the aircraft system comprising: a body of the aircraft; motor-propeller assemblies configured to provide vertical lift to the body, and arranged in a plurality of pairs each powered by a respective battery; wherein the motor-propeller assemblies of each pair are positioned on opposite sides of the body, such that an axis extending between them extends through, over and / or under the body; and a controller, configured to: receive a vertical thrust selection input; sense differences among charge states of the batteries; and adjust thrusts produced by the pairs of motor-propeller assemblies to reduce the differences among charge states, while producing the selected vertical thrust.

[0010] Example 2. The aircraft system of example 1, wherein the plurality of pairs comprises at least four pairs.

[0011] Example 3. The aircraft system of example 2, wherein the at least four pairs are grouped into at least two groups of two pairs each, each group comprising first and second sets of vertically aligned propellers on opposite sides of the body.

[0012] Example 4. The aircraft system of any one of examples 1-3, wherein the controller activates adjusting thrusts to reduce the differences among charge states once said differences exceed a threshold.

[0013] Example 5. The aircraft system of example 4, wherein the threshold is selected from the range of about 2% difference to about 15% difference.

[0014] Example 6. The aircraft system of example 5, wherein the threshold is about 10%.

[0015] Example 7. The aircraft system of any one of examples 1-6, wherein the controller ceases adjusting thrusts to reduce the differences among charge states once said differences fall below a threshold.

[0016] Example 8. The aircraft system of example 7, wherein the threshold is selected from the range of about 2% difference to about 10% difference.

[0017] Example 9. The aircraft system of example 8, wherein the threshold is about 5%.

[0018] Example 10. The aircraft system of any one of examples 1-9, wherein the controller adjusts thrusts using relative gain factors selected from within a range of about 0.8 to about 1.2, compared to a baseline gain factor of 1.

[0019] Example 11. The aircraft system of example 10, wherein the motor-propeller assemblies each produce the same amount of thrust when each is operating at its baseline gain factor.

[0020] Example 12. The aircraft system of example 10, wherein the motor-propeller assemblies produce different amounts of thrust when each is operating at its baseline gain factor.

[0021] Example 13. The aircraft system of example 3, wherein the controller adjusts thrusts for any non-zero magnitude sensed charge state differences.

[0022] Example 14. The aircraft system of any one of examples 1-13, comprising reducing thrust produced by one of the plurality of pairs, while increasing thrust on each other of the plurality of pairs.

[0023] Example 15. The aircraft system of any one of examples 1-13, comprising reducing thrust produced by one of the plurality of pairs, while increasing thrust on less than all others of the plurality of pairs. Example 16. The aircraft system of any one of examples 1-13, comprising reducing thrust produced by one of the plurality of pairs, while increasing thrust on one other of the plurality of pairs.

[0024] Example 17. An aircraft for in-flight battery management, comprising: a body of the aircraft; a plurality of batteries, wherein at least one battery is partially or fully decoupled from the rest of the batteries; a plurality of thrust vector units, each comprising one or more motor-propeller assemblies that provide thrust along a thrust vector to the body, and wherein said plurality of thrust vector units are powered by said plurality of batteries; at least one controller, configured for: determining or receiving at least one target goal related to one or both of the aircraft's performance and batteries’ performance; translating the target goal to power demands from the plurality of batteries; and implementing said power demands by modifying the power consumption of one or more motorpropeller assemblies to achieve said target goal while meeting flight requirements.

[0025] Example 18. The aircraft of example 17, wherein the controller is configured for monitoring the batteries and for performing said implementing in response to said monitoring.

[0026] Example 19. The aircraft of any of examples 17-18, wherein the controller is configured for detecting a change at one or more batteries of plurality of batteries, with respect to other batteries or with respect to itself.

[0027] Example 20. The aircraft of any of examples 17-19, wherein for at least one vector unit of said plurality of vector units each motor-propeller assembly is powered by a different battery from other motor-propeller assembly in said at least one vector unit.

[0028] Example 21. The aircraft of any of examples 17-20, wherein each battery of plurality of batteries powers at least two motor-propeller assemblies, each of another thrust unit wherein the at least two motor-propeller assemblies are positioned on opposite sides of the body.

[0029] Example 22. The aircraft of any of examples 21, wherein said two motor-propeller assemblies on opposite sides of the body are not adjacent to each other.

[0030] Example 23. The aircraft of any of examples 17-20, wherein each battery of plurality of batteries powers a different motor-propeller assembly.

[0031] Example 24. The aircraft of any of examples 17-23, wherein the plurality of batteries, comprises at least two batteries and wherein the plurality of thrust vector units comprises at least four thrust vector units. Example 25. The aircraft of any of examples 17-24, wherein the plurality of batteries, comprises at least four batteries and wherein the plurality of thrust vector units comprises at least four thrust vector units, each comprising a couple of motor-propeller assemblies.

[0032] Example 26. The aircraft of any of examples 17-25, wherein each battery of the plurality of batteries is partially or fully decoupled from the rest of the batteries.

[0033] Example 27. The aircraft of any of examples 17-26, wherein said modifying comprises adjusting and / or rearranging the thrust of the one or more motor-propeller assemblies.

[0034] Example 28. The aircraft of any of examples 17-27, wherein the target goals comprise one or more of: prolonging flight duration per charge; extending flight distance per charge; extending battery life cycle; the batteries times of reaching cut-of voltage; and controlling distribution of EoL.

[0035] Example 29. The aircraft of any of examples 17-28, wherein the controller is configured for achieving said target goals by balancing between one or both of at least one battery’s state and at least one battery’s property.

[0036] Example 30. The aircraft of any of examples 18-29, wherein the controller is configured for monitoring one or more of the batteries’ states, detecting differences among said one or more of the batteries’ states, and modifying the power consumption of one or more motor-propeller assemblies to reduce said differences.

[0037] Example 31. The aircraft of example 30, wherein the batteries’ states comprise one or more or any combination of: SoC, SoH, SoF, SoE, current voltage and / or discharge voltage, discharge curve, dower curve, and energy curve.

[0038] Example 32. The aircraft of any of examples 17-31, wherein the controller is configured to consider one or more of the batteries’ properties.

[0039] Example 33. The aircraft of example 32, wherein the batteries’ properties comprise one or more or any combination of: type, size, capacity, energy density, power density, life cycle, nominal voltage, cut-off voltage, OCV, self-discharge rate, temperature sensitivity, internal resistance, EoL, and typical discharge, power and / or energy curve.

[0040] Example 34. The aircraft of any of examples 21-33, wherein the controller is configured to modify the power consumption of said at least two motor-propeller assemblies. Example 35. The aircraft of example 34, wherein the controller is configured to adjust the power consumption of said at least two motor-propeller assemblies by adjusting the thrust produced by one or both motor-propeller assemblies of said at least two motor-propeller assemblies.

[0041] Example 36. The aircraft of any one of examples 35, wherein the controller activates adjusting thrusts to reduce the differences among batteries’ state once said differences exceed a threshold.

[0042] Example 37. The aircraft of example 36, wherein the threshold is selected from the range of about 2% difference to about 15% difference.

[0043] Example 38. The aircraft of any of examples 36-37, wherein the threshold is about 10%.

[0044] Example 39. The aircraft of any one of examples 37-38, wherein the controller ceases adjusting thrusts to reduce the differences among batterie’s states once said differences fall below a threshold.

[0045] Example 40. The aircraft of example 39, wherein the threshold is selected from the range of about 2% difference to about 10% difference.

[0046] Example 41. The aircraft of any of examples 39-40, wherein the threshold is about 5%.

[0047] Example 42. The aircraft of example 36, wherein the controller activates adjusting thrusts to reduce the differences among batteries’ states for any non-zero magnitude detected state differences.

[0048] Example 43. The aircraft of any one of examples 36-42, wherein the controller is configured to adjust thrusts by modifying a gain factor of one or more motor-propellor assemblies of the plurality of motor-propeller assemblies.

[0049] Example 44. The aircraft of any one of examples 36-43, wherein the controller is configured to modify the gain factor by using relative gain factors selected from within a range of about 0.8 to about 1.2, compared to a baseline gain factor of 1.

[0050] Example 45. The aircraft of example 44, wherein the motor-propeller assemblies each produce the same amount of thrust when each is operating at its baseline gain factor.

[0051] Example 46. The aircraft of example 44, wherein the motor-propeller assemblies produce different amounts of thrust when each is operating at its baseline gain factor.

[0052] Example 47. The aircraft of any one of examples 21-46, wherein the controller is configured to reduce thrust produced by one of the one of the two motor-propeller assemblies while increasing thrust of each other two motor-propeller assemblies.

[0053] Example 48. The aircraft of any one of examples 21-47, comprising reducing thrust produced by one of two motor-propeller assemblies, while increasing thrust on less than all other two motorpropeller assemblies. Example 49. The aircraft of any one of examples 21-47, comprising reducing thrust produced by one of two motor-propeller assemblies, while increasing thrust on one other two motor-propeller assemblies.

[0054] Example 50. The aircraft of any one of examples 17-49, wherein the flight requirements comprise a required vertical thrust of the aircraft, a required horizontal thrust of the aircraft, a required thrust vector of the aircraft, a required minimum responsiveness of the aircraft, and / or flight envelop.

[0055] Example 51. The aircraft of any one of examples 17-50, wherein the controller is further configured for receiving input regarding flight preferences and producing said flight preferences. Example 52. The aircraft to example 51, wherein the flight preferences comprise one or more of: preferred responsiveness of the aircraft, preferred speed, preferred altitude, and flight path.

[0056] Example 53. A method for in-flight managing the power demands of an aircraft, powered by more than one battery partially or fully decoupled, comprising: determining or receiving at least one target goal related to one or both of the aircraft's performance and batteries’ performance; translating the target goal to power demands from the plurality of batteries; and implementing said power demands by modifying the power consumption of one or more motorpropeller assemblies to achieve said target goal while meeting flight requirements.

[0057] Example 54. The method of example 53, wherein said implementing comprises implementing a power plane for the batteries.

[0058] Example 55. The method of example 53, comprising monitoring the batteries, detecting at least one difference among the batteries, and performing said implementing in response to said monitoring.

[0059] Example 56. The method of example 55, wherein said monitoring comprises monitoring at least one state of the battery.

[0060] Example 57. The method of any one of examples 55-56, wherein said detecting comprises detecting at least one difference at at least one state of the battery.

[0061] Example 58. The method of example 57, wherein the at least one state of the battery comprises one or more or any combination of: SoC, SoH, SoF, SoE, current voltage, discharge voltage, discharge curve, power curve, and energy curve.

[0062] Example 59. The method of any of examples 56-58, wherein the monitoring comprises considering at least one property of the battery.

[0063] Example 60. The method of example 59, wherein the at least one property of the battery comprises one or more or any combination of: type, size, capacity, energy density, Power density, Life cycle, Nominal voltage, Cut-off voltage, OCV, Self-discharge rate, Temperature Sensitivity, Internal resistance, EoL, and Typical discharge, power and / or energy curve.

[0064] Example 61. The method of any of examples 53-60, wherein said modifying comprises modifying the power consumption of one or both of two motor-propeller assemblies powered by a same battery and mounted on different thrust vector units.

[0065] Example 62. The method of any of examples 58-61, wherein said target goals comprises reducing said at least one difference.

[0066] Example 63. The method of any of examples 61-62, wherein said modifying comprises increasing thrust produced by two motor-propeller assemblies compared to another two motorpropeller assemblies mounted on the same thrust units, and powered by another battery.

[0067] Example 64. The method of any of examples 61-63, wherein said modifying comprises increasing thrust produced by two motor-propeller assemblies compared to another two motorpropeller assemblies mounted on other thrust units, and powered by another battery.

[0068] Example 65. The method of any of examples 61-64, wherein said modifying comprises decreasing thrust produced by two motor-propeller assemblies compared to one or more other two motor-propeller assemblies powered by other batteries.

[0069] Example 66. The method of any of examples 61-64, wherein said modifying comprises modifying a default gain factor of one or more motor-propeller assemblies to a modified gain factor for each.

[0070] Unless otherwise defined, all technical and / or scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the invention pertains. Although methods and materials similar or equivalent to those described herein can be used in the practice or testing of embodiments of the invention, exemplary methods and / or materials are described below. In case of conflict, the patent specification, including definitions, will control. In addition, the materials, methods, and examples are illustrative only and are not intended to be necessarily limiting.

[0071] As will be appreciated by one skilled in the art, some embodiments of the present invention may be embodied as a system, method or computer program product. Accordingly, some embodiments of the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment (including firmware, resident software, micro-code, etc.) or an embodiment combining software and hardware aspects that may all generally be referred to herein as a “circuit,” “module” or “system.” Furthermore, some embodiments of the present invention may take the form of a computer program product embodied in one or more computer readable medium(s) having computer readable program code embodied thereon. Implementation of the method and / or system of some embodiments of the invention can involve performing and / or completing selected tasks manually, automatically, or a combination thereof. Moreover, according to actual instrumentation and equipment of some embodiments of the method and / or system of the invention, several selected tasks could be implemented by hardware, by software or by firmware and / or by a combination thereof, e.g., using an operating system.

[0072] For example, hardware for performing selected tasks according to some embodiments of the invention could be implemented as a chip or a circuit. As software, selected tasks according to some embodiments of the invention could be implemented as a plurality of software instructions being executed by a computer using any suitable operating system. In an exemplary embodiment of the invention, one or more tasks according to some exemplary embodiments of method and / or system as described herein are performed by a data processor, such as a computing platform for executing a plurality of instructions. Optionally, the data processor includes a volatile memory for storing instructions and / or data and / or a non-volatile storage, for example, a magnetic hard-disk and / or removable media, for storing instructions and / or data. Optionally, a network connection is provided as well. A display and / or a user input device such as a keyboard or mouse are optionally provided as well.

[0073] Any combination of one or more computer readable medium(s) may be utilized for some embodiments of the invention. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. A computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhau stive list) of the computer readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.

[0074] A computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including, but not limited to, electromagnetic, optical, or any suitable combination thereof. A computer readable signal medium may be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.

[0075] Program code embodied on a computer readable medium and / or data used thereby may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0076] Computer program code for carrying out operations for some embodiments of the present invention may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0077] Some embodiments of the present invention may be described below with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions / acts specified in the flowchart and / or block diagram block or blocks.

[0078] These computer program instructions may also be stored in a computer readable medium that can direct a computer, other programmable data processing apparatus, or other devices to function in a particular manner, such that the instructions stored in the computer readable medium produce an article of manufacture including instructions which implement the function / act specified in the flowchart and / or block diagram block or blocks.

[0079] The computer program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other devices to cause a series of operational steps to be performed on the computer, other programmable apparatus or other devices to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide processes for implementing the functions / acts specified in the flowchart and / or block diagram block or blocks.

[0080] Some of the methods described herein are generally designed only for use by a computer, and may not be feasible or practical for performing purely manually, by a human expert. A human expert who wanted to manually perform similar tasks, such as managing batterie’s power output, might be expected to use completely different methods, e.g., making use of expert knowledge and / or the pattern recognition capabilities of the human brain, which would be vastly more efficient than manually going through the steps of the methods described herein.

[0081] BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S)

[0082] Some embodiments of the invention are herein described, by way of example only, with reference to the accompanying drawings. With specific reference now to the drawings in detail, it is stressed that the particulars shown are by way of example and for purposes of illustrative discussion of embodiments of the invention. In this regard, the description taken with the drawings makes apparent to those skilled in the art how embodiments of the invention may be practiced.

[0083] In the drawings:

[0084] Figure 1 is a simplified illustration of an aircraft, powered by more than one partially and / or fully decoupled battery, in accordance with exemplary embodiments of the invention;

[0085] Figure 2 is a simplified flow chart of an exemplary method for managing batteries’ states and / or characteristics (e.g., properties and / or parameters), in accordance with exemplary embodiments of the invention;

[0086] Figure 3 is a flow diagram of a method for managing the power consumption of an aircraft, powered by more than one battery, partially and / or fully decoupled, in accordance with exemplary embodiments of the invention;

[0087] Figure 4 is a flow chart of an exemplary method for balancing batteries’ states and / or parameters, in accordance with exemplary embodiments of the invention;

[0088] Figure 5 is a schematic representation of an aircraft powered by more than one fully and / or partially decoupled battery, in accordance with exemplary embodiments of the invention;

[0089] Figures 6A-D are simplified schematic illustrations of an exemplary batteries balancing method of an aircraft having diagonal architecture, in accordance with exemplary embodiments of the invention; Figure 7 is a flow chart of an exemplary method for balancing at least one state and / or parameter of partially and / or fully decoupled batteries of an aircraft having a dual diagonal architecture, in accordance with exemplary embodiments of the invention;

[0090] Figure 8 is an illustration of a flight control system of an aircraft having at least one partially and / or fully decoupled battery, in accordance with exemplary embodiments of the invention;

[0091] Figure 9 is an illustration of a battery management system 900 of an aircraft having at least one partially and / or fully decoupled battery, in accordance with exemplary embodiments of the invention; and

[0092] Figure 10 is an exemplary discharge graph of two partially and / or fully decoupled aircraft batteries, in accordance with exemplary embodiments of the invention.

[0093] DESCRIPTION OF SPECIFIC EMBODIMENTS OF THE INVENTION

[0094] The present invention, in some embodiments thereof, relates to electrically powered flying vehicles and, more particularly, but not exclusively, to a battery-powered aircraft.

[0095] Overview

[0096] An aspect of some embodiments of the invention relates to managing the power consumption of an electrical aircraft powered by one or more partially and / or fully decoupled batteries.

[0097] In some embodiments, this power consumption management is performed to achieve required and / or desired goals in terms of the aircraft’s and / or batteries’ performances while reducing and / or avoiding electricity transfer from one battery to another. It is to be noted that the partially and / or fully decoupled battery(ies) potentially increases aircraft safety. For example, if one (or more) battery fails, the others can continue to supply power, enabling the aircraft to still operate and / or land safely. In some embodiments, the power management is performed to achieve a desired battery(ies) performance, while still meeting required flight goals (e.g., flight requirements), such as a required aircraft’s vertical thrust.

[0098] In some embodiments, the power management comprises tweaking the flight power consumption distribution to modify an absolute and / or relative power demand (and / or power output) from one or more batteries. Without being bound to theory, a multi-motor aircraft (such as an eVTOL aircraft and / or a drone) aircraft is controlled by relative changes between its propellers’ speed. The different motor speeds translate to different thrust vectors, which allow the operation of the aircraft during flight (e.g., control over the attitude, altitude, and / or speed of the aircraft). Generally, the power consumption of each motor is proportional to its propeller’s thrust, which leads to a variant scheme of power consumption over time for each motor. This variation translates into differences in the batteries' output (e.g., discharge rates and / or discharge curves) (which can also be referred to as depletion regimes). In case all the motors are powered by the same battery, and / or by electrically coupled batteries, this variation has no significant influence on the aircraft and / or batteries performances. However, if each motor, and / or, a set of motors, is powered by a different battery (e.g., an electrically isolated battery), then the differences between the batteries’ outputs might lead to an imbalance between the batteries. For example, at least one battery may constitute a weak link in terms of its ability to deliver power and / or provide energy.

[0099] Alternatively or additionally to imbalance arising from the flight nature, in some embodiments, an imbalance can also result from differences between the batteries themselves which affect the battery’s performances (e.g. battery’s abilities to provide power / energy). For example, differences between the characteristics of the batteries (e.g., any battery’s property described in this document) and / or conditions of the batteries (e.g., such as SoC and / or SoH and / or any battery’s state described in this document).

[0100] In some embodiments, the aircraft’s power consumption (and / or power demands from the batteries thereof) is managed for potentially increasing the aircraft's endurance (e.g, prolonging flight duration and / or flight distance per charge), for example, by tweaking the flight power consumption such that the weakest battery(ies) work less (e.g., in terms of time) and / or work less hard (e.g., in terms of power). The endurance performance of an electrical aircraft (such as a multimotor eVTOL aircraft) where the aircraft comprises more than one partially and / or fully electrically decoupled battery, is limited by a battery currently having the least ability to provide power and / or energy or that has reached a state where it can no longer supply sufficient power. This limitation generally shortens the flight duration between recharging the aircraft's batteries although the overall remaining energy and / or charge of all the batteries is sufficient for a longer flight. In some embodiments of the invention, an in-flight management of the batteries' power consumption is employed for balancing between the batteries’ abilities to provide power and / or energy, optionally by balancing between their state and / or properties that influence this ability (e.g., SOE, SOP, SOC). This power management potentially enables to obtain such a balance while the batteries potentially remain partially and / or fully decoupled.

[0101] In some embodiments, the balancing comprises monitoring the batteries and / or modifying the power output of one and / or of them for potentially avoiding and / or reducing differences therebetween. This potentially prevents one battery from reaching a state of insufficient power before the others. Generally, the load of each motor-propellor assembly and / or load distribution of the plurality of motor-propellor assemblies and accordingly their power consumptions are unpredictable. For example, in a manned aircraft, the loads are affected by the pilot's actions and / or flying style. Potentially, monitoring the batteries and adjusting the power demands therefrom upon detecting an imbalance is particularly useful for power management of the batteries.

[0102] Alternatively or additionally, the power output of the batteries can be controlled in advance to potentially avoid imbalance, for example, by obtaining a desired discharge graph for one or more batteries optionally, according to a power plan. For example, in some embodiments, The flight plan is known, and / or the aircraft is unmanned, so a power plan can be calculated in advance. In another example, the power plan is based on an Al system's prediction of the pilot's flying style, which has been learned from the pilot's previous flights.

[0103] In some embodiments, alternatively or additionally to balancing the batteries for enhancing flight endurance, power management can be performed to achieve other goals. For example, in some embodiments, the aircraft’s power consumption (and / or power demands from the batteries thereof) is managed for potentially distributing the batteries' wear. This distribution allows control over the timing of battery replacements (EOL), optionally, so that they are spaced further apart in time and / or closer in time (e.g., reaching EOL at the same time).

[0104] In some embodiments, desired power demands for one or more batteries are met by controlling the corresponding power consumption of the respective motors. In some embodiments, the motors’ power consumption is proportional to their respective propellors’ thrust (e.g., affected by speed and / or pitch) so the motor’s power consumption can be controlled by adjusting and / or rearranging the thrust produced by the propellors.

[0105] In some embodiments, the aircraft’s motor and propellors are paired as motor- propellor assemblies. In some embodiments, the motor-propellor assemblies are positioned and / or distributed on the aircraft to potentially enable thrust rearrangements while still meeting flight requirements (such as safety demands). For example, the motor-propellor assemblies are positioned and / or distributed on multiple sides of the aircraft’s center of gravity (COG). In some embodiments, the association of batteries with the motors (e.g. motor-propeller assemblies is such that each battery powers motors that are distributed on opposite sides, optionally symmetrically across the aircraft's body and / or positioned at equal or similar distances from one another. This distribution potentially allows the aircraft to balance its thrust in the event of battery failure and / or motor-propeller assembly failure.

[0106] In some embodiments, the motor-propellor assemblies and / or at least some of them are arranged as couples (e.g., pairs of motor-propellor assemblies), such that each motor-propellor assemblies of a couple is positioned at opposite sides of the aircraft (e.g., of the aircraft’s body). In some embodiments, each motor-propellor assembly of a couple is positioned on other end of the aircraft's body diagonal, optionally, defining a control axis of the aircraft therebetween. In some embodiments, each couple is powered by a respective battery (e.g., partially and / or fully decoupled battery). For example, in some embodiments, the aircraft comprises two batteries and four motor-propellor assemblies, each powering a couple of motor-propellor assemblies. In other embodiments, the aircraft comprises four batteries and eight motor-propellor assemblies, such that each battery powers one couple of motor-propellor assemblies. In the event of a battery failure, power ceases reaching the two motor-propellor assemblies of the motor-propellor assemblies couple. This potentially prevents loss of control and / or rotation of the aircraft on its axis, having the potential advantage of increasing the aircraft's safety. Alternatively or additionally, in the event of motor-propellor assembly failure, the controller shuts the other motor-propellor assembly at the opposite side of the control axis.

[0107] In some embodiments, two motor-propellor assemblies couples are positioned on one control axis of the aircraft, where each couple is powered by a different battery. An event of battery failure may lead to a failure of one of the motor-propellor assemblies couples, to which the battery is associated. The second couple of motor-propellor assemblies can then compensate for the lack of the first couple of motor-propellor assemblies by providing the required thrust along the control axis.

[0108] It is to be noted that in some embodiments, the concepts of motors positioning / arrangement and / or association with batteries can be implemented without applying power demand management from the batteries.

[0109] Without being bound to theory, since the stability of the aircraft is optionally achieved along each diagonal (e.g., control axis) separately, this arrangement allows using one motor-propellor assembly more and / or less than the other motor-propellor assembly of the same group optionally for commencing a climb command, alternatively or additionally to any other flight stage such as cruising and / or landing. In some embodiments, power distribution is achieved by powering each sub-system (e.g., a pair of motor-propellor assemblies on both sides of a control axis of the aircraft) from two partially and / or fully electrically decoupled (e.g., independent) batteries, making sure that it will function even if one of the batteries fails.

[0110] In some embodiments, an eVTOL aircraft comprises four independent batteries (e.g., fully and / or partially electrically decoupled batteries), each driving (e.g., powering) two diagonally opposed motors. The architecture of multiple independent batteries potentially allows for overcoming an event of battery failure, ensuring a safe landing of the aircraft, even when only 3 batteries are functional. In some embodiments, for any number of batteries and / or any number of motors - the aircraft’ s endurance is determined by the lowest reserve battery (e.g., having the lowest ability to provide power and / or energy). In some embodiments, the batteries may experience different depletion schemes (e.g., present different discharge curves), creating unbalanced performance. This may happen due to the nature of the aircraft balancing, pilot’s steering, route characteristics, or flight and weather conditions. The need to keep the batteries completely independent means that their outputs are not shared and that they each experience different consumption needs. For example, a compensation method for an imbalance between two (or more) batteries’ states (such as state of charge) is to use a couple of diagonal motors more extensively than the other pair which is mounted on the same diagonal and is connected to another battery. Potentially, this can be done without degrading the aircraft’s performance. For example, compensation can be achieved by using one set of diagonal motors more extensively than the other pair of motors found on the other diagonal, for example for commencing a climb command. Potentially this can be done since the stability of the aircraft is achieved along each diagonal separately. For example, compensation can be achieved by using one set of diagonal motors less extensively than the other three pairs of motors. For example, during the entire flight and / or during a climb or descent command. Potentially this can be done since the stability of the aircraft is achieved along each diagonal separately.

[0111] In some embodiments for performing the above examples, the flight control system is aware of the batteries and / or constantly monitors the batteries’ state of charge. In case of imbalance, the system would slightly change the thrust gain of the motor pair that is using the least depleted battery (the one that has more energy and / or more ability to provide power), so that it would constantly use more of its thrust vs. the other motor pairs. When the batteries are balanced, all the motor pairs will be used with a similar gain. Alternatively, the flight control system would slightly change the thrust gain of the motor pair that is using the most depleted battery (the one that has less energy), so that it would constantly use less of its thrust vs. the other motor pairs. When the batteries are balanced, all the motor pairs will be used with a similar gain.

[0112] An aspect of some embodiments of the invention relates to a flight plan for a multi-rotor aircraft, including a power plan for its batteries. In some embodiments, the power plan defines how to manage and / or distribute the power demands among the batteries, taking into account the state or capabilities of each battery, for potentially fulfilling the flight plan. For example, the power plan allows the battery to maintain sufficient charge and / or power throughout the flight considering for example the flight plane’s route of flight, and altitude profile. Optionally and / or additionally the power plan ensures the battery maintains sufficient charge and / or power to handle weather considerations (wind, precipitation, and / or extreme temperatures) and / or unexpected situations.

[0113] In some embodiments, the power plan is aware of or can identify a battery with reduced capabilities and distributes energy consumption accordingly, for example, by minimizing the use of this battery when not necessary. In some embodiments, once a battery is identified with reduced capabilities the power plan rearranges the distribution of power demands from the batteries to enable the fulfillment of the flight plan. In some embodiments, the power plan rearranges the distribution of power demands from the batteries in response to changes in the flight plane.

[0114] In some embodiments, the power plan comprises battery-related goals, and optionally, flight-related goals. For example, a battery-related goal can be improving a battery lifespan, and it may be achieved by reducing and / or avoiding deep discharges and / or frequent high power demands that can stress the battery. For example, if a Li-ion battery is repeatedly deeply discharged, it can lead to the formation of lithium metal plating on the anode, which is irreversible and increases the risk of short circuits within the battery.

[0115] In some embodiments, the power plan resulted from optimization processes optionally aimed at enhancing the battery’s efficiency and / or improving flight performances. In some embodiments, the optimization processes use the batteries’ properties and / or states to find a solution that fulfills a selected optimization objective.

[0116] In some embodiments, the power plan incorporates considerations of maintaining or uniformly degrading the flight envelope for potentially obtaining consistent aircraft performance. In some embodiments, the power plan optimizes battery usage to maintain the necessary performance levels throughout the flight phases for potentially preserving the flight envelope by avoiding scenarios where the aircraft might unexpectedly run out of sufficient power. In some embodiments, a battery starts to degrade, the controller can adjust power distribution among the charger and / or healthier batteries to compensate, potentially maintaining the overall performance and stability of the aircraft.

[0117] Before explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not necessarily limited in its application to the details of construction and the arrangement of the components and / or methods set forth in the following description and / or illustrated in the drawings and / or the Examples. The invention is capable of other embodiments or of being practiced or carried out in various ways. Referring now to Figure 1, showing a simplified illustration of an aircraft 100, powered by more than one partially and / or fully decoupled battery, according to some embodiments of the invention.

[0118] In some embodiments, aircraft 100 is a battery-powered multi-motor electric vertical takeoff and landing (eVTOL) aircraft, manned and / or unmanned. In other embodiments, aircraft 100 is a drone and / or any other electrical-powered vehicle and / or apparatus. Aircraft 100, comprises a plurality of thrust units including a plurality of electric motors and / or engines 102, where each is paired with at least one propeller and / or rotor 104 (e.g., defining a motor-propellor assembly). In some embodiments, aircraft 100 comprises a plurality of batteries 106 (e.g., more than one battery) for supplying power to the propeller(s) / rotor(s) 104 and / or motors 102, where one or more batteries are partially and / or fully electrically decoupled. Electrically decoupling is referred to herein, inter alia, as isolating batteries from each other to prevent direct electrical interaction and / or electric transformation therebetween. The partially and / or fully electrically decoupled batteries have the potential advantage of increasing safety in cases of battery failure. For example, in the event of one or more battery failures, other partially and / or fully electrically decoupled batteries allow for maintaining the aircraft’ s functionality and / or enabling control of the aircraft for flight continuation and / or safe landing. For example, in the event that a battery fails, the other batteries can continue to deliver power to the aircraft.

[0119] In some embodiments, each battery of batteries of plurality of batteries 106 is associated with one or more motors of plurality of motors 102 and / or motor-propellor assemblies. For example, in some embodiments, each battery powers one motor and / or motor-propellor assembly, potentially enhancing the ability to control the aircraft in the event of a battery failure, and having the potential advantage of improving the aircraft’s safety. Optionally, each battery is relatively smaller (e.g., in volume and / or weight) relative to a battery intended to power more than one motor and / or motor-propellor assembly.

[0120] In other embodiments, each battery powers two or more motors and / or motor-propellor assemblies, potentially allowing to reduce the number of batteries required to power the aircraft. Reducing the number of batteries has the potential advantage of reducing the aircraft’s weight, cost of production, and / or cost of battery maintenance.

[0121] In some embodiments, this association is a constant / permanent association (e.g., a dedicated battery-to-motor configuration), optionally such that the power supply cannot be rerouted dynamically during flight by switching the motors that a battery is associated with. In some embodiments, this potentially reduces and / or obviates the need for a splitter device, having the potential advantage of decreasing the aircraft’s weight (e.g., which lacks the splitter device). In addition, in an aircraft having a dedicated battery-to-motor configuration, there is less and / or no need for switching mechanisms to allocate power among different motors. This potentially reduces the number of potential failure points and / or increases the aircraft’s reliability. Furthermore, the failure of one battery or motor less and / or does not affect the others, having the potential advantage of further increasing overall aircraft’s reliability.

[0122] Alternatively or additionally, the batterie’s association enables power routing, which refers to the ability to distribute and / or transfer power from the batteries to various components and systems within the aircraft, such as other motors than the motors the battery is associated with and / or other systems such as the aircraft’s air-conditioner and / or multimedia system. In some embodiments, aircraft 100 comprises a power distributor device (not shown), responsible for delivering and / or distributing electrical power from the batteries (e.g., plurality of batteries 106) to the different components and / or subsystems of aircraft 100. In some embodiments, the power distributor device is responsible for preforming power routing if needed. The operation of aircraft 100 is achieved by the relative changes between the speeds of propellers / motors 104. The speeds of the different motors 102 translate to different thrust vectors, which allow control over the aircraft’ s performance during flight (for example, controlling the attitude, altitude, and / or speed of the aircraft). Aircraft 100 comprises at least one flight control system (FCS) 108 (also referred to as at least one controller and / or flight controller) that controls and / or transmits commands to the aircraft's motors 102 and rotors / propellers 104. In some embodiments, aircraft 100 comprises a battery managing system (BMS) 110, connected to and / or comprised in flight control system 108. In some embodiments, battery management system 110 is configured to monitor plurality of batteries 106 and control the operation thereof and optionally, configured to alert and / or tune and / or adjust the flight control system 108, if and / or when needed. In some embodiments BMS 110 transmits data information (e.g., input) regarding the batteries to FSC 108 and FSC 108 calculates the desired power demand from each battery based on the data information. In some embodiments, BMS 110 provides FSC 108 Recommendations regarding batteries usage and the FCS decides whether to implement them. Alternatively or additionally, BMS 110 commands the FSC 108 on the power demands from battery(ies). In some embodiments, FSC 110 outputs commands that are transmitted through BMS that can adjust these commands to obtain the desired power demands for the batteries. This potentially allows to

[0123] In some embodiments, the power consumption of each motor 102 is proportional to the thrust required from its corresponding propeller 104. These differences in the power consumption of each motor lead to a variant scheme of power demands from the batteries over time (e.g., discharge curves) and / or to different power outputs from each battery. Additionally or alternatively, the batteries of plurality of batteries 106 may differ from one another in their state (e.g., dynamic conditions that describe a current status and / or operational conditions of the battery) and / or parameters (e.g., properties and / or characteristics, fairly constant but changes over time, that define the battery and / or the capabilities thereof. For example, the batteries can differ in type (which defines, inter alia, capacity, power and / or energy density and / or a typical discharge curve, internal resistance behavior and / or nominal voltage) and size (which defines, inter alia, the total power and / or energy), and in their SOC (state of charge) and / or SOH (state of health).

[0124] In some embodiments, the motors, propellors, and / or motor-propellor assemblies are similar and / or identical (e.g., producing the same amount of thrust when each is operating at its baseline gain factor). In other embodiments, at least some of the motors, propellors, and / or motor- propellor assemblies are different from each other (e.g., producing different amounts of thrust when each is operating at its baseline gain factor), which also may lead to a variation in the power consumption scheme over time (e.g., discharge rate) and / or to different power / energy demands from each battery. In some embodiments, the motor-propellor assemblies differ from each other in one or more of motor size, propeller size, orientation, pitch, age (e.g., wear), and the condition of the motor and / or propeller. In some embodiments, the motor-propellor assemblies differ from each other in their location on the aircraft, such as behind or in front of a wing, closer to or farther from the aircraft COG (center of gravity). In some embodiments, one or more motor-propeller assemblies are used more than others as a result of aircraft operation, optionally depending on the pilot, flight plan, and / or external factors such as weather. For example, if a pilot prefers turning to a certain side, then the motor-propellor assemblies on that side may be used relatively more than others. The performance of an aircraft (e.g., aircraft 100), powered by more than one partially and / or fully decoupled battery, is generally limited by the battery having the lower and / or the most inferior state(s) and / or parameters (such as the least remaining energy (e.g., SoE - state of energy), power (e.g., SoP - state of power) and / or charge (e.g., SoC - state of charge) This limitation might result in reduced aircraft performance (such as reduced endurance performance).

[0125] In some embodiments, managing the power demand from the batteries and / or the power consumption of the motors / propellers, optionally, without requiring an electrical connection and / or electricity transformation between the batteries, can potentially improve the aircraft’ s performance and / or the batteries’ performance, (such as enhancing the aircraft endurance, enhancing the overall power consumption efficiency and / or extend the operational life of each battery), optionally, while not impairing the aircraft’s safety.

[0126] In some embodiments, for example, safety can be defined by the probability of a catastrophic event that leads to injuries or death. In some embodiments, a low enough probability of catastrophe events is achieved by the robustness of the aircraft’s sub-systems (e.g., e.g., a pair of motor-propellor assemblies) and by their redundancy which ensures continued operation if one fails. For example, in some embodiments, aircraft 100 includes four isolated batteries and is designed to be capable of a safe landing with only three of them functional. In some embodiments, this design and / or redundancy of batteries potentially reduces the mean time between catastrophic events by approximately 10%, 20%, 30%, 10-20%, or 15-30%.

[0127] In some embodiments, managing the power demand from the batteries may potentially enhance the aircraft’s safety. For example, in some embodiments, the power demand from the batteries is managed to balance the batteries' ability to deliver power, thereby potentially increasing flight duration and / or flight distance. This has the potential advantage of increasing the likelihood of achieving a timely and / or safe landing if necessary. In other embodiments, the power demand from the batteries is managed to distribute the batteries' degradation (e.g., for obtaining a distribution of the batteries' SoH). This SoH distribution has the potential advantage of reducing the risk of unexpected failure of more than one battery.

[0128] For example, in some embodiments, managing the power demand from the batteries is employed by modifying the power consumption of the mo tors / mo tors -propeller assemblies. In some embodiments, The power consumption of the mo tors / mo tors -propellers assemblies is modified by adjusting and / or rearranging the thursts of the motors / motors-propellers assemblies, optionally by alerting their gain factor compared to a default (e.g., baseline) gain factor thereof.

[0129] For example, in some embodiments, the gain factor is part of a control-loop used to command a motor 106. This is the mechanism that is used to manipulate the actual power (thrust) generated by each one or more motor(s) powered by a same battery.For example, if the default gain factor is 80, then by changing one set to 82 and the other set of motors to 78 - you effectively get more thrust for the first set relative to the second set just by changing this multiplication factor.

[0130] For example, in some embodiments, the control loop is implemented inside at least one flight controller 108, commanding the motor controller, and / or controlling the motor. In some embodiments, flight controller 108 converts the pilot’s command into differential thrust commands to all motors 102. The control loop is implemented inside the flight controller 108, receiving the motor controller’s feedback and converging on the target value (per each motor 102).

[0131] For example, in some embodiments, the at least controller 108 manipulates the control loop’s coefficients (multipliers), thus creating different thrusts per a couple of motors (vs another couple). In turn, this manipulation puts an extra burden on the motors which generate larger thrust and lead to higher battery power consumption. In some embodiments, this potentially allows modifying the power consumption of the motors and / while allowing the least SOC difference across all batteries.

[0132] In some embodiments, aircraft 100 (e.g., controller 108) comprises an electronic speed controller (ESC) that controls the amount of electrical current (power) powering each motor of aircraft 100, thereby adjusting their relative power consumption (for controlling the speed and torque) of each motor (e.g., The motor's speed (RPM) is controlled by the current applied to it.

[0133] In some embodiments, aircraft 100 comprises an ESC for each motor and / or each controller associated with a motor. For example, in some embodiments, the ESC of each motor is connected to an aircraft battery (DC 800V) and it turns this DC voltage / current input into 3 -Phases of sinusoidal current output (using DSP and MOSFET transistors) to the motor. The current's amplitude and frequency correlate to the speed / current command coming out of the flight controller.

[0134] For example, in some embodiments, the gain factor is manipulated inside the flight controller, so that the output command (per motor) holds the compensation in power.

[0135] In other words, the manipulation is done by the flight controller: It samples the batteries' status (via each battery's BMS), and decides which battery is the "lowest" (for example, least SOC). Following this observation, the flight controller would alter the gain factor of this battery's related motors (via the output commands to these motors' ESCs) to be marginally LOWER (few %) than the other motors. In practice this will translate into less thrust by the battery's motors, and thus inevitably to HIGHER power by the other motors - which will compensate for the loss of thrust. This process is done continuously, throughout the flight duration, and allows us to monitor and "fix" the power consumption of the batteries at all times. The final outcome is a longer flight (as the flight duration will always be limited by the least charged battery).

[0136] For example, in some embodiments, the FCS is closing the loop of two values: ATT (Attitude, in all 3 axis) and ROC (Rate of Climb)

[0137] The pilot commands are "translated" to changes in ROC and / or ATT.

[0138] So, if the pilot wishes to ascend, then the FCS would generate motor commands that would increase the thrust (upwards) and create positive ROC.

[0139] The thrust is split (theoretically) evenly between all (8) motors, so that each motor will receive a (almost) similar increase in the current command.

[0140] Let's say that the thrust gain was increased from 125 Kg to 140Kg per motor. This is a total increase of 120Kg thrust per aircraft.

[0141] After the "FCS Battery Manipulation", the two motors connected to the lowest battery will actually increase to "only" 130Kg, resulting in "automatic" compensation by the other motors to 143.33Kg, alternatively or additionally resulting in intentional compensation, by the FCS which will manipulate the gain of the other 6 motors upwards”.

[0142] The "automatic" compensation is a result of the ROC loop: the pilot's command for increased ROC is translated to +120Kg thrust (needed to achieve +ROC), hence the remaining 6 motors will have to go beyond 140Kg to "close the gap" of the weaker motors.

[0143] This same explanation is relevant for ATT change requests.

[0144] For example, in some embodiments, the electronic speed controller controls the power delivered to the motors by converting DC current into 3-phase sinusoidal currents according to torque command from the flight control system.

[0145] For example, if the ESC increases the current, it increases the motor's RPM. Higher RPM results in higher propeller speed, thereby increasing thrust. If the ESC decreases the current, it reduces the motor's RPM and the propeller's speed. Lower RPM results in lower propeller speed, thereby decreasing thrust. If the ESC increases the current, it increases the torque. Higher torque enables the motor to maintain higher RPM under load, thereby sustaining or increasing thrust. If the ESC decreases the current, it reduces the torque. Lower torque can reduce the RPM under load, thereby decreasing thrust.

[0146] Referring now to Figure 2, showing a simplified flow chart 200 of an exemplary method for managing batteries’ states (e.g., dynamic conditions indicating the current status and / or operational condition of the battery) and / or parameters (e.g., properties or characteristics that define the battery's design and capabilities, usually having typical values for a new and / or normal battery which changes throughout time and battery usage), according to some embodiments of the invention.

[0147] The method of flow chart 200 comprises:

[0148] At 202, at least one state and / or parameter (and / or property) of the aircraft’s battery(ies) are evaluated by a system (e.g., controller 108 and / or BMS 110). The at least one state and / or parameter referred to herein as any value that indicates the battery and / or the battery array (e..g, plurality of batteries 106) performance abilities, optionally, during flight. In some embodiments, batteries’ at least one state is evaluated while considering the parameters of the batteries) For example, in some embodiments, the SoC of a is evaluated while considering the batteries’ capacity. This potentially allows comparing a current amount of capacity stored in different batteries (e.g., having different capacities).

[0149] In some embodiments, evaluation of a battery state may comprise an evaluation of one or more of: 1. State of Charge (SOC), which is a measure of the current amount of capacity stored in the battery compared to its maximum capacity (how full it is).

[0150] 2. State of Health (SOH), which represents the battery’s ability to store and deliver electrical energy, compared with a new battery (reflecting the degradation of the battery).

[0151] 3. State of Function (SOF), which represents a current ability of the battery to meet specific performance requirements, (e.g., delivering or receiving a certain power level).

[0152] 4. State of Power (SOP), which represents the current ability of the battery to deliver power.

[0153] 5. State of energy" (SOE), which represents the current amount of energy available (e.g., stored) in the battery (Wh / KWh).

[0154] 6. Current voltage and / or discharge voltage, referred to herein as the voltage measured at a given moment, where the battery is under load (e.g., discharging).

[0155] 7. Discharge curve, which is a graph that shows the voltage and / or current of the battery over time as it discharges.

[0156] 8. Power curve, which is a graph that shows the power output variation over time as the battery discharges.

[0157] 9. Energy curve, which is a graph that shows changes in the battery’s energy over time during a discharge process).

[0158] 10. Current internal resistance, which refers to the opposition within the battery to the flow of electric current and indicates the efficiency of a battery during discharge.

[0159] In some embodiments, evaluation of battery characteristics may comprise an evaluation of one or more of:

[0160] 1. Type (e.g., battery chemistry, , high power and / or high energy battery). For example, Li- ion, Li-S, and / or Li-metal).The battery chemistry defines its energy density, power density, cycle life, safety limitations and / or being a high power (e.g., delivering high current over short periods and / or a high energy battery (e.g., storing and delivering energy over long periods)

[0161] 2. Design, and / or manufacture(brand). A battery’s design may comprise an electrolyte composition, cell design (electrodes, structure, thickness, and / or surface area, separator's type), and / or additives. The battery’s design may influence its voltage, capacity, internal resistance, and / or being a high power and / or a high energy battery. The manufacturer may affect the battery’s quality which influences the performance thereof.

[0162] 3. Size (battery’s weight, volume, and / or number of cells). Larger batteries (in weight and / or volume) generally indicate higher energy density if the additional weight / volume comes from more active material. The number of cells and their configuration (e.g., series and / or parallel configuration) affects the voltage and / or capacity of the battery. 4. Capacity, which refers to the amount of electric charge that a battery can store and / or deliver. The greater the capacity, the more charge the battery can deliver and / or the longer it can function.

[0163] 5. Battery energy density (e.g., gravimetric energy density (Wh / kg) and / or volumetric energy density (Wh / L)), which is a measure of the amount of energy a battery can store relative to its mass and / or size. The higher the battery energy density, the more energy the battery can deliver relative to its size and / or allow the battery to be smaller.

[0164] 6. Power density, which represents how quickly a battery can deliver energy, is expressed in watts per kilogram (W / kg). The higher the power density, the more power the battery can deliver relative to its size, allowing for more robust and rapid energy output.

[0165] 7. Life cycle / cycle count / lifespan, which is the number of complete charge and discharge cycles a battery can undergo before its capacity falls below a certain percentage of its original capacity, typically 80%. The higher the life cycle, the longer the battery can continue to operate effectively before needing replacement.

[0166] 8. Nominal voltage, which is a standard or average voltage that the battery is designed to provide during typical (e.g., normal) operation conditions. The higher the nominal voltage, the more power the battery can deliver at a given time.

[0167] 9. Cut-off voltage, which is the minimum voltage level at which a battery can operate before it needs to be recharged or replaced. The lower the cut-off voltage, the more deeply the battery can be discharged before needing to be recharged, potentially extending the usable energy per charge cycle.

[0168] 10. OCV (Open Circuit Voltage), which describes the voltage of a battery when it is not connected to any load or circuit. The OCV can indicate the battery’s state of charge (SoC) and / or changes in OCV indicate the battery’s state of health (SoH). High OCV indicates a higher state of charge and energy capacity.

[0169] 11. Self-discharge rate, which is the rate at which a battery loses its charge when it is not connected to any load or being used. The higher the self-discharge rate, the faster the battery loses its charge when not in use, which can significantly reduce the available energy over time and require more frequent recharging even when the aircraft is idle.

[0170] 12. Temperature Sensitivity, which defines a range of temperatures within the battery can safely and efficiently operate, and / or be stored. As the temperature range is narrow, the battery may require more precise environmental control to operate efficiently and avoid performance degradation or safety issues. 13. Internal resistance behavior, which is the resistance within the battery that affects its efficiency and performance. In some embodiments, the temperature in the battery environment is measured to assess the effect on the battery's performance (for example extremely low temperatures reduce performance while extremely high temperatures accelerate degradation). In some embodiments, The temperature of the battery is measured during use to receive an Indication of the batteries' internal resistance and / or to potentially avoid thermal runaway. The higher the internal resistance, the more energy is lost as heat during operation, which can lead to reduced efficiency and potentially shorten the battery's lifespan

[0171] 14. End of Life (EOL) refers to the point at which a battery can no longer perform its intended function effectively and safely, for example, when there is a significant reduction in the battery's capacity e..g, below an acceptable threshold, generally below 70-80% of its original capacity. The higher the End of Life (EoL) threshold, the longer a battery can be used before it no longer meets the minimum performance standards and / or needs to be replaced. In some embodiments, the power demands from a battery can be reduced when it reaches its cut-off voltage, potentially allowing the voltage to rise above it. In some embodiments, the power demand from the battery is controlled to stabilize the battery to operate at its cut-off voltage, thereby extending its operating time. In some embodiments, the battery at its cut-off voltage can be placed in the aircraft in a location where it has less impact on the flight.

[0172] 15. Typical discharge, power, and / or energy curve of a battery’s type and / or of a specific battery. As the curves are steeper the battery may deplete its energy more quickly, resulting in shorter periods of operation before requiring a recharge.

[0173] At 204, a desired batteries’ power demand(s) are provided by the system, based on the evaluation (e.g., of act 202). In some embodiments, the desired batteries’ power demand(s) is selected to meet flight requirements. In some embodiments, the flight requirements comprise one or more of a required thrust vector (e.g., of the aircraft and / or of each thrust unit and / or motor- propellor assemblies powered by a same battery) vertical thrust (e.g., of the aircraft and / or of each propellor), horizontal thrust (e.g., of the aircraft and / or of each propellor), flight envelope, aircraft's responsiveness (in force and / or time) and / or any other factor that affects and / or controls the movement and / or stability of the aircraft. In some embodiments, these requirements are dictated by the controller (e.g., flight control system 108), optionally, inputted by a human pilot and / or operator (e.g., while steering the aircraft), alternatively or additionally, inputted by an autopilot and / or a flight plan. For example, the pilot inputs a command to increase the aircraft’s speed, the controller translates the command to a desired thrust from the motor-propellor assemblies and then translates the desired thrusts to power demands for the batteries and such that the power consumption of the motor-propellor assemblies are aligned with the power demand from their respective battery.

[0174] For example, if a battery presents relatively lower SoC, SoH, SoE and / or SoP with respect to the other batteries, then controller 108 calculates a desired power demand therefrom that is reduced relative to the other batteries, and / or power demand from one or more of the other batteries that is increased relative to this battery.

[0175] At 206, the propellors’ (e.g., propellors 104) thrusts and / or motors’ (e.g., motors 102) power consumption are managed and / or arranged to meet the desired batteries’ power demand(s). In some embodiments, a battery power demand is proportional to the power consumption of a motor associated therewith.This power consumption is proportional to the thrust of the propeller paired with the motor, so potentially a desired batterie’s power demand(s) can be achieved by arranging and / or rearranging the propellers’ thrusts accordingly. In some embodiments, a propeller’s thrust is modified by adjusting the corresponding motor’s gain factor (e.g., as described herein / . In some embodiments, increasing the gain factor of a motor increases the propeller’s thrust, and decreasing the gain factor of the motor decreases the thrust thereof.

[0176] In some embodiments, a desired batteries’ power demand(s) is achieved by adjusting the propellers’ vertical thrusts, while reducing and / or avoiding the risk of losing altitude and / or crashing during or as a result of the adjustment.

[0177] In some embodiments, alternatively and / or additionally to modifying the propellers’ thrusts, a desired batteries’ power demand(s) can be achieved by modifying the propellers’ pitches. A propeller pitch refers to the angle of the blades of a propeller, which affects how much air the propeller moves during each rotation. Adjusting a propeller’s pitch affects the aerodynamic resistance (drag) and / or power consumption. For example, lowering the pitch increases aerodynamic resistance (drag) and increases the propeller’s power consumption while increasing the pitch decreases aerodynamic resistance (drag) and decreases the propeller’s power consumption.

[0178] In some embodiments, a propeller’s pitch can be adjusted to modify the propeller's thrust, for example, the pitch can be adjusted to a fine pitch (low pitch angle) and be used to generate more thrust at lower speeds, such as during takeoff and climb. Optionally, once airborne, the pitch can be adjusted to a coarse pitch (high pitch angle), which leads the propeller to generate less thrust compared to a fine pitch.

[0179] Alternatively or additionally, a desired batteries’ power demand(s) can be achieved by routing power from one or more batteries to other applications of the aircraft, such as air conditioning. For example, in some embodiments, electricity can be transferred from a battery having a low power consumption (e.g., a low discharge rate), for example since the battery powers a propellor operated at a low thrust, to other motors and / or to other systems of the aircraft.

[0180] Optimization process- parametric solution search

[0181] In some embodiments, a desired battery(ies) power demand(s) are result of optimizing one or both of battery(ies) operation and / or flight performance.

[0182] In some embodiments, the optimization process comprises receiving inputs, calculating, and / or performing a search (such as an iterative search) in a space of parameters (e.g., solution space) to find and / or calculate a solution that meets an optimization requirement(s) (e.g., optimization objective(s)). Optimization objectives may comprise battery-related objectives and / or flight-related objectives.

[0183] In some embodiments, the optimization comprises using real-time data (inputs) to optimize current battery usage and / or performance and / or current flight requirements.

[0184] In other embodiments, the optimization is based on predictive data (such as predictive algorithms) to anticipate future battery performance and / or usage patterns, in some embodiments the predictive data includes actions and flight style of the pilot, optionally obtained by an Al system (Artificial Intelligence) that learned the pilot while flying the aircraft.

[0185] Alternatively or additionally, predicted flight abilities are calculated based on the anticipated future performance and / or usage patterns of the battery. In some embodiments, desired battery(ies) power demand(s) are calculated to adjust the anticipated future performance and / or usage patterns of the battery to allow achieving future flight requirements.

[0186] For example, in some embodiments, optimization objectives may be one or more and / or any combination of:

[0187] Increasing and / or maximizing aircraft endurance, by extending the duration of flight and / or flight distance on a single charge, optionally, by adjusting the power demands from the batteries to potentially prevent one or more batteries from reaching their capacity / voltage limit before the other batteries, for example by controlling the batteries’ usage so they all have the same SOC during flight;

[0188] Optimizing power delivery (e.g., to the motors) by enabling sufficiently rapid power transitions and / or power availability for all flight phases, optionally, by reducing the use of a battery having reduced ability to deliver power such that when / if relatively high power is needed all batteries are available and potentially can deliver the required power; Reducing battery(ies) degradation, and prolonging the battery(ies) lives, optionally, keeping the battery from reaching or working in extreme conditions that increases the degradation thereof;

[0189] Distributing battery(ies) wear for obtaining a desired degradation uniform and / or non- uniform degradation, optionally by balancing (or unbalancing) the power demand for each battery, during the life (e.g. cycle life) of the batteries;

[0190] Distributing load for obtaining a desired load distribution, optionally by balancing (or unbalancing) the power demand for each battery, during the operation of the batteries (e.g., per charge); and

[0191] Enhancing safety, optionally by managing the battery's operation to prevent and / or reduce the severity of scenarios that could lead to failures such as overcharging, deep discharging, and / or thermal runaway.

[0192] In some embodiments, parameters in the solution space may include one or more of:

[0193] To reduce and / or balance differences between batteries’ states and / or properties, as described for example in flow chart 200, such as SoE, SoP, SoC, and / or SoH;

[0194] Reduce the use of an aged and / or depleted battery; and

[0195] Modifying the flight control system algorithms.

[0196] In some embodiments, the inputs which are data and parameters that feed into the battery management optimization process comprise batteries’ related data, flight requirements -related data, and / or any combination thereof.

[0197] In some embodiments, the batteries’ related data may comprise one or more of the batteries’ states and / or characteristics, for example, as described in flow chart 200, and / or any combination thereof. For example, state of charge (SoC), state of health (SoH), state of energy (SoE), capacity (Ah), voltage (V), internal Resistance (Q), cycle Life, EoL battery’s discharge rate (e.g., scheme over time), battery’s degradation (wear scheme).

[0198] In some embodiments, flight requirements -related data may comprise, one or more and / or any combination of:

[0199] A thrust vector of any propellor, motor-propellor assembly and / or thrust vector unit;

[0200] A vertical and / or horizontal thrust of any propellor and / or motor-propellor assembly;

[0201] The aircraft’s thrust vector;

[0202] The aircraft’s vertical and / or horizontal thrust;

[0203] The power and / or energy requirements for different phases of flight, such as takeoff, cruising, and landing, and / or considering flight duration, flight path, altitude and / or attitude, and the fluctuations in power requirements due to maneuvers, environmental factors, and other dynamic conditions during flight;

[0204] The flight envelope (e.g., operational boundaries within which an aircraft can operate safely and efficiently, such as speed limits- maximum and / or minimum speeds, altitude Limitsminimum and / or maximum altitude and / or G-force limits -the maximum and minimum g-forces the aircraft can withstand); and

[0205] A required aircraft's responsiveness to commands (e.g., response speed and / or response strength). Response Speed measures how fast an aircraft reacts to control inputs. A desired response speed means that the aircraft can change for example direction, altitude, trajectory, or orientation and / or speed in a manner that is proportional to the speed of the input, such as the speed in which the pilot manipulates the control surface or system, where this proportionality level is defined by the desired speed responsiveness.

[0206] A desired response strength (e.g., intensity) means that the aircraft can change for example direction, altitude, trajectory, or orientation and / or speed in a manner that is proportional to the intensity of the input, such as the force with which the pilot manipulates the control surface or system, where this proportionality level is defined by the desired intensity responsiveness. In some embodiments, the optimization process comprises employing a scoring function. In some embodiments, the scoring function is a mathematical and / or algorithmic tool used to evaluate and / or rank different optional solutions optionally, based on a set of predefined criteria and parameters. In some embodiments, the scoring function provides a numerical score optionally, for each possible solution, such that the higher the score, the better the solution meets the optimization objectives. In some embodiments, solutions can be ranked based on their scores to identify the most optimal / suited configuration. In some embodiments, the scoring and / or search is limited by time such that the best solution at the cutoff time is selected, potentially allowing to provide / apply the solution in a real-time system.

[0207] In some embodiments, a user can customize the scoring function according to preferences thereof, such as prolonged lifespan and / or improved battery handling. Additionally, during flight planning, the user can specify areas where increased power or battery handling is required, or they can allow a computer to make suggestions."

[0208] For example, in some embodiments, the optimization objective is to improve the endurance performance of the aircraft (e.g., prolong flight duration between batteries charging). In some embodiments, to achieve this, the inputs considered may include battery capacity, SoE, SoC, and flight requirements (such as flight power and energy demands). In some embodiments, the solution involves balancing the battery's load distribution (e.g., managing batteries’ power output and / or power demand). For example, the power demands for one or more batteries are controlled and / or adjusted such that over time, all batteries are potentially used such that they reach the limit of their ability to provide power and / or energy at the same time, potentially avoiding one battery “dying” too soon and require end of a flight. This balancing has the potential advantage of improving the efficiency of extracting power.

[0209] This may require optimizing parameters such as charge / discharge rates, power distribution between batteries (time and power), and state of charge limits.

[0210] For example, in a balancing process, if the aircraft comprises identical and / or similar batteries (in size and type), having the same age and / or SoH, in some embodiments, the system will strive to reduce the difference in state of charge. For example, if at the beginning of the flight these batteries differ from each other in their SoC, the system will strive to reduce these differences for example by demanding more (in power and / or time) from the more charged battery(ies) and / or by demanding less (in power and / or time) by the less charged battery(ies). In another example, if at the beginning of a flight, these batteries have a similar SoC, the system adjusts the batteries' discharge rates for potentially obtaining a similar decrease in SOC throughout the flight, and / or to reduce differences in SOC throughout the flight.

[0211] In some embodiments, the batteries may differ from each other by the type, size, and / or SoH (e.g., age) thereof. In some embodiments, the system strives to reduce the difference in SoE and / or SoP thereof. For example, a larger or newer battery can contain more energy and has more ability to deliver power even if it is less charged than other batteries, so in some embodiments, the system may demand more (in power and / or time) from this battery.

[0212] In another example, one or more batteries can have lower SoH, for example, an older battery and / or a battery that worked longer / harder or a battery that worked under more difficult conditions than the other batteries, then the power consumption is managed to reduce use and / or demands from this battery.

[0213] For example, in some embodiments, the optimization objective is to extend the life (e.g., cycle life / lifespan) of the batteries, for example, by avoiding extreme operating conditions. Inputs for this objective could include temperature control, cycle count, and internal resistance. Solutions might involve implementing efficient thermal management systems, maintaining a balanced state of charge levels, and using predictive maintenance algorithms to anticipate and mitigate battery wear and degradation. In some embodiments, the controller activates algorithms designed to prolong lifespan and / or reduce degradation, optionally depending on the battery’s conditions (e.g., SoH), optionally comprises battery management schemes that can be implemented in our optimization process and / or optionally in the flight planning process. For example, in some embodiments, the optimization objective is to obtain a desired distribution of the batteries’ End of Life (EoL). In some embodiments, this objective includes that the batteries degrade at desired rates optionally, uniform rate, for potentially preventing any single battery from reaching its EoL significantly earlier than others. Alternatively or additionally, the desired degradation rates are non-uniform for each battery. This distribution has the potential advantage of avoiding the risk of more than one (optionally all) the batteries failing at once. Additionally, this distribution potentially enables to avoid a need to replace more than one and / or all the batteries at once. Inputs for this objective could include individual battery usage data, cycle life, and state of health (SoH). Solutions might involve balancing and / or unbalancing the load distribution across all batteries and / or optimizing charge / discharge cycles.

[0214] For example, in some embodiments, the optimization objective is to ensure sufficient power and / or energy is available for critical flight phases and / or maneuvers and / or for achieving a desired and / or sufficient aircraft responsiveness. In some embodiments, inputs for this objective could include flight requirements such as real-time power demand and / or flight profile, and battery states and / or properties such as SoC, SoE, SoP, SoF, discharge curve, power curve, and / or energy curve. Solutions might involve adjusting power distribution to prioritize critical systems, maintaining optimal SoC levels to ensure power availability, and using predictive algorithms to anticipate and prepare for high-demand phases.

[0215] In some embodiments, a desired power demand from the batteries is set to match / meet flight requirements, for example, providing a high burst of power to achieve lift-off and initial climb, Managing power for a controlled descent and safe landing, Optimizing power output for sustained, efficient flight at altitude. For example, in some embodiments, a depleted battery(ies) and / or a battery(ies) having relatively reduced power-related parameters (such as SoP, SoF, and / or voltage) is used during cruising and less used and / or unused during flight phase which requires high and / or rapid power delivery. Alternatively or additionally, such batteries are less and / or unused during cruising to enable thereof to deliver sufficient power when needed (e.g., during takeoff, landing, and / or altitude and / or attitude changes). Alternatively or additionally, a battery (or batteries) with relatively reduced power-related parameters is unused when its use can be avoided, potentially allowing all batteries to be available when more power is needed. When high power is needed, the depleted battery is required to deliver its maximum.

[0216] For example, in some embodiments, the optimization objective is to provide sufficient energy for the flight duration. This includes ensuring that the batteries have enough capacity to sustain the entire flight from takeoff to landing. Inputs for this objective could include the total energy requirements for the flight profile, battery capacity, and SoC and / or SoE. Solutions might involve optimizing the charge / discharge cycles to maximize energy efficiency, implementing efficient power management systems to minimize energy wastage, and employing advanced predictive models to accurately estimate energy consumption throughout the flight. Additionally, careful planning of the flight path to minimize energy use and strategic load distribution among the batteries can help achieve this objective . In some embodiments, the SoE of each battery and / or the differences therebetween are managed to meet the requirement of a flight, such as a flight duration. The power output of the batteries array is managed such that the overall energy of the batteries is sufficient for a required flight duration, and that there is no weak link (battery with low energy) that limits the operation of the battery array.

[0217] In some embodiments, throughout the flight, the mode alternates between sport and restricted handling to potentially reduce the battery's energy usage, Optionally In some embodiments, a flight path includes segments with limited handling, which require less energy and / or potentially reduce battery degradation. For example, in some embodiments, the optimization objective is to enhance their efficiency, such as extending battery life and / or reducing thermal stress. Inputs for this objective could include battery’s temperature and / or the environment’s temperature, charge / discharge rates, and internal resistance. Solutions might involve implementing advanced thermal management systems to keep batteries within optimal temperature ranges, using adaptive charging algorithms to avoid rapid charging and discharging, and balancing the load across multiple batteries to prevent overloading any single battery. Additionally, predictive maintenance can be used to monitor battery health and preemptively address any issues that might reduce efficiency or increase thermal stress.

[0218] Referring now to Figure 3, showing a flow diagram 300 of a method for managing the power consumption of an aircraft, powered by more than one battery, partially and / or fully decoupled, according to some embodiments of the invention.

[0219] A power plan 306 for a flight is generated to meet target goals 302, while considering the battery’s state and / or parameters 304.

[0220] In some embodiments, target goals 302 comprises flight-related goals, such as flight requirements as described herein, for example, such as the aircraft’s thrust vector, vertical and / or horizontal thrust, flight duration, and flight distance (e.g., aircraft's range). In some embodiments, flight-related goals may comprise selected flight-related goals such as flight speed (within the limits of the flight envelope), aircraft responsiveness level, and / or flight path. In some embodiments, these goals are selected by a human pilot, passenger, and / or operator, and or by the aircraft’ s controller. Alternatively or additionally, target goals 302 may comprise battery-related goals, optionally, short-term goals such as balancing batteries’ state during a flight (such as SoC) and / or long-term goals, such as extending battery life and / or distributing the batteries' EOL (end of life) times.

[0221] In some embodiments, power plan 306 defines a power demand from each battery (e.g., a desired power output and / or power curve from each battery), configured for fulfilling target goals 302. In some embodiments, the power demand from each battery is set to obtain a desired discharge rate from at least one battery, optionally from each battery, optionally, with respect to other batteries, and with respect to itself.

[0222] Then, in some embodiments, power plan 306 is implemented by managing the propellers’ thrust 208 (which defines the motors’ power consumption and / or the batteries' power output). In some embodiments, the power plan (e.g., the desired power demands from the batteries) considers the battery’s energy loss during use, caused for example as a result of internal resistance, heat generation, or inefficiencies in the charging and discharging processes

[0223] At 310-312, in some embodiments, upon changes in a battery state and / or parameters 304 (with respect to other batteries, and / or with respect to itself) the power plane is updated, optionally, a new power plan is generated. For example, if a battery is damaged or unpredictably fails and / or if there is a sudden change in the ambient temperature that affects the battery temperature. In another example, a battery is acting differently than predicted, so that the power demand from it and / or its times of usage can be modified, optionally to converge to the predicted behavior.

[0224] In some embodiments, the update includes modifying the batteries' power demands (which defines the batteries' discharge rates) to still meet the target goals.

[0225] Alternatively or additionally, the power plan is updated (and / or replaced with a new power plan) upon changes in the target goals. For example, changes in the route or duration of the flight, weather changes, and / or flight altitudes.

[0226] Then, the updated and / or new power plane is implemented (314) by adjusting and / or rearranging the propellers’ thrusts (e.g., motors’ power consumption).

[0227] In a particular example (described further herein) this rearranging is employed by modifying the amount of thrust of a couple of motor-propellor assemblies positioned on opposite ends of the aircraft (e.g., at the ends of a diagonal of the aircraft’s body), optionally vs. the thrust of another couple of motor-propellor assemblies positioned on another diagonal of the aircraft’s body. Batteries Management for Increasing Aircraft’s Endurance

[0228] Without being bound to theory, the endurance performance of an electrical aircraft, powered by more than one partially and / or fully decoupled battery is limited by the most inferior, for example, a battery having the least remaining energy, capacity, and / or charge and / or the least ability to deliver power.

[0229] In some embodiments, managing the battery operation and / or discharge rate to balance the batteries’ states and / or parameters potentially enhances the endurance performance of the aircraft during flight, having the potential advantage of increasing flight duration (e.g., battery operation until charging is required) and / or the aircraft's abilities during flight.

[0230] Referring now to Figure 4, showing a flow chart 400 of an exemplary method for balancing batteries’ states and / or parameters, according to some embodiments of the invention.

[0231] Flow chart 400 can be a detailed embodiment of flow chart 200 and / or comprises some acts that use an optimization process as described herein.

[0232] At 402, the batterie’s states and / or parameters are monitored, by a controller (e.g., flight control system 108 and or BMS 110). In some embodiments, the monitoring is performed during the operation of the batterie’s (e.g., during flight), optionally or additionally, the batterie’s parameters and / or state are evaluated prior to the operation thereof (e.g., before flight). In some embodiments, the temperature in the battery environments is measured. Battery performance is highly temperature-dependent such that each battery type has its temperature limits (e.g., for charging, discharging, and / or storage). Using a battery when the temperature exceeds its maximum value may significantly reduce battery efficiency, accelerate the battery’s degradation, and / or impair battery safety. Using a battery when the temperature is below its minimum value may significantly reduce battery efficiency and / or abilities to deliver power. In some embodiments, the temperature of the battery is measured for detecting an increase in battery resistance and / or for detecting safety events, such as overheating, which can lead to thermal runaway (e.g., a condition where increasing temperature causes further heat release, potentially leading to fires and / or explosions. Monitoring temperature potentially allows for detecting abnormal conditions early and / or avoiding thermal runaway.

[0233] In some embodiments, the batteries’ operation (e.g., power demands therefrom) is dictated by required propellers’ thrusts. Differences between the propellers’ thrusts may lead to differences between the battery's discharge rates, for example, generally resulting from the nature of the aircraft's performances such as the aircraft balancing, pilot’s steering, route characteristics, and / or flight and weather conditions. In some embodiments, the batteries’ operation is controlled to meet the requirements of a power plan (e.g., power plan 306), as shown for example in flow diagram 400.

[0234] At 404, an imbalance in the batteries’ state and / or parameters is detected. In some embodiments, at least one battery demonstrates a difference in a state and / or at least one parameter thereof with respect to the other batteries and / or with respect to itself. In some embodiments, a difference is considered as a difference once it exceeds a threshold. In some embodiments, the threshold is about a 10% difference. For example about 5-10%, or 2-15%, 10-30% motors, or about 8%, or 12% or lower or higher or intermediate numbers of percentages. Alternatively or additionally, the threshold is defined as any difference that exceeds the background noise of the measurements. In some embodiments, for example, the imbalance is defined as a difference between the batterie’s remaining abilities to provide power and / or energy, such as energy (e.g., SoE), power (e.g., SoP), charge (e.g., SoC) and / or any other state and / or parameter describe herein, for example in flow chart 200. In some embodiments, each battery is compared to each of the other batteries, for example, for potentially detecting differences between the batteries. Alternatively or additionally, a state and / or parameter of one battery is compared to an average value of the other batteries and / or of all batteries, for example, for potentially detecting an abnormal battery.

[0235] In some embodiments, the batteries are similar in their properties and / or state, so the imbalance can be defined as a difference between the batteries’ state of charge (SOC).

[0236] At 406, once an imbalance is detected, the power demands from one or more batteries are adjusted while still meeting the flight requirements, optionally, by the controller, (e.g., flight control system and / or BMS). In some embodiments, this balancing is performed by modifying the thurst of one or more propellors to reduce the detected difference. For example, In some embodiments, the power demand on a battery showing a reduced state is lowered, for example by reducing the required propeller’s thrust (e.g., by lowering motor’s consumption). Alternatively or additionally, the power demand from one or more other batteries is increased, potentially increasing the discharge rate of the other batteries, for example by increasing the required propeller’s thrust (e.g., motor’s power consumption).

[0237] In some embodiments, thrust adjustment is performed, optionally by the controller, using relative gain factors selected from within a range of about 0.8 to about 1.2, compared to a baseline gain factor of 1.

[0238] At 408, in some embodiments, a balance is achieved when the difference between the batteries’ states and / or parameters is reduced and / or no longer exists and / or when there is a balance between the batteries' ability to provide power and / or energy. . In some embodiments, a balance is considered achieved wherein the difference is below a threshold of about 5%. For example about 2-5%, or 2-10%, 0-10% motors, or about 2%, or 6% or lower or higher or intermediate numbers of percentages. In some embodiments, a balance is considered achieved when the batteries show a same and / or similar behavior such as discharge rate and / or curve, and / or discharge voltage. For example, if one of the batteries is old relative to the others, it is unlikely to balance their SoH during one flight, therefore the balance can be performed by reducing demand from the older battery relative to the other batteries, for example for allowing it to work for the same time duration as the other batteries.

[0239] At 410, optionally, upon achieving balance, the adjustment of the batteries’ power demands (e.g., the modification of the propellors’ thurst) ceased. In some embodiments, the batteries’ power demand returns to be controlled by the nature of the aircraft's performances such as the aircraft balancing, pilot’ s steering, route characteristics, and / or flight and weather conditions. For example, the gain factor of the motors returns to the baseline thereof. In other embodiments, the adjustment (e.g., control over the batteries’ power demands) is retained even after the balance is reached, optionally for reducing and / or avoiding recurrent imbalance. For example, if one of the batteries is old compared to the others (e.g., having lower SoH) ceasing controlling the power demands therefrom may result in an accelerated decay of its discharge curve compared to the other batteries. In some embodiments, if there is one or more batteries with an inferior ability to provide power and / or energy, the power demands therefrom are controlled to avoid an imbalance in their discharge rate and / or curve compared to the other batteries. For example, a battery with a lower ability to provide power and / or energy can be a relatively old battery (e.g., having low SoH) a smaller battery, and / or a battery of another type and / or design. Optionally, the power demands control is initiated from the beginning of a flight until its end and / or until charging, alternatively or additionally the control is employed as long as this battery is used. In some embodiments, the power demands therefrom are controlled based on results of an optimization process, as described hereabove.

[0240] At 412, optionally, in some embodiments, acts 402-410 are repeated throughout the flight (e.g., aircraft operation), optionally, until a safe landing. In some embodiments, acts 402-410 are repeated, throughout several flights (for example, throughout an outbound flight and a return flight).

[0241] Referring now to Figure 5, showing a schematic representation of an aircraft 500 powered by more than one fully and / or partially decoupled battery, according to some embodiments of the invention. Aircraft 500 can be a detailed embodiment of aircraft 100. The same reference numerals have been used to denote parts that are similar to those described for aircraft 100, with the prefix “5” replacing the prefix “1”.

[0242] In some embodiments, aircraft 500 is similar and / or as described in Provisional Patent Application No. 62 / 786,564 filed on December 31, 2018, and / or in the PCT application derived therefrom, No. IL2019 / 051433 filed on December 30, 2019, and the contents of which are hereby incorporated by reference.

[0243] In some embodiments, aircraft 500 comprises a plurality of thrust vector units 520, where each thrust vector unit comprises one or more motor-propeller assemblies 507 that provide thrust along a thrust vector to the aircraft’s body. .

[0244] In other embodiments, each motor is paired with more than one propellor which requires a gearbox that adds weight to the aircraft.

[0245] In some embodiments, each battery powers more than one motor-propeller assembly. In some embodiments, each motor-propeller assembly of a thrust unit is powered by a different battery, optionally, such that each battery powers at least two motor-propeller assemblies (e.g., a pair of motor-propeller assemblies), each of another thrust unit.

[0246] In other embodiments, each motor-propeller assembly is powered by a respective (e.g., different) battery of the aircraft’s plurality of batteries (e.g., plurality of batteries 106).

[0247] In some embodiments, a battery may comprise battery banks which include a plurality of batteries and / or cells, that in some embodiments can be individually controlled to some extent, for example, disconnected (e.g., if one or two cells in a bank are getting old). In some embodiments, aircraft 500 comprises at least one arm 522 having a proximal end 524 optionally connected to a body (e.g., fuselage) of the aircraft 521 and a distal end 526 extending away therefrom. In some embodiments, distal end 526 has mounted thereon a thrust vector unit of said plurality of thrust vector units 520. In some embodiments, aircraft 500 comprises four arms 522a, 522b, 522c, and 522d each comprising a thrust vector unit 520a, 520b 520c, and 520d at end 526 of each arm.

[0248] In some embodiments, aircraft 500 comprises 4-8 motor-propeller assemblies. For example, 4-8 motor-propeller assemblies, or 5-10 motor-propeller assemblies, or 6-8 motorpropeller assemblies, or about 4 motor-propeller assemblies, or about 8 motor-propeller assemblies or lower or higher or intermediate numbers of motor-propeller assemblies. In some embodiments, a battery (e.g., each battery) is associated with 1-2 motor-propeller assemblies. For example, 1-2 motor-propeller assemblies, or 1-3 motor-propeller assemblies, or 1-4 motor-propeller assemblies, or about 2 motor-propeller assemblies, or about 1 motor-propeller assemblies or lower or higher or intermediate numbers of motor-propeller assemblies. In some embodiments, as shown for example in Figure 5, aircraft 500 comprises 8 motors and 4 arms with 2 motor-propeller assemblies forming a thrust-vector unit on each arm. In some embodiments, each thrust-vector unit comprises at least two vertically aligned motor-propeller assemblies. In some embodiments, the upper motors may consume more power / energy than the lower ones. Alternatively or additionally, aircraft 500 may have an uneven apriori distribution of expected power consumption, for example as a result of the motor arrangement, type and / or conditions.

[0249] In some embodiments, each arm may comprise at least two motors side by side, optionally spaced apart motor-propeller assemblies and / or thrust vector units. In some embodiments, each thrust-vector unit (e.g., each arm) comprises a single motor-propeller assembly.

[0250] In other embodiments, some and / or all thrust-vector units are located on the aircraft’s body, while optionally, some are mounted on end 526 of an arm 522.

[0251] In some embodiments, aircraft 500 is a winged air vehicle (aircraft), where optionally, a plurality of propellers / rotors 504 are oriented at a fixed angle oblique to the orientation of an at least one wing 528 of the aircraft. For example, an “oblique angle” of a wing relative to a propeller is optionally selected from within a range between 5° and 45°, within a range between 10° and 35°, within a range between about 15° and 30°, and / or within a range between about 20° and 25°. In other embodiments, the “oblique angle” of a wing relative to a propeller is optionally about 0° (e.g., plain wing) and / or about 90°.

[0252] In some embodiments, aircraft 500 is a winged air vehicle (aircraft), where optionally, the angle of plurality of propellers / rotors 504 can be adjusted. In some embodiments, the wing is either fixed, adjustable (e.g., having an adjustable angle / orientation), and / or foldable during flight. In other embodiments, aircraft 500 is a multirotor aircraft that lacks wings. In some embodiments, aircraft 500 comprises a push propellor (not shown). In some embodiments, if needed, the demand from one or more motors can be adjusted by adjusting the orientation of their corresponding propellor. For example, during cruising the rotors’ 504 orientation is adjusted to a horizontal and / or more horizontal orientation, then, the system reduces their thrust (thereby the power consumptions thereof are reduced) optionally while increasing the thrust of the push propellor (thereby increasing the power consumption thereof. This potentially enables more horizontal flight.

[0253] In some embodiments, the push propeller enables power routing to and / or from it, (e.g., by the power distributor device) optionally, within a balance of the states and / or parameters of the batteries powering motors 502.

[0254] This power routing may potentially result in speeding and / or slowing the plane's horizontal progress, having the potential advantage of allowing it to maintain altitude. In some embodiments, the aircraft is sized to carry at least one human passenger, comprising a compartment (e.g, cockpit) for the passenger (for example if aircraft 500 is unmanned) and / or for said passenger and / or a pilot (for example if aircraft 500 is manned). In some embodiments, the compartment is sized and / or shaped for accommodating at least two human passengers. It is to be noted that aircraft 500 and / or aircraft 100 have particular use as a manned vehicle. The enhanced safety of the aircraft has the potential advantage of reducing the risk of crashing, which is of significant importance when carrying human passengers. Additionally or alternatively, the aircraft's design potentially allows to balance thrusts in a smooth and / or firm manner, , having the potential advantage of improving the passenger flight experience. For example, smooth and / or firm manner can be referred to as gradual and even adjustments in thrust and / or reducing and / or avoiding sudden movements of the aircraft. Additionally or alternatively, the aircraft's ability to achieve a desired flight responsiveness has the potential advantage of improving the flight experience for the pilot. In other embodiments, aircraft is relatively smaller and sized as a drone.

[0255] Exemplary Aircraft having Diagonal Architecture

[0256] Referring still to Figure 5, showing a schematic representation of an aircraft 500 powered by more than one fully and / or partially decoupled battery, according to some embodiments of the invention.

[0257] In some embodiments, aircraft 500 comprises a plurality of batteries and a plurality of motors and / or motor-propeller assemblies. In some embodiments, each battery of the plurality of batteries is partially or fully decoupled from the rest of the batteries.

[0258] In some embodiments, the two motor-propeller (e.g., pair) assemblies are positioned on opposite sides of the body (can also be referred to as opposed motors and / or motor-propeller assemblies). In some embodiments, motor-propeller assemblies on opposite sides are referred to as motor-propeller assemblies that are not adjacent to each other and / or are separated from each other by at least one other motor-propeller assembly on either side. In some embodiments, motorpropeller assemblies on opposite sides are referred to as motor-propeller assemblies that when the aircraft is in forward flight, the line connecting the two motor-propeller assemblies crosses a projection of the aircraft’s body on the ground. In some embodiments, motor-propeller assemblies on opposite sides are referred to as motor-propeller assemblies located on both sides a flight direction axis of an aircraft flying horizontally.

[0259] In some embodiments, the motor-propeller assemblies and / or thrust units are located and / or arranged on the aircraft’ s body in a configuration that defines a geometric shape, with each motor positioned at the edge of this shape. In some embodiments, each motor-propeller assembly of the two motor-propeller assemblies is positioned on opposite edges of the shape. In some embodiments, the two motor-propeller assemblies are positioned on two ends of a diagonal of the shape, so that a straight line passing therebetween is in line with the diagonal (these two motorpropeller assemblies can be referred to herein as diagonally opposed motor-propeller assemblies). The opposed diagonal motor-propeller assemblies defines a control axis of the aircraft.

[0260] In some embodiments, aircraft's 500 comprises four thrust units which define a rectangle and / or a square. In some embodiments, at least one pair of motor-propeller assemblies are positioned on two ends of a diagonal thereof.

[0261] In some embodiments, each battery of the aircraft plurality of batteries powers a pair of diagonally opposed motors and / or motor-propeller assemblies. In other embodiments, each battery of the aircraft plurality of batteries powers a single motor-propeller assembly.

[0262] In some embodiments, a pair of diagonally opposed motors and / or motor-propeller assemblies is referrd to as motors and / or motor-propeller assemblies positioned on opposite sides of the aircraft’ s body, such that an axis extending between them extends through, over and / or under the body.

[0263] In some embodiments, at least one pair of motor-propeller assemblies is diagonally opposed.

[0264] In some embodiments, the plurality of motor-propeller assemblies is arranged as pairs of diagonally opposed motor-propeller assemblies and defines two diagonals, which can also be referred to herein as a first diagonal (e.g., diagonal 630 shown for example in Figure 6A) and a second diagonal (e.g., diagonal 632 shown for example in Figure 6A). This architecture of opposed motor-propeller assemblies and in particular the diagonal architecture and / or dual diagonal architecture potentially enables overcoming an event of battery failure, for example by enabling a safe landing of the aircraft even when a battery has failed. In some embodiments, the diagonal architecture potentially allows compensating (e.g., electrically) for a reduction of one of the batteries' performances and / or on loss (e.g., failure of a battery). Additionally or optionally, the diagonal architecture potentially allows balancing (e.g., vertically and / or horizontally) the aircraft upon performance reduction and / or loss of at least one motor-propellor assembly, optionally by compensating the loss of thrust.

[0265] In some embodiments, aircraft 500 comprises 8 motors 502 and 8 propellors 504 (e.g., 8 motor-propellor assemblies), optionally such that the plurality of motor-propeller assemblies pairs comprises at least two pairs, optionally at least four pairs. In some embodiments, aircraft 500 comprises 4 partially and / or fully decoupled batteries, such that each battery powers a pair of diagonal motor-propeller assemblies. In some embodiments, the at least four pairs are grouped into at least two groups of two pairs each, each group comprising first and second sets of vertically aligned propellers on opposite sides of the body. In other embodiments, aircraft 500 comprises 4 motor-propellor assemblies comprising at least four pairs, optionally, each powered by a respective (e.g., different) battery.

[0266] In some embodiments, if and / or when one or both of the batteries of a first pair of batteries show a relatively reduced state and / or parameter (such as reduced SoC, SoE and / or SoH) then the power consumption of a second pair of diagonal motor-propeller assemblies mounted on the same diagonal (e.g., the first diagonal), and connected to another battery, is increased. This increase potentially enables the management of the batteries’ power demands (e.g., motors power consumption) while reducing and / or avoiding impairing and / or degrading the aircraft’s performance.

[0267] Alternatively or additionally, the power consumption of a third pair of motor-propeller assemblies mounted on the second diagonal and connected to another battery is increased. For example, for commencing a climb command. The diagonal architecture potentially enables this increase since the stability of the aircraft can be achieved, at least in part, along each diagonal separately.

[0268] Alternatively or additionally, the power consumption of the first pair of motor-propeller assemblies can be reduced compared to the other three assemblies. This can be performed during any stage and / or during the entire flight (e.g., not just during a climb or descent command). The diagonal architecture potentially enables this increase since the stability of the aircraft is achieved along each diagonal separately.

[0269] In some embodiments, the power consumption of a motor-propeller assemblies and / or pair(s) of motor-propeller assemblies is modified by adjusting the motors’ gain factor. In some embodiments, the motor baseline and / or default gain factor is about 1, such that modifying the value to exceed 1 increases the thrust while lowering the value below 1 reduces the thrust (e.g., with respect to the propeller’s baseline).

[0270] In other embodiments, alternatively or additionally to the diagonal architecture, one or more batteries can feed motors located on the same arm and / or on adjacent arms.

[0271] In some embodiments, aircraft 500 has a battery for each motor-propeller assembliy, (e.g., for at least half of the motor-propeller assemblies )such that each motor is powered by a different battery. In some embodiments, each vector unit comprises one or two motor-propeller assemblies.

[0272] In some embodiments, a group of motor-propellor assemblies, each of a different thrust vector unit, are powered by one battery whereas the other motor-propellor assemblies are powered by a different battery. In some embodiments, each motor-propellor assembly of a thrust vector unit (e.g., comprising two motor-propellor assembly) is powered by a different battery than the other motor-propellor assembly of the same thrust vector unit, and each battery powers one motor- propellor assembly of each thrust vector unit (two pairs of motor-propellor assemblies each defining a different control axis). In some embodiments, each thrust vector unit comprises two motor-propellor assemblies, where one is facing toward one direction and the other toward another direction. In some embodiments, the group of motor-propellor assemblies comprises motor- propellor assemblies generally facing the same direction. Alternatively or additionally, the group comprises motor-propellor assemblies generally facing both directions.

[0273] In some embodiments, the motor-propeller assemblies and / or thrust units are located and / or arranged on the aircraft’s body in a configuration that defines a geometric shape, other than rectangle and / or square, such as pentagonal, hexagonal, heptagonal octagonal and / or any other shape of a different number of sides and / or a different angular differences between them. In some embodiments, the association of batteries with the motor-propeller assemblies is such that each battery powers motors that are distributed on the aircraft's body in a balanced manner and / or at equal and / or similar distances from each other. This distribution potentially allows the aircraft to provide enough thrust (e.g, vertical or horizontal) and / or balance the thrust in the event of battery failure or motor-propeller assembly failure, having the potential advantage of improving the aircraft’s reliability and / or safety.

[0274] For example, in some embodiments, the locations and / or arrangement of the thrust units define a hexagon, where each thrust unit comprises for example one or two motor-propeller assemblies. In some embodiments, each motor-propeller assembly is powered by a respective (e.g. different) battery. In other embodiments, each pair of opposed and / or diagonal motor-propeller assemblies is powered by a respective battery such that optionally aircraft 500 comprises three batteries. In other embodiments, each triad of opposed motor-propeller assemblies (e.g., separated from each other by another motor-propeller assembly on either side) is powered by a respective battery, such that optionally aircraft 500 comprises two batteries. Optionally each triad defines an isosceles triangle.

[0275] An example of the flight control system adjusting the motor pair’s thrust gain to compensate for an imbalance in the batteries' state of charge (SoC):

[0276] In some embodiments, each motor (optionally of the eight motors) has a default of 1.0 gain factor. Once an imbalance between the batteries' state of charge reaches a predefined level that requires fixing - for example 10% differences - then the two motors that are connected to this battery are set to a modified gain factor. In case one of the batteries’ state of change is above the other batteries - then its motors’ gain factor would be increased, for example, would be changed to 1.1 (as an example), resulting in a larger thrust than the other three pairs, and thus leading to a faster consumption of this battery (compared to the other three batteries).

[0277] In case one of the batteries’ state of change is below the other batteries - then its motors’ gain factor would be lowered, for example, would be changed to 0.9 (as an example), resulting in smaller thrust than the other three pairs, and thus leading to slower consumption of this battery (compared to the other three batteries).

[0278] Once the batteries are balanced (or have less than 5% difference, for example), optionally, optionally, the gain factors are set back to the default 1.0 for all motors.

[0279] It should be noted that this example demonstrates one exemplary method for implementing battery re-balancing, alternatively or additionally, the flight control system may implement other exemplary methods for balancing the batteries, optionally including additional mixing of motor gain factors, for example:

[0280] Some motors can be set to have higher gain factors, and / or others motors can be set to have lower gain factors; and / or set a different value of gain factor to some and / or each motor (e.g., such that not all the motors have the same gain); and / or

[0281] Implanting a constant gain factor update per battery’s state of charge.

[0282] It should also be noted that these exemplary methods can be employed for balancing one or more other batteries’ states and / or properties (e.g., other than SoC and / or in addition to it), for example as described in these documents (for example, in flowchart 200).

[0283] Referring to Figure 6A-D, showing simplified schematic illustrations of an exemplary batteries balancing method of an aircraft having diagonal architecture, according to some embodiments of the invention.

[0284] Aircraft 600 can be a simplified presentation of aircraft 500 and / or an embodiment of aircraft 100.

[0285] In some embodiments, aircraft 600 comprises 4 batteries (not shown). The first battery powers motor and / or motor-propeller assemblies 1 and 4 (or 1 and 8) located on the edges of a first diagonal 630, the second battery powers motor and / or motor-propeller assemblies 2 and 3 (or 2 and 7) located on the edges of a second diagonal 632, the third battery powers motor and / or motor-propeller assembly 5 and 8 (or 5 and 4) located on the edges of first diagonal 630 and the fourth battery powers motor and / or motor-propeller assembly 6 and 7 (or 6 and 3) located on the edges of second diagonal 632.

[0286] For example, Figure 6B illustrates a pair of opposed motors (5 and 8) with greater thrust (e.g., higher gain) compared to the other pair of opposed motors (1 and 4) on the same diagonal, so that the discharge rate of the third battery is higher than the discharge rate of the first batter. In some embodiments, a method for compensating the imbalance between the batteries’ state of charge comprises using motors 1 and 4 more extensively than motors 5 and 8 (e.g., by increasing the gain factor thereof).

[0287] For example, Figure 6C illustrates a pair of opposed motors (5 and 8) with greater thrust (e.g., higher gain) compared to an other pair of opposed motors (6 and 7) on the other diagonal, so that the discharge rate of the third battery is higher than the discharge rate of the fourth battery. In some embodiments, a method for compensating the imbalance between the batteries’ state of charge comprises using motors 6 and 7 more extensively than motors 5 and 8 (e.g., by increasing the gain factor thereof).

[0288] For example, Figure 6D illustrates a pair of opposed motors (5 and 8) with relatively less thrust (e.g., lower gain) compared to all other pairs of opposed motors (1 and 4, 2 and 3, and 6 and 7). In some embodiments, a method for compensating the imbalance between the batteries’ state of charge comprises using motors 1 and 4, 2 and 3, and 6 and 7 more extensively than motors 5 and 8 (e.g., by increasing the gain factor thereof).

[0289] Referring now to Figure 7, showing a flow chart 700 of an exemplary method for balancing at least one state and / or parameter of partially and / or fully decoupled batteries of an aircraft having a dual diagonal architecture, according to some embodiments of the invention.

[0290] Flow chart 700 can be a detailed embodiment of flow chart 400.

[0291] The method of flow chart 700 comprises:

[0292] Monitoring the batteries' states and / or parameters (702), where each battery powers a pair of diagonal motor-propeller assemblies. The monitoring is performed by a controller (e.g., flight control system) and / or BMS of the aircraft.

[0293] Detecting an imbalance between at least one of the batteries’ states and / or parameters (704), as described for example in flow chart 200 (such as the SoC and / or SoE of the batteries).

[0294] Adjusting (e.g., by the controller) the thrusts produced by the plurality of pairs of motorpropeller assemblies (for example, as described herein) to reduce the differences among the batteries’ states and / or parameters (such as SoC), while meeting flight requirements(606). For example, while producing a required aircraft’s vertical thrust. In some embodiments, the method of flow chart 700 enables balancing the propellors’ vertical thrusts for potentially producing the required aircraft’s vertical thrust, while potentially reducing and / or avoiding the risk of losing altitude and / or crashing. This has the potential advantage of enhancing the aircraft’s safety, even in case of battery failure. In some embodiments, the method of flow chart 700 is employed using an aircraft (e.g., aircraft 100 and / or 500) powered by partially and / or fully electrically decoupled batteries such that each pair of opposed motor- propellor assemblies is powered by a different battery, alternatively or additionally, each motor- propellor assembly is powered by a different battery, alternatively or additionally each motor- propellor assembly of a thrust vector unit (e.g., comprising two motor-propellor assembly) is powered by at different battery than the other motor-propellor assembly of the same thrust vector unit, and battery powers only one motor-propellor assembly of each thrust vector unit. In some embodiments, the aircraft comprises at least 3 motors (e.g., motor-propellor assemblies). For example, 3-8 motors, or 4-10 motors or 6-18 motors, or about 4 motors, or about 8 motors, or about 8 motors lies or lower or higher or intermediate numbers of motor. For example, the aircraft comprises eight motor-propellor assemblies. In some embodiments, each pair of opposed motor- propellor assemblies is powered by a different battery, alternatively or additionally, each motor- propellor assembly is powered by a different battery, alternatively or additionally four motor- propellor assemblies, each of a different thrust vector unit, is powered by a different battery.

[0295] It should be noted that this method has a particular use for multi-rotor aircraft (e.g., eVTOL and / or drones) optionally, having propellors oriented at a fixed angle. In the event of battery failure, motor failure and / or loss of balance in the vertical thrust of the propellers, the aircraft lacks rudders to compensate for this vertical imbalance and / or for maintaining altitude. Additionally a the flight speed in the vertical direction is not sufficient to enable such compensation even if the aircraft has rudders. In some embodiments, the method of flow chart 700 utilized / modifies the thrust vectors (e.g., vertical thrust) of the propellors for potentially achieving balance and / or maintaining altitude. In some embodiments, the aircraft comprises adjustable propellors, such that the method comprises adjusting the orientation thereof for modifying the direction of the propellers' thrust vectors to achieve balancing of the aircraft's vertical thrust while meeting the desired power demands from the battery (e.g., additionally and / or alternatively to adjusting the motors’s power consumption). It should be noted that balancing the vertical thrust of an aircraft having adjustable propellors does not necessarily require the arrangement of its motors in a diagonal architecture. In some embodiments, the adjusting comprises adjusting thrusts for any non-zero magnitude detected (e.g., sensed) differences (e.g., over a threshold which can be for example static or dynamic), for example, SoC and / or SoE differences. In some embodiments, the adjusting comprises reducing thrust produced by one of the plurality of pairs, while increasing thrust on each other of the plurality of pairs. In some embodiments, the adjusting comprises reducing thrust produced by one of the plurality of pairs, while increasing thrust on less than all others of the plurality of pairs. In some embodiments, the adjusting comprises reducing thrust produced by one of the plurality of pairs, while increasing thrust on one other of the plurality of pairs.

[0296] In some embodiments, the method comprises receiving (e.g., by the controller) input regarding flight preferences, optionally, from a pilot and / or a passenger, alternatively or additionally, from a flight plan (such as power plan 306). flight preferences may comprise for example: a desired cruising speed and / or aircraft responsiveness (e.g., within the limits of the flight envelope), a preferred altitude, and / or a preferred flight path.

[0297] Achieving balance (708). In some embodiments, balance is considered achieved once the differences among the batteries’ states and / or parameters (such as SoC) fall below a threshold, as described for example in act 408 of flow chart 400.

[0298] Optionally, ceasing the adjusting of the thrusts produced by the plurality of pairs of motorpropeller assemblies (710) (e.g., by the controller).

[0299] Optionally, repeating acts 702-710 (712), as described for example in act 412 of flow chart 400.

[0300] Referring now to Figure 8, showing an illustration of a flight control system 800 of an aircraft having at least one partially and / or fully decoupled battery, in accordance with some exemplary embodiments of the invention.

[0301] At least one Flight control system (FCS) 800 (e.g., at least controller) can be a detailed embodiment of flight control system 108 described in Figure 1. Flight control system 800 is configured for managing the commands to control the aircraft’s (e.g., aircraft 100 and / or 500) operation (e.g., aircrft’s orientation, stability, and / or trajectory).

[0302] In some embodiments, the aircraft (e.g., aircraft 100) comprises a central flight control system (FCS) that controls the plurality of thrust units. Alternatively or additionally, the aircraft comprises a plurality of separately operating flight controller systems (e.g., controllers), where each of the motors / thrust units and / or two or more motors powered by the same battery are separately controlled by a respective FCS. In some embodiments, each FCS of the plurality of separately operating flight controller systems comprises a battery management system (BMS) (e.g., BMS 110 and / or 900).

[0303] In some embodiments central FCS and / or the plurality of separately operating flight controller systems are similar and / or as flight control units described in Provisional Patent Application No. 62 / 786,564 filed on December 31, 2018, and / or in the PCT application derived therefrom, No. IL2019 / 051433 filed on December 30, 2019, and the contents of which are hereby incorporated by reference.

[0304] In some embodiments, the power demand from the aircraft's battery(ies) is managed by the central FCS which receives input from the plurality of flight control systems and distributes a result back to them. Optionally, the plurality of flight controllers allows the central flight controller to make more sophisticated power management decisions, e.g., taking into account how other batteries are likely to behave. Optionally, the plurality of flight controllers are configured to provide “watchdog” signals to each other indicating their respective batteries' continuing functional status, and / or report to each other when their battery(ies) fail and / or partially fail to operate normally.

[0305] Additionally or alternatively, the power demand from each battery is calculated at each respective flight controller system. In some embodiments, the plurality of flight controller systems share software, alternatively or additionally each flight controller system updates the other upon performing a power demand modification.

[0306] In some embodiments, the plurality of flight controllers potentially enhances the aircraft’s safety, for example, in the event of a bug and / or failure of one controller, the other controllers may continue functioning and / or compensate for its lack.

[0307] In some embodiments, each and / or some batteries of plurality of batteries (e.g., plurality of batteries comprise an integrated communication module that enables it to interface directly with the aircraft’s at least one controller (e.g., FCS) and / or with a respective controller thereof. In some embodiments, this module facilitates real-time data exchange between the battery and the FCS, allowing for the monitoring of battery state, and / or energy consumption, and potentially improves the FCS's ability to make informed decisions regarding power management and flight stability. Flight control system 800 comprises a processor 802 (e.g., hardware) connected to a software 804 and a communication 806. In some embodiments, processor 802 is configured to process the computational demands for example for real-time flight control, navigation, and / or power management. In some embodiments, processor 802 comprises a CPU (Central Processing Unit) portion 803, optionally configured to execute flight control algorithms and manage overall system operations. In some embodiments, FCS 800 comprises a memory 808 that stores the software thereof. In some embodiments, memory 808 stores batteries related data, such as: battery history, last measured states and / or properties, degradation rate, and / or operation limits. Alternatively or additionally, the batteries-related data is stored by the BMS, optionally, plurality of BMS where each stores the data of its respective battery. In some embodiments, a battery may comprise a memory component that stores the data related to it.

[0308] In some embodiments, software 804 comprises a plurality of modules 805, for example, one or more of the following:

[0309] 1. Actuator control module, which controls the motors of the VTOL and regulates the power and speed of the electric motors to achieve a desired flight dynamics. In some embodiments, the actuator control module manages the distribution of electrical power to each motor based on flight requirements and / or adjusts power demands from the batteries for example, to obtain a desired power input from the battery(ies), for example for balancing the behavior thereof and / or for maintaining efficient operation and / or optimize battery usage.2. Sensor module, which integrates data from various sensors to provide real-time situational awareness. In some embodiments, the sensor module monitors the batteries’ states and / or parameters, optionally the sensor module integrates with the BMS (e.g., BMS 900 and / or 110). In some embodiments, the sensor module Monitors a battery's temperature and or the temperature of the battery's environment.

[0310] 3. Navigation and guidance module, which calculates and follows optimal flight paths. In some embodiments, the navigation and guidance module integrates battery state data, optionally from the BMS to ensure a planned route is within the aircraft’s energy capabilities.

[0311] 4. Pilot / autopilot interface module enables pilot input and monitoring of autopilot settings and performance. In some embodiments, the pilot / autopilot interface module Transmits pilot commands for example to the actuator control module. Optionally, the pilot / autopilot interface module displays real-time data on battery charge levels, power consumption, and estimated remaining flight time.

[0312] 5. Flight responsiveness module, ensures the aircraft responds accurately to pilot commands for example, by not providing responses and / or actions that are too close to the boundaries of the flight envelope, for example, ensuring that commands like speeding the VTOL result in actual performance adjustments. In some embodiments, the flight responsiveness module monitors the states and / or properties of the batteries to evaluate if there is sufficient power available to execute pilot commands, especially those requiring high power, such as rapid acceleration, and if needed adjust the level of responsiveness. In some embodiments, FCS 800 comprises a module for optimizing and / or managing the batteries’ power demands optionally, by comprising intended algorithms.

[0313] In other embodiments, flight control system 800 comprises a separate battery management system (BMS) 900, and / or is connected to the battery management system 900 optionally, via communication 806. In some embodiments, FCS 800 and BMS 900 are integrated. This integration potentially improves communication and / or coordination between flight control and power management, having the potential advantage of enhancing safety and / or batteries and / or aircraft performance.

[0314] In some embodiments flight control system 800 is configured to translate movements of a control interface (such as a yoke, stick, or remote control) and / or commands of an autopilot, into aircraft movements and / or propellors’ thrust. In some embodiments, BMS 900 is configured to adjust the software and / or provide inputs that adjust the softwear of FCS 800, for optimizing and / or managing the batteries’ power demands (e..g, by adjusting the gain factors of the motors), optionally according to software instructions. This FCS-BMS configuration potentially enables to reduce and / or avoid complex algorithms of the FCS, having the potential advantage of reducing and / or avoiding the risk of bugs and failure of the FCS. Additionally, this configuration potentially enables shutting and / or disconnecting BMS 900 from FCS 800 in the event of bugs and failure of the BMS, having the potential advantages of avoiding and / or reducing the risk of aircraft failure and / or enhancing aircraft safety.

[0315] Referring now to Figure 9, showing an illustration of a battery management system 900 of an aircraft having at least one partially and / or fully decoupled battery, in accordance with some exemplary embodiments of the invention.

[0316] Battery management system (BMS) 800 (e.g., controller) can be a detailed embodiment of battery management system 110 described in Figure 1.

[0317] In some embodiments, battery management system 800 monitors the batteries’ states and / or parameters during a flight and communicates this data to flight control system 800, optionally via communication 906 to communication 806 of flight control system 800.

[0318] In some embodiments, (BMS) 800 is designed to improve and / or maximize the performance and / or lifespan of the batteries, at a current moment, during a current flight, and / or in the long term (e.g., during the battery’s lifespan).

[0319] In some embodiments, BMS 800 is responsible for generating a power plane that comprises desired power demands from each battery and / or a desired discharge curve from each battery and / or calculating corrections to adjust and optimize the battery's performance in real time. In some embodiments, BMS 800 may be integrated with the battery or utilize memory that is integrated with or coupled to the battery, optionally the aircraft comprises a separate BMS for each battery. BMS can potentially learn from such a memory regarding the battery’s history and / or current abilities to operate. In some embodiments, if battery management system 800 detects at least one low and / or reduced battery’s state and / or parameter (as described for example in flow chart 200, such as SoC), with respect to the other batteries and / or with respect to itself, it alerts flight control system 800. Then FCS 800 and / or BMS 900 managed the batteries’ power demands, optionally for optimizing the discharge rates thereof, optionally by adjusting the motors’ power consumption.

[0320] In some embodiments, battery management system 800 comprises a plurality of modules 905, for example, one or more of the following:

[0321] A battery state monitoring module, which tracks one or more of the battery(ies) states, such as SoC, SoH, Voltage and / or current and / or other states, as described for example in flow chart 200.

[0322] A battery parameters monitoring module, which tracks one or more of the battery(ies) parameters and / or stored information regarding battery(ies) properties, as described for example in flow chart 200.

[0323] A load-balancing module, which distributes power demands among the aircraft's batteries to obtain a desired discharge rate / curve from each battery. In some embodiments, the loadbalancing module decides how to distribute the load and sends commands, for example, to the FCS. In other implementations, it adjusts the loads itself. In some embodiments, the load-balancing module. In some embodiments, the load-balancing module provides input to the FCS on how to distribute the load. In other embodiments, the load-balancing module processes and / or adjusts the output from the FCS to achieve a desired load distribution.

[0324] A wear-balancing module, which distributes batterie’s usage and / or usage conditions for obtaining a desired wear of the batteries, optionally an even wear for maintaining the batteries with a similar SoH, alternatively or additionally, an uneven wear, for distributing the EoL of batteries, and for potentially avoiding a need to replace more than one and / or all the batteries at the same and / or at close times.

[0325] A Charge / Discharge Control Module manages battery charging and discharging to enable a desired and / or optimal power delivery during flight operations.

[0326] A safety and protection module, configured to prevent overvoltage / overcharge, undervoltage / undercharge, overcurrent, and short circuits. Referring now to Figure 10, showing an exemplary discharge graph 1000 of two partially and / or fully decoupled aircraft batteries, in accordance with some exemplary embodiments of the invention.

[0327] In some embodiments, graph 1000 shows discharge over time (e.g., discharge curves), for example for two batteries (e.g., Battery A and Battery B), where battery A is represented by lines 102 and 104 and battery B is represented by lines 106 and 108.

[0328] The x-axis denotes time, optionally in minutes, while the y-axis indicates the battery state and / or parameter, which might represent voltage, SoC, SoE, SoP, capacity, and / or any other state and / or parameters described herein (though it's not specifically labeled in the Figure).

[0329] Lines 102 and 106 represent the batteries’ discharge curves without power management of the batteries (e.g., without balancing the batteries).

[0330] At a certain point in time, for example at minute 150 in the Figure, the difference between the batterie’s states (e.g., lines 102 and 104) is equal and / or exceeds a threshold value (for example 10%). From this moment on, if balancing is not employed, battery A is limiting the performance and / or impairing the reliability of the plane (for example, the battery’s state, such as the voltage thereof, may be too low to supply sufficient power for providing a required propeller’s thrust). At a subsequent point in time, for example at minute 225 in the figure, the state and / or parameter of battery A reaches a threshold thereof at which there is a failure of the battery, which leads to the failure of the motor and may lead to flight interruption and / or aircraft failure. For example, at minute 225, the voltage of Battery A falls below a cut-off voltage thereof (e.g., the minimum voltage level at which a battery can operate before it needs to be recharged or replaced). In some embodiments, batteries balancing is performed to potentially avoid reaching this state too early for one of the batteries during flight.

[0331] Once the balancing method is employed, for example from minute 150 in the Figure, at least one of the batteries' discharge curves is adjusted. In the Figure, for example, the power demands of both batteries are adjusted, such that from minute 150, batteries A and B are represented by lines 104 and 108 respectively.

[0332] It should be noted though that balancing is optionally achieveable by adjusting the power demand of only one battery (e.g., A or B). In the Figure, for example, the power output of battery A is reduced while the power output of battery B is increased (e.g., to moderate the decline of line 104 and / or enhance the decline of line 108), thereby reducing the differences therebetween. For example, the power consumption of the motor powered by battery A has been reduced (e.g., by reducing the factor gain thereof), and / or the power consumption of the motor powered by battery B has been increased. At a subsequent point in time, for example at minute 250 in the Figure, the difference between the batteries’ states and / or parameters no longer exists and / or is lower than a threshold value (e.g. 5%), so balance is considered achieved. From this point in time, the gain factor of one or both motors can be restored to its baseline and / or remain at adjusted values, as shown for example in the Figure. As shown in the figure, balancing the batteries potentially extended the aircraft's endurance, potentially allowing the flight duration (e.g., before charging is needed) to be increased for example to approximately 300 minutes.

[0333] In some embodiments, the power demand for battery A and / or from both battery A and B can be controlled from minute 0-1 to avoid unbalance at minute 150. In some embodiments around 1 to 5 minutes before reaching 300 minutes the aircraft starts landing, optionally, automatically. Optionally, the aircraft notifies the pilot / passenger before initiating the landing.

[0334] General

[0335] It is expected that during the life of a patent maturing from this application many relevant batteries will be developed; the scope of the term batteries is intended to include all such new technologies a priori.

[0336] As used herein with reference to quantity or value, the term “about” means “within ± 10 % of’.

[0337] The terms “comprises”, “comprising”, “includes”, “including”, “has”, “having” and their conjugates mean “including but not limited to”.

[0338] The term “consisting of’ means “including and limited to”.

[0339] The term “consisting essentially of’ means that the composition, method or structure may include additional ingredients, steps and / or parts, but only if the additional ingredients, steps and / or parts do not materially alter the basic and novel characteristics of the claimed composition, method or structure.

[0340] As used herein, the singular forms “a”, “an” and “the” include plural references unless the context clearly dictates otherwise. For example, the term “a compound” or “at least one compound” may include a plurality of compounds, including mixtures thereof.

[0341] Throughout this application, embodiments of this invention may be presented with reference to a range format. It should be understood that the description in range format is merely for convenience and brevity and should not be construed as an inflexible limitation on the scope of the invention. Accordingly, the description of a range should be considered to have specifically disclosed all the possible subranges as well as individual numerical values within that range. For example, description of a range such as “from 1 to 6” should be considered to have specifically disclosed subranges such as “from 1 to 3”, “from 1 to 4”, “from 1 to 5”, “from 2 to 4”, “from 2 to 6”, “from 3 to 6”, etc.; as well as individual numbers within that range, for example, 1, 2, 3, 4, 5, and 6. This applies regardless of the breadth of the range.

[0342] Whenever a numerical range is indicated herein (for example “10-15”, “10 to 15”, or any pair of numbers linked by these another such range indication), it is meant to include any number (fractional or integral) within the indicated range limits, including the range limits, unless the context clearly dictates otherwise. The phrases “range / ranging / ranges between” a first indicate number and a second indicate number and “range / ranging / ranges from” a first indicate number “to”, “up to”, “until” or “through” (or another such range-indicating term) a second indicate number are used herein interchangeably and are meant to include the first and second indicated numbers and all the fractional and integral numbers therebetween. As used herein the term “method” refers to manners, means, techniques and procedures for accomplishing a given task including, but not limited to, those manners, means, techniques and procedures either known to, or readily developed from known manners, means, techniques and procedures by practitioners of the chemical, pharmacological, biological, biochemical and medical arts.

[0343] As used herein, the term “treating” includes abrogating, substantially inhibiting, slowing or reversing the progression of a condition, substantially ameliorating clinical or aesthetical symptoms of a condition or substantially preventing the appearance of clinical or aesthetical symptoms of a condition.

[0344] It is appreciated that certain features of the invention, which are, for clarity, described in the context of separate embodiments, may also be provided in combination in a single embodiment. Conversely, various features of the invention, which are, for brevity, described in the context of a single embodiment, may also be provided separately or in any suitable subcombination or as suitable in any other described embodiment of the invention. Certain features described in the context of various embodiments are not to be considered essential features of those embodiments, unless the embodiment is inoperative without those elements.

[0345] Although the invention has been described in conjunction with specific embodiments thereof, it is evident that many alternatives, modifications and variations will be apparent to those skilled in the art. Accordingly, it is intended to embrace all such alternatives, modifications and variations that fall within the spirit and broad scope of the appended claims.

[0346] It is the intent of the applicant(s) that all publications, patents and patent applications referred to in this specification are to be incorporated in their entirety by reference into the specification, as if each individual publication, patent or patent application was specifically and individually noted when referenced that it is to be incorporated herein by reference. In addition, citation or identification of any reference in this application shall not be construed as an admission that such reference is available as prior art to the present invention. To the extent that section headings are used, they should not be construed as necessarily limiting. In addition, any priority document(s) of this application is / are hereby incorporated herein by reference in its / their entirety.

Claims

WHAT IS CLAIMED IS:

1. An aircraft for in-flight battery management, comprising: a body of the aircraft; a plurality of batteries, wherein at least one battery is partially or fully decoupled from the rest of the batteries; a plurality of thrust vector units, each comprising one or more motor-propeller assemblies that provide thrust along a thrust vector to the body, and wherein said plurality of thrust vector units are powered by said plurality of batteries; at least one controller, configured for: determining or receiving at least one target goal related to one or both of the aircraft's performance and batteries’ performance; translating the target goal to power demands from the plurality of batteries; and implementing said power demands by modifying the power consumption of one or more motor-propeller assemblies to achieve said target goal while meeting flight requirements.

2. The aircraft of claim 1, wherein the controller is configured for monitoring the batteries and for performing said implementing in response to said monitoring.

3. The aircraft of claim 2, wherein the controller is configured for detecting a change at one or more batteries of plurality of batteries, with respect to other batteries or with respect to itself.

4. The aircraft of claim 1 , wherein for at least one vector unit of said plurality of vector units each motor-propeller assembly is powered by a different battery from other motor-propeller assembly in said at least one vector unit.

5. The aircraft of claim 4, wherein each battery of plurality of batteries powers at least two motor-propeller assemblies, each of another thrust unit wherein the at least two motorpropeller assemblies are positioned on opposite sides of the body.

6. The aircraft of claim 5, wherein said at least two motor-propeller assemblies on opposite sides of the body are not adjacent to each other.

7. The aircraft of claim 1, wherein each battery of plurality of batteries powers a different motor-propeller assembly.

8. The aircraft of claim 1, wherein the plurality of batteries, comprises at least two batteries and wherein the plurality of thrust vector units comprises at least four thrust vector units.

9. The aircraft of claim 1, wherein the plurality of batteries, comprises at least four batteries and wherein the plurality of thrust vector units comprises at least four thrust vector units, each comprising a couple of motor-propeller assemblies.

10. The aircraft of claim 1, wherein each battery of the plurality of batteries is partially or fully decoupled from the rest of the batteries.

11. The aircraft of claim 1, wherein said modifying comprises adjusting and / or rearranging the thrust of the one or more motor-propeller assemblies.

12. The aircraft of claim 1, wherein the target goals comprise one or more of: prolonging flight duration per charge; extending flight distance per charge; extending battery life cycle; the batteries times of reaching cut-of voltage; and controlling distribution of EoL.

13. The aircraft of claim 1 , wherein the controller is configured for achieving said target goal by balancing between one or both of at least one battery’s state and at least one battery’s property.

14. The aircraft of claim 13, wherein the controller is configured for monitoring one or more of the batteries’ states, detecting differences among said one or more of the batteries’ states, and modifying the power consumption of one or more motor-propeller assemblies to reduce said differences.

15. The aircraft of claim 14, wherein the batteries’ states comprise one or more or any combination of: SoC, SoH, SoF, SoE, current voltage and / or discharge voltage, discharge curve, dower curve, and energy curve.

16. The aircraft of claim 15, wherein the controller is configured to consider one or more of the batteries’ properties.

17. The aircraft of claim 16, wherein the batteries’ properties comprise one or more or any combination of: type, size, capacity, energy density, power density, life cycle, nominal voltage, cut-off voltage, OCV, self-discharge rate, temperature sensitivity, internal resistance, EoL, and typical discharge, power and / or energy curve.

18. The aircraft of claim 6, wherein the controller is configured to modify the power consumption of said at least two motor-propeller assemblies.

19. The aircraft of claim 18, wherein the controller is configured to adjust the power consumption of said at least two motor-propeller assemblies by adjusting the thrust produced by one or both motor-propeller assemblies of said at least two motor-propeller assemblies.

20. The aircraft of claim 19, wherein the controller activates adjusting thrusts to reduce the differences among batteries’ state once said differences exceed a threshold.

21. The aircraft of claim 20, wherein the threshold is selected from the range of about 2% difference to about 15% difference.

22. The aircraft of claim 21, wherein the threshold is about 10%.

23. The aircraft of claim 21, wherein the controller ceases adjusting thrusts to reduce the differences among batterie’s states once said differences fall below a threshold.

24. The aircraft of claim 23, wherein the threshold is selected from the range of about2% difference to about 10% difference.

25. The aircraft of claim 24, wherein the threshold is about 5%.

26. The aircraft of claim 20, wherein the controller activates adjusting thrusts to reduce the differences among batteries’ states for any non-zero magnitude detected state differences.

27. The aircraft of claim 26, wherein the controller is configured to adjust thrusts by modifying a gain factor of one or more motor-propellor assemblies of the plurality of motorpropeller assemblies.

28. The aircraft of claim 27, wherein the controller is configured to modify the gain factor by using relative gain factors selected from within a range of about 0.8 to about 1.2, compared to a baseline gain factor of 1.

29. The aircraft of claim 28, wherein the motor-propeller assemblies each produce the same amount of thrust when each is operating at its baseline gain factor.

30. The aircraft of claim 28, wherein the motor-propeller assemblies produce different amounts of thrust when each is operating at its baseline gain factor.

31. The aircraft of any one of claims 1-30, wherein the controller is configured to reduce thrust produced by one of the two motor-propeller assemblies while increasing thrust of each other two motor-propeller assemblies.

32. The aircraft of any one of claims 1-30, comprising reducing thrust produced by one of two motor-propeller assemblies, while increasing thrust on less than all other two motorpropeller assemblies.

33. The aircraft of any one of claims 1-30, comprising reducing thrust produced by one of two motor-propeller assemblies, while increasing thrust on one other two motor-propeller assemblies.

34. The aircraft of any one of claims 1-30, wherein the flight requirements comprise a required vertical thrust of the aircraft, a required horizontal thrust of the aircraft, a required thrust vector of the aircraft, a required minimum responsiveness of the aircraft, and / or flight envelop.

35. The aircraft of any one of claims 1-30, wherein the controller is further configured for receiving input regarding flight preferences and producing said flight preferences.

36. The aircraft to claim 35, wherein the flight preferences comprise one or more of: preferred responsiveness of the aircraft, preferred speed, preferred altitude, and flight path.

37. A method for in-flight managing the power demands of an aircraft, powered by more than one battery partially or fully decoupled, comprising: determining or receiving at least one target goal related to one or both of the aircraft's performance and batteries’ performance; translating the target goal to power demands from the plurality of batteries; and implementing said power demands by modifying the power consumption of one or more motor-propeller assemblies to achieve said target goal while meeting flight requirements.

38. The method of claim 37, wherein said implementing comprises implementing a power plane for the batteries.

39. The method of claim 37, comprising monitoring the batteries, detecting at least one difference among the batteries, and performing said implementing in response to said monitoring.

40. The method of claim 39, wherein said monitoring comprises monitoring at least one state of the battery.

41. The method of claim 39, wherein said detecting comprises detecting at least one difference at at least one state of the battery.

42. The method of claim 41, wherein the at least one state of the battery comprises one or more or any combination of: SoC, SoH, SoF, SoE, current voltage, discharge voltage, discharge curve, power curve, and energy curve.

43. The method of claim 42, wherein the monitoring comprises considering at least one property of the battery.

44. The method of claim 43, wherein the at least one property of the battery comprises one or more or any combination of: type, size, capacity, energy density, Power density, Life cycle, Nominal voltage, Cut-off voltage, OCV, Self-discharge rate, Temperature Sensitivity, Internal resistance, EoL, and Typical discharge, power and / or energy curve.

45. The method of any of claims 37-44, wherein said modifying comprises modifying the power consumption of one or both of two motor-propeller assemblies powered by a same battery and mounted on different thrust vector units.

46. The method of any of claims 39-44, wherein said target goal comprises reducing said at least one difference.

47. The method of any of claims 37-44, wherein said modifying comprises increasing thrust produced by two motor-propeller assemblies compared to another two motor-propeller assemblies mounted on the same thrust units, and powered by another battery.

48. The method of any of claims 37-44, wherein said modifying comprises increasing thrust produced by two motor-propeller assemblies compared to another two motor-propeller assemblies mounted on other thrust units, and powered by another battery.

49. The method of any of claims 37-44, wherein said modifying comprises decreasing thrust produced by two motor-propeller assemblies compared to one or more other two motorpropeller assemblies powered by other batteries.

50. The method of any of claims 37-44, wherein said modifying comprises modifying a default gain factor of one or more motor-propeller assemblies to a modified gain factor for each.

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