System and method for battery power management systems for electric aircraft

Abstract

A system and method for a battery power management system for an electric aircraft are disclosed. The system includes at least a flight component of an electric aircraft, at least a battery, at least the battery configured to supply power to at least the flight component of the electric aircraft, at least a sensor communicatively connected to the battery, and at least a controller communicatively connected to the sensor. The controller is configured to receive sensor data from at least the sensor, identify the battery state as a function of the sensor data and a battery threshold, control power from at least the battery to at least the flight component of the electric aircraft as a function of the battery state, and further include reducing torque to at least the flight component.

Description

Technical Field

[0001] The present invention generally relates to the field of battery management systems. In particular, the present invention is directed to systems and methods for battery power management systems for electric aircraft.

Background Art

[0002] This application claims priority to U.S. Application No. 18 / 129,366, “SYSTEM AND METHOD FOR FLIGHT CONTROL IN ELECTRIC AIRCRAFT,” filed on 31 March 2023. This application is a continuation in part of U.S. Application No. 17 / 515,124 (hereinafter referred to as “Application 124”), filed on 29 October 2021 and issued on 20 June 2023 as U.S. No. 11679,867, and U.S. Application No. 18 / 114,478 (hereinafter referred to as “Application 478”), filed on 27 February 2023, and is titled “SYSTEM AND METHOD FOR FLIGHT CONTROL IN ELECTRIC AIRCRAFT” and “SYSTEM AND METHOD FOR THE PRIORITIZATION OF FLIGHT CONTROLS IN AN ELECTRIC AIRCRAFT.” The entirety of these applications is incorporated herein by reference. Application 124 is a continuation application of U.S. Application No. 17 / 349,631, filed on 16 June 2021, titled "SYSTEM AND METHOD FOR FLIGHT CONTROL IN ELECTRIC AIRCRAFT," and is a continuation portion of U.S. Provisional Application No. 17 / 197,427, filed on 10 March 2021 and issued on 12 October 2021 as U.S. Patent No. 11,142,333. The entire application is incorporated into this disclosure by reference. Application 478 is a continuation application of U.S. Application No. 17 / 524,901, filed on 12 November 2021 and issued on 11 April 2023 as U.S. Patent No. 11623,738, titled "SYSTEM AND METHOD FOR THE PRIORITIZATION OF FLIGHT CONTROLS IN AN ELECTRIC AIRCRAFT." The entirety of that is incorporated into this disclosure by reference.

[0003] Batteries in electric aircraft can experience thermal runaway and / or electrical breakdown if they overheat. It is crucial to prevent battery overheating. Existing solutions to this problem are insufficient. [Overview of the project]

[0004] In one embodiment, a system for a battery power management system for an electric aircraft is disclosed. The system includes at least a flight component of the electric aircraft, at least a battery, at least the battery configured to supply power to at least the flight component of the electric aircraft, at least a sensor communicatively connected to the battery, and at least a controller communicatively connected to the sensor. The controller is configured to receive sensor data from at least the sensor, identify the battery state as a function of the sensor data and a battery threshold, and control the power of at least the battery to at least the flight component of the electric aircraft as a function of the battery state.

[0005] In another embodiment, a method for a battery power management system for an electric aircraft is disclosed. The method includes using a controller to receive sensor data from at least sensors communicably connected to at least a battery configured to provide power to at least the flight components of an electric aircraft. The method includes using the controller to identify the battery state as a function of the sensor data and a battery threshold. The method includes using the controller to control the power of at least the battery to at least the flight components of an electric aircraft as a function of the battery state.

[0006] These and other aspects and features of non-limiting embodiments of the present invention will become apparent to those skilled in the art upon consideration of the following description of specific non-limiting embodiments of the present invention in conjunction with the accompanying drawings. [Brief explanation of the drawing]

[0007] For illustrative purposes, the drawings show aspects of one or more embodiments of the present invention. However, it should be understood that the present invention is not limited to the exact arrangements and means shown in the drawings. [Figure 1] Figure 1 is a block diagram of an exemplary embodiment of a system for a battery power management system for an electric aircraft. [Figure 2] Figure 2 is a schematic diagram illustrating an exemplary battery module. [Figure 3] Figure 3 is a perspective view showing a battery pack according to an embodiment. [Figure 4] Figure 4 shows an exemplary battery pack designed to prevent thermal runaway between modules. [Figure 5] Figure 5 is a block diagram of an embodiment of the battery management system. [Figure 6] Figure 6 is a partial cross-sectional view of the sensor suite. [Figure 7] Figure 7 is a block diagram of the data collection system. [Figure 8] Figure 8 shows an embodiment of an electric aircraft. [Figure 9] Figure 9 is a flowchart of a method for a battery power management system for an electric aircraft. [Figure 10] Figure 10 is a block diagram of a computing system that may be used to implement one or more of the methodologies disclosed herein, and one or more parts thereof.

[0008] Drawings may not necessarily be to scale and may be illustrated by imaginary lines, schematic representations, and fragmentary figures. In certain examples, details that are not necessary for understanding the embodiment or that make it difficult to perceive other details may be omitted. [Modes for carrying out the invention]

[0009] In general, aspects of the present disclosure relate to systems for battery power management systems for electric aircraft. The system includes at least flight components of an electric aircraft, at least a battery, the battery configured to supply power to at least the flight components of the electric aircraft, and includes at least a sensor communicatively connected to the battery, and at least a controller communicatively connected to the sensor. The controller is configured to receive sensor data from at least the sensor, identify the battery state as a function of the sensor data and a battery threshold, and control the power of at least the battery to at least the flight components of the electric aircraft as a function of the battery state.

[0010] Aspects of the present disclosure can be used to prevent thermal runaway and / or electrical breakdown. This is because, at least in part, a system for a battery power management system can reduce the power of the battery, at least when the battery is overheated.

[0011] Aspects of this disclosure enable the depletion of at least battery power to the flight components of an electric aircraft. Exemplary embodiments illustrating aspects of this disclosure are described below in the context of several specific examples.

[0012] Referring here to Figure 1, an exemplary embodiment of System 100 for a battery management system for an electric aircraft is shown. In this disclosure, “electric aircraft” is an aircraft that is powered by electricity. Electric aircraft 104 may be capable of rotor-based cruising flight, rotor-based takeoff, rotor-based landing, fixed-wing cruising flight, airplane-style takeoff, airplane-style landing, and / or any combination thereof. “Rotor-based flight” as described in this disclosure refers to flight in which an aircraft generates lift and thrust by one or more powered rotors coupled to an engine, such as a quadcopter, a multi-rotor helicopter, or other airplane that primarily uses downward thrusters to maintain its lift. “Fixed-wing flight” as described in this disclosure refers to cases in which an aircraft-style aircraft can fly using wings and / or wings that generate lift, such as forward speed and flight, and the shape of the wings and / or wings. In one embodiment, electric aircraft 104 may include an electric vertical takeoff and landing (eVTOL) aircraft. As used in this disclosure, “vertical takeoff and landing aircraft” is an aircraft that can hover, take off, and land vertically. In another embodiment, the electric aircraft 104 may include an electric conventional take-off and landing (eCTOL) aircraft. For the purposes of this disclosure, “conventional take-off and landing aircraft” is an aircraft that takes off and lands horizontally from a long, conventional-length runway. In another embodiment, the electric aircraft may include an electric short take-off and landing (eSTOL) aircraft. For the purposes of this disclosure, “short take-off and landing aircraft” is an aircraft that requires a shorter minimum horizontal distance to accelerate to climb than a typical fixed-wing aircraft. Furthermore, the electric aircraft disclosed herein are described in more detail in Figure 8.

[0013] Continuing to refer to Figure 1, System 100 includes at least a flight component 108. For the purposes of this disclosure, “flight component” is a device on an electric aircraft used to influence the aerial flight of the electric aircraft. At least the flight component 108 may include an energy source, a power supply, a thrust component, a lift component, a pusher component, a control link to one or more elements, a fuse, and / or mechanical couplings used to drive and / or control any other flight components. At least the flight component 108 may include an electric motor that operates to move one or more flight control components or to drive one or more thrusters, etc. For the purposes of this disclosure, “electric motor” is a device that converts electrical energy into mechanical energy. An electric motor may be driven by direct current (DC) power, and for example, the motor may include a brushed DC motor, etc. An electric motor may be driven by power having a fluctuating or reversing voltage level, such as alternating current (AC) power generated by an AC generator and / or inverter, or other fluctuating power, such as power generated by a switching power supply. The electric motor may include, but is not limited to, a brushless DC electric motor, a permanent magnet synchronous motor, a switching reluctance motor, and / or an induction motor. Those skilled in the art will, upon reviewing the entirety of this disclosure, recognize a variety of alternative or additional forms and / or configurations that the motor may take or be exemplified to conform to the disclosure. In addition to the inverter and / or switching power supply, the circuit-driven motor may include an electronic speed controller (not shown) or other components for adjusting the motor speed, direction of rotation, torque, etc.Furthermore, at least the flight components 108 disclosed herein, though not limited to them, may correspond to the flight components titled "SYSTEMS AND METHODS FOR CONTROLLING A FLIGHT BOUNDARY OF AN AIRCRAFT," found in U.S. Patent Application No. 17 / 526,399, filed November 15, 2021, with attorney case number 1024-295USU1, which are incorporated by reference in their entirety.

[0014] Continuing to refer to Figure 1, the electric motor may include a stator. In this disclosure, “stator” is the stationary part of the electric motor. The electric motor may include a rotor. For the purposes of this disclosure, “rotor” is the rotating part of the electric motor. In a non-limiting example, the electric motor can convert electrical energy into mechanical energy by rotating the rotor. In some embodiments, the rotor may include a circular cross-section. In some embodiments, the rotor may include a hollow central portion.

[0015] Continuing to refer to Figure 1, in some embodiments, the electric motor may include multiple electric motors. In some embodiments, the electric motor may include two electric motors. As a non-limiting example, the electric motor may include a first electric motor and a second electric motor. In some embodiments, the first electric motor may match an electric motor as described throughout this disclosure. In some embodiments, the second electric motor may match an electric motor as described throughout this disclosure. The first electric motor may include a stator that matches the stator of the electric motor. The second electric motor may include a stator that matches the stator of the electric motor. In some embodiments, the first electric motor and the second electric motor may each include a rotor. The rotors of the first electric motor and the second electric motor may match the rotor of the electric motor. In some embodiments, the first electric motor and the second electric motor may include a common rotor. The common rotor may match the rotor of the electric motor. In some embodiments, the rotor of the first electric motor may be a first rotor, and / or the rotor of the second electric motor may be a second rotor. In some embodiments, the first electric motor and the second electric motor may each include a sprag clutch. The sprag clutch may allow the first electric motor to rotate the shaft even if the second electric motor is not functioning, or vice versa. In a non-limiting example, the sprag clutch may be positioned between the first rotor and the shaft and / or between the second rotor and the shaft. In some embodiments, the electric motor may be consistent with the motor disclosure in U.S. Patent Application No. 17 / 563,498, filed December 28, 2021, titled “AN ELECTRIC AIRCRAFT LIFT MOTOR WITH AIR COOLING” (Agent Case No. 1024-341USU1), which is incorporated herein by reference in its entirety.

[0016] Continuing to refer to Figure 1, in some embodiments, at least the flight component 108 may include an energy source. The energy source may include, for example, a generator, a photovoltaic device, a fuel battery such as a hydrogen fuel battery, a direct methanol fuel battery, and / or a solid oxide fuel battery, and an electrical energy storage device (e.g., a capacitor, an inductor, and / or a battery). The energy source may also include a battery pack, a battery, a battery cell, or multiple battery cells connected in series to a module, and each module may be connected in series or in parallel with other modules. The configuration of the energy source, including the connected modules, may be designed to meet energy or power requirements and may be designed to fit within a specified footprint in the electric aircraft 104.

[0017] Referring further to Figure 1, in one embodiment, at least the flight component 108 may be mechanically coupled to the electric aircraft 104. As used herein, those skilled in the art will understand that “mechanically coupled” means that at least part of a device, component, or circuit is connected to at least part of an aircraft via a mechanical coupling. The mechanical coupling may include rigid couplings such as, for example, beam couplings, bellows couplings, bushing pin couplings, constant speed, split muff couplings, diaphragm couplings, disc couplings, donut couplings, elastic couplings, flexible couplings, fluid couplings, gear couplings, grid couplings, hearth joints, hydrodynamic couplings, jaw couplings, magnetic couplings, Oldham couplings, sleeve couplings, tapered shaft locks, twin spring couplings, lug joint couplings, universal joints, or any combination thereof. In one embodiment, the mechanical coupling may be used to connect adjacent parts of an aircraft and / or ends of objects. Furthermore, in one embodiment, a mechanical coupling can be used to couple two rotating aircraft components.

[0018] Referring further to Figure 1, in some embodiments, at least the flight component 108 may include at least a lift component and at least a pusher component. For the purposes of this disclosure, “pusher component” means a component that pushes or propels an aircraft through a medium. A pusher component may include thrusters, propellers, blades, motors, rotors, rotating elements, ailerons, rudders, arrangements thereof, and combinations thereof. In non-limiting examples, pusher components may include pusher propellers, paddle wheels, pusher motors, and pusher thrusters. Additionally or alternatively, a pusher flight component may include multiple pusher flight components. Each of the multiple pusher components of the flight component 108 may, in one embodiment, be configured to generate substantially forward and / or horizontal thrust so that the aircraft moves forward, if multiple are present. A pusher component may be configured to generate forward thrust. In non-limiting examples, forward thrust may include a force that pushes the aircraft horizontally along its longitudinal axis. In a further non-limiting example, a pusher component may twist and / or rotate to pull air behind it, simultaneously pushing the electric aircraft 104 forward with an equal amount of force. In one embodiment, but not limited, the more air pushed behind the electric aircraft 104, the greater the thrust that can be exerted horizontally on the electric aircraft 104. In another embodiment, but not limited, the forward thrust can push the electric aircraft 104 through the medium of relative air. Additionally or alternatively, at least the flight component 108 may include one or more puller components. As used in this disclosure, “puller component” is a component that pulls and / or tows an aircraft through a medium. In a non-limiting example, the puller component may include a flight component 108 such as a puller propeller, puller motor, tractor propeller, or thruster. Additionally or alternatively, the puller component may include a plurality of puller flight components.

[0019] Continuing to refer to FIG. 1, in some embodiments, at least flight component 108 may include a lift component. As used herein, a "lift component" is a component and / or device used to propel an aircraft upward by applying a downward force to a fluid medium that may include a gaseous medium such as air or a liquid medium such as water. A lift component may include any device or component that consumes power on demand to propel the electric aircraft 104 in a direction, either on the ground or in flight, or to another aircraft. A lift component may include a thruster, a propeller, a blade, a motor, a rotor, a rotating element, an auxiliary wing, a rudder, their arrangements, their combinations, and the like. When there are multiple, each lift component of the multiple flight components 108 may be configured to generate substantially upward and / or vertical thrust so that the aircraft moves upward in one embodiment. For example, without limitation, a lift component may include a rotor, a propeller, a paddle wheel, etc. The rotor is a component that generates torque along the longitudinal axis, and the propeller generates torque along the vertical axis. In one embodiment, a lift component may include a plurality of blades. As used in the present disclosure, a "blade" is a propeller that converts the rotational motion from an engine or other power source into a swirling airflow. In one embodiment, the blade can convert the rotational motion to push the propeller forward or backward. In one embodiment, a lift component may include a rotation power-driven hub, and several radially wing-section blades may be attached to this rotation power-driven hub so that the entire assembly rotates about the longitudinal axis.

[0020] Continuing to refer to Figure 1, in some embodiments, the lift component may be configured to generate lift. As used in this disclosure, “lift” is a force perpendicular to the direction of approaching flow of a fluid surrounding a surface. For example, the relative air velocity may be horizontal to the aircraft, and the lift may be a vertically acting force that orients the aircraft upward. In one embodiment, the lift component may generate lift as a function of torque applied to the lift component. As used in this disclosure, “torque” is a measure of force that rotates an object about an axis in a given direction. For example, torque may rotate an aileron and / or rudder to generate a force that can adjust and / or influence altitude, airspeed, ground speed, direction in flight, and / or thrust. For example, a flight component 108, such as a power supply, may generate lift by applying torque to the lift component.

[0021] Continuing to refer to Figure 1, in some embodiments, at least the flight component 108 is a U.S. Nonprovisional Application No. 16 / 427,298, “SELECTIVELY DEPLOYABLE HEATED PROPULSOR SYSTEM,” filed May 30, 2019 (Agent Case No. 1024-003USU1), a U.S. Nonprovisional Application No. 16 / 703,225, “AN INTEGRATED ELECTRIC PROPULSION ASSEMBLY,” filed December 4, 2019 (Agent Case No. 1024-009USU1), a U.S. Nonprovisional Application No. 16 / 910,255, “AN INTEGRATED ELECTRIC PROPULSION ASSEMBLY,” filed June 24, 2020 (Agent Case No. 1024009USC1), a U.S. Nonprovisional Application No. 17 / 319,155, “AIRCRAFT HAVING REVERSE "THRUST CAPABILITIES" (Agent Case No. 1024-028USU1), U.S. Non-Provisional Application No. 16 / 929,206, filed July 15, 2020; "A HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT" (Agent Case No. 1024-034USU1), U.S. Non-Provisional Application No. 17001,845, filed August 25, 2020; "A HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT" (Agent Case No. 1024-034USC1), U.S. Provisional Application No. 17 / 186,079, filed February 26, 2021; "METHODS AND SYSTEM FOR ESTIMATING PERCENTAGE TORQUE PRODUCED BY A PROPULSOR CONFIGURED FOR USE IN AN ELECTRIC The entirety of "AIRCRAFT" (Agent Case No. 1024-079USU1) and "AIRCRAFT FOR FIXED PITCH LIFT" (Agent Case No. 1024-103USU1), filed on 17 May 2021, are incorporated herein by reference.

[0022] Continuing to refer to Figure 1, the system 100 includes at least a battery 112. In this disclosure, “battery” means an electrical device and / or component used to store and supply electrical energy to an electric vehicle and its electrical subsystems. At least the battery 112 is configured to power at least the flight components 108 of the electric aircraft 104. In a non-limiting example, at least the battery 112 may power the lift components. In another non-limiting example, at least the battery may power the pusher components. In yet another non-limiting example, at least the battery 112 may power the propulsion systems of the electric aircraft 104. In some embodiments, at least the battery 112 may include one or more battery cells, one or more battery modules, and / or one or more battery packs. As used in this disclosure, “battery pack” is a set of battery modules. A battery pack may correspond to the battery pack in Figure 3. As used in this disclosure, “battery module” is a set of battery cells. A battery module may correspond to the battery module in Figure 2. As used in this disclosure, “battery cell” is a single anode and cathode separated by an electrolyte, and the cell generates voltage and current. The battery cell may correspond to the battery cell in Figure 4. In some embodiments, at least battery 112 may be one or more different types of batteries, such as pouch cell batteries, stack batteries, prism batteries, and lithium-ion cells. In some embodiments, at least battery 112 may include batteries, flywheels, rechargeable batteries, flow batteries, glass batteries, lithium-ion batteries, ultra batteries, and the like.Furthermore, without limitation, at least battery 112 disclosed herein may correspond to a power source titled "APPARATUSES AND METHODS FOR PRECONDITIONING A POWER SOURCE OF AN ELECTRIC AIRCRAFT" having attorney docket number 1024-204USU1, which is found in U.S. Patent Application No. 17 / 574,978, filed January 13, 2022, and is incorporated herein by reference in its entirety.

[0023] Continuing to refer to Figure 1, System 100 includes at least a sensor 116. In this disclosure, “sensor” is a device that generates an output signal for the purpose of sensing a physical phenomenon. For example, but not limited to, at least sensor 116 may convert detected phenomena such as temperature, voltage, current, pressure, velocity, motion, light, moisture, etc., into sensed signals. At least sensor 116 may output sensed signals. At least sensor 116 may include any computing device, as described throughout this disclosure, configured to convert and / or modify multiple detected signals into electrical signals for further analysis and / or manipulation. As a non-limiting example, at least sensor 116 may detect the temperature of at least battery 112 and output sensor data 116 of the temperature of at least battery 112 to controller 120. The sensor data 116 and controller 120 disclosed herein are described in further detail below. Electrical signals may include analog signals, digital signals, periodic or aperiodic signals, step signals, unit impulse signals, unit ramp signals, unit parabolic signals, sign functions, exponential signals, rectangular signals, triangular signals, sine signals, sine functions, or pulse-width modulated signals. Any datum captured by at least sensor 116 may include circuits, computing devices, electronic components, or combinations thereof, which are converted into at least an electronic signal configured to be transmitted to another electronic component. In non-limiting embodiments, at least sensor 116 may include multiple sensors in a sensor suite. In one or more embodiments, but not limited to, at least sensor 116 may include multiple sensors. At least sensor 116 disclosed herein may correspond to the sensor described with respect to Figure 6.

[0024] Continuing to refer to Figure 1, at least sensor 116 is communicably connected to at least battery 112. In some embodiments, at least sensor 116 is communicably connected to controller 120. For the purposes of this disclosure, “communicatively connected” means connected by a connection, attachment or link between two or more related elements that enable the reception and / or transmission of information between them. For example, but not limited to, such a connection may be between two or more components, circuits, devices, systems, etc., that are wired or wireless, direct or indirect, and that enable the reception and / or transmission of data and / or signals between them. The data and / or signals between them may include, but are not limited to, electrical, electromagnetic, magnetic, video, audio, radio and microwave data and / or signals, combinations thereof, etc. A communication connection may be achieved, for example, directly or through one or more intervening devices or components, via wired or wireless electronic, digital or analog communication, but not limited to these. Furthermore, a communication connection may include electrically coupling or connecting at least the output of one device, component or circuit to at least the input of another device, component or circuit. For example, but not limited to, communication between elements of a computing device may occur via a bus or other equipment for mutual communication. Communication connections may also include, for example, but not limited to, indirect connections via wireless connections, radio communications, low-power wide-area networks, optical communications, magnetic, capacitive, or optical coupling. In some examples, the term “communicatively coupled” may be used instead of “communicatively connected” in this disclosure.

[0025] Continuing to refer to Figure 1, in one or more embodiments, at least sensor 116 may include a sensor suite that may include a plurality of sensors capable of detecting similar or unique phenomena. For example, in a non-limiting embodiment, a sensor suite may include a plurality of voltmeters or a mixture of voltmeters and thermocouples. System 100 may include a plurality of sensors in the form of individual sensors or sensor suites operating in conjunction or independently. A sensor suite may include a plurality of independent sensors as described in this disclosure, and any number of described sensors may be used to detect any number of physical or electrical quantities associated with an aircraft. Independent sensors may include individual sensors that measure physical or electrical quantities, these sensors may be independently powered from and / or communicate with the circuit, and each sensor may signal a sensor output to a control circuit such as controller 120. In one or more embodiments, at least sensor may include a sensor board, such as a sensor substrate. The sensor substrate may have at least a portion of a circuit board that includes, for example, one or more sensors configured to measure the temperature of at least battery 112. In one or more embodiments, the sensor substrate may be connected to at least battery modules and / or cells of battery 112. In one or more embodiments, the sensor board may include one or more circuits and / or circuit elements, for example, printed circuit board components. The sensor board may include a control circuit configured to perform and / or direct any actions performed by the sensor board and / or any other components and / or elements described herein, but is not limited to these. The control circuit may include any analog or digital control circuit, including but not limited to combinational logic circuits and / or synchronous logic circuits, processors, microprocessors, microcontrollers, etc.

[0026] Continuing to refer to Figure 1, at least sensor 116 may include sensors configured to measure physical and / or electrical parameters. In a non-limiting example, at least the temperature and / or voltage of battery 112 may be measured. For example, but not limited to, at least sensor may monitor the voltage and / or temperature of at least battery modules and / or cells of battery 112. At least sensor 116 may be configured to detect faults in each battery module, for example, as a function of and / or using the detected physical and / or electrical parameters. In one or more exemplary embodiments, a battery cell failure may be characterized by a temperature spike, and at least sensor may be configured to detect such rise in temperature and generate a signal, as further described below, to notify a user, support personnel, safety personnel, flight crew, maintenance, operator, emergency personnel, aircraft computer, or a combination thereof. Detection may be performed using any suitable component, set of components, and / or mechanism for direct or indirect measurement and / or detection of voltage levels, which include, but are not limited to, comparators, analog-to-digital converters, and any form of voltmeter.

[0027] Continuing to refer to Figure 1, in some embodiments, at least sensor 116 may include an electrical sensor. As described in this disclosure, “electrical sensor” is a device configured to detect electrical parameters associated with an electrical phenomenon. Exemplary, non-limiting electrical sensors include voltmeters, amperemeters, ohmmeters, multimeters, oscilloscopes, and the like. As a non-limiting example, an electrical sensor may detect at least the voltage of battery 112 and transmit sensor data of at least the voltage of battery 112 to controller 120. As another non-limiting example, an electrical sensor may detect at least the current of battery 112 and transmit sensor data of at least the current of battery 112 to controller 120.

[0028] Continuing to refer to Figure 1, in some embodiments, at least sensor 116 may include a temperature sensor 124. For the purposes of this disclosure, “temperature sensor” is a device that detects thermal energy and outputs an electrical signal as a function of the detection of thermal energy. In non-limiting examples, temperature sensor 124 may include, alone or in combination, thermocouples, thermistors, thermometers, passive infrared sensors, resistance temperature sensors (RTDs), semiconductor-based integrated circuits (ICs), combinations thereof, or other undisclosed sensor types. As understood for the purposes of this disclosure and by those skilled in the art, “temperature” is a measure of the thermal energy of a system. Temperature measured by any number or combination of sensors may be measured in Fahrenheit (°F), Celsius (°C), Kelvin (°K), or individually or in combination on another scale. Temperature measured by sensors may include electrical signals transmitted wirelessly or via wired connections to their appropriate destinations. In non-limiting examples, temperature sensor 124 may detect the temperature of at least battery 112 and transmit sensor data of at least battery 112 temperature to controller 120.

[0029] Continuing to refer to Figure 1, System 100 includes a controller 120. The controller 120 may include, but is not limited to, any computing device as described in this disclosure, including, a microcontroller, microprocessor, digital signal processor (DSP), and / or system-on-a-chip (SoC). The computing device may include, be contained in, and / or communicate with a mobile device such as a mobile phone or smartphone. The controller 120 may include a single computing device operating independently, or it may include two or more computing devices operating in coordination, in parallel, sequentially, etc. Also, two or more computing devices may be included together in a single computing device or two or more computing devices. The controller 120 may interface with or communicate with one or more additional devices via a network interface device, as described in more detail below. The network interface device may be used to connect the controller 120 to one or more of various networks and one or more devices. Examples of network interface devices include, but are not limited to, network interface cards (e.g., mobile network interface cards, LAN cards), modems, and any combination thereof. Examples of networks include, but are not limited to, wide area networks (e.g., the Internet, enterprise networks), local area networks (e.g., networks associated with offices, buildings, campuses, or other relatively small geographical spaces), telephone networks, data networks associated with telephone / voice providers (e.g., mobile communications provider data and / or voice networks), direct connections between two computing devices, and any combination thereof. Networks may employ wired and / or wireless communication modes. In general, any network topology may be used.Information (e.g., data, software, etc.) may be communicated with computers and / or computing devices. Controller 120 may include, for example, a computing device or cluster of computing devices at a first location, and a second computing device or cluster of computing devices at a second location, but is not limited to these. Controller 120 may include one or more computing devices dedicated to data storage, security, traffic distribution for load balancing, etc. Controller 120 may distribute one or more computing tasks across multiple computing devices of the computing device, as described below, and this may operate in parallel, serial, redundantly, or in any other way used for task or memory distribution between computing devices. Controller 120 may be implemented using a “no-share” architecture in which data is cached on workers, which in one embodiment may enable scalability of system 100 and / or computing devices.

[0030] Continuing to refer to Figure 1, the controller 120 may be designed and / or configured to execute any method, method step, or sequence of method steps in any embodiment of the disclosure in any order and to any degree. For example, the controller 120 may be configured to repeatedly execute a single step or sequence until a desired or instructed result is achieved, and the iteration of the step or sequence of steps may be performed iteratively and / or recursively, using the output of the previous iteration as input to the subsequent iteration, aggregating the inputs and / or outputs of the iterations to produce an aggregated result, which reduces or decreases one or more variables, such as global variables, and / or divides a larger processing task into a set of iteratively addressed smaller processing tasks. The controller 120 may execute any step or sequence of steps described in the disclosure in parallel, such as executing the step twice and / or substantially simultaneously using two or more parallel threads, processor cores, etc. Task and / or process division between parallel threads may be performed according to any protocol suitable for task division between iterations. Those skilled in the art will recognize, upon reviewing the entirety of this disclosure, a variety of ways in which steps, sequences of steps, processing tasks, and / or data may be subdivided, shared, or otherwise processed using iteration, recursion, and / or parallel processing.

[0031] Continuing to refer to Figure 1, the controller 120 is configured to receive sensor data 116 from at least one sensor 116 that is communicably connected to at least one battery 112. For the purposes of this disclosure, “sensor data” is data transmitted from at least one sensor 116. In an unspecified example, the sensor data 116 may include at least the temperature of the battery 112 from a temperature sensor 124. In another unspecified example, the sensor data 116 may include at least the current of the battery 112 from an electrical sensor. In yet another unspecified example, the sensor data 116 may include at least the voltage of the battery 112 from an electrical sensor.

[0032] Continuing to refer to Figure 1, the controller 120 is configured to identify the battery state 128 as a function of sensor data 116 and a battery threshold 132. In this disclosure, “battery threshold” is a threshold of sensor data from at least one sensor communicably connected to at least one battery of the electric aircraft. In one embodiment, the battery threshold may include a temperature threshold 136. In this disclosure, “temperature threshold” is a temperature threshold of at least one battery of the electric aircraft. In another embodiment, the battery threshold may include a current threshold. In this disclosure, “current threshold” is a desired boundary of the current of at least one battery of the electric aircraft. In some embodiments, the battery threshold may include a voltage threshold. In this disclosure, “voltage threshold” is a voltage threshold of at least one battery of the electric aircraft. In some embodiments, a user may manually input the battery threshold 132 to the controller 120. In this disclosure, “user” is any individual or group using the system 100. As a non-limiting example, a user may include a pilot, person, group, etc., interacting with a remote device that communicates with the electric aircraft 104. In some embodiments, the battery threshold 132 can be obtained from a database.

[0033] Continuing to refer to Figure 1, the database may be implemented as, but not limited to, a relational database, a key-value lookup database such as a NoSQL database, or any other format or structure for use as a database that a person skilled in the art would recognize as appropriate when considering the entirety of this disclosure. Alternatively or additionally, the database may be implemented using data structures such as distributed data storage protocols and / or distributed hash tables. The database may contain multiple data entries and / or records, as described above. Data entries in the database may be flagged with or linked to one or more additional elements of information. This may be reflected in linked tables such as tables associated by data entry cells and / or one or more indexes in a relational database. A person skilled in the art will recognize, upon considering the entirety of this disclosure, a variety of ways in which data entries in a database may store, retrieve, organize, and / or reflect the data and / or records used herein, as well as categories and / or collections of data consistent with this disclosure.

[0034] Continuing to refer to Figure 1, in some embodiments, sensor data 116 outside the battery threshold 132 may indicate damage to the electric aircraft 104 and / or at least the battery 112, or an increased likelihood of future damage. In a non-limiting example, damage may include thermal runaway. As defined above, “thermal runaway” is the phenomenon in which at least the battery enters a state of uncontrolled self-heating. Thermal runaway may occur when at least the battery 112 develops lower resistance or lower trigger voltage as the internal temperature rises. As the current increases significantly, the temperature may rise further as power loss increases. The positive feedback effect of thermal runaway may lead to failures such as inefficient use of battery power, lack of battery power, electrical explosion, or fire. In some cases, ejecta debris may include, but is not limited to, gases, fragments, particulate matter from at least the battery 112, etc. In some cases, ejecta debris may include lithium-based compounds. Alternatively or additionally, ejecta debris may include, but is not limited to, carbon-based compounds such as carbonate esters. The ejected debris may contain material in any phase or form, including solids, liquids, gases, vapors, etc. In some cases, the ejected debris may undergo a phase change; for example, the ejected debris may be vaporous when first ejected and then condense into a solid or liquid after ejection as it cools. In another non-limiting example, damage may include electrical breakdown. In this disclosure, “electrical breakdown” refers to the process that occurs when an electrically insulating material exposed to a sufficiently high voltage suddenly becomes a conductor and an electric current passes through it. Electrical breakdown can cause failure of at least the battery 112 and / or the electric aircraft 104, and a fire hazard.

[0035] Continuing with reference to Figure 1, in this disclosure, “battery state” refers to the state of at least the battery of an electric aircraft. In one embodiment, battery state 128 may include state O. In this disclosure, “status 0” indicates that at least sensor data 116 from a sensor is within the battery threshold. As an unrestricted example, if the temperature threshold 136 is 140°F and the temperature detected from at least a temperature sensor 124 communicably connected to the battery 112 is 80°F, then battery state 128 may be status 0. As another unrestricted example, if the voltage threshold is 2200V and the voltage detected from at least an electrical sensor communicably connected to the battery 112 is 150V, then battery state 128 may be status 0. There are various names that may be used to indicate status 0 and status 1. As yet another unrestricted example, if the voltage threshold is 200V and the voltage detected from at least an electrical sensor communicably connected to the battery 112 is 150V, then battery state 128 may be status 0. In another embodiment, battery state 128 may include status 1. In this disclosure, “Status 1” indicates that at least the sensor data 116 from the sensor is outside the battery threshold. As a non-limiting example, if the temperature threshold 136 is 140°F and the temperature detected by at least the temperature sensor 124, which is communicatively connected to the battery 112, is 150°F, then the battery state 128 may be Status 1. As another non-limiting example, if the voltage threshold is 200V and the voltage detected by at least the electrical sensor, which is communicatively connected to the battery 112, is 220V, then the battery state 128 may be Status 1. A person skilled in the art will understand, after considering the entirety of this disclosure and after reading the entirety of this disclosure, the various names that may be used to indicate Status 0 and Status 1.

[0036] Continuing to refer to Figure 1, in some embodiments, the battery state 128 can be calculated by subtracting sensor data 116 from the battery threshold 132. In one embodiment, when the value of the subtraction is positive, the battery state 128 may be status 0. As a non-limiting example, if the temperature threshold 136 is 140°F and the temperature detected by at least a temperature sensor 124 communicably connected to the battery 112 is 80°F, the controller 120 may subtract 80°F from 140°F, which gives a positive value of 60, and the battery state 128 may be status 0.

[0037] In another embodiment, when the subtraction value is zero, the battery state 128 may be status 1. As a non-limiting example, if the temperature threshold 136 is 140°F and the temperature detected by at least a temperature sensor 124 communicably connected to the battery 112 is 140°F, the controller 120 may subtract 140°F from 140°F, which gives 0, and the battery state 128 may be status 1. This could indicate that, if the sensor data 116 includes at least the temperature of the battery 112 and the battery threshold 132 includes the temperature threshold 136, then zero from the subtraction of the sensor data 116 from the battery threshold 132 could indicate that there is at least a problem with the battery 112. Thus, this could indicate that it may be necessary to control the power from at least the battery 112 to at least the flight components 108. As another non-limiting example, if the voltage threshold is 30V and the voltage detected from at least an electrical sensor communicatively connected to the battery 112 is 30V, the controller 120 may subtract 30V from 30V, which gives zero, and the battery state 128 may be status 1. This means that if the sensor data 116 includes at least the voltage of the battery 112 and the battery threshold 132 includes the voltage threshold, zero from the subtraction of the sensor data 116 from the battery threshold 132 may indicate that there is at least a problem with the battery 112. Thus, this may indicate that it may be necessary to control the power from at least the battery 112 to at least the flight components 108. As another non-limiting example, if the current threshold is 230mAh and the current detected from at least an electrical sensor communicatively connected to the battery 112 is 230mAh, the controller 120 may subtract 230mAh from 230mAh, which gives zero, and the battery state 128 may be status 1. This means that if the sensor data 116 includes at least the current of the battery 112 and the battery threshold 132 includes the current threshold, then zero from subtracting the sensor data 116 from the battery threshold 132 may indicate that there is at least a problem with the battery 112. Thus, this may indicate that it may be necessary to control the power from at least the battery 112 to at least the flight component 108.In another embodiment, when the subtraction value is zero, the battery state 128 may be status 0, the sensor data 116 may be from an electrical sensor, and the battery threshold 132 may include a resistance threshold. As a non-limiting example, if the resistance threshold is 400 mOhms and the resistance detected from at least one electrical sensor communicatively connected to the battery 112 is 400 mOhms, the controller 120 may subtract 400 mOhms from 400 mOhms, which gives zero, and the battery state 128 may be status 0.

[0038] Continuing to refer to Figure 1, in another embodiment, when the subtraction value is negative, the battery state 128 may be status 1. As a non-limiting example, if the temperature threshold 136 is 140°F and the temperature detected by at least a temperature sensor 124 communicably connected to the battery 112 is 160°F, the controller 120 may subtract 160°F from 140°F, which gives a negative value of -20, and the battery state 128 may be status 1. This may indicate that if the sensor data 116 includes at least the temperature of the battery 112 and the battery threshold 132 includes the temperature threshold 136, then a negative value obtained by subtracting the battery threshold 132 from the sensor data 116 may indicate that there is at least a problem with the battery 112. Thus, this may indicate that it may be necessary to control the power from at least the battery 112 to at least the flight components 108.

[0039] As another non-limiting example, if the voltage threshold is 30V and the voltage detected by at least an electrical sensor communicatively connected to the battery 112 is 35V, the controller 120 may subtract 35V from 30V, which gives a negative value of -5, and the battery state 128 may be status 1. This could indicate that there is at least a problem with the battery 112 if the sensor data 116 includes at least the voltage of the battery 112 and the battery threshold 132 includes the voltage threshold, and the value obtained by subtracting the battery threshold 132 from the sensor data 116 is negative. Thus, this could indicate that it may be necessary to control the power from at least the battery 112 to at least the flight components 108. As another non-limiting example, if the current threshold is 230mAh and the current detected by at least an electrical sensor communicatively connected to the battery 112 is 250mAh, the controller 120 may subtract 250mAh from 230mAh, which gives a negative value of -20, and the battery state 128 may be status 1. This means that if the sensor data 116 includes at least the current of the battery 112 and the battery threshold 132 includes the current threshold, then if the value obtained by subtracting the battery threshold 132 from the sensor data 116 is negative, it may indicate that there is at least a problem with the battery 112. Thus, this may indicate that it may be necessary to control the power from at least the battery 112 to at least the flight components 108. In another embodiment, when the subtraction value is negative, the battery state 128 may be status 0, the sensor data 116 may be from an electrical sensor, and the battery threshold 132 may include a resistance threshold. As a non-limiting example, if the resistance threshold is 400 mOhms and the resistance detected from at least an electrical sensor communicably connected to the battery 112 is 500 mOhms, the controller 120 may subtract 400 mOhms from 500 mOhms, which gives a negative value of -100, and the battery state 128 may be status 0.

[0040] Continuing to refer to Figure 1, in some embodiments, the controller 120 is configured to control power from at least the battery 112 to at least the flight components 108 of the electric aircraft 104 as a function of the battery state 128. In some embodiments, the controller 120 may be configured to control power from at least the battery to at least the flight components 108 by controlling one or more inverters that are communicatively connected to the electric motors. As used in this disclosure, “inverter” is a power electronic device or circuit that converts direct current (DC) to alternating current (AC). An inverter (also called a power inverter) may be entirely electronic or may include at least a mechanism (such as a rotating device) and electronic circuitry. In some embodiments, a static inverter may not use any moving parts in the conversion process. An inverter may not generate any power of its own; rather, an inverter may convert power generated by a DC power source. Inverters may often be used in power applications where high current and voltage are present, and a circuit that performs a similar function as an inverter for electronic signals with relatively low current and potential may be called an oscillator. In some cases, a circuit that performs the opposite function of an inverter, converting AC to DC, may be called a rectifier. A detailed description of inverters and their use in electric motors is disclosed in U.S. Patent Application No. 17 / 144,304, “METHODS AND SYSTEMS FOR A FRACTIONAL CONCENTRATED STATOR CONFIGURED FOR USE IN ELECTRIC AIRCRAFT MOTOR,” filed by C. Lin et al. on January 8, 2021, and is incorporated in its entirety by reference. Additional descriptions relating to inverters can be found in U.S. Patent Application No. 17 / 852,905, filed on June 29, 2022, titled “AN APPARATUS AND METHOD FOR OPTIMIZING MOTOR PERFORMANCE IN AN ELECTRIC AIRCRAFT,” with attorney number 1024-443USU1, and is incorporated in its entirety by reference.The electric motors disclosed herein are further described above. In one embodiment, when the battery state 128 is status 0, the controller 120 may be configured not to control at least the power of the battery 112 to the flight components 108. In another embodiment, when the battery state 128 is status 1, the controller 120 may be configured to reduce at least the power of the battery 112 to the flight components 108. As an unrestricted example, when the battery state 128 is status 1, the controller 120 may reduce at least the power of the battery 112, which may reduce at least the current of the battery 112. As another unrestricted example, when the battery state 128 is status 1, the controller 120 may reduce at least the power of the battery 112, which may reduce at least the voltage of the battery 112. As an unrestricted example, when the battery state 128 is status 1, the controller 120 may reduce at least the power of the battery 112, which may reduce the revolutions per minute (rpm) of the thrusters. As another non-limiting example, when battery state 128 is status 1, controller 120 may reduce the power of at least battery 112, which may reduce the torque of the thruster.

[0041] Continuing to refer to Figure 1, in some embodiments, the controller 120 may be configured to control the power of at least the battery 112 as a function of state weights 140. In this disclosure, “state weight” is the difference between the sensor data and the battery threshold. As an unrestricted example, if the subtraction of the sensor data 116 from the battery threshold 132 is a positive value of 60, then the state weight 140 is 60. As an unrestricted example, if the subtraction of the sensor data 116 from the battery threshold 132 is a negative value of -20, then the state weight 140 is 20. As an unrestricted example, if the subtraction of the sensor data 116 from the battery threshold 132 is zero, then the state weight 140 is zero. In some embodiments, the smaller the state weight 140, the greater the reduction in power of at least the battery 112 may need to be. As a non-limiting example, if battery state 128 is status 1, state weight 140 is 30, and subtracting the temperature of battery 112 from the temperature threshold 136 is -30, the controller 120 may be configured to reduce more power than if battery state is status 1, state weight 140 is 20, and subtracting the temperature of battery 112 from the temperature threshold 136 is -20. As another non-limiting example, if battery state 128 is status 1, state weight 140 is 30, and subtracting at least the voltage of battery 112 from the voltage threshold is -30, the controller 120 may be configured to reduce more power than if battery state is status 1, state weight 140 is 20, and subtracting the voltage of battery 112 from the voltage threshold is -20.

[0042] Continuing to refer to Figure 1, in some embodiments, the controller 120 may be configured to generate battery alerts 144 as a function of battery state 128, state weights 140, and alert range 148. For the purposes of this disclosure, “battery alert” means an alert that indicates to the user about the battery state. In non-limiting examples, battery alerts 144 may include “battery is overheating,” “reduce battery power,” “battery temperature is approaching a threshold,” “battery state is good,” and / or “battery temperature is within a threshold,” “no need to reduce battery power.” In another non-limiting example, battery alerts 144 may include various formats such as, for example, video, image, text, audio, vibration, etc. For the purposes of this disclosure, “alert range” means a range of values ​​for battery weight. In some embodiments, the user may manually input the alert range 148 to the controller 120. In some embodiments, the alert range 148 may be predetermined.

[0043] Continuing to refer to Figure 1, in one embodiment, the controller 120 may be configured to generate a battery alert 144 when the battery state 128 is status 1. As a non-limiting example, when the battery state is status 1, the controller 120 may generate a battery alert 144 as "battery is overheating" and / or "battery power is decreasing". In another embodiment, the controller 120 may generate a battery alert 144 when the battery state is status 0 and the state weight 140 is outside the alert range 148. As a non-limiting example, when the battery state is status 0, the battery weight is 20, and the alert range 148 is 10, the controller 120 may generate a battery alert 144 as "battery status is normal" and / or "battery temperature is within the threshold". In another embodiment, the controller 120 may generate a battery alert 144 when the battery state is status 0 and the state weight 140 is within the alert range 148. As another non-limiting example, when the battery state is 1, the battery weight is 5, and the alert range 148 is 10, the controller 120 may generate a battery alert 144 indicating that "the battery temperature is about to reach the threshold." As yet another non-limiting example, when the battery state is 0, the battery weight is 10, and the alert range 148 is 10, the controller 120 may generate a battery alert 144 indicating that "the battery temperature is about to reach the threshold."

[0044] Continuing to refer to Figure 1, in some embodiments, the system 100 may include a display device 152. For the purposes of this disclosure, “display device” means a device that transmits information. In non-limiting examples, the display device 152 may include a smartphone, tablet, laptop, monitor, headset, etc. In one embodiment, the display device 152 may transmit information in text format. In some embodiments, the display device 152 may transmit information in video format. In some embodiments, the display device 152 may transmit information in audio format. In some embodiments, the display device 152 may transmit information in animation format. In some embodiments, the controller 120 may be communicably connected to the display device 152. In some embodiments, the controller 120 may be configured to display sensor data 116 to a user on the display device. In non-limiting examples, the controller 120 may display at least the temperature of the battery 112. In another non-limiting example, the controller 120 may display at least the current of the battery 112. In yet another non-limiting example, the controller 120 may display at least the voltage of the battery 112. In some embodiments, the controller 120 may be configured to display battery alerts 144 to the user. As a non-limiting example, the controller 120 may display “Battery power is decreasing” in text format. As another non-limiting example, the controller 120 may display “Battery is overheating” in audio format. The battery alerts 144 disclosed herein are described further above. In some embodiments, the display may include a screen, phone, tablet, laptop, computer, etc. In some embodiments, the flight controller 120 may display queries to the user. For the purposes of this disclosure, “query” is a question. As a non-limiting example, the query may include “yes” or “no.” As another non-limiting example, the query may include a question asking what to do to reduce the power of at least the battery 112.For example, the query might ask if the user wants to reduce the torque to the thruster, reduce the thruster's RPM, or at least reduce the voltage of battery 112.

[0045] Continuing to refer to Figure 1, in some embodiments the system may include a user input device 156. For the purposes of this disclosure, “user input device” is a device on which a user can input user input. For the purposes of this disclosure, “user input” is any input that a user can input into the user input device. In one embodiment, the user input device 156 may include a touchscreen. In a non-limiting example, the user may touch the screen to input user input. In some embodiments, the user input device 156 may include a switch. For the purposes of this disclosure, “switch” is an electrical component that can disconnect or connect a conductive path in an electrical circuit. In a non-limiting example, a switch may include a toggle switch, rotary switch, mercury switch, push-button switch, reverse switch, relay, circuit breaker, etc. In some embodiments, the user input device 156 may be communicably connected to a flight controller 120. In some embodiments, the user input device 156 may be configured to transmit user input to the flight controller 120. In some embodiments, the flight controller 120 may be configured to receive user input from the user input device 156. As a non-limiting example, the user may control a switch to generate user input. In some embodiments, the flight controller 120 may then be configured to control the power of at least the battery 112 as a function of user input from the user input device 156. For example, specifically, the flight controller 120 may display a query asking the user whether they want to reduce the power of at least the battery 112. If the user enters "yes", the flight controller 120 may control the power of at least the battery 112. If the user enters "no", the flight controller 120 may not reduce the power of at least the battery 112. In some embodiments, the flight controller 120 may be configured to control the power of at least the battery 112 only after receiving user input from the user.In some embodiments, the flight controller 120 may be configured to control the power of at least the battery 112 without obtaining user input from the user. In some embodiments, the user may respond to the battery alert 144 using a user input device 156. As a non-limiting example, when the flight controller 120 displays the battery alert 144 to the user on the display device 152 as "battery is overheating," the user may touch the screen to reduce the power of at least the battery 112. The flight controller 120 may then control the power of at least the battery 112. In some embodiments, the user may be the pilot of an electric aircraft.

[0046] Further descriptions relating to System 100, though not limited to those relating to it, can be found in U.S. Patent Application No. 17 / 515, 433, filed October 30, 2021, entitled “SYSTEMS AND METHODS FOR BATTERY MANAGEMENT FOR A VEHICLE,” with attorney number 1024-150USU1, which is incorporated herein by reference in its entirety.

[0047] Referring here to Figure 2, a battery module 200 having a plurality of battery units 216 according to an embodiment is shown. The battery module 200 may include battery cells 204, cell retainers 208, cell guides 212, protective wrap, backplate 220, end caps 224, and side panels 228. The battery module 200 may include a plurality of battery cells, each of which is labeled 204. In the embodiment, the battery cells 204 may be arranged and / or arranged within each battery unit 216 in groupings of any number of columns and rows. For example, in the exemplary embodiment of Figure 2, the battery cells 204 are arranged in each battery unit 216 having 18 cells in two columns. The figure may be interpreted as including rows and columns, but it should be noted that in the grouping of battery cells within a battery unit, the rows exist simply as a result of the repetitive nature of the continuous alignment of the intersecting battery cells and battery cell hole patterns within the cell retainers. In the exemplary embodiment shown in Figure 2, 18 battery cells 204 are arranged in a battery unit 216 comprising a plurality of battery units 216 including a battery module 200. However, those skilled in the art will understand that the battery cells 204 may be arranged in any number of rows and any number of columns, and furthermore, any number of battery units may be present in the battery module 200. According to the embodiment, the battery cells 204 in a first column may be offset and / or arranged relative to the battery cells 204 in a second column. In this way, any two adjacent rows of battery cells 204 may not be adjacent laterally, but instead may be offset by a predetermined distance. In the embodiment, any two adjacent rows of battery cells 204 may be offset by a distance equal to the radius of the battery cell. This arrangement of battery cells 204 is merely a non-limiting example and does not in any way preclude other arrangements of battery cells.

[0048] Referring further to Figure 2, in some embodiments, the battery cells 204 can be secured in place by a cell retainer 208. As illustrated in Figure 2, the cell retainer 208 is shown as the negative space between circles representing the battery cells 204. The cell retainer 208 comprises a sheet further having circular openings corresponding to the cross-sectional area of ​​the individual battery cells 204. The cell retainer 208 has an arrangement of openings that indicates the placement of the battery cells 204. In embodiments, the cell retainer 208 may be configured to be mechanically coupled non-permanently to the first end of the battery cell 204.

[0049] Referring further to Figure 2, according to the embodiment, the battery module 200 may further include a plurality of cell guides 212 corresponding to each battery unit 216. The cell guides 212 may include solid extruded bodies having notches (e.g., scallops) corresponding to the radius of the cylindrical battery cells 204. The cell guides 212 may be positioned between two rows of battery units 216 so as to form the surface (e.g., side) of the battery unit 216. Thus, in the embodiment, the number of cell guides 212 may quantitatively correspond to the number of battery units 216. The cell guides 212 may include a material suitable for conducting heat.

[0050] Referring further to Figure 2, the battery module 200 may also include a protective wrap woven between a plurality of battery cells 204. The protective wrap may provide fire protection, thermal containment, and thermal runaway protection during malfunction of a battery cell or within the normal operating limits of one or more battery cells 204 and / or potentially the entire battery module 200. The battery module 200 may also include a backplate 220. The backplate 220 is configured to structure and encapsulate at least a portion of the battery cells 204, cell retainers 208, cell guides 212, and the protective wrap. End caps 224 may be configured to encapsulate at least a portion of the battery cells 204, cell retainers 208, cell guides 212, and the battery unit 216, and the end caps may include protruding bosses that click into receivers at both ends of the backplate 220, as well as similar bosses at a second end that click into a sense board. The side panel 228 may provide another structural element having two opposite and opposite faces, and may be further configured to encapsulate at least a portion of the battery cell 204, cell retainer 208, cell guide 212, and battery unit 216.

[0051] Referring further to Figure 2, in an embodiment, the battery module 200 may include one or more battery cells 204. In another embodiment, the battery module 200 comprises a plurality of individual battery cells 204. Each battery cell 204 may include a cell configured to include an electrochemical reaction that generates enough electrical energy to power at least a portion of an electric aircraft. The battery cells 204 may include, to name a few, an electrochemical cell, a galvanic cell, an electrolytic cell, a fuel cell, a flow cell, a voltaic cell, or any combination thereof. In an embodiment, the battery cells 204 may be electrically connected in series, in parallel, or in a combination of series and parallel. A series connection, as used herein, involves wiring the first terminal of a first cell to the second terminal of a second cell and is further configured to have a single conductive path for the flow of electricity while maintaining the same current (measured in amperes) through any component in the circuit. While the term “wired” may be used for battery cell 204, those skilled in the art will understand that this term is synonymous with “electrically connected” and that there are many ways in which electrical elements such as battery cell 204 are coupled together. As an example, battery cell 204 can be coupled via pre-fabricated terminals of a first sex and mated with second terminals having a second sex. Parallel connection, as used herein, involves wiring the first and second terminals of a first battery cell to the first and second terminals of a second battery cell, and further configured to have two or more conductive paths for electricity to flow while maintaining the same voltage (measured in volts) across any component in the circuit. Battery cell 204 may be wired in a series-parallel circuit that combines the characteristics of the constituent circuit type into this combination circuit. Battery cell 204 may be electrically connected in any configuration that can impart to the system the electrical advantages associated with its configuration, such as high-voltage applications or high-current applications. As used herein, an electrochemical cell is a device that can generate electrical energy from a chemical reaction or use electrical energy to induce a chemical reaction.Furthermore, a voltaic cell or galvanic cell is an electrochemical cell that generates electric current from a chemical reaction, while an electrolytic cell generates chemical reactions through electrolysis. As used herein, the term “battery” is used to refer to a collection of cells connected to one another in series or in parallel.

[0052] Referring further to Figure 2, according to the embodiment and as described above, any two rows of battery cells 204, and therefore the openings of the cell holder 208, are shifted by one half length so that two battery cells 204 do not directly adjoin the next cell along the length of the battery module 200, this is the staggered arrangement shown in the illustrated embodiment of Figure 2. The cell holder 208 may employ this staggered arrangement to allow more cells to be placed closer to each other than in square columns and rows such as a grid pattern. The staggered arrangement may also be configured to allow better thermodynamic dissipation, a method which may be further disclosed below. The cell holder 208 may include staggered openings further configured to align with the battery cells 204 and hold the battery cells 204 in a fixed position. The cell holder 208 may include injection-molded parts. Injection-molded parts may include parts manufactured by injecting a liquid into a mold and allowing it to solidify, which in its cured form takes the shape of the mold. The cell holder 208 may include liquid crystal polymers, polypropylene, polycarbonate, acrylonitrile butadiene styrene, polyethylene, nylon, polystyrene, polyetheretherketone, and the like. The cell holder 208 may include a second cell holder fixed to the second end of the battery cell 204 and configured to hold the battery cell 204 in place from both ends. The second cell holder may have the same or exactly the same features and functions as the first cell holder 208. The battery module 200 may also include a cell guide 212. The cell guide 212 includes a material positioned between two rows of battery cells 204. In embodiments, the cell guide 212 may be configured to distribute heat that may be generated by the battery cells 204.

[0053] Referring further to Figure 2, the battery module 200 may also include a backplate 220. The backplate 220 is configured to provide a base structure to the battery module 200 and can encapsulate at least a portion of it. The backplate 220 may have any shape and include opposite sides having thickness between them. In embodiments, the backplate 220 may include a sheet in the shape of an effectively flat rectangular prism. For example, the backplate 220 may include one side of a larger rectangular prism that characterizes the shape of the battery module 200 as a whole. The backplate 220 also has openings corresponding to each of the plurality of battery cells 204. The backplate 220 may include a lamination of multiple layers. The layers laminated together may include FR-2, glass-reinforced epoxy laminate material, and a thermal barrier similar to or exactly the same type as disclosed above. The backplate 220 may be configured to provide structural support and containment of at least a portion of the battery module 200, as well as to provide fire and thermal protection.

[0054] Referring further to Figure 2, the battery module 200 may also include a first end cap 224 configured to encapsulate at least a portion of the battery module 200. The end cap 224 provides structural support to the battery module 200 and can hold the backplate 220 in a fixed relative position to the entire battery module 200. The end cap 224 has a protruding boss at its first end, which mates and snaps into place with a receiving feature at the first end of the backplate 220. The end cap 224 has a second protruding boss at its second end, which mates and secures with a receiving feature on the sense board.

[0055] Referring further to Figure 2, the battery module 200 may also include at least side panels 228 that can encapsulate two sides of the battery module 200. The side panels 228 may include opposite and opposite sides made of metal or composite material. In the exemplary embodiment of Figure 2, a second side panel 228 is present but is not shown in order to illustrate the interior of the battery module 200. The side panels 228 may provide structural support to the battery module 200 and may provide a barrier to isolate the battery module 200 from external components in the aircraft or environment.

[0056] Referring here to Figure 3, a perspective view is shown of an embodiment of a battery pack having a plurality of battery modules arranged in a battery pack 300. The configuration of the battery pack 300 is merely illustrative and should not be considered limiting. The battery pack 300 is configured to facilitate the flow of medium through each of the plurality of battery modules in order to cool the battery pack. The battery pack 300 may include one or more battery modules 304A-N. The battery pack 300 is configured to house and / or package one or more battery modules 304A-N. Each of the plurality of battery modules 304A-N may include any battery module, as will be described in more detail throughout this disclosure. As an exemplary embodiment, Figure 3 shows seven battery modules 304A-N that make up the battery pack 300, but those skilled in the art will understand that any number of battery modules 304A-N can be housed in the battery pack 300. In one embodiment, each of the plurality of battery modules 304A-N may include one or more battery cells 308A-N. Each battery module 304A-N is configured to house and / or enclose one or more battery cells 308A-N. Each of the plurality of battery cells 308A-N may include any battery cell, as will be described in more detail throughout this disclosure. The battery cells 308A-N may be configured to be housed within each battery module 304A-N, and each battery cell 308A-N may be arranged in any configuration, but not limited to these. As an exemplary embodiment, Figure 3 shows 240 battery cells 308A-N housed within each battery module 304A-N, but those skilled in the art will understand that any number of battery units 308A-N may be housed within each battery module 304A-N of the battery pack 300. Furthermore, each of the plurality of battery modules 304A-N of the battery pack 300 includes a circuit 312. The circuit 312 may include any circuit, as will be described in more detail throughout this disclosure.Each of the multiple battery modules 304A to N further includes a second circuit 316. The second circuit 316 may include any circuit as described in more detail throughout this disclosure. A person skilled in the art will recognize, upon considering the entire disclosure, various configurations of the multiple battery modules that may be used in a battery pack in accordance with this disclosure.

[0057] Referring further to Figure 3, in some embodiments, a battery unit may be configured to be coupled with one or more other battery units, and the combination of two or more battery units may form at least part of an aircraft battery and / or rechargeable battery. A battery unit may be configured to include a plurality of battery cells. The plurality of battery cells may include any battery cells as described throughout this disclosure. In this embodiment, for example, but not limited to, a battery unit includes a first row of battery cells, the first row of battery cells in contact with a first side of a heat conduit, as will be described in more detail below. In a non-limiting example, the row of battery cells is configured to include 10 columns of battery cells. Furthermore, in this embodiment, for example, but not limited to, a battery unit includes a second row of battery cells, the second row of battery cells in contact with a second side of a heat conduit, as will be described in more detail below. In a non-limiting example, the second row of battery cells is configured to include 10 columns of battery cells. In some embodiments, the battery unit may be configured to include 20 battery cells in a first row and a second row. The battery cells of the battery unit may be arranged in any configuration such that the battery unit may include any number of rows of battery cells and any number of other rows of battery cells. In embodiments, the battery unit may include any offset in the distance between the first row of battery cells and the second row of battery cells, and the battery cells of the first row and the battery cells of the second row are not centered relative to each other. In this embodiment, for example, but not limited to, the battery unit includes a first row and an adjacent second row, each containing 10 battery cells, and each battery cell in the first row and each battery cell in the second row is shifted by a length that measures the radius of the battery cell, and the center of each battery cell in the first row and each battery cell in the second row are separated from the center of the battery cells in the adjacent row by a length equal to the radius of the battery cell.As a further example, but not limited to, each battery cell in a first row and each battery cell in a second row are shifted by a length measuring one-quarter of the diameter of each battery cell, and the center of each battery cell in the first row and each battery cell in the second row are separated from the center of the battery cells in the adjacent row by a length equal to one-quarter of the diameter of the battery cell. The first row of battery cells and the second row of battery cells in a plurality of battery units may be configured to be fixed in position by utilizing cell holders, as described throughout this disclosure. Each battery cell may be connected by any connecting means, as described throughout this disclosure. In some embodiments, the battery unit may include a heat conduit, the heat conduit having a first surface and a second opposite and opposite surfaces. In some cases, as described throughout this disclosure, the height of the heat conduit shall not exceed the height of the battery cells. For example, but not limited to, the height of the heat conduit may be equal to the height of each battery cell in the first row and the second row. The heat conduit is configured to include recesses in each battery cell component bonded to the first and / or second surface of the heat conduit. A person skilled in the art will recognize, upon considering the entirety of this disclosure, components that can be used as heat conduits in accordance with this disclosure.

[0058] Referring further to Figure 3, in some embodiments, the heat conduit may include at least passages, and the passages have openings that begin at a first end of the heat conduit and end at a second opposing end of the heat conduit. A “passage” is a horizontal channel having an opening at each end of the heat conduit, as described herein. The passages may be configured to have a hollow shape including one or more sides, at least two ends (e.g., top and bottom), and length, the hollow shape having the same or different shape as the passages and including a void that ends at a second opposing end on the opposite side of the shape. For example, but not limited to, in some embodiments, the passages include a rectangular tubular shape. In embodiments, the tubular component extends substantially perpendicular to each battery cell. In embodiments, the passages may be arranged to form a void that begins at a first side of the battery module and ends at a second opposite side of the battery module. According to embodiments, the passages and / or heat conduits may be constructed using any preferred material. For example, but not limited to, heat conduits and / or passages may be made of polypropylene, polycarbonate, acrylonitrile butadiene styrene, polyethylene, nylon, polystyrene, polyether ether ketone, and the like.

[0059] Referring further to Figure 3, in some embodiments, the multiple passages may be arranged within the heat conduit such that the multiple passages are configured to allow the movement of a medium from a first end of the heat conduit to a second, opposite end of the heat conduit. For example, the multiple passages may be arranged to allow the passage of a medium through hollow openings / gaps in the multiple passages. The medium may include any medium as described throughout this disclosure. The hollow openings and / or multiple passages of the heat conduit may be configured to be of any size and / or diameter. For example, but not limited to, the hollow openings of the multiple passages may be configured to have a diameter less than or equal to the radius of each battery cell. The multiple passages and / or heat conduit may have a length equal to or less than the length of a battery cell in one row, such that the heat conduit and / or multiple passages do not exceed the length of a battery cell in a first row and / or second row. The openings of the multiple passages may be configured to be located at each end of the heat conduit, and the multiple passages may be in contact with each battery cell in each battery unit located at the end of each column and / or row of the battery unit. For example, in some embodiments, though not limited to them, a battery unit may include two rows having 10 battery cells each, and multiple passage openings on each end of a heat conduit that is in contact with each battery cell at the respective ends of the two rows. Those skilled in the art will recognize, upon considering the entirety of the present disclosure, a variety of components that can be used as at least passages consistent with the present disclosure.

[0060] Referring further to Figure 3, in some embodiments, the circuit and / or heat conduit may be configured to facilitate the flow of a medium through each of the multiple battery modules, thereby cooling the battery pack. The medium may include any medium described in further detail throughout this disclosure. The circuit may include any circuit as described in further detail above. In some embodiments, the circuit may be configured to be coupled to a first end of a heat conduit, the coupling being configured to facilitate the flow of a medium from the circuit to the first end of the heat conduit through multiple passages. The coupling may include any coupling as described in further detail throughout this disclosure. The circuit may include any component configured to facilitate the flow of a medium to the battery pack by utilizing an electric current. For example, but not limited to, the circuit may include a printed circuit board that mechanically supports electrical connections that facilitate the flow of a medium to the battery pack. The circuit may be configured to include a first end and a second end, the second end being on the opposite side of the first end of the circuit. In some embodiments, the first end of the circuit is in a plane perpendicular to the longitudinal axis of the heat conduit. The first end of the circuit is configured to include a medium supply component. While the embodiments of the circuit show a medium supply component located only on the first side of the circuit, this is not limiting and may include a medium supply component located on a second end of the circuit. The medium supply component of the circuit may be configured to allow a medium to be supplied to the circuit, battery modules, and / or battery packs, and the flow of the medium may be initiated as a function to connect the medium supply component of the circuit to the medium supply device of the thermal management unit. The medium supply component may include any medium supply component, as described in more detail above. In some embodiments, the medium supply component is a screw hole, and the medium supply component of the thermal management unit is configured to connect to the screw hole of the medium supply component, but this is not limiting, and the medium supply component may include, but is not limited to, magnetic components, latching mechanisms, pressure-adjusting tube mechanisms, nozzle mechanisms, holes, flaps, etc.

[0061] Referring further to Figure 3, in some embodiments the heat conduit may include any heat conduit as described in more detail above. The height of the heat conduit may, in some cases, not exceed the height of each battery cell of the plurality of battery cells, as described throughout this disclosure. The heat conduit may be made of any suitable material, as described in more detail above. The heat conduit may be configured to include any curvature of a first side and / or second side of the heat conduit. For example, but not limited to, the curvature of the first side and / or second side of the heat conduit correlates with at least a portion of the plurality of battery cells. As a further example, but not limited to, in one embodiment the heat conduit may be configured to include 10 curves on a first surface of the heat conduit, each curve configured to include a plurality of portions of each battery cell of the plurality of battery cells adjacent to the first surface of the heat conduit. As a further example, in some embodiments, but not limited to them, a heat conduit may be configured to include 10 curves on a second surface of the heat conduit, each curve may be configured to include multiple portions of each battery cell adjacent to a plurality of battery cells on the second surface of the heat conduit. While the embodiments of the heat conduit show 10 curves on each surface of the heat conduit, this is not limiting, and the heat conduit may include any number of curves on each surface of the heat conduit, each curve corresponding to multiple portions of a plurality of battery cells.

[0062] Referring further to Figure 3, in some embodiments, the heat conduit may include any heat conduit as described in more detail above. As described in more detail above, the heat conduit may be made of any preferred material. Furthermore, the heat conduit may be configured to include any curvature of the first and / or second sides of the heat conduit, as described in more detail above. The heat conduit may be configured to be at least passages. The plurality of passages may include at least one of any passages as described in more detail above. The plurality of passages may be configured to have a hollow shape including one or more sides, at least two ends (e.g., top and bottom), and length, the hollow shape having the same or different shape as the plurality of passages, as described in more detail above, and including a void terminating at a second opposing end on the opposite side of the shape. For example, in exemplary embodiments, though not limited to, the plurality of passages may include a rectangular tubular shape. In embodiments, the tubular component extends substantially perpendicular to the curvature of the heat conduit configured to house each battery cell and / or each battery cell. In embodiments, the multiple passages may be arranged to form a gap that begins on a first side of the battery module and ends on a second opposite side of the battery module, as will be described in more detail throughout this disclosure. According to embodiments, the multiple passages and / or heat conduits may be constructed using any suitable material, as will be described in more detail above. In embodiments, the multiple passages may be arranged within a heat conduit, as will be described in more detail throughout this disclosure, such that the multiple passages may be configured to allow the movement of a medium from a first end of the heat conduit to a second, opposite end of the heat conduit.

[0063] Referring here to Figure 4, which shows a block diagram of an exemplary battery pack 400 for preventing the progression of thermal runaway between modules. The battery pack 400 may include pouch cells 404A-B. As used in this disclosure, “pouch cell” is a battery cell or module that includes a pouch. In some cases, a pouch cell may include a prismatic pouch cell, for example, if the overall shape of the pouch is prismatic, or it may be called a prismatic pouch cell. In some cases, a pouch cell may include a pouch that is substantially flexible. Alternatively or additionally, the pouch may be substantially rigid in some cases. Pouch cells 404A-B may include at least one pair of electrodes 408A-B. At least one pair of electrodes 408A-B may include a positive electrode and a negative electrode. Each electrode of at least one pair of electrodes 408A-B may include a conductive element. Non-limiting exemplary conductive elements include braided wire, solid wire, metal foil, and circuits such as printed circuit boards. At least one pair of electrodes 408A-B may be electrically in communication with and / or electrically connected to at least one pair of foil tabs 412A-B. At least one pair of electrodes 408A-B may be electrically in communication with and / or electrically connected to at least one pair of foil tabs 412A-B by any known method, including but not limited to welding, brazing, soldering, bonding, engineering fit, and electrical connectors. In some cases, at least one pair of foil tabs may include a cathode and an anode. In some cases, the exemplary cathode may include a lithium-based material such as lithium metal oxide bonded to an aluminum foil tab. In some cases, the exemplary anode may include a carbon-based material such as graphite bonded to a copper tab. The pouch cells 404A-B may include insulating layers 416A-B. As used in this disclosure, “insulating layer” is an electrically insulating material that is substantially permeable to battery ions such as lithium ions, but is not limited to this. In some cases, the insulating layer may be called a separator layer or simply a separator. In some cases, the insulating layers 416A-B are configured to directly prevent electrical communication between at least one pair of foil tabs 412A-B (e.g., cathode and anode).In some cases, the insulating layers 416A-B may be configured to allow ions to flow between them. The insulating layers 416A-B may consist of a polymer such as polyolifin (PO), but are not limited to this. The insulating layers 416A-B may contain pores configured to allow the passage of ions, such as lithium ions. In some cases, the pores of the PO insulating layers 416A-B may have widths of 100 μm, 10 μm, 1 μm, or less than 0.1 μm. In some cases, the PO insulating layers 416A-B may have thicknesses in the range of 1 to 100 μm, or 10 to 50 μm.

[0064] Referring further to Figure 4, the pouch cells 404A-B may include pouches 420A-B. Pouches 420A-B may be configured to substantially include at least one pair of foil tabs 412A-B and at least a portion of the insulating layers 416A-B. In some cases, pouches 420A-B may contain, but are not limited to, polymers such as polyethylene, acrylic, and polyester. In some cases, pouches 420A-B may be coated with one or more coatings. For example, in some cases, the pouch may have an outer surface coated with a metallized coating such as an aluminum or nickel-containing coating. In some cases, the pouch coating is configured to electrically ground and / or insulate the pouch, increase the impermeability of the pouch, increase the resistance of the pouch to high temperatures, and increase the heat resistance (insulation) of the pouch. The electrolytes 424A-B are placed inside the pouches. In some cases, the electrolytes 424A-B may include liquids, solids, gels, pastes, and / or polymers. The electrolytes may moisten or come into contact with one or both of at least one pair of foil tabs 412A-B.

[0065] Referring further to Figure 4, the battery pack 400 may additionally include an exhaust barrier 428. The exhaust barrier may be substantially located between the first pouch cell 404A and the second pouch cell 404B. As used in this disclosure, “exhaust barrier” is any material or structure configured to substantially block, contain, or otherwise prevent the passage of exhausts. As used in this disclosure, “exhausts” is, for example, any material emitted from a battery cell. In some cases, exhausts may be emitted during thermal runaway of the battery cell. Alternatively or additionally, in some cases, exhausts may be emitted without thermal runaway of the battery cell. In some cases, exhausts may include lithium-based compounds. Alternatively or additionally, exhausts may include, but are not limited to, carbon-based compounds such as carbonate esters. Exhausts may include any phase or form of substance, including solids, liquids, gases, vapors, etc. In some cases, exhausts may undergo phase changes; for example, exhausts may be vapor when first emitted and then cooled, and condense into a solid or liquid after emission. In some cases, the emission barrier may be configured to prevent material emitted from the first pouch cell 404A from coming into contact with the second pouch cell 404B. For example, in some examples, the emission barrier 428 is substantially impermeable to emissions from the battery pouch cells 404A-B. In some embodiments, the emission barrier 428 may include titanium. In some embodiments, the emission barrier 428 may include carbon fiber. In some cases, the emission barrier 428 may include at least one of lithium-affinity materials or lithium-repellent materials or layers configured to absorb and / or repel lithium-based compounds. In some cases, the emission barrier 428 may include a lithium-affinity metal coating such as silver or gold. In some cases, the emission barrier 428 may be flexible and / or rigid. In some cases, the emission barrier 428 may include a sheet, film, foil, etc. For example, in some cases, the emission barrier may be 25 to 5000 micrometers thick. In some cases, the emission barrier may have a nominal thickness of about 2 mm.Alternatively or additionally, the discharge barrier may, in some cases, include rigid and / or structural elements that are, for example, solid. The rigid discharge barrier 428 may include metal, composite material, etc. In some cases, the discharge barrier 428 may be further configured to structurally support at least the pouch cell 428. For example, in some cases, at least the pouch cell 428 can be attached to the rigid discharge barrier 428.

[0066] Referring further to Figure 4, the battery pack 400 may additionally include at least vents 432A-B. In some cases, at least vent 432A may be configured to discharge waste from the first pouch cell 404A. In some cases, at least vent 404A may be configured to discharge waste along a flow path 436A. The flow path 436A can substantially exclude the second pouch cell 404B, and a fluid such as a gaseous liquid, or any material acting as a gas or liquid, can flow along the flow path 436A and be isolated from contact with the second pouch cell 404B. For example, the flow path 436A may be configured not to intersect with any surface of the second pouch cell 404B. The flow paths 436A-B may include, for example, any channel, tube, hose, conduit, etc., suitable for facilitating fluid communication with the pouch cells 404A-B. In some cases, the flow paths 436A-B may include check valves. As used in this disclosure, “check valve” is a valve that allows fluid flow in a specific, e.g., only one direction. In some cases, the check valve may be configured to prevent backflow of the vented fluid into the battery pouch cells 404A-B while allowing fluid flow only in a manner substantially away from the battery pouch cells 404A-B. In some cases, the check valve may include a duckbill check valve. In some cases, the duckbill check valve may have a lip that is substantially duckbill-shaped. The lip may be configured to open to allow forward flow (from the lip) and may normally remain closed to prevent backflow (to the lip). In some cases, the duckbill lip may be configured to close automatically (normally remain closed) using, for example, an elastomer material, a spring, or other flexible element. In some embodiments, the vent may include a mushroom poppet valve. In some cases, the mushroom poppet valve may include a mushroom-shaped poppet. A mushroom-shaped poppet can be sealed against a sealing element, such as a ring around the underside of the cap of the mushroom-shaped poppet. In some cases, the mushroom poppet valve may be loaded against the sealing element via a flexible element, such as a spring.According to some embodiments, vents 432A-B may have a vacuum applied to assist in the discharge of waste. The vacuum pressure difference may range from 0.1"Hg to 36"Hg.

[0067] Referring further to Figure 4, the battery pack 400 may include a first battery pouch cell 404A and a second battery pouch cell 404B. The first pouch cell 404A may include at least a first pair of electrodes 408A, at least a first pair of foil tabs 412A electrically communicating with the first electrodes 408A, at least a first insulating layer 416A located substantially between a plurality of first pairs of foil tabs 412A, a first pouch 420A substantially encompassing at least a portion of the plurality of first pairs of foil tabs 412A and a plurality of first separator layers 416A, and a first electrolyte 424A within the first pouch 420A. The second pouch cell 404B may include at least a second pair of electrodes 408B, at least a second pair of foil tabs 412B electrically communicating with the first electrode 408B, at least a second insulating layer 416B substantially positioned between a plurality of first pairs of foil tabs 412B, a second pouch 420B substantially encompassing at least a portion of the plurality of second pairs of foil tabs 412B and the plurality of second insulating layers 416B, and a second electrolyte 424B within the second pouch 420B. The battery pack 400 may include an emission barrier 428 substantially located between the first pouch cell 404A and the second pouch cell 404B. The emission barrier 428 may be substantially impermeable to emission, for example, emission from the first pouch cell 404A. In some cases, the battery pack 400 may include a vent configured to discharge waste from, for example, a first pouch cell 404A. In some embodiments, the discharge barrier 428 may substantially encapsulate at least a portion of the pouch cells 404A-B. For example, the discharge barrier 428 may substantially encapsulate the first pouch cell 404A. In some cases, the vent may be configured to provide fluid communication through the discharge barrier 428 and at least one of the pouches 420A-B. In some cases, the vent may include a seam. The seam may be a seam of the pouches 420A-B. Alternatively or additionally, the seam may be a seam of the discharge barrier 428.

[0068] Referring further to Figure 4, in some embodiments the battery pack 400 may additionally include a third pouch cell. The third pouch cell may include at least a third electrode pair, at least a third foil tab pair welded to the third electrode, at least a third insulating layer substantially positioned between a plurality of third foil tab pairs, a third pouch substantially encompassing the plurality of third foil tab pairs and a plurality of third separator layers, and a third electrolyte within the third pouch. The battery pack may include a plurality of pouch cells, each of which is any number. In some cases, each pouch cell of the plurality of pouch cells is separated from adjacent pouch cells having at least an exhaust barrier 428. Any pouch cell of the plurality of pouch cells in the battery pack may include any components described in this disclosure, such as vents, valves, etc., not limited to these.

[0069] Referring further to Figure 4, in some embodiments, pouch cells 404A-B may include Li-ion batteries that may include NCA, NMC, lithium iron phosphate (LiFePO4), and lithium manganese oxide (LMO) batteries, which may be mixed with other cathode chemicals to provide more specific power when the application requires Li-metal batteries with lithium metal anodes that provide high power on demand, Li-ion batteries with silicon, tin nanocrystals, graphite, graphene, or titanate anodes, etc. Batteries and / or battery modules may include, but are not limited to, batteries using nickel-based chemicals such as nickel-cadmium or nickel hydride, batteries using lithium-ion battery chemicals such as nickel-cobalt aluminum (NCA), nickel-manganese cobalt (NMC), lithium iron phosphate (LiFePO4), lithium cobalt oxide (LCO), and / or lithium manganese oxide (LMO), batteries using lithium polymer technology, and metal-air batteries. Pouch cells 404A-B may include, but are not limited to, lead-based batteries such as lead-acid batteries and lead-carbon batteries. Pouch cells 404A-B may include lithium-sulfur batteries, magnesium-ion batteries, and / or sodium-ion batteries. Batteries may include solid-state batteries, supercapacitors, or other suitable energy sources. Batteries may be primary batteries, secondary batteries, or a combination of both. Additional disclosures relating to batteries and battery modules are described in the jointly owned U.S. Patent Applications “SYSTEM AND METHOD FOR HIGH ENERGY DENSITY BATTERY MODULE” and “SYSTEMS AND METHODS FOR RESTRICTING POWER TO A LOAD TO PREVENT ENGAGING CIRCUIT PROTECTION DEVICE FOR AN AIRCRAFT,” U.S. Patent Application Nos. 16 / 948,140 and 16 / 590,496, respectively, both of which are incorporated herein by reference in their entirety.Those skilled in the art will recognize, upon reviewing the entirety of this disclosure, a variety of devices of components that can be used as battery modules. In some cases, the battery pack 400 is configured to discharge waste while preventing waste from one pouch cell from interacting with another pouch cell.

[0070] Referring further to Figure 4, the battery pack 400 may include at least a sensor 440. At least the sensor 440 may include a sensor suite, for example, as described above. In some cases, at least the sensor 440 may be configured to sense battery pack data and transmit the battery pack data to a data storage system, for example, as described above.

[0071] Referring here to Figure 5, an embodiment of the battery management system 500 is shown. The battery management system 500 is integrated into a battery pack configured for use in an electric aircraft. The battery management system 500 is integrated into part of the battery pack or a subassembly thereof, which is disclosed in more detail with reference to Figures 4 to 6. The battery management system 500 includes a first battery management component 504 located at a first end of the battery pack. Those skilled in the art will understand that there are various areas within and on the battery pack and / or subassembly thereof that may contain the first battery management component 504. The first battery management component 504 can take any suitable form. In a non-limiting embodiment, the first battery management component 504 may include a circuit board such as a printed circuit board and / or integrated circuit board, a subassembly mechanically coupled to at least part of the battery pack, a standalone component coupled together in a communicative manner, or another undisclosed arrangement of the component. For example, but not limited to, some components of the first battery management component 504 may be soldered to the circuit board or electrically connected. The first battery management component may be located on the battery module, specifically on at least a portion of the battery cells, adjacent to the battery module, facing the battery module, and / or directly near the battery module. The first battery management component 504 includes a first sensor suite 508. The first sensor suite 508 is configured to measure, detect, sense, and transmit first multiple battery pack data 528 to a data storage system 520, which is disclosed in more detail with reference to Figure 9.

[0072] Referring further to Figure 5, the battery management system 500 includes a second battery management component 512. The second battery management component 512 is located within or on the second end of the battery pack 524. The second battery management component 512 includes a second sensor suite 516. The second sensor suite 516 may be consistent with any description of a sensor suite disclosed herein. The second sensor suite 516 is configured to measure a second plurality of battery pack data 532. The second plurality of battery pack data 532 may be consistent with any description of battery pack data disclosed herein. The second plurality of battery pack data 532 may additionally or alternatively include data not measured or recorded in another section of the battery management system 500. The second plurality of battery pack data 532 may be communicated to an additional or alternative system to which it is communicably coupled. The second sensor suite 516 includes any moisture sensor disclosed herein, namely a moisture sensor consistent with moisture sensor 804.

[0073] Referring further to Figure 5, the first battery management component 504, located in or on the battery pack 524, may also be physically separated from the second battery management component 512, located on or inside the battery pack 524. For the purposes of this disclosure, “physical separation” means that the components, communication couplings, and any other components of the first system, whether software or hardware, are separated from the components, communication couplings, and any other components (whether software or hardware) of the second system. The first battery management component 504 and the second battery management component 508 may perform the same or different functions in the battery management system 500. In non-limiting embodiments, the first and second battery management components perform the same functions and therefore perform redundant functions. For example, if the first battery management component 504 malfunctions in whole or in part, the second battery management component 508 may still operate properly, and therefore the battery management system 500 may still operate and function properly for the electric aircraft to which it is installed. Additionally or alternatively, the second battery management component 508 may be powered on while the first battery management component 504 is malfunctioning. Those skilled in the art will understand that the terms “first” and “second” do not indicate whether the “battery management component” is primary or secondary. In non-limiting embodiments, the first battery management component 504 and the second battery management component 508 may be powered on and operate throughout the same ground operations and the same flight range of the electric aircraft. This does not prevent the second battery management component 508 from taking over if one battery management component, the first battery management component 504, malfunctions. In non-limiting embodiments, the first and second battery management components may be configured to withstand, survive, and operate in the event of a malfunction or failure of the other system due to their physical isolation.Other measures may be taken to protect the first battery management component 504 from the second battery management component 508, in addition to the physical location of the structure and circuit fuses. In a non-limiting embodiment, the first battery management component 504, the second battery management component 508, or a subcomponent thereof may be located on an internal component or set of components within the battery pack 524, such as on a battery module sensing board.

[0074] Referring further to Figure 5, the first battery management component 504 may be electrically isolated from the second battery management component 508. For the purposes of this disclosure, “electrical isolation” means the isolation of the first system from the components of the second system that carry electrical signals or electrical energy. The first battery management component 504 may suffer an electrical catastrophe that renders it inoperable, while the second battery management component 508, due to electrical isolation, can still operate and function normally, managing the battery pack of the electric aircraft. In non-limiting embodiments, shielding may be used, such as structural components, selection of materials, combinations thereof, or other confidential methods of electrical isolation and insulation. For example, rubber or other electrically insulating material components may be placed between the electrical components of the first and second battery management components to prevent electrical energy from being conducted through them and to isolate the first and second battery management components from each other.

[0075] Referring further to Figure 5, the battery management system 500 includes a data storage system 520. The data storage system 520 is configured to store a first plurality of battery pack data 528 and a second plurality of battery pack data 532. The data storage system 520 may include a database. The data storage system 520 may include solid-state memory or a tape hard drive. The data storage system 520 may be communicatively coupled to a first battery management component 504 and a second battery management component 512, and may be configured to receive electrical signals related to measured physical or electrical phenomena and to store those electrical signals as the first battery pack data 528 and the second battery pack data 532, respectively. Alternatively, the data storage system 520 may include two or more separate data storage systems that are physically and electrically isolated from each other. In this non-limiting embodiment, each of the first battery management component 504 and the second battery management component 512 may store the first battery pack data 528 and the second battery pack data 532 separately. Those skilled in the art will understand the virtually unlimited arrangement of data stores that the battery management system 500 can use to store first and second multiple battery pack data.

[0076] Referring further to Figure 5, the data storage system 520 stores first plurality of battery pack data 528 and second plurality of battery pack data 532. The first plurality of battery pack data 528 and second plurality of battery pack data 532 may include the total flight time during which the battery pack 524 and / or the electric aircraft are operating. The first and second plurality of battery pack data may include the total energy flowing through the battery pack 524. The data storage system 520 may be communicatively coupled to sensors that detect, measure, and store energy in multiple measurements, which may include current, voltage, resistance, impedance, coulomb, watt, temperature, or a combination thereof. Additionally or alternatively, the data storage system 520 may be communicatively coupled to a sensor suite consistent with the present disclosure to measure physical and / or electrical characteristics. The data storage system 520 may be configured to store first plurality of battery pack data 528 and second plurality of battery pack data 532, with at least a portion of the data including the maintenance history of the battery pack. The battery pack maintenance history may include mechanical failures and their technician solutions, and electrical failures and their technician solutions. Furthermore, the battery pack maintenance history may include component failures to ensure the entire system remains functional. The data storage system 520 may store first and second battery pack data, including upper and lower voltage thresholds consistent with the present disclosure. The first battery pack data 528 and the second battery pack data 532 may include moisture level thresholds. Moisture level thresholds may include absolute, relative, and / or specific moisture level thresholds. The battery management system 500 may be designed to meet Federal Aviation Administration (FAA) Design Assurance Level A (DAL-A) using redundant DAL-B subsystems.

[0077] Referring to Figure 6, an embodiment of sensor suite 600 is shown. The systems and methods disclosed herein may include a plurality of sensors operating in conjunction or independently, in the form of individual sensors or sensor suites. A sensor suite may include a plurality of independent sensors, as described herein, which may use any number of described sensors to detect any number of physical or electrical quantities associated with an aircraft's power system or electrical energy storage system. Independent sensors may include separate sensors that measure physical or electrical quantities that may be independently powered by a circuit and / or communicate independently of a circuit, and each sensor may signal a sensor output to a control circuit, such as a user graphical interface. In a non-limiting example, there may be four independent sensors housed in and / or on a battery pack that measure electrical properties such as temperature, voltage, current, resistance, or impedance, or any other parameters and / or quantities described herein. In one embodiment, the use of multiple independent sensors may result in redundancy configured to employ multiple sensors measuring the same phenomenon, where those sensors are of the same type, a combination of sensors, or another type of sensor not disclosed, and as a result, if one sensor fails, the battery management system 500 and / or the user's ability to detect the phenomenon is maintained, and in a non-limiting example, the user changes the aircraft's use according to the sensor readings.

[0078] Referring further to Figure 6, in some embodiments, sensor suite 600 may be suitable for use as a first sensor suite 504 and / or a second sensor suite 516. Sensor suite 600 includes a moisture sensor 604. As used in this disclosure, “moisture” is the presence of water, which may include vaporized water in the air, condensed water on the surface of an object, or the concentration of liquid water. Moisture may include humidity. As used in this disclosure, “humidity” is the property of a gaseous medium (almost always air) to hold water in the form of vapor. The amount of water vapor contained in an air parcel can vary considerably. Water vapor is generally invisible to the human eye and can damage electrical components. There are three main measurements of humidity: absolute humidity, relative humidity, and specific humidity. For the purposes of this disclosure, “absolute humidity” describes the amount of water in the air and is expressed as either grams per cubic meter or grams per kilogram. “Relative humidity” is expressed for the purposes of this disclosure as a percentage indicating the current state of absolute humidity relative to the maximum humidity given the same temperature. For the purposes of this disclosure, “specific humidity” is the ratio of water vapor mass to total humid air mass, where the mass is a given portion of a gaseous medium. The moisture sensor 604 may be a cyclometer. The moisture sensor 604 may be a hygrometer. The moisture sensor 604 may function as a humidifier or be configured to include a humidifier. For the purposes of this disclosure, “humidifier” is a humidity trigger switch, often used to control another electronic device. The moisture sensor 604 may measure relative humidity using capacitance and may include, either by itself or as an external component, a device that converts relative humidity measurements to absolute humidity measurements. For the purposes of this disclosure, “capacitance” is the ability of a system to store electric charge, in this case the system may be an air mass near, adjacent to, or above a battery cell.

[0079] Referring further to Figure 6, in some embodiments, the sensor suite 600 may include an electrical sensor 608. The electrical sensor 608 may be configured to measure voltage across a component, current through a component, and resistance of a component. The electrical sensor 608 may each include separate sensors for measuring each of the previously disclosed electrical characteristics, such as a voltmeter, an ammeter, and an ohmmeter.

[0080] Referring further to Figure 6, alternatively or additionally, the sensor suite 600 may include one or more sensors capable of detecting voltage and directing the charging of individual battery cells according to their charge levels, the detection of which may be performed using any suitable component, set of components, and / or mechanism for direct or indirect measurement and / or detection of voltage levels, including, but not limited to, comparators, analog-to-digital converters, voltmeters of any form, etc. The sensor suite 600 and / or control circuits incorporated therein and / or control circuits communicably connected thereto may be configured to adjust the charging of one or more battery cells as a function of charge levels and / or detected parameters. For example, but not limited to, the sensor suite 600 may be configured to determine that the charge level of a battery cell is high based on the detected voltage level of that battery cell or part of a battery pack. The sensor suite 600 may, alternatively or additionally, detect decharge events as defined above in this disclosure, as any transient or permanent state of a battery cell requiring a decrease in charge or cessation of charging, and a decharge event may include cells that are fully charged and / or undergo physical and / or electrical processes that make them unsuitable for continued charging at current voltage and / or current level due to the risk of damage or overheating of the cell. Detection of decharge events may include temperature detection, detection of cells above a threshold level, detection of voltage and / or resistance levels above or below a threshold, etc. The sensor suite 600 may include digital sensors, analog sensors, or a combination thereof. The sensor suite 600 may include digital-to-analog converters (DACs), analog-to-digital converters (ADCs, ADIDs, ADs), a combination thereof, or other signal conditioning components used for transmitting a first plurality of battery pack data 128 to a destination via wireless or wired connections.

[0081] Referring further to Figure 6, in some embodiments, the sensor suite 600 may include sensors configured to detect gases that may be released during or after a cell failure. For the purposes of this disclosure, “cell failure” refers to the failure of a battery cell, which may be an electrochemical cell, that renders the cell inoperable in order to provide electrical energy to at least part of an electric aircraft. By-products 612 of a cell failure may include gaseous releases, including oxygen, hydrogen, carbon dioxide, methane, carbon monoxide, combinations thereof, or other undisclosed gases, either alone or in combination. Furthermore, sensors configured to detect vent gases from an electrochemical cell may include a gas detector. For the purposes of this disclosure, a “gas detector” is a device used to detect the presence of a gas in an area. A gas detector, more specifically a gas sensor that may be used in the sensor suite 600, may be configured to detect flammable gases, combustible gases, toxic gases, oxygen-depleting gases, combinations thereof, or other types of gases, either alone or in combination. Gas sensors that may be present in sensor suite 600 may include flammable gases, photoionization detectors, electrochemical gas sensors, ultrasonic sensors, metal oxide semiconductor (MOS) sensors, infrared imaging sensors, combinations thereof, or other undisclosed types of gas sensors, either alone or in combination. Sensor suite 600 includes sensors configured to detect non-gaseous byproducts 612 of cell failure, which, in non-limiting examples, may include leaks of liquid chemicals, including alkaline aqueous solutions, ionomers, molten phosphoric acid, liquid electrolytes having redox shuttles and ionomers, and brine. Sensor suite 600 may, in non-limiting examples, include sensors configured to detect non-gaseous byproducts 612 of cell failure, including electrical anomalies detected by any of the previously disclosed sensors or components.

[0082] Referring further to Figure 6, in some embodiments, the sensor suite 600 may be configured to detect events where the voltage is close to an upper or lower voltage threshold. The upper voltage threshold may be stored in the data storage system 520 for comparison with instantaneous measurements made by any combination of sensors present in the sensor suite 600. The upper voltage threshold may be calculated and calibrated based on factors related to the health of the battery cells, maintenance history, location within the battery pack, the application in which they are designed, and their type. The sensor suite 600 may measure the voltage instantaneously, over a period of time, or periodically. The sensor suite 600 may be configured to switch modes to operate in any of these detection modes, or to measure in multiple modes simultaneously. The first battery management component 504 may detect an event through the sensor suite 600 when the voltage is close to a lower voltage threshold. The lower voltage threshold may indicate power loss between individual battery cells or parts of the battery pack. The first battery management component 504 may detect an event through the sensor suite 600 when the voltage exceeds the upper and lower voltage thresholds. Events in which the voltage exceeds the upper and lower voltage thresholds indicate a battery cell failure or electrical anomaly, which could lead to a potentially dangerous situation for the aircraft and personnel that may be operating or nearby.

[0083] Referring to Figure 7, a block diagram of the data acquisition system 700 is presented. The data acquisition system 700 includes a sensor suite 600, which may be used in a first sensor suite 508 in a first battery management component 504 or a second sensor suite 516 in a second battery management component 512, or may be combined with any sensor suite disclosed above. The data acquisition system 700 includes a data storage system 520. The sensor suite 600 is configured to measure the physical and / or electrical phenomena and characteristics of the battery pack 524, either whole or in part. The sensor suite 600 then transmits electrical signals to the data storage system 520 for storage. These electrical signals represent the first battery pack data 528 and the second battery pack data 532. Electrical signals communicated from the sensor suite 600, and further from the first or second battery management component to which it belongs, may be converted or adjusted to match any signal adjustments present in this disclosure. The data acquisition system 700, more specifically the first battery management component 504, may be configured to periodically store first battery pack data 528 and second battery pack data 532 in the data storage system 520 at regular intervals. For the purposes of this disclosure, “regular intervals” refers to events that occur repeatedly after a certain amount of elapsed time. The data acquisition system 700 may include the first battery management component 504, which may include a timer 704. The timer 704 may include a timing circuit, an internal clock, or other circuit, component, or part configured to track elapsed time and / or time. For example, in a non-limiting embodiment, the data storage system 520 may store the first and second battery pack data every 30 seconds, every minute, every 30 minutes, or at other intervals according to the timer 704. Additionally or alternatively, the data storage system 520 may store first and second battery pack data after certain events have occurred, for example, in a non-limiting embodiment, after each power cycle, after the electric aircraft has landed, when the battery pack is charging or discharging, or after a scheduled maintenance period.In non-limiting embodiments, the phenomena of the battery pack 524 may be continuously measured, stored in an intermediate storage location, and then permanently stored later by the data storage system 520 at regular intervals or after an event occurs, as disclosed above. Additionally or alternatively, the data storage system may be configured to store first battery pack data 528 and second battery pack data 532 at predetermined times. For the purposes of this disclosure, “predetermined time” refers to an internal clock in the battery management system 500 that instructs the data storage system 520 to store the first and second battery pack data at that time. For example, the data storage system 520 may be configured to store the first and second battery pack data at 6 a.m., 51 p.m. (Eastern Daylight Time), or at another time, or multiple times a day.

[0084] Referring to Figure 8, an exemplary embodiment of the aircraft 800 is shown. The aircraft 800 may include an electrically powered aircraft (i.e., an electric aircraft). In some embodiments, the electric aircraft may be an electric vertical take-off and landing (eVTOL) aircraft. In some embodiments, the aircraft 800 may include a fuselage 804. The fuselage 804 may include structural elements that physically support the shape and structure of the aircraft. The structural elements may take on multiple forms, either alone or in combination with other types. The structural elements may vary depending on the type of aircraft structure, specifically the fuselage. The fuselage 804 may include a truss structure. Truss structures may be used in light aircraft and may include welded aluminum tube trusses. Trusses as used herein are assemblies of beams that create a rigid structure, often forming a three-dimensional shape with a combination of triangles. Alternatively, the truss structure may include titanium structures instead of aluminum tubes, or a combination thereof. In some embodiments, the structural elements may include aluminum tubes and / or titanium beams. In one embodiment, but not limited to, the structural elements may include aircraft skin. The aircraft's outer skin may be superimposed on a truss-structured body. The aircraft's outer skin may comprise several materials, including aluminum, fiberglass, and / or carbon fiber, the latter of which will be discussed in more detail later in this specification.

[0085] Referring further to Figure 8, the aircraft 800 may include a plurality of actuators 808. The actuators 808 may include any motors and / or thrusters described herein. In one embodiment, the actuators 808 may be mechanically coupled to the aircraft. As used herein, a person skilled in the art will understand that “mechanically coupled” means that at least part of a device, component, or circuit is connected to at least part of the aircraft via a mechanical coupling. Such mechanical couplings may include rigid couplings such as beam couplings, bellows couplings, bushing pin couplings, constant speed, split muff couplings, diaphragm couplings, disc couplings, donut couplings, elastic couplings, flexible couplings, fluid couplings, gear couplings, grid couplings, hearth joints, hydrodynamic couplings, jaw couplings, magnetic couplings, Oldham couplings, sleeve couplings, tapered shaft locks, twin spring couplings, lug joint couplings, universal joints, or any combination thereof. In non-limiting examples, the aircraft may include airplanes, helicopters, airships, small airships, gliders, paramotors, and the like. In one embodiment, mechanical couplings may be used to connect adjacent parts and / or ends of objects of an electric aircraft. Furthermore, in one embodiment, mechanical couplings may be used to connect two rotating electric aircraft components.

[0086] Continuing to refer to Figure 8, the multiple actuators 808 may be configured to generate torque. As used in this disclosure, “torque” is a measure of force that rotates an object about an axis in a given direction. For example, torque may rotate an aileron and / or rudder to generate a force that can adjust and / or influence altitude, airspeed, ground speed, direction in flight, and / or thrust. For example, the multiple actuators 808 may include, but are not limited to, one or more ailerons, components used to generate torque that affects the roll and pitch of an aircraft. As used in this disclosure, “ailordon” is a hinged surface that forms part of the trailing edge of the wing of a fixed-wing aircraft and can be moved via mechanical means such as a servo motor, mechanical linkage, etc., but are not limited to. As a further example, the multiple actuators 808 may include, but are not limited to, a rudder, and may include a segmented rudder that generates torque about a vertical axis. Additionally or alternatively, the multiple actuators 808 may include other flight control surfaces such as thrusters, rotational flight controls, or any other structural features that can adjust the movement of the aircraft 800. The multiple actuators 808 may include one or more rotors, turbines, ducted fans, paddle wheels, and / or other components configured to propel the aircraft through a fluid medium including but not limited to air.

[0087] Referring further to Figure 8, the multiple actuators 808 may include at least a thruster component. As used in this disclosure, “thruster component” or “thruster” is a component and / or device used to propel a craft by applying force to a fluid medium, which may include a gaseous medium such as air or a liquid medium such as water. In one embodiment, when a thruster twists and pulls air behind it, it can simultaneously push the aircraft forward with a certain amount of force and / or thrust. The more air pulled behind the aircraft, the greater the thrust that pushes the aircraft forward. A thruster component may include any device or component that consumes power as needed to propel an electric aircraft in one direction or to another aircraft, either on the ground or in flight. In a non-limiting example, a puller component may include flight components such as a puller propeller, a puller motor, or a puller thruster. Additionally or alternatively, puller components may include multiple puller flight components. In another embodiment, a thruster component may include a pusher component. As a non-limiting example, a pusher component may include pusher components such as pusher propellers, pusher motors, and pusher thrusters. Additionally or alternatively, a pusher flight component may include multiple pusher flight components.

[0088] Referring further to Figure 8, in another embodiment, the thruster may include a propeller, blades, or any combination of the two. The propeller may function to convert rotational motion from an engine or other power source into a swirling airflow that can push the propeller forward or backward. The thruster includes a rotating power-driven hub to which a plurality of radial wing section blades are mounted, and the entire assembly may rotate about a longitudinal axis. In a non-limiting example, the blade pitch of the propeller may be fixed at a fixed angle, manually variable to several set positions, automatically variable (e.g., a “constant speed” type), and / or any combination thereof, as further described in this disclosure. Where used in this disclosure, “fixed angle” is an angle fixed and / or substantially immovable from the mounting point. For example, though not limited, the fixed angle may be an angle of 2.2° inward and / or 1.7° forward. In a further non-limiting example, the fixed angle may be an angle of 3.6° outward and / or 2.7° backward. In one embodiment, aircraft propellers may be designed to be fixed to their hubs at an angle similar to the threads on a screw, and this angle is called pitch or pitch angle, which can determine the speed of forward movement as the blades rotate. Additionally or alternatively, thruster components may be configured to have a variable pitch angle. As used in this disclosure, “variable pitch angle” is an angle that can be moved and / or rotated. For example, but not limited to, a thruster component may be angled inward at a first angle of 3.3°, and a thruster component may be rotated and / or shifted outward at a second angle of 1.7°.

[0089] Referring further to Figure 8, the propulsion system may include thrust elements that can be integrated into the propulsion system. These thrust elements may include, but are not limited to, one or more rotors, air screws or propellers, sets of air screws or propellers such as contra-rotating propellers, and devices using moving or rotating wheels such as movable or flapping blades. Furthermore, the thrust elements may include, but are not limited to, marine propellers or screws, impellers, turbines, pump jets, paddles or paddle-based devices.

[0090] Referring further to Figure 8, the multiple actuators 808 may include a power supply, control links to one or more elements, fuses, and / or mechanical couplings used to drive and / or control any other flight components. The multiple actuators 808 may include motors that operate to move one or more flight control components and / or one or more control surfaces, and to drive one or more thrusters, etc. The motors may be driven by direct current (DC) power, but may include, but are not limited to, brushless DC electric motors, switched reluctance motors, induction motors, or any combination thereof. Alternatively or additionally, the motors may be driven by inverters. The motors may also include electronic speed controllers, inverters, or other components for adjusting motor speed, direction of rotation, and / or dynamic braking.

[0091] Referring further to Figure 8, the multiple actuators 808 may include an energy source. The energy source may include, for example, a generator, a photovoltaic device, a fuel cell such as a hydrogen fuel cell, a direct methanol fuel cell, and / or a solid oxide fuel cell, and an electrical energy storage device (e.g., a capacitor, an inductor, and / or a battery). The energy source may also include a battery cell, or multiple battery cells connected in series to a module, and each module connected in series or in parallel with other modules. The configuration of the energy source, including the connected modules, may be designed to meet energy or power requirements and may be designed to fit within the footprint of an electric aircraft into which the system may be incorporated.

[0092] Referring further to Figure 8, in another embodiment, an energy source can be used to provide a stable supply of power to loads throughout the flight of the electric aircraft 800. For example, the energy source may be capable of providing sufficient power for “cruising” and other relatively low-energy flight phases. The energy source may also be able to power some higher-power flight phases, particularly when the energy source is at a high SOC, such as during takeoff. In embodiments, the energy source may include an emergency power supply unit capable of providing sufficient power to auxiliary loads, including but not limited to lighting, navigation, communications, de-icing, steering, or other systems that require power or energy. Furthermore, the energy source may be able to provide sufficient power for controlled descent and landing protocols, including but not limited to hovering descent or runway landing. As used herein, an energy source may have a high power density, meaning that the amount of power that the energy source can effectively generate per unit volume and / or mass is relatively high. As used in this disclosure, “power” is the rate of electrical energy per unit time. Energy sources may include, for example, devices in which the power that can be generated per unit volume and / or mass is optimized at the expense of the maximum total specific energy density or power capacity. Non-limiting examples of items that can be used as energy sources include batteries used to initiate applications, including lithium-ion batteries, which may include NCA, NMC, lithium iron phosphate (LiFePO4), and lithium manganese oxide (LMO) batteries, which may be mixed with other cathode chemicals to provide more specific power if the application requires a lithium-metal battery with a lithium metal anode that provides high power on demand. Li-ion batteries with silicon or titanite anodes, energy sources, may be used in one embodiment to power electric aircraft, such as electric aircraft or motorized aircraft, at moments requiring high-rate power output, including situations requiring greater power output for stability reasons, such as takeoff, landing, de-icing, and as will be described in more detail below.Batteries may include, but are not limited to, batteries using nickel-based chemicals such as nickel-cadmium or nickel metal hydride; batteries using lithium-ion batteries such as nickel-cobalt aluminum (NCA), nickel-manganese-cobalt (NMC), lithium iron phosphate (LiFePO4), lithium cobalt oxide (LCO), and / or lithium manganese oxide (LMO); batteries using lithium polymer technology; and lead-based batteries such as lead-acid batteries, metal-air batteries, or any other suitable batteries. A person skilled in the art will recognize a variety of devices of components that can be used as energy sources when considering the entirety of this disclosure.

[0093] Referring further to Figure 8, the energy source may include multiple energy sources, referred to herein as modules of the energy source. A module may include batteries connected in parallel or in series, or multiple modules connected in series or in parallel designed to meet both power and energy requirements. Connecting batteries in series can increase the potential of the energy source to provide more power on demand. High-potential batteries may require cell matching when high peak loads are required. As more cells are connected in a string, there is a possibility that one cell may fail, which can increase the resistance within the module and reduce the overall power output, as the voltage of the module may drop as a result of that failed cell. Connecting batteries in parallel may decrease the total resistance and increase the total current capacity, and may also increase the overall ampere-hour capacity. At least the overall energy and power output of the energy source may be based on the performance of the individual battery cells, or extrapolated based on measurements of at least electrical parameters. In embodiments in which the energy source includes multiple battery cells, the overall power output capacity may depend on the electrical parameters of each individual cell. If one cell experiences high self-discharge during demand, the power drawn from the energy source may be reduced to avoid damage to the weakest cell. The energy source may further include, but is not limited to, wiring, conduits, housing, cooling systems, and battery management systems. Those skilled in the art will recognize many different components of an energy source after reviewing the entirety of this disclosure. Exemplary energy sources are disclosed in detail in U.S. Patent Applications 16 / 948, 157 and 16 / 048, 140 by S. Donovan et al., entitled “SYSTEM AND METHOD FOR HIGH ENERGY DENSITY BATTERY MODULE,” which are incorporated herein by reference in their entirety.

[0094] Referring further to Figure 8, according to some embodiments, the energy source may include an emergency power unit (EPU) (i.e., an auxiliary power unit). As used in this disclosure, “Emergency Power Unit” is an energy source as described herein and is configured to power systems essential for critical functions in an emergency, but is not limited to, for example, when another energy source fails, is depleted, or is otherwise unavailable. Exemplary, non-limiting essential systems include navigation systems such as MFDs, GPS, VOR receivers, or directional gyroscopes, and other essential flight components such as thrusters.

[0095] Referring further to Figure 8, another exemplary actuator may include a landing gear. The landing gear may be used for takeoff and / or landing, and may be used to make contact with the ground when the aircraft 800 is not in flight. An exemplary landing gear is disclosed in detail in U.S. Patent Application No. 17 / 196,719, entitled “SYSTEM FOR ROLLING LANDING GEAR,” by R. Griffin et al., which is incorporated herein by reference in its entirety.

[0096] Referring further to Figure 8, the aircraft 800 may include pilot controls 812, which include, but are not limited to, hovering control, thrust control, inceptacle, cyclic, and / or collective control. As used in this disclosure, “collective control” or “collective” is a mechanical control of the aircraft that allows the pilot to adjust and / or control the pitch angles of a plurality of actuators 808. For example, collective control may collectively change and / or adjust all pitch angles of the main rotor blades. For example, pilot controls 812 may include yoke control. As used in this disclosure, “yoke control” is a mechanical control for controlling the pitch and / or roll of the aircraft. For example, yoke control may change and / or adjust the roll angle of the aircraft 800, as a function of controlling and / or maneuvering the ailerons. In one embodiment, pilot controls 812 may include one or more foot brakes, control sticks, pedals, throttle levels, etc. In another embodiment, pilot controls 812 may be configured to control the main axis of the aircraft. As used in this disclosure, “principal axis” is an axis within the body representing one three-dimensional direction. For example, a principal axis or more, including but not limited to, yaw, pitch, and / or roll axes. A principal axis may include a yaw axis. As used in this disclosure, a “yaw axis” is an axis perpendicular to the wing and directed toward the bottom of the aircraft. For example, a positive yaw motion may include adjusting and / or shifting the nose of aircraft 800 to the right. A principal axis may include a pitch axis. As used in this disclosure, a “pitch axis” is an axis directed toward the wing extending laterally to the right side of the aircraft. For example, a positive pitch motion may include adjusting and / or shifting the nose of aircraft 800 upward. A principal axis may include a roll axis. As used in this disclosure, a “roll axis” is an axis parallel to the fuselage and directed longitudinally toward the nose of the aircraft. For example, a positive roll motion may include simultaneously lifting the left wing and lowering the right wing.

[0097] Referring further to Figure 8, the pilot control 812 may be configured to modify the variable pitch angle. For example, but not limited to, the pilot control 812 may adjust one or more angles of attack of the propeller. As used in this disclosure, “angle of attack” is the angle between the propeller chord and the relative wind. For example, but not limited to, the angle of attack may include a propeller blade having an angle of 3.2°. In one embodiment, the pilot control 812 may modify the variable pitch angle from a first angle of 2.71° to a second angle of 3.52°. Additionally or alternatively, the pilot control 812 may be configured to translate a pilot-desired torque for the flight component 808. For example, but not limited to, the pilot control 812 may translate a pilot's desired torque for the propeller to be 160 lb.ft. As a further non-limiting example, the pilot control 812 may introduce a pilot's desired torque so that the thruster has a torque of 290 lb.ft. Further disclosures relating to pilot control 812 can be found in U.S. Patent Applications 17 / 001, 545 and 16 / 929, 206 by C. Spiegel et al., entitled “A Hover and Thrust Control Assembled for Dual-Mode Aircraft,” both of which are incorporated herein by reference in their entirety.

[0098] Referring further to Figure 8, the aircraft 800 may include a loading system. The loading system may include a system configured to load either cargo or personnel onto the aircraft. For example, some exemplary loading systems may include a swing nose, which is configured to swing the nose of the aircraft 800 midway, thereby allowing direct access to a cargo compartment located behind the nose. A notable exemplary swing-nose aircraft is the Boeing 747. Further disclosures relating to loading systems can be found in U.S. Patent Application No. 17 / 87, 594, entitled “SYSTEM AND METHOD FOR LOADING AND SECURING PAYLOAD IN AN AIRCRAFT,” by R. Griffinetal et al., which is incorporated herein by reference in its entirety.

[0099] Referring further to Figure 8, the aircraft 800 may include a sensor 816. The sensor 816 may include any sensor or noise monitoring circuit described herein. The 816 may be configured to sense characteristics of pilot control 812. The sensor may be a device, module, and / or subsystem that utilizes any hardware, software, and / or any combination thereof to sense characteristics and / or changes in pilot control 812 in an instant environment, for example, in proximity to the sensing communication or otherwise in the sensing communication, and transmit information associated with digitized data, for example, but not limited to. The sensor 816 may be mechanically and / or communicatively coupled to the aircraft 800, for example, including at least pilot control 812. The sensor 816 may be configured to sense characteristics associated with at least pilot control 812. The environmental sensor may include, but is not limited to, one or more sensors used to detect ambient temperature, atmospheric pressure, and / or air velocity, one or more motion sensors which may include a gyroscope, accelerometer, inertial measuring unit (IMU), and / or magnetic sensors, one or more humidity sensors, one or more oxygen sensors, etc. Additionally or alternatively, sensor 816 may include at least geospatial sensors. Sensor 816 may be located inside the aircraft and / or included in and / or mounted on at least a part of the aircraft. The sensor may include one or more proximity sensors, displacement sensors, vibration sensors, etc. The sensor may be used to monitor the status of the aircraft 800 for both critical and non-critical functions. The sensor may be integrated into the vehicle or aircraft or may be remote.

[0100] Referring further to Figure 8, in some embodiments, the sensor 816 may be configured to sense characteristics associated with any pilot control described herein. Non-limiting examples of the sensor 816 may include inertial measuring units (IMUs), accelerometers, gyroscopes, proximity sensors, pressure sensors, optical sensors, Pitot tubes, air velocity sensors, position sensors, velocity sensors, switches, thermometers, strain gauges, acoustic sensors, and electrical sensors. In some cases, the sensor 816 may sense the characteristic as an analog measurement, for example, yielding a continuously variable potential that indicates the sensed characteristic. In these cases, the sensor 816 may additionally include, but are not limited to, analog-to-digital converters (ADCs) and any additional circuitry, such as wetstone bridges, amplifiers, and filters. For example, in some cases, the sensor 816 may include a strain gauge configured to determine the load on one or more flight components, such as the landing gear. The strain gauge may be included in a circuit including a wetstone bridge, amplified, and bandpass filters, providing an analog strain measurement signal with a high signal-to-noise ratio that characterizes the strain of the landing gear members. The ADC can then digitize the analog signal to generate a digital signal that can then be transmitted to other systems within the aircraft 800, for example, a computing system, a pilot display, and memory components. Alternatively or additionally, the sensor 816 may digitally sense the characteristics of the pilot control 812. For example, in some embodiments, the sensor 816 may sense the characteristics via digital means, or the sensed signal may be natively digitized. In some cases, for example, the sensor 816 may include a rotary encoder and be configured to sense the rotational position of the pilot control, in which case the rotary encoder may digitally sense rotational "clicks" by any known method, not limited to magnetic, optical, etc.

[0101] Referring further to Figure 8, the electric aircraft 800 may include at least a motor 824 that can be mounted on a structural feature of the aircraft. The design of the motor 824 may allow it to be mounted externally to a structural member (such as a boom, nacelle, or fuselage) to minimize the requirements for easy maintenance access and structural accessibility, which may improve structural efficiency as it reduces the need for large holes in the mounting area. In some embodiments, the motor 824 may include two main holes at the top and bottom of the mounting area for access to a bearing cartridge. Furthermore, the structural feature may include components of the electric aircraft 800. For example, but not limited to, the structural feature may be any part of a vehicle incorporating the motor 824, including any vehicle as described in this disclosure. As a further non-limiting example, the structural feature may include, but is not limited to, a wing, spar, outrigger, fuselage, or any part thereof. Those skilled in the art will recognize, upon considering the entirety of this disclosure, many possible features that can function as at least a structural feature. At least the structural features may consist of any suitable material or combination of materials, including but not limited to metals such as aluminum, titanium, and steel, polymer materials or composite materials, glass fiber, carbon fiber, wood, or any other suitable material. As a non-limiting example, at least the structural features may be constructed from an additionally manufactured polymer material having a carbon fiber exterior, and aluminum components or other elements may be enclosed for structural strength or for the purpose of supporting vibrations, torques or shear stresses imposed, for example, by the thruster 808. Those skilled in the art will recognize a variety of materials, combinations of materials, and / or structural techniques when considering the entirety of this disclosure.

[0102] Referring further to Figure 8, several aerodynamic forces may act on the electric aircraft 800 during flight. Forces acting on the electric aircraft 800 during flight may include, but are not limited to, thrust, a forward force generated by the rotating elements of the electric aircraft 800, acting parallel to the longitudinal axis. Another force acting on the electric aircraft 800 may be, but are not limited to, drag, which can be defined as a rearward delay force caused by the interruption of airflow by any protruding surfaces of the electric aircraft 800, such as the wings, rotors, and fuselage. Drag is opposite to thrust and may act rearward parallel to the relative wind. Further forces acting on the electric aircraft 800 may include, but are not limited to, weight, which may include the combined load of the electric aircraft 800 itself, the crew, baggage, and / or fuel. Weight may pull the electric aircraft 800 downward due to gravity. Additional forces acting on the electric aircraft 800 may include, but are not limited to, lift, which acts to counteract the downward force due to weight and may be generated by the dynamic effect of the air acting on the wings of the electric aircraft and / or the downward thrust from the propeller 808. The lift generated by the wings may depend on the airflow velocity, air density, the total area of ​​the wings and / or their segments, and / or the angle of attack between the air and the wings. For example, but are not limited to, the electric aircraft 800 is designed to be as lightweight as possible. Designing the aircraft to reduce its weight and decrease the number of components is essential for weight optimization. To conserve energy, it may be useful to reduce the weight of components of the electric aircraft 800, including, but are not limited to, the propeller and / or propulsion assemblies. In one embodiment, the motor 824 may eliminate the need for many external structural features that would otherwise be required to combine one component with another. The motor 824 may also increase energy efficiency and reduce drag and / or wind resistance by allowing a lower physical propeller profile. This can also increase durability by reducing the degree to which drag and / or wind resistance are added to the forces acting on the electric aircraft 800 and / or propulsion system.

[0103] Referring to Figure 9, a flowchart of Method 900 for a battery power management system for an electric aircraft is shown. Method 900 includes, using a controller, receiving sensor data from at least sensors communicably connected to at least a battery configured to provide power to at least the flight components of an electric aircraft. Method 900 includes, using a controller, identifying the battery state as a function of the sensor data and a battery threshold. In some embodiments, step 910 for identifying the battery state may further include subtracting sensor data for at least the battery temperature from a temperature threshold. Method 900 includes, using a controller, controlling the power from at least the battery to at least the flight components of an electric aircraft as a function of the battery state. In some embodiments, step 915 for controlling the power from at least the battery to at least the flight components may further include, using a controller, reducing the revolutions per minute (rpm) of the thrusters. In some embodiments, step 915, which controls power from at least the battery to at least the flight components, may further include using a controller to reduce at least the battery current.

[0104] Continuing to refer to Figure 9, in some embodiments, the sensor may include a temperature sensor, and method 900 may further include using the sensor to detect sensor data, the sensor data may include at least the battery temperature, and using the sensor to transmit at least the battery temperature to the controller. In some embodiments, the battery threshold may include at least a battery temperature threshold. In some embodiments, the flight component may include at least a thruster.

[0105] Continuing to refer to Figure 9, in some embodiments, the battery state may include a status 0 in which the sensor datum may be within the battery threshold and a status 1 in which the sensor datum may be outside the battery threshold. In some embodiments, method 900 may further include using a controller to identify state weights and using the controller to control at least the battery power as a function of the state weights. In some embodiments, the flight controller may be communicably connected to a display device, and method 900 may further include using the controller to display a battery alert to the user on the display device, using the controller to receive user input in response to the battery alert, and using the controller to control at least the battery power as a function of the user input. These may be implemented as disclosed with reference to Figures 1 to 8.

[0106] It should be noted that any one or more of the embodiments and models described herein can be conveniently implemented using one or more machines programmed according to the teachings herein (e.g., one or more computing devices used as user computing devices for electronic documents, one or more server devices such as document servers), as will be obvious to those skilled in the computer art. Appropriate software coding can be readily prepared by those skilled in the art based on the teachings of this disclosure, as will be obvious to those skilled in the software art. The embodiments and implementations described above employing software and / or software modules may also include appropriate hardware to assist in the implementation of machine-executable instructions of the software and / or software modules.

[0107] Such software may be a computer program product employing a machine-readable storage medium. A machine-readable storage medium may be any medium capable of storing and / or encoding a sequence of instructions for execution by a machine (e.g., a computing device), causing the machine to execute any one of the methods and / or embodiments described herein. Examples of machine-readable storage media include, but are not limited to, magnetic disks, optical disks (e.g., CDs, CD-Rs, DVDs, DVD-Rs, etc.), magneto-optical disks, read-only memory "ROM" devices, random access memory "RAM" devices, magnetic cards, optical cards, solid-state memory devices, EPROMs, EEPROMs, and any combination thereof. As used herein, machine-readable media are intended to include not only a single medium but also a collection of physically separated media, such as a collection of compact disks or one or more hard disk drives combined with computer memory. As used herein, machine-readable storage media do not involve transient forms of signal transmission.

[0108] Such software may also include information (e.g., data) carried as a data signal on a data carrier such as a carrier wave. For example, machine-executable information may include a data transmission signal embodied on a data carrier in which the signal encodes a sequence or part of instructions for execution by a machine (e.g., a computing device), and any related information (e.g., data structures and data) that causes the machine to perform any one of the methods and / or embodiments described herein.

[0109] Examples of computing devices include, but are not limited to, e-book readers, computer workstations, terminal computers, server computers, handheld devices (e.g., tablet computers, smartphones, etc.), web appliances, network routers, network switches, network bridges, any machine capable of executing a set of instructions that specify the actions to be performed by that machine, and any combination thereof. For example, a computing device may include and / or be included in a kiosk.

[0110] Figure 10 shows a schematic diagram of one embodiment of a computing device in an exemplary form of computer system 1000, in which a set of instructions can be executed to cause a control system to perform one or more of the embodiments and / or methodologies of the present disclosure. It is also intended that multiple computing devices may be used to implement a specially configured set of instructions to cause one or more of the devices to perform one or more of the embodiments and / or methodologies of the present disclosure. Computer system 1000 includes a processor 1004 and memory 1008 that communicate with each other and with other components via a bus 1012. The bus 1012 may include any of several types of bus structures, including but not limited to a memory bus, a memory controller, a peripheral bus, a local bus, and any combination thereof, using any of various bus architectures.

[0111] Processor 1004 may include, but is not limited to, any suitable processor, such as a processor incorporating logic circuits for performing arithmetic and logical operations, which may be tuned by a state machine and directed by operational inputs from memory and / or sensors. Processor 1004 may, in non-limiting examples, be organized according to the von Neumann and / or Harvard architecture. Processor 1004 may include, incorporate, and / or incorporate microcontrollers, microprocessors, digital signal processors (DSPs), field-programmable gate arrays (FPGAs), complex programmable logic devices (CPLDs), graphical processing units (GPUs), general-purpose GPUs, tensor processing units (TPUs), analog or mixed-signal processors, reliable platform modules (TPMs), floating-point units (FPUs), and / or chip-on-a-systems (SoCs), but is not limited to these.

[0112] Memory 1008 may include, but is not limited to, a variety of components (e.g., machine-readable media) including random-access memory components, read-only components, and any combination thereof. In one example, a basic input / output system 1016 (BIOS) containing basic routines that help transfer information between elements within a computer system 1000, such as during startup, may be stored in memory 1008. Memory 1008 may also include instructions (e.g., software) 1020 that embody one or more aspects and / or methodologies of this disclosure (e.g., stored in one or more machine-readable media). In another example, memory 1008 may further include, but is not limited to, an operating system, one or more application programs, other program modules, program data, and any number of program modules including any combination thereof.

[0113] The computer system 1000 may also include a storage device 1024. Examples of storage devices (e.g., storage device 1024) include, but are not limited to, hard disk drives, magnetic disk drives, optical disk drives combined with optical media, solid-state memory devices, and any combination thereof. The storage device 1024 may be connected to the bus 1012 by a suitable interface (not shown). Exemplary interfaces include, but are not limited to, SCSI, Advanced Technology Attachment (ATA), Serial ATA, Universal Serial Bus (USB), IEEE 1394 (FireWire), and any combination thereof. In one example, the storage device 1024 (or one or more components thereof) may be detachably interfaced to the computer system 1000 (e.g., via an external port connector (not shown)). In particular, the storage device 1024 and its associated machine-readable media 1028 may provide non-volatile and / or volatile storage for machine-readable instructions, data structures, program modules, and / or other data for the computer system 1000. In one example, the software 1020 may reside entirely or partially within a machine-readable medium 1028. In another example, the software 1020 may reside entirely or partially within a processor 1004.

[0114] The computer system 1000 may also include an input device 1032. In one example, a user of the computer system 1000 may input commands and / or other information to the computer system 1000 via the input device 1032. Examples of input devices 1032 include, but are not limited to, alphanumeric input devices (e.g., keyboards), pointing devices, joysticks, gamepads, audio input devices (e.g., microphones, voice response systems, etc.), cursor control devices (e.g., mice), touchpads, optical scanners, video capture devices (e.g., still cameras, video cameras), touchscreens, and any combination thereof. The input device 1032 may interface to the bus 1012 via any of a variety of interfaces (not shown) including, but not limited to, serial interfaces, parallel interfaces, game ports, USB interfaces, FireWire interfaces, direct interfaces to the bus 1012, and any combination thereof. The input device 1032 may include a touchscreen interface that is part of the display 1036 or separate from the display 1036, as will be further described below. The input device 1032 may be used as a user selection device for selecting one or more graphical representations within the graphical interface, as described above.

[0115] The user may also input commands and / or other information to the computer system 1000 via a storage device 1024 (e.g., a removable disk drive, a flash drive, etc.) and / or a network interface device 1040. Network interface devices such as network interface device 1040 may be used to connect the computer system 1000 to one or more of various networks, such as network 1044, and one or more remote devices 1048 connected to it. Examples of network interface devices include, but are not limited to, network interface cards (e.g., mobile network interface cards, LAN cards), modems, and any combination thereof. Examples of networks include, but are not limited to, wide area networks (e.g., the Internet, enterprise networks), local area networks (e.g., networks associated with offices, buildings, campuses, or other relatively small geographical spaces), telephone networks, data networks associated with telephone / voice providers (e.g., mobile communications provider data and / or voice networks), direct connections between two computing devices, and any combination thereof. Networks such as network 1044 may employ wired and / or wireless communication modes. In general, any network topology can be used. Information (e.g., data, software 1020, etc.) may be communicated to and / or from the computer system 1000 via the network interface device 1040.

[0116] The computer system 1000 may further include a video display adapter 1052 for communicating display images to a display device such as a display device 1036. Examples of display devices include, but are not limited to, liquid crystal displays (LCDs), cathode ray tubes (CRTs), plasma displays, light-emitting diode (LED) displays, and any combination thereof. The display adapter 1052 and the display device 1036 may be used in conjunction with a processor 1004 to provide a graphical representation of an aspect of this disclosure. In addition to the display device, the computer system 1000 may include one or more other peripheral output devices, including, but not limited to, audio speakers, printers, and any combination thereof. Such peripheral output devices may be connected to the bus 1012 via a peripheral interface 1056. Examples of peripheral interfaces include, but are not limited to, serial ports, USB connections, FireWire connections, parallel connections, and any combination thereof.

[0117] The above is a detailed description of exemplary embodiments of the present invention. Various modifications and additions can be made without departing from the spirit and scope of the invention. Each feature of the various embodiments described above may be appropriately combined with features of other described embodiments to provide combinations of multiple features in relevant new embodiments. Furthermore, although the foregoing describes several distinct embodiments, those described herein are merely illustrative of the application of the principles of the present invention. Furthermore, certain methods herein may be illustrated and / or described to be performed in a particular order, but the ordering is highly variable within the scope of the art to achieve the methods and systems according to this disclosure. Thus, this description should be understood as illustrative only and should not limit the scope of the invention.

[0118] Exemplary embodiments are disclosed above and shown in the accompanying drawings. It will be understood by those skilled in the art that various modifications, omissions, and additions can be made to those specifically disclosed herein without departing from the spirit and scope of the invention.

Claims

1. Flight components for electric aircraft, A battery configured to supply power to the flight components of the electric aircraft, A sensor connected to the aforementioned battery in a communication-enabled manner, One or more controllers, which are communicatively connected to the aforementioned sensor, Receiving sensor data from the aforementioned sensor, The battery state is identified as a function of the aforementioned sensor data and battery threshold, One or more controllers configured to control the power drawn from the battery by the flight components of the electric aircraft as a function of the battery state, A system equipped with these features.

2. The system according to claim 1, wherein one or more controllers are further configured to display a battery alert on a pilot display based at least partially on the battery status.

3. The system according to claim 1 or 2, wherein one or more controllers are further configured to display the battery threshold on a pilot display.

4. The one or more controllers described above are A flight control component configured to control the power drawn from the battery by the flight components of the electric aircraft, The system according to any one of claims 1 to 3, comprising: a battery management component configured to identify the battery state as a function of the sensor data and the battery threshold.

5. The system according to claim 4, wherein the flight control component limits one or more flight component control parameters according to the battery threshold.

6. The one or more flight component control parameters include at least one of revolutions per minute (rpm), torque, or power. The system according to claim 5, wherein the flight control component determines flight component control parameters for each of the multiple flight components and maintains the total power demand of the multiple flight components below the battery threshold.

7. The system according to any one of claims 1 to 6, wherein one or more controllers are configured to control the power drawn from the battery by the flight components of the electric aircraft by reducing flight control parameters.

8. The system according to any one of claims 1 to 7, wherein the one or more controllers are configured to control the power drawn from the battery by the flight components of the electric aircraft by reducing torque, revolutions per minute (rpm), or power of the flight components.

9. Flight components for electric aircraft, A battery configured to supply power to the flight components of the electric aircraft, A sensor connected to the aforementioned battery in a communication-enabled manner, At least one controller that is communicably connected to the aforementioned sensor, Receiving sensor data from the aforementioned sensor, The battery state is identified as a function of the aforementioned sensor data, The at least one controller is configured to control the amount of power drawn from the battery by the flight components of the electric aircraft as a function of the battery state by reducing the torque of the flight components, A system equipped with these features.

10. The aforementioned sensor is The detection of the aforementioned sensor data, wherein the sensor data includes the temperature of the battery, The system according to claim 9, comprising a temperature sensor configured to transmit the temperature of the battery to at least one controller.

11. The system according to claim 9 or 10, wherein the battery state includes the temperature of the battery.

12. The system according to claim 11, wherein identifying the battery state includes subtracting the temperature of the battery from a temperature threshold.

13. The system according to any one of claims 9 to 12, wherein the flight component comprises a thruster.

14. The system according to claim 13, further comprising controlling the amount of energy drawn from the battery by the flight components of the electric aircraft by reducing the revolutions per minute (rpm) of the thrusters.

15. The system according to any one of claims 9 to 14, wherein controlling the amount of power drawn from the battery by the flight components of the electric aircraft includes reducing the current of the battery.

Images