CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of priority of U.S. Non-provisional Application No. 17/966,718 filed on October 14, 2022, and entitled “A SYSTEM AND METHOD FOR USING UNRECOVERABLE ENERGY IN A BATTERY CELL,” the entirety of which is incorporated herein by reference.

FIELD OF THE INVENTION

The present invention generally relates to the field of transportation and aircraft. In particular, the present invention is directed to a system and method for using unrecoverable energy in a battery cell.

BACKGROUND

Manned electric vertical take-off and landing (eVTOL) aircraft flight folds the promise of uncongested commuted roadways and air-travel without the presently concomitant fossil fuel usage. eVTOL aircraft flight requires electric energy storage, for example by way of battery cells. However, electric aircrafts are limited to the amount of energy they can carry by the energy density of the battery cells. Rechargeable batteries have a lower limit of energy available as to allow for subsequent re-charging without damaging the batteries. Sometimes, in an emergency, a pilot may want to access the full battery energy of a rechargeable battery.

SUMMARY OF THE DISCLOSURE

In an aspect, a system for using unrecoverable energy in a battery cell includes a battery cell comprising an electrode with excess material, a sensor connected to the battery cell, the sensor configured to detect battery data, a controller communicatively connected to the sensor, the controller configured to: receive battery data from the sensor, transmit the battery data to a user, receive a command from the user, and utilize unrecoverable energy in the battery cell as a function of the command from the user..

In another aspect, a method for using unrecoverable energy in a battery cell includes receiving a battery cell comprising an electrode with excess material, detecting, by a sensor connected to the battery cell, battery data, receiving, by a controller, battery data from the sensor, transmitting, by the controller, the battery data to a user, receiving, by the controller, a command from the user, and utilizing, by the controller, unrecoverable energy in the battery cell as a function of the command from the user. These and other aspects and features of non-limiting embodiments of the present invention will become apparent to those skilled in the art upon review of the following description of specific non-limiting embodiments of the invention in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

For the purpose of illustrating the invention, the drawings show aspects of one or more embodiments of the invention. However, it should be understood that the present invention is not limited to the precise arrangements and instrumentalities shown in the drawings, wherein: FIG. 1 is a block diagram illustrating a system for using unrecoverable energy in a battery cell; FIG. 2 is a schematic representation of an exemplary electric vertical take-off and landing vehicle; FIG. 3 is a block diagram of an exemplary battery management system;

FIG. 4 is an illustration of a sensor suite in partial cross-sectional view;

FIG. 5 is an isometric view illustrating a battery module with multiple battery units, according to embodiments.

FIG. 6A is a planform view illustrating a cell guide and protective wrapping between two rows of cell guides, according to embodiments.

FIG. 6B is an isometric view illustrating an embodiment of a cell retainer present in battery module, according to embodiments.

FIG. 7 is an isometric view illustrating an individual battery cell and cutaways of surrounding components, according to embodiments.

FIG. 8 is an isometric view illustrating an embodiment of a battery pack.

FIG. 9 is a block diagram of a system for battery management for electric aircraft batteries;

FIG. 10 is a block diagram of another exemplary embodiment a pack monitoring unit in one or more aspects of the present disclosure;

FIG. 11 is a flow diagram of an exemplary method for using unrecoverable energy in a battery cell; and

FIG. 12 is a block diagram of a computing system that can be used to implement any one or more of the methodologies disclosed herein and any one or more portions thereof.

The drawings are not necessarily to scale and may be illustrated by phantom lines, diagrammatic representations and fragmentary views. In certain instances, details that are not necessary for an understanding of the embodiments or that render other details difficult to perceive may have been omitted DETAILED DESCRIPTION

At a high level, aspects of the present disclosure are directed to systems and methods for using unrecoverable energy in a battery cell. Unrecoverable energy in a battery cell may be used in emergency scenarios, such as scenarios where a pilot cannot make an emergency landing. Aspects of the present disclosure can be used to double the capacity of a battery cell. This is so, at least in part, because of the excess material in a battery cell. However, once used, unrecoverable energy cannot be recovered and the battery cells may be deemed unusable. Exemplary embodiments illustrating aspects of the present disclosure are described below in the context of several specific examples.

Referring now to the drawings, FIG. 1 illustrates a block diagram of a system 100 for using unrecoverable energy in a battery cell. As used herein, a “battery cell” refers to a single anode and cathode separated by electrolyte used to produce a voltage and current. A battery cell 104 may include a pouch cell. 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 or be referred to as a prismatic pouch cell, for example when an overall shape of pouch is prismatic. In some cases, a pouch cell may include a pouch which is substantially flexible. Alternatively or additionally, in some cases, pouch may be substantially rigid. Battery cell 104 (also referred to as “cell”) includes a first top surface. As used in this disclosure a “top surface” is an upper surface of a cell, wherein the surface is oriented at a position that is furthest from the ground. Additionally or alternatively, cell 104 includes a first bottom surface. As used in this disclosure a “bottom surface” is a lower surface of a cell, wherein the surface is oriented at a position that is closest to the ground. In an embodiment, and without limitation, cell 104 may include an electrode 108. Cell 104 may include a pair of electrodes. As used in this disclosure a “pair of electrodes” is a positive and a negative electrode, wherein an “electrode” is an electrically conductive element. For example, and without limitation, first pair of electrodes 108 may include one or more braided wires, solid wires, metallic foils, circuitries, such as but not limited to printed circuit boards, and the like thereof. In an embodiment, and without limitation, cell 104 may include a tab 112, wherein tab 112 may be in electric communication and/or electrically connected to electrode 108. Tab 112 may be a foil tab. There may be a pair of tabs 112, wherein each electrode 108 is associated with a tab 112. In an embodiment, and without limitation, tabs 112 may be bonded in electric communication with and/or electrically connected to electrodes 108 by any known method, including without limitation welding, brazing, soldering, adhering, engineering fits, electrical connectors, and the like. In some cases, tabs 112 may include a cathode and an anode. As used herein, a “cathode” is an electrode or terminal by which current, conventionally, leaves a battery cell. In other words, a cathode is a positive terminal of the battery cell. As used herein, an “anode” is an electrode or terminal by which current, conventionally, enters a battery cell. In other words, an anode is a negative terminal of the battery cell. In some cases, an exemplary cathode may include a lithium-based substance, such as lithium-metal oxide, bonded to an aluminum foil tab 112. Cathodes may also include lithium cobalt oxide (LCO), lithium nickel manganese cobalt oxide (NMC), lithium nickel cobalt oxide doped with alumina (NCA), lithium manganese oxide (LMO), and lithium iron phosphate (LFP), and the like. In some cases, an exemplary anode may include a carbon-based substance, such as graphite, bonded to a copper tab 112. Cell 104 may include an insulator layer 116. As used in this disclosure, an “insulator layer” is an electrically insulating material that is substantially permeable to battery ions, such as without limitation lithium ions. In some cases, insulator layer may be referred to as a separator layer or simply separator. In an embodiment, and without limitation, insulator layer 116 may be configured to prevent electrical communication directly between pair of tabs 112 such as, but not limited to a cathode and an anode. In some cases, insulator layer 116 may be configured to allow for a flow ions across it. Insulator layer 116 may consist of a polymer, such as without limitation polyolifine (PO). Insulator layer 116 may comprise pours which are configured to allow for passage of ions, for example lithium ions. In some cases, pours of a PO insulator layer 116 may have a width no greater than 100pm, 10pm, 1pm, or 0. 1pm. In some cases, a PO insulator layer 116 may have a thickness within a range of 1 - 100pm, or 10 - 50pm.

With continued reference to FIG. 1, cell 104 may include a pouch 120. Pouch 120 may be configured to substantially encompass tabs 112 and a portion of insulator layer 116. In some cases, pouch 120 may include a polymer, such as without limitation polyethylene, acrylic, polyester, and the like. In an embodiment, and without limitation, pouch 120 may be coated with one or more coatings. For example, in some cases, pouch 120 may have an outer surface coated with a metalizing coating, such as an aluminum or nickel containing coating. In some cases, pouch coating be configured to electrically ground and/or isolate pouch, increase pouches impermeability, increase pouches resistance to high temperatures, increases pouches thermal resistance (insulation), and the like. Additionally or alternatively, cell 104 may include an electrolyte 122, wherein electrolyte 122 may be located within pouch 120. In some cases, electrolyte 122 may comprise a liquid, a solid, a gel, a paste, and/or a polymer. In an embodiment, and without limitation, electrolyte 122 may wet and/or contact one and/or both of tabs 112. In an embodiment, there may be a different electrolyte 122 for each electrode 108/tab 112. For example, if a cathode is copper, an electrolyte 122 may be CuSO4. If an anode is zinc, an electrolyte 122 may be ZnSO4. Continuing to reference FIG. 1, cell 104 includes electrodes 108 with excess material. In an embodiment, excess material may include excess cathode or excess anode in tab 112. Excess material may include any excess anode or cathode materials as discussed herein. An excess of material may increase capacity of a cell 104. An excess of material may mean that there is more anode than cathode in a cell 104. Alternatively, an excess of material may mean there is more cathode than anode in a cell 104. In an embodiment, an excess of material may be used in an emergency situation, wherein the excess material may behave as a half cell. An emergency situation may include a battery that is depleted of energy, notwithstanding any additional energy that may be extracted from the battery using over discharge, in an electric aircraft that cannot make an emergency landing (i.e. flying over water). A “half-cell” as used herein, is a structure wherein a metal electrode is in its own electrolyte solution. For example, excess material may act as half-cell when the rechargeable portion of a cell 104 is discharged. In such cases, excess material may be used as a reserve of energy. As used herein, “rechargeable portion” of a cell is the portion of the energy capacity of the cell that may be recharged. As used herein “recharging” is the act of forcing surplus electrons towards the anode, causing an increase in electric potential. Using cell 104 past the recharge portion may also be called “over discharge”. As used herein, “over discharge” is the state of a cell wherein the battery voltage drops below a threshold voltage. As used herein, a “threshold voltage” is a voltage wherein the battery is discharged to the rechargeable limit. In an embodiment, past the threshold voltage, the battery may be considered overdischarged. In an embodiment, battery voltage is at a threshold voltage when a battery has been discharged at its full capacity. Threshold voltage may be a cutoff point wherein a battery is fully discharged. In overdischarging, the amount of electric discharge may be 1.5, 2, or the like times as great as the capacity of the battery. In an embodiment, overdischarging a cell 104 with 17 Watt hours of rechargeable capacity may result in an extra 33 Watt hours of capacity, totaling 50 Watt hours. “Battery capacity” is defined as the total amount of electricity generated by electrochemical reactions in the battery. “Unrecoverable energy” as used herein, is the extra capacity gained from overdischarge. Unrecoverable energy is unrecoverable as overdischarging a cell 104 may damage the cell 104. In an embodiment, there may be irreversible reactions during the proves of overdischarging a cell 104. Overdischarging a cell 104 may cause the cell 104 to have an increase in internal resistance, preventing recharging. In another embodiment, overdischarging a cell may cause leaking, and the like. In an embodiment, cells 104 may include unrecoverable energy.

Still referring to FIG. 1, in some embodiments, cell 104 may include Li ion batteries which may include NCA, NMC, Lithium iron phosphate (LiFePO4) and Lithium Manganese Oxide (LMO) batteries, which may be mixed with another cathode chemistry to provide more specific power if the application requires Li metal batteries, which have a lithium metal anode that provides high power on demand, Li ion batteries that have a silicon, tin nanocrystals, graphite, graphene or titanate anode, or the like. Batteries and/or battery modules may include without limitation batteries using nickel- based chemistries such as nickel cadmium or nickel metal hydride, batteries using lithium-ion battery chemistries such as a 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, metal-air batteries. Cell 104 may include leadbased batteries such as without limitation lead acid batteries and lead carbon batteries. Cell 104 may include lithium sulfur batteries, magnesium ion batteries, and/or sodium ion batteries. Batteries may include solid state batteries or supercapacitors or another suitable energy source. Batteries may be primary or secondary or a combination of both. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various devices of components that may be used as a battery module. In some cases, system 100 may be constructed in a manner that vents ejecta, while preventing cell ejecta from one pouch cell from interacting with another pouch cell.

With continued reference to FIG. 1, system 100 may include a sensor 124. As used in this disclosure, a “sensor” is a device that is configured to detect an input and/or a phenomenon and transmit information and/or datum related to the detection. A sensor may generate a sensor output signal, which transmits information and/or datum related to a sensor detection. A sensor output signal may include any signal form described in this disclosure, for example digital, analog, optical, electrical, fluidic, and the like. In some cases, a sensor, a circuit, and/or a controller may perform one or more signal processing steps on a signal. For instance, a sensor, circuit, and/or controller may analyze, modify, and/or synthesize a signal in order to improve the signal, for instance by improving transmission, storage efficiency, or signal to noise ratio. Sensor 124 may include a sensor suite, for example as described with reference to FIGS. 3 - 4 below. In some cases, sensor 124 may be configured to detect battery data and transmit battery data to a controller 128, which may be communicatively connected to sensor 124. For the purposes of this disclosure, “battery data” represents information and/or a parameter of detected electrical and/or physical characteristic and/or phenomenon correlated with a state of a battery cell. In one or more embodiments, battery data may include data of a parameter regarding a detected state of a battery cell. In one or more embodiments, battery data may include a quantitative and/or numerical value representing a temperature, pressure, moisture level, gas level, orientation, or the like. In another embodiment, battery data may include voltage, capacitance, current, and the like. For example, and without limitation, battery data may include a temperature of 75°F and a voltage reading of 24V for a battery cell 104. Sensor 124 may be connected to battery cell 104. “Connected” may refer to mechanically connected or communicatively connected. As used herein, “mechanically connected” is a direct or indirect connection between two or more elements using mechanical fasteners such as bolts, rivets, or screws. Sensor 124 may be located on battery cell 104, as shown in FIG. 1. Alternatively, or additionally, sensor 124 may be located in a battery management system (BMS) connected to a cell 104. In an embodiment, system 100 may receive battery data from a BMS. In an embodiment, a controller 128 may receive battery data from sensor 124 and/or BMS.

With continued reference to FIG. 1, system 100 may include a battery management system. A BMS may include a module monitoring unit (MMU) and a pack monitoring unit (PMU) configured to receive battery data from a sensor 124 and transmit battery data to a controller 124. BMS may be used to constantly monitor and log data from each battery cell/battery module/battery pack. BMS is discussed further in FIG. 3.

Still referencing FIG. 1, system 100 includes a controller 128. Controller 128 is communicatively connected to sensor 124. Controller 128 is configured to receive battery data from sensor 124. Battery data may include data on voltages of battery cell 104, current of cell 104, and the like. Battery data may include a state of charge (SOC), a depth of discharge (DOD), a temperature reading, a moisture/humidity level, a gas level, a chemical level, or the like of a battery cell 104/battery module/battery pack. In an embodiment, a collection of battery cells 104 may form a battery module. In an embodiment, a collection of battery modules may form a battery pack. Sensor 124 may detect battery data from one or all of the above such that controller 128 may receive battery data regarding one battery cell 104, the whole battery module, and/or the battery pack.

In one or more embodiments, controller 128 may include a computing device, which may be implemented in any manner suitable for implementation of a computing device as described in this disclosure, a microcontroller, a logic device, a central processing unit (CPU), a microprocessor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a control circuit, a combination thereof, or the like. In one or more embodiments, output signals from various components of battery cell 104 may be analog or digital. Controller 128 may convert output signals from sensor 124 to a usable form by the destination of those signals. The usable form of output signals from sensor 124, through processor may be either digital, analog, a combination thereof, or an otherwise unstated form. Processing may be configured to trim, offset, or otherwise compensate the outputs of sensor. Based on sensor output, controller 128 can determine the output to send to a downstream component. Processor can include signal amplification, operational amplifier (Op- Amp), filter, digital/analog conversion, linearization circuit, current-voltage change circuits, resistance change circuits such as Wheatstone Bridge, an error compensator circuit, a combination thereof or otherwise undisclosed components.

In one or more embodiments, controller 128 may be designed and/or configured to perform any method, method step, or sequence of method steps in any embodiment described in this disclosure, in any order and with any degree of repetition. For instance, controller 128 may be configured to perform a single step or sequence repeatedly until a desired or commanded outcome is achieved; repetition of a step or a sequence of steps may be performed iteratively and/or recursively using outputs of previous repetitions as inputs to subsequent repetitions, aggregating inputs and/or outputs of repetitions to produce an aggregate result, reduction or decrement of one or more variables such as global variables, and/or division of a larger processing task into a set of iteratively addressed smaller processing tasks. Controller 128 may perform any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and/or substantially simultaneously performing a step two or more times using two or more parallel threads, processor cores, or the like; division of tasks between parallel threads and/or processes may be performed according to any protocol suitable for division of tasks between iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which steps, sequences of steps, processing tasks, and/or data may be subdivided, shared, or otherwise dealt with using iteration, recursion, and/or parallel processing.

Still referring to FIG. 1, controller 128 is configured to transmit battery data to a user. Battery data may be transmitted to a user by way of a notification device 132. As used in this disclosure, a “notification” is an alert or message sent to the notification device 132 to show a user information on battery data. A notification may provide alerts in various forms, not limited to, an audio alert, a visual alert, a video alert, a tactile alert, a textual alert, or the like. Notification device 132 may show the state of charge of a battery in an aircraft to a user. A user may include a pilot or the like. A user may be any user in a cockpit of an aircraft during flight. As used herein “state of charge” is the level of charge of a battery relative to its capacity. Notification may also contain details of the battery data and an option for user input, discussed below. User may select a corrective action from a database of corrective actions to address the notification. Notification device 132 may also show the voltage threshold. This may communicate whether a battery cell 104 is close to reaching the voltage threshold for overdischarging. Voltage threshold may be displayed with different colored lights, such as red for critical, and green for normal. Still referencing FIG. 1, controller 128 may compare battery data to a threshold. In an embodiment, threshold may include voltage threshold, state of charge threshold, and the like. Threshold may be predetermined by a pilot and/or operator of the aircraft. For example, a pilot may predetermine that any voltage below 3 volts per cell warrants a notification to notification device 132. In another embodiment, it may be predetermined that a state of charge of battery below 10% warrants a notification. In another embodiment, a state of charge threshold may be at 5% charge remaining. Alternatively, or additionally, notifications may be determined based on flight plan. For example, controller 128 may determine if battery data may fall below a threshold as a function of the remaining distance of the flight plan. In an embodiment, controller 128 may determine that there is not enough capacity left in the battery cells 104 to complete the flight plan. In such cases, notification device 132 may alert the pilot of a potential need to overdischarge the cells 104 to arrive at a location.

Still referencing FIG. 1, and in an embodiment, pilot may provide an alternative corrective action in response to a notification from notification device 132. As used herein, a “corrective action” is a reparative action needed to prevent and/or reduce damage to an aircraft as a result of the battery data. For example, corrective actions may include overdischarging the cells. Corrective action may also include changing the type of landing for the aircraft. For example, conventional landings may use less power than a vertical landing so if battery data falls below a certain threshold, the pilot may issue a corrective action to switch landing types. In another embodiment, corrective action may include adjusting the flight plan. For example, a pilot may choose to land at an earlier location if the battery data has shown that the aircraft does not have enough charge to make it to the desired location. In an embodiment, overdischarging the cells 104 may be a “last resort” corrective action such that it should only occur if it is not avoidable to not damage the battery cells 104.

In one or more embodiments, notification device 132 may include a separate device that includes a transparent screen configured to display computer generated images and/or information. As used herein, a “notification device” is a device to communicate a message to a recipient. As used in this disclosure, a “display” is an image-generating device for the visual representation of at least a datum. In a nonlimiting example, image-generating device may include augmented reality device, various analog devices (e.g., cathode-ray tube, etc.), and digital devices (e.g., liquid crystal, activematrix plasma, etc ). An “augmented reality” device, as used in this disclosure, is a device that permits a user to view a typical field of vision of the user and superimposes virtual images on the field of vision. Augmented reality device may be implemented in any suitable way, including without limitation incorporation of or in a head mounted display, a head-up display, a display incorporated in eyeglasses, googles, headsets, helmet display systems, or the like, a display incorporated in contact lenses, an eye tap display system including without limitation a laser eye tap device, VRD, or the like. In a non-limiting embodiment, the notification device 132 may be placed in front of the pilot wherein the pilot may view the information displayed. In a non-limiting embodiment, the notification device 132 may be placed between the pilot and the central point of the exterior view window, wherein the exterior view window is configured to provide visibility of the outside environment while the notification device 132 is configured to display information, wherein the information is related to the outside environment. The pilot may view the information and the outside environment with minimal bodily movement of the head of the pilot. The notification device 132 may include a plurality of lines, images, symbols, etc. The lines, images, and symbols may be used to denote the current position, direction, location, state of charge etc., of the electric aircraft. The notification device 132 may further display information describing the aircraft and its functionalities in real-time. The notification device 132 may include alternative information related to communication. The notification device 132 may include one or more projection devices within the display and/or screen of the notification device 132 to display the flight information. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various embodiments various flight information may be displayed and placed on the display for purposes as described herein.

Referring now to FIG. 1, system 100 may include an augmented reality device. An “augmented reality” device, as used in this disclosure, is a device that permits a user to view a typical field of vision of the user and superimposes virtual images on the field of vision. Augmented reality device may include a view window, defined for the purposes of this disclosure as a portion of the augmented reality device that admits a view of field of vision; view window may include a transparent window, such as a transparent portion of goggles such as lenses or the like. Alternatively, view window may include a screen that displays field of vision to user. Augmented reality device may include a projection device, defined as a device that inserts images into field of vision. Where view window is a screen, projection device may include a software and/or hardware component that adds inserted images into a pilot display signal to be rendered on the pilot display. Projection device and/or view window may make use of reflective waveguides, diffractive waveguides, or the like to transmit, project, and/or pilot display images. For instance, and without limitation, projection device and/or display may project images through and/or reflect images off an eyeglass-like structure and/or lens piece, where either both field of vision and images from projection device may be so displayed, or the former may be permitted to pass through a transparent surface. Projection device and/or view window may be incorporated in a contact lens or eye tap device, which may introduce images into light entering an eye to cause display of such images. Projection device and/or view window may display some images using a virtual retina display (VRD), which may display an image directly on a retina of pilot.

Continuing to refer to FIG. 1, augmented reality device may include a field camera. A “field camera,” as used in this disclosure, is an optical device, or combination of optical devices, configured to capture field of vision as an electrical signal, to form a digital image. Field camera may include a single camera and/or two or more cameras used to capture field of vision; for instance, and without limitation, the two or more cameras may capture two or more perspectives for use in stereoscopic and/or three-dimensional display, as described above. Field camera may capture a feed including a plurality of frames, such as without limitation a video feed.

Still referring to FIG. 1, augmented reality device may be implemented in any suitable way, including without limitation incorporation of or in a head mounted display, a head-up display (HUD), a display incorporated in eyeglasses, googles, headsets, helmet display systems, or the like, a display incorporated in contact lenses, an eye tap display system including without limitation a laser eye tap device, VRD, or the like. Augmented reality device may alternatively or additionally be implemented using a projector. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various optical projection and/or display technologies that may be incorporated in augmented reality device consistently with this disclosure.

Still referring to FIG. 1, controller 128 is configured to receive a command from a user. As used herein, “command” is an instruction given to the controller. For example, a command may include overdischarging the battery cells 104. In another embodiment, command may include not overdischarging the battery cells 104 to preserve the rechargeability of the cells. User may input a command to controller 128 through a notification device 132. For example, a user may select various options on a touch screen, flip a manual switch, press a physical button or a button on a display, or the like. In an embodiment, a command may be a response to battery data, such as a command to utilize unrecoverable energy in a cell 104. For example, notification device 132 may display a “critical low battery” alert to a user. In response to this, a user may command the controller 128 to overdischarge cells 104 in order to utilize unrecoverable energy. Utilizing unrecoverable energy may include overdischarging the cells 104. Utilizing unrecoverable energy may include overdischarging the cells 104 in order to power the aircraft. Overdischarging cells 104 may allow system 100 to use unrecoverable energy such that it may double the capacity of cells 104. In response to overdischarging cells 104, controller 128 may also lock out the overdischarged cells to prevent future use of the cells 104. As used herein, “lock out” is an act of shutting down and preventing start up of dangerous equipment. As discussed above, overdischarged battery cells 104 may be permanently damaged. In an embodiment, controller 128 may lock out the battery cell 104 that was overdischarged, the whole module including the battery cell 104, and/or the battery pack containing modules with battery cells 104 that were overdischarged. In an embodiment, controller 128 may create a lockout flag, which may be stored in a memory component and/or device that retains information after being powered down. The memory component may be a flash, hard disk memory, secondary memory, or the like. A lockout flag may include an indicator alerting a user a lockout status of various battery cells 104. In one or more embodiments, lockout flag may not be removed until the equipment in question is no longer dangerous. In one or more embodiments, lockout flag may include an alert on a graphic user interface of, for example, a remote computing device, such as a mobile device, tablet, laptop, desktop and the like. In other embodiments, lockout flag may be indicated to a user via an illuminated LED that is remote or locally located on battery pack, battery cell 104, and/or battery module. In an embodiment, an aircraft with locked out equipment may not start and may alert a pilot of the lock out status of the equipment.

Referring now to FIG. 2, an exemplary embodiment of an aircraft 200 is illustrated. Aircraft 200 may include an electrically powered aircraft. In some embodiments, electrically powered aircraft may be an electric vertical takeoff and landing (eVTOL) aircraft. Electric aircraft 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, is where the aircraft generated lift and propulsion by way of one or more powered rotors coupled with an engine, such as a quadcopter, multi-rotor helicopter, or other vehicle that maintains its lift primarily using downward thrusting propulsors. “Fixed-wing flight,” as described in this disclosure, is where the aircraft is capable of flight using wings and/or foils that generate lift caused by the aircraft’s forward airspeed and the shape of the wings and/or foils, such as airplane-style flight.

Still referring to FIG. 2, aircraft 200 may include a fuselage 204. As used in this disclosure a “fuselage” is the main body of an aircraft, or in other words, the entirety of the aircraft except for the cockpit, nose, wings, empennage, nacelles, any and all control surfaces, and generally contains an aircraft’s payload. Fuselage 204 may comprise structural elements that physically support the shape and structure of an aircraft. Structural elements may take a plurality of forms, alone or in combination with other types. Structural elements may vary depending on the construction type of aircraft and specifically, the fuselage. Fuselage 204 may comprise a truss structure. A truss structure may be used with a lightweight aircraft and may include welded aluminum tube trusses. A truss, as used herein, is an assembly of beams that create a rigid structure, often in combinations of triangles to create three-dimensional shapes. A truss structure may alternatively comprise titanium construction in place of aluminum tubes, or a combination thereof. In some embodiments, structural elements may comprise aluminum tubes and/or titanium beams. In an embodiment, and without limitation, structural elements may include an aircraft skin. Aircraft skin may be layered over the body shape constructed by trusses. Aircraft skin may comprise a plurality of materials such as aluminum, fiberglass, and/or carbon fiber, the latter of which will be addressed in greater detail later in this paper.

Still referring to FIG. 2, aircraft 200 may include a plurality of actuators 208. In an embodiment, actuator 208 may be mechanically coupled to an aircraft. As used herein, a person of ordinary skill in the art would understand “mechanically coupled” to mean that at least a portion of a device, component, or circuit is connected to at least a portion of the aircraft via a mechanical coupling. Said mechanical coupling can include, for example, rigid coupling, such as beam coupling, bellows coupling, bushed pin coupling, constant velocity, split-muff coupling, diaphragm coupling, disc coupling, donut coupling, elastic coupling, flexible coupling, fluid coupling, gear coupling, grid coupling, Hirth joints, hydrodynamic coupling, jaw coupling, magnetic coupling, Oldham coupling, sleeve coupling, tapered shaft lock, twin spring coupling, rag joint coupling, universal j oints, or any combination thereof. As used in this disclosure an “aircraft” is vehicle that may fly. As a nonlimiting example, aircraft may include airplanes, helicopters, airships, blimps, gliders, paramotors, and the like thereof. In an embodiment, mechanical coupling may be used to connect the ends of adjacent parts and/or objects of an electric aircraft. Further, in an embodiment, mechanical coupling may be used to join two pieces of rotating electric aircraft components.

With continued reference to FIG. 2, a plurality of actuators 208 may be configured to produce a torque. As used in this disclosure a “torque” is a measure of force that causes an object to rotate about an axis in a direction. For example, and without limitation, torque may rotate an aileron and/or rudder to generate a force that may adjust and/or affect altitude, airspeed velocity, groundspeed velocity, direction during flight, and/or thrust. For example, plurality of actuators 208 may include a component used to produce a torque that affects aircrafts’ roll and pitch, such as without limitation one or more ailerons. An “aileron,” as used in this disclosure, is a hinged surface which form part of the trailing edge of a wing in a fixed wing aircraft, and which may be moved via mechanical means such as without limitation servomotors, mechanical linkages, or the like. As a further example, plurality of actuators 208 may include a rudder, which may include, without limitation, a segmented rudder that produces a torque about a vertical axis. Additionally or alternatively, plurality of actuators 208 may include other flight control surfaces such as propulsors, rotating flight controls, or any other structural features which can adjust movement of aircraft 200. Plurality of actuators 208 may include one or more rotors, turbines, ducted fans, paddle wheels, and/or other components configured to propel a vehicle through a fluid medium including, but not limited to air.

Still referring to FIG. 2, plurality of actuators 208 may include at least a propulsor component. As used in this disclosure a “propulsor component” is a component and/or device used to propel a craft by exerting force on a fluid medium, which may include a gaseous medium such as air or a liquid medium such as water. In an embodiment, when a propulsor twists and pulls air behind it, it may, at the same time, push an aircraft forward with an amount of force and/or thrust. More air pulled behind an aircraft results in greater thrust with which the aircraft is pushed forward. Propulsor component may include any device or component that consumes electrical power on demand to propel an electric aircraft in a direction or other vehicle while on ground or in-flight. In an embodiment, propulsor component may include a puller component. As used in this disclosure a “puller component” is a component that pulls and/or tows an aircraft through a medium. As a nonlimiting example, puller component may include a flight component such as a puller propeller, a puller motor, a puller propulsor, and the like. Additionally, or alternatively, puller component may include a plurality of puller flight components. In another embodiment, propulsor component may include a pusher component. As used in this disclosure a “pusher component” is a component that pushes and/or thrusts an aircraft through a medium. As a non-limiting example, pusher component may include a pusher component such as a pusher propeller, a pusher motor, a pusher propulsor, and the like. Additionally, or alternatively, pusher flight component may include a plurality of pusher flight components.

In another embodiment, and still referring to FIG. 2, propulsor may include a propeller, a blade, or any combination of the two. A propeller may function to convert rotary motion from an engine or other power source into a swirling slipstream which may push the propeller forwards or backwards. Propulsor may include a rotating power-driven hub, to which several radial airfoilsection blades may be attached, such that an entire whole assembly rotates about a longitudinal axis. As a non-limiting example, blade pitch of propellers may be fixed at a fixed angle, manually variable to a few set positions, automatically variable (e.g. a "constant-speed" type), and/or any combination thereof as described further in this disclosure. As used in this disclosure a “fixed angle” is an angle that is secured and/or substantially unmovable from an attachment point. For example, and without limitation, a fixed angle may be an angle of 2.2° inward and/or 1.7° forward. As a further nonlimiting example, a fixed angle may be an angle of 2.6° outward and/or 2.7° backward. In an embodiment, propellers for an aircraft may be designed to be fixed to their hub at an angle similar to the thread on a screw makes an angle to the shaft; this angle may be referred to as a pitch or pitch angle which may determine a speed of forward movement as the blade rotates. Additionally or alternatively, propulsor component may be configured having a variable pitch angle. As used in this disclosure a “variable pitch angle” is an angle that may be moved and/or rotated. For example, and without limitation, propulsor component may be angled at a first angle of 2.3° inward, wherein propulsor component may be rotated and/or shifted to a second angle of 1.7° outward.

Still referring to FIG. 2, propulsor may include a thrust element which may be integrated into the propulsor. Thrust element may include, without limitation, a device using moving or rotating foils, such as one or more rotors, an airscrew or propeller, a set of airscrews or propellers such as contra-rotating propellers, a moving or flapping wing, or the like. Further, a thrust element, for example, can include without limitation a marine propeller or screw, an impeller, a turbine, a pumpjet, a paddle or paddle-based device, or the like.

With continued reference to FIG. 2, plurality of actuators 208 may include power sources, control links to one or more elements, fuses, and/or mechanical couplings used to drive and/or control any other flight component. Plurality of actuators 208 may include a motor that operates to move one or more flight control components and/or one or more control surfaces, to drive one or more propulsors, or the like, wherein a motor is described below. A motor may be driven by a motor drive, such as without limitation a direct current (DC) electric power and may include, without limitation, brushless DC electric motors, switched reluctance motors, induction motors, or any combination thereof. Alternatively or additionally, a motor drive may include an inverter. A motor drive may also include electronic speed controllers, inverters, or other components for regulating motor speed, rotation direction, and/or dynamic braking.

Still referring to FIG. 2, plurality of actuators 208 may include an energy source. An energy source may include, for example, a generator, a photovoltaic device, a fuel cell such as a hydrogen fuel cell, direct methanol fuel cell, and/or solid oxide fuel cell, an electric energy storage device (e.g. a capacitor, an inductor, and/or a battery). An energy source may also include a battery cell, or a plurality of battery cells connected in series into a module and each module connected in series or in parallel with other modules. Energy source may include a battery pack/battery cell, for example as described in reference to FIG. 1. Configuration of an energy source containing connected modules may be designed to meet an energy or power requirement and may be designed to fit within a designated footprint in an electric aircraft in which system may be incorporated.

In an embodiment, and still referring to FIG. 2, an energy source may be used to provide a steady supply of electrical power to a load over a flight by an electric aircraft 200. For example, energy source may be capable of providing sufficient power for “cruising” and other relatively low- energy phases of flight. An energy source may also be capable of providing electrical power for some higher-power phases of flight as well, particularly when the energy source is at a high SOC, as may be the case for instance during takeoff. In an embodiment, energy source may include an emergency power unit which may be capable of providing sufficient electrical power for auxiliary loads including without limitation, lighting, navigation, communications, de-icing, steering or other systems requiring power or energy. Further, energy source may be capable of providing sufficient power for controlled descent and landing protocols, including, without limitation, hovering descent or runway landing. As used herein the energy source may have high power density where electrical power an energy source can usefully produce per unit of volume and/or mass is relatively high. As used in this disclosure, “electrical power” is a rate of electrical energy per unit time. An energy source may include a device for which power that may be produced per unit of volume and/or mass has been optimized, for instance at an expense of maximal total specific energy density or power capacity. Non-limiting examples of items that may be used as at least an energy source include batteries used for starting applications including Li ion batteries which may include NCA, NMC, Lithium iron phosphate (LiFePO4) and Lithium Manganese Oxide (LMO) batteries, which may be mixed with another cathode chemistry to provide more specific power if the application requires Li metal batteries, which have a lithium metal anode that provides high power on demand, Li ion batteries that have a silicon or titanite anode, energy source may be used, in an embodiment, to provide electrical power to an electric aircraft or drone, such as an electric aircraft vehicle, during moments requiring high rates of power output, including without limitation takeoff, landing, thermal de-icing and situations requiring greater power output for reasons of stability, such as high turbulence situations, as described in further detail below. A battery may include, without limitation a battery using nickel based chemistries such as nickel cadmium or nickel metal hydride, a battery using lithium ion battery chemistries such as a nickel cobalt aluminum (NCA), nickel manganese cobalt (NMC), lithium iron phosphate (LiFePO4), lithium cobalt oxide (LCO), and/or lithium manganese oxide (LMO), a battery using lithium polymer technology, lead-based batteries such as without limitation lead acid batteries, metal-air batteries, or any other suitable battery. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various devices of components that may be used as an energy source.

Still referring to FIG. 2, an energy source may include a plurality of energy sources (such as a plurality of battery cells 104), referred to herein as a module of energy sources. Module may include batteries connected in parallel or in series or a plurality of modules connected either in series or in parallel designed to satisfy both power and energy requirements. Connecting batteries in series may increase a potential of at least an energy source which may provide more power on demand. High potential batteries may require cell matching when high peak load is needed. As more cells are connected in strings, there may exist a possibility of one cell failing which may increase resistance in module and reduce overall power output as voltage of the module may decrease as a result of that failing cell. Connecting batteries in parallel may increase total current capacity by decreasing total resistance, and it also may increase overall amp-hour capacity. Overall energy and power outputs of at least an energy source may be based on individual battery cell performance or an extrapolation based on a measurement of at least an electrical parameter. In an embodiment where energy source includes a plurality of battery cells, overall power output capacity may be dependent on electrical parameters of each individual cell. If one cell experiences high self-discharge during demand, power drawn from at least an energy source may be decreased to avoid damage to a weakest cell. Energy source may further include, without limitation, wiring, conduit, housing, cooling system and battery management system. Persons skilled in the art will be aware, after reviewing the entirety of this disclosure, of many different components of an energy source.

Still referring to FIG. 2, battery pack may include a pack monitoring unit (PMU) . PMU may be configured to collect a condition parameter of the battery pack . For the purposes of this disclosure, a “condition parameter” is detected electrical or physical input and/or phenomenon related to a state of a battery pack. A state of a battery pack may include detectable information related to, for example, a temperature, a moisture level, a humidity, a voltage, a current, vent gas, vibrations, chemical content, or other measurable characteristics of battery pack or components thereof, such as battery module and/or battery cell. PMU may include a sensor . Sensor is configured to detect condition parameter of battery pack and generate a battery datum based on the condition parameter. As used in this disclosure, a “sensor” is a device that is configured to detect an input and/or a phenomenon and transmit information and/or datum related to the detection; sensor may include an electronic sensor, which transmits information and/or datum electronically. As used in this disclosure, “battery datum” is an element of data encoding one or more condition parameters in an electrical signal such as a binary, analog, pulse width modulated, or other signal. For example, and without limitation, sensor may transduce a detected phenomenon and/or characteristic of battery pack , such as, and without limitation, temperature, voltage, current, pressure, temperature, moisture level, and the like, into a sensed signal. A sensor may include one or more sensors and may generate a sensor output signal, which transmits information and/or datum related to a sensor detection. A sensor output signal may include any signal form described in this disclosure, for example digital, analog, optical, electrical, fluidic, and the like. In some cases, a sensor, a circuit, and/or a controller may perform one or more signal processing steps on a signal. For instance, a sensor, circuit, and/or controller may analyze, modify, and/or synthesize a signal in order to improve the signal, for instance by improving transmission, storage efficiency, or signal to noise ratio. For example, and without limitation, sensor may detect and/or measure a condition parameter, such as a temperature, of battery module . In one or more embodiments, a condition state of battery pack may include a condition state of a battery module and/or battery cell. Sensor may include one or more temperature sensors, voltmeters, current sensors, hydrometers, infrared sensors, photoelectric sensors, ionization smoke sensors, motion sensors, pressure sensors, radiation sensors, level sensors, imaging devices, moisture sensors, gas and chemical sensors, flame sensors, electrical sensors, imaging sensors, force sensors, Hall sensors, bolometers, and the like. Sensor may be a contact or a non-contact sensor. For example, and without limitation, sensor may be connected to battery module and/or battery cell of battery pack . In other embodiments, sensor may be remote to battery module and/or battery cell. PMU may include a pressure sensor, a real time clock (RTC) sensor that is used to track the current time and date, a humidity sensor, an accelerometer/IMU, or other sensor.

With continued reference to FIG. 2, PMU is configured to receive battery datum from sensor . PMU may be configured to process battery datum. In some embodiments, PMU may not include sensor , but the sensor may be communicatively connected to the PMU . As used herein, “communicatively connected” is a process whereby one device, component, or circuit is able to receive data from and/or transmit data to another device, component, or circuit. In an embodiment, communicative connecting includes electrically connecting at least an output of one device, component, or circuit to at least an input of another device, component, or circuit. PMU may include a sensor suite 400 (shown in FIG. 4) having a plurality of sensors. In one or more embodiments, PMU may be integrated into battery pack in a portion of battery pack or a subassembly thereof. One of ordinary skill in the art will appreciate that there are various areas in and on a battery pack and/or subassemblies thereof that may include PMU . In one or more embodiments, PMU may be disposed directly over, adjacent to, facing, and/or near a battery module and specifically at least a portion of a battery cell. Still referring to FIG. 2, in one or more embodiments, PMU may include and/or be communicatively connected to a module monitor unit (MMU), which may be mechanically connected and communicatively connected to battery module. In one or more embodiments, MMU may be communicatively connected to sensor and configured to receive battery datum from sensor . MMU may then be configured to transmit battery datum and/or information based on battery datum to PMU . PMU may include and/or be communicatively connected to a controller, which is configured to receive battery datum and/or information based on battery datum from PMU . PMU may include a plurality of PMUs to create redundancy so that, if one PMU fails or malfunctions, another PMU may still operate properly. For example, PMU may include PMUs. PMUs may be communicatively connected to the same of one or more of sensor . In some embodiments, PMU a may be connected to one or more of sensor and PMU b may be connected to other one or more of sensor to create redundancies in case of sensor failure.

Still referring to FIG. 2, according to some embodiments, an energy source may include an emergency power unit (EPU) (i.e., auxiliary power unit). As used in this disclosure an “emergency power unit” is an energy source as described herein that is configured to power an essential system for a critical function in an emergency, for instance without limitation when another energy source has failed, is depleted, or is otherwise unavailable. Exemplary non-limiting essential systems include navigation systems, such as MFD, GPS, VOR receiver or directional gyro, and other essential flight components, such as propulsors.

Still referring to FIG. 2, aircraft 200 may include a pilot control 212, including without limitation, a hover control, a thrust control, an inceptor stick, a cyclic, and/or a collective control. As used in this disclosure a “collective control” is a mechanical control of an aircraft that allows a pilot to adjust and/or control the pitch angle of the plurality of actuators 208. For example and without limitation, collective control may alter and/or adjust the pitch angle of all of the main rotor blades collectively. For example, and without limitation pilot control 212 may include a yoke control. As used in this disclosure a “yoke control” is a mechanical control of an aircraft to control the pitch and/or roll. For example and without limitation, yoke control may alter and/or adjust the roll angle of aircraft 200 as a function of controlling and/or maneuvering ailerons. In an embodiment, pilot control 212 may include one or more foot-brakes, control sticks, pedals, throttle levels, and the like thereof. In another embodiment, and without limitation, pilot control 212 may be configured to control a principal axis of the aircraft. As used in this disclosure a “principal axis” is an axis in a body representing one three dimensional orientations. For example, and without limitation, principal axis or more yaw, pitch, and/or roll axis. Principal axis may include a yaw axis. As used in this disclosure a “yaw axis” is an axis that is directed towards the bottom of the aircraft, perpendicular to the wings. For example, and without limitation, a positive yawing motion may include adjusting and/or shifting the nose of aircraft 200 to the right. Principal axis may include a pitch axis. As used in this disclosure a “pitch axis” is an axis that is directed towards the right laterally extending wing of the aircraft. For example, and without limitation, a positive pitching motion may include adjusting and/or shifting the nose of aircraft 200 upwards. Principal axis may include a roll axis. As used in this disclosure a “roll axis” is an axis that is directed longitudinally towards the nose of the aircraft, parallel to the fuselage. For example, and without limitation, a positive rolling motion may include lifting the left and lowering the right wing concurrently.

Still referring to FIG. 2, pilot control 212 may be configured to modify a variable pitch angle. For example, and without limitation, pilot control 212 may adjust one or more angles of attack of a propeller. As used in this disclosure an “angle of attack” is an angle between the chord of the propeller and the relative wind. For example, and without limitation angle of attack may include a propeller blade angled 2.2°. In an embodiment, pilot control 212 may modify the variable pitch angle from a first angle of 2.71° to a second angle of 2.82°. Additionally or alternatively, pilot control 212 may be configured to translate a pilot desired torque. For example, and without limitation, pilot control 212 may translate that a pilot’s desired torque for a propeller be 160 lb. ft. of torque. As a further non-limiting example, pilot control 212 may introduce a pilot’s desired torque for a propulsor to be 290 lb. ft. of torque.

Still referring to FIG. 2, aircraft 200 may include a loading system. A loading system may include a system configured to load an aircraft of either cargo or personnel. For instance, some exemplary loading systems may include a swing nose, which is configured to swing the nose of aircraft of the way thereby allowing direct access to a cargo bay located behind the nose. A notable exemplary swing nose aircraft is Boeing 747.

With continued reference to FIG 2, the loading system may comprise conveyor mechanism and be housed, at least in part, by fuselage. Conveyor mechanism be configured to assist personnel, other transportation equipment, or otherwise transport a payload into fuselage 508 for stowage. Conveyor mechanism may be further configured to be manually or automated activated to pull, push, roll, or otherwise move cargo, people, or a combination thereof from the exterior of the aircraft to a stowage location in an eVTOL aircraft. Conveyor mechanism, in an exemplary embodiment, may be fully contained within fuselage, so personnel, whether manually or using cargo vehicles, need only to place payload at the opening of fuselage, where conveyor mechanism may then do the work required to move payload into its flight position. Additionally, or alternatively, conveyor mechanism may be only partially enclosed by fuselage. In this exemplary embodiment, conveyor mechanism may manually or automatedly extend out past fuselage such that a payload can be retracted into fuselage from a distance. In yet another non-limiting example, conveyor mechanism may be configurable to be either totally, partially, or not enclosed at all by fuselage. Pilots, personnel, or aircraft computers may command conveyor mechanism, in an embodiment, to extend out of fuselage, receive a payload in some way. Conveyor mechanism may comprise a plurality of mechanisms including but not limited to conveyor belts, hooks, winches, rollers, wheels, balls, slots, channels, among others, to name a few.

With continued reference to FIG 2,, conveyor mechanism may be presented as a conveyor belt type mechanism, but this in no way limits the technologies this mechanism can take. Conveyor mechanism may comprise provisions for securing payload during the translation or moving process. These provisions may be the same, similar, or different than systems disclosed in the entirety of this paper. Conveyor mechanism may be activated and further operated manually or automatedly. A pilot may control conveyor system through the entirety of its operation. Activation of system may comprise the extension of conveyor mechanism out of fuselage after the aircraft nose is swung out of the loading path, secured to a payload, potentially using the payload pallet, and pulling the payload into the aircraft fuselage. Alternatively, personnel handling the loading of cargo and/or passengers into fuselage through conveyor mechanism may interface with electromechanical controls disposed on or in portion of eVTOL aircraft, or separately disposed but wirelessly connected to eVTOL aircraft. Conveyor system does not necessarily require a powered control system, and may comprise physical interfaces like levers, ropes, pulleys, handles, among others, to name a few. These manual interfaces may allow personnel to pull a conveyor mechanism out of fuselage to place a payload in position in or on it.

Conveyor system may comprise conveyor mechanism that is completely separate from fuselage and perhaps even, dual-mode aircraft. Conveyor mechanism may be removed from an aircraft, operate on its own, like a cart that rolls around the exterior of an aircraft for loading on a tarmac, for example, and may then be loaded on to the forwardmost point of the fuselage and from is translated to its final stowage point within fuselage. Conveyor mechanism may be configured to attach, retain, support, grasp, hold, or otherwise arrest payload, be it cargo or passengers, not necessarily designed for use in this application. Conveyor mechanism may be configured to move payloads in a plurality of directions and orientations. Conveyor mechanism may be bidirectional, where a payload may only move in two directions, “in” and “out” of fuselage. An illustrative embodiment may comprise a conveyor belt stored in the floor of fuselage, where a conveyor belt may then be actuated to extend out of the fuselage, a payload can be placed on and secured to conveyor belt, where then the conveyor belt pulls payload into fuselage and retracts back into floor of fuselage. Additionally, or alternatively, conveyor mechanism can move payloads in a plurality of directions. In an exemplary embodiment, rollers disposed on or in the floor of fuselage may comprise spheres which extend up past floor so only a hemisphere is exposed. A payload could be rolled onto the spheres, where a combination of powered rolling spheres could move payload in any direction in a plane parallel to floor of fuselage. This is merely a non-limiting example, and in no way precludes other instances a conveyor mechanism can take.

Conveyor mechanism may be a combination of two or more machines that can retain a payload and retract or move that payload into its stowage position within fuselage. For example, a conveyor mechanism may comprise a conveyor belt, comprising a flexible belt around two or more powered rollers, that when activated, spin, that in turn rotate conveyor belt about rollers. The rollers may be mechanically coupled to linkages that can, when actuated, change direction, length, angle, or shape of conveyor belt. In a specific embodiment, these linkages may be extended such that a payload can be pulled from a low point, diagonally upward to a higher point in fuselage. Additionally, linkages attached to rollers may actuate non-symmetrically to extend a conveyor diagonally in the same plane as fuselage floor.

Conveyor system, as disclosed above, may transport payloads in three dimensions during the loading phase. Conveyor system may comprise, in a non-limiting example, conveyor mechanism in the form of a scissor lift, elevator, or lift. Conveyor mechanism may extend out of fuselage a certain length, and a second actuation could lower lift from fuselage level to loading level and bring payload to fuselage level after loading.

With continued reference to FIG. 2, conveyor system , conveyor mechanism, and fuselage may comprise suitable materials for high-strength, low-weight applications one of ordinary skill in the art of aircraft manufacture, passenger airlines, airline freighting would appreciate there is a vast plurality of materials suitable for construction of this payload system in an eVTOL aircraft. Some materials used may include aluminum and aluminum alloys, steel and steel alloys, titanium and titanium alloys, carbon fiber, fiberglass, various plastics including acrylonitrile butadiene styrene (ABS), high-density polyethylene (HDPE), and even wood, to name a few.

Still referring to FIG. 2, aircraft 200 may include a sensor 216. Sensor 216 may be configured to sense a characteristic of pilot control 212. Sensor may be a device, module, and/or subsystem, utilizing any hardware, software, and/or any combination thereof to sense a characteristic and/or changes thereof, in an instant environment, for instance without limitation a pilot control 212, which the sensor is proximal to or otherwise in a sensed communication with, and transmit information associated with the characteristic, for instance without limitation digitized data. Sensor 216 may be mechanically and/or communicatively coupled to aircraft 200, including, for instance, to at least a pilot control 212. Sensor 216 may be configured to sense a characteristic associated with at least a pilot control 212. An environmental sensor may include without limitation one or more sensors used to detect ambient temperature, barometric pressure, and/or air velocity, one or more motion sensors which may include without limitation gyroscopes, accelerometers, inertial measurement unit (IMU), and/or magnetic sensors, one or more humidity sensors, one or more oxygen sensors, or the like. Additionally or alternatively, sensor 216 may include at least a geospatial sensor. Sensor 216 may be located inside an aircraft; and/or be included in and/or attached to at least a portion of the aircraft. Sensor may include one or more proximity sensors, displacement sensors, vibration sensors, and the like thereof. Sensor may be used to monitor the status of aircraft for both critical and non-critical functions. Sensor may be incorporated into vehicle or aircraft or be remote.

Still referring to FIG. 2, in some embodiments, sensor 216 may be configured to sense a characteristic associated with any pilot control described in this disclosure. Non-limiting examples of a sensor 216 may include an inertial measurement unit (IMU), an accelerometer, a gyroscope, a proximity sensor, a pressure sensor, a light sensor, a pitot tube, an air speed sensor, a position sensor, a speed sensor, a switch, a thermometer, a strain gauge, an acoustic sensor, and an electrical sensor. In some cases, sensor 216 may sense a characteristic as an analog measurement, for instance, yielding a continuously variable electrical potential indicative of the sensed characteristic. In these cases, sensor 216 may additionally comprise an analog to digital converter (ADC) as well as any additionally circuitry, such as without limitation a Whetstone bridge, an amplifier, a filter, and the like. For instance, in some cases, sensor 216 may comprise a strain gage configured to determine loading of one or flight components, for instance landing gear. Strain gage may be included within a circuit comprising a Whetstone bridge, an amplified, and a bandpass filter to provide an analog strain measurement signal having a high signal to noise ratio, which characterizes strain on a landing gear member. An ADC may then digitize analog signal produces a digital signal that can then be transmitted other systems within aircraft 200, for instance without limitation a computing system, a pilot display, and a memory component. Alternatively or additionally, sensor 216 may sense a characteristic of a pilot control 212 digitally. For instance in some embodiments, sensor 216 may sense a characteristic through a digital means or digitize a sensed signal natively. In some cases, for example, sensor 216 may include a rotational encoder and be configured to sense a rotational position of a pilot control; in this case, the rotational encoder digitally may sense rotational “clicks” by any known method, such as without limitation magnetically, optically, and the like.

Still referring to FIG. 2, electric aircraft 200 may include at least a motor 220, which may be mounted on a structural feature of the aircraft. Design of motor 220 may enable it to be installed external to structural member (such as a boom, nacelle, or fuselage) for easy maintenance access and to minimize accessibility requirements for the structure.; this may improve structural efficiency by requiring fewer large holes in the mounting area. In some embodiments, motor 220 may include two main holes in top and bottom of mounting area to access bearing cartridge. Further, a structural feature may include a component of electric aircraft 200. For example, and without limitation structural feature may be any portion of a vehicle incorporating motor 220, including any vehicle as described in this disclosure. As a further non-limiting example, a structural feature may include without limitation a wing, a spar, an outrigger, a fuselage, or any portion thereof; persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of many possible features that may function as at least a structural feature. At least a structural feature may be constructed of any suitable material or combination of materials, including without limitation metal such as aluminum, titanium, steel, or the like, polymer materials or composites, fiberglass, carbon fiber, wood, or any other suitable material. As a non-limiting example, at least a structural feature may be constructed from additively manufactured polymer material with a carbon fiber exterior; aluminum parts or other elements may be enclosed for structural strength, or for purposes of supporting, for instance, vibration, torque or shear stresses imposed by at least propulsor 208. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various materials, combinations of materials, and/or constructions techniques.

Still referring to FIG. 2, electric aircraft 200 may include a vertical takeoff and landing aircraft (eVTOL). As used herein, a vertical take-off and landing (eVTOL) aircraft is one that can hover, take off, and land vertically. An eVTOL, as used herein, is an electrically powered aircraft typically using an energy source, of a plurality of energy sources to power the aircraft. In order to optimize the power and energy necessary to propel the aircraft. eVTOL may be capable of rotorbased cruising flight, rotor-based takeoff, rotor-based landing, fixed-wing cruising flight, airplanestyle takeoff, airplane-style landing, and/or any combination thereof. Rotor-based flight, as described herein, is where the aircraft generated lift and propulsion by way of one or more powered rotors coupled with an engine, such as a “quad copter,” multi-rotor helicopter, or other vehicle that maintains its lift primarily using downward thrusting propulsors. Fixed-wing flight, as described herein, is where the aircraft is capable of flight using wings and/or foils that generate life caused by the aircraft’ s forward airspeed and the shape of the wings and/or foils, such as airplane-style flight.

With continued reference to FIG. 2, a number of aerodynamic forces may act upon the electric aircraft 200 during flight. Forces acting on electric aircraft 200 during flight may include, without limitation, thrust, the forward force produced by the rotating element of the electric aircraft and acts parallel to the longitudinal axis. Another force acting upon electric aircraft 200 may be, without limitation, drag, which may be defined as a rearward retarding force which is caused by disruption of airflow by any protruding surface of the electric aircraft 200 such as, without limitation, the wing, rotor, and fuselage. Drag may oppose thrust and acts rearward parallel to the relative wind. A further force acting upon electric aircraft 200 may include, without limitation, weight, which may include a combined load of the electric aircraft 200 itself, crew, baggage, and/or fuel. Weight may pull electric aircraft 200 downward due to the force of gravity. An additional force acting on electric aircraft 200 may include, without limitation, lift, which may act to oppose the downward force of weight and may be produced by the dynamic effect of air acting on the airfoil and/or downward thrust from the propul sor 208 of the electric aircraft. Lift generated by the airfoil may depend on speed of airflow, density of air, total area of an airfoil and/or segment thereof, and/or an angle of attack between air and the airfoil. For example, and without limitation, electric aircraft 200 are designed to be as lightweight as possible. Reducing the weight of the aircraft and designing to reduce the number of components is essential to optimize the weight. To save energy, it may be useful to reduce weight of components of electric aircraft 200, including without limitation propulsors and/or propulsion assemblies. In an embodiment, motor 220 may eliminate need for many external structural features that otherwise might be needed to join one component to another component. Motor 220 may also increase energy efficiency by enabling a lower physical propulsor profile, reducing drag and/or wind resistance. This may also increase durability by lessening the extent to which drag and/or wind resistance add to forces acting on electric aircraft 200 and/or propulsors.

Referring now to FIG. 3, an embodiment of battery management system 300 is presented. As used herein, a “battery management system” is any electronic system that manages a rechargeable battery, such as by protecting the battery from operating outside its safe operating area, monitoring its state, calculating secondary data, reporting that data, controlling its environment, authenticating it and / or balancing it. Battery management system 300 is be integrated in a battery pack configured for use in an electric aircraft. The battery management system 300 is be integrated in a portion of the battery pack or subassembly thereof. Battery management system 300 includes first battery management component 304 disposed on a first end of the battery pack. One of ordinary skill in the art will appreciate that there are various areas in and on a battery pack and/or subassemblies thereof that may include first battery management component 304. First battery management component 304 may take any suitable form. In a non-limiting embodiment, first battery management component 304 may include a circuit board, such as a printed circuit board and/or integrated circuit board, a subassembly mechanically coupled to at least a portion of the battery pack, standalone components communicatively coupled together, or another undisclosed arrangement of components; for instance, and without limitation, a number of components of first battery management component 304 may be soldered or otherwise electrically connected to a circuit board. First battery management component may be disposed directly over, adjacent to, facing, and/or near a battery module and specifically at least a portion of a battery cell. First battery management component 304 includes first sensor suite 308. First sensor suite 308 is configured to measure, detect, sense, and transmit first plurality of battery pack data 328 to data storage system 320.

Referring again to FIG. 3, battery management system 300 includes second battery management component 312. Second battery management component 312 is disposed in or on a second end of battery pack 324. Second battery management component 312 includes second sensor suite 316. Second sensor suite 316 may be consistent with the description of any sensor suite disclosed herein. Second sensor suite 316 is configured to measure second plurality of battery pack data 332. Second plurality of battery pack data 332 may be consistent with the description of any battery pack data disclosed herein. Second plurality of battery pack data 332 may additionally or alternatively include data not measured or recorded in another section of battery management system 300. Second plurality of battery pack data 332 may be communicated to additional or alternate systems to which it is communicatively coupled. Second sensor suite 316 includes a moisture sensor consistent with any moisture sensor disclosed herein, namely moisture sensor.

With continued reference to FIG. 3, first battery management component 304 disposed in or on battery pack 324 may be physically isolated from second battery management component 312 also disposed on or in battery pack 324. “Physical isolation”, for the purposes of this disclosure, refer to a first system’s components, communicative coupling, and any other constituent parts, whether software or hardware, are separated from a second system’s components, communicative coupling, and any other constituent parts, whether software or hardware, respectively. First battery management component 304 and second battery management component 312 may perform the same or different functions in battery management system 300. In a non-limiting embodiment, the first and second battery management components perform the same, and therefore redundant functions. If, for example, first battery management component 304 malfunctions, in whole or in part, second battery management component 312 may still be operating properly and therefore battery management system 300 may still operate and function properly for electric aircraft in which it is installed. Additionally or alternatively, second battery management component 312 may power on while first battery management component 304 is malfunctioning. One of ordinary skill in the art would understand that the terms “first” and “second” do not refer to either “battery management components” as primary or secondary. In non-limiting embodiments, first battery management component 304 and second battery management component 312 may be powered on and operate through the same ground operations of an electric aircraft and through the same flight envelope of an electric aircraft. This does not preclude one battery management component, first battery management component 304, from taking over for second battery management component 312 if it were to malfunction. In non-limiting embodiments, the first and second battery management components, due to their physical isolation, may be configured to withstand malfunctions or failures in the other system and survive and operate. Provisions may be made to shield first battery management component 304 from second battery management component 312 other than physical location such as structures and circuit fuses. In non-limiting embodiments, first battery management component 304, second battery management component 312, or subcomponents thereof may be disposed on an internal component or set of components within battery pack 324.

Referring again to FIG. 3, first battery management component 304 may be electrically isolated from second battery management component 312. “Electrical isolation”, for the purposes of this disclosure, refer to a first system’s separation of components carrying electrical signals or electrical energy from a second system’s components. First battery management component 304 may suffer an electrical catastrophe, rendering it inoperable, and due to electrical isolation, second battery management component 312 may still continue to operate and function normally, managing the battery pack of an electric aircraft. Shielding such as structural components, material selection, a combination thereof, or another undisclosed method of electrical isolation and insulation may be used, in non-limiting embodiments. For example, a rubber or other electrically insulating material component may be disposed between the electrical components of the first and second battery management components preventing electrical energy to be conducted through it, isolating the first and second battery management components from each other.

With continued reference to FIG. 3, battery management system 300 includes data storage system 320. Data storage system 320 is configured to store first plurality of battery pack data 328 and second plurality of battery pack data 332. Data storage system 320 may include a database. Data storage system 320 may include a solid-state memory or tape hard drive. Data storage system 320 may be communicatively coupled to first battery management component 304 and second battery management component 312 and may be configured to receive electrical signals related to physical or electrical phenomenon measured and store those electrical signals as first battery pack data 328 and second battery pack data 332, respectively. Alternatively, data storage system 320 may include more than one discrete data storage systems that are physically and electrically isolated from each other. In this non-limiting embodiment, each of first battery management component 304 and second battery management component 312 may store first battery pack data 328 and second battery pack data 332 separately. One of ordinary skill in the art would understand the virtually limitless arrangements of data stores with which battery management system 300 could employ to store the first and second plurality of battery pack data.

Referring again to FIG. 3, data storage system 320 stores first plurality of battery pack data 328 and second plurality of battery pack data 332. First plurality of battery pack data 328 and second plurality of battery pack data 332 may include total flight hours that battery pack 324 and/or electric aircraft have been operating. The first and second plurality of battery pack data may include total energy flowed through battery pack 324. Data storage system 320 may be communicatively coupled to sensors that detect, measure and store energy in a plurality of measurements which may include current, voltage, resistance, impedance, coulombs, watts, temperature, or a combination thereof. Additionally or alternatively, data storage system 320 may be communicatively coupled to a sensor suite consistent with this disclosure to measure physical and/or electrical characteristics. Data storage system 320 may be configured to store first battery pack data 328 and second battery pack data 332 wherein at least a portion of the data includes battery pack maintenance history. Battery pack maintenance history may include mechanical failures and technician resolutions thereof, electrical failures and technician resolutions thereof. Additionally, battery pack maintenance history may include component failures such that the overall system still functions. Data storage system 320 may store the first and second battery pack data that includes an upper voltage threshold and lower voltage threshold consistent with this disclosure. First battery pack data 328 and second battery pack data 332 may include a moisture level threshold. The moisture level threshold may include an absolute, relative, and/or specific moisture level threshold. Battery management system 300 may be designed to the Federal Aviation Administration (FAA)’s Design Assurance Level A (DAL- A), using redundant DAL-B subsystems.

Referring now to FIG. 4, an embodiment of sensor suite 400 is presented. The herein disclosed system and method may comprise a plurality of sensors in the form of individual sensors or a sensor suite working in tandem or individually. A sensor suite may include a plurality of independent sensors, as described herein, where any number of the described sensors may be used to detect any number of physical or electrical quantities associated with an aircraft power system or an electrical energy storage system. Independent sensors may include separate sensors measuring physical or electrical quantities that may be powered by and/or in communication with circuits independently, where each may signal 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 battery pack 324 measuring temperature, electrical characteristic such as voltage, amperage, resistance, or impedance, or any other parameters and/or quantities as described in this disclosure. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures the same phenomenon, those sensors being of the same type, a combination of, or another type of sensor not disclosed, so that in the event one sensor fails, the ability of battery management system 300 and/or user to detect phenomenon is maintained and in a non-limiting example, a user alter aircraft usage pursuant to sensor readings.

In an embodiment, and still referring to FIG. 4, sensor suite 400 may include a moisture sensor 404. “Moisture”, as used in this disclosure, is the presence of water, this may include vaporized water in air, condensation on the surfaces of objects, or concentrations of liquid water. Moisture may include humidity. “Humidity”, as used in this disclosure, is the property of a gaseous medium (almost always air) to hold water in the form of vapor. An amount of water vapor contained within a parcel of air can vary significantly. Water vapor is generally invisible to the human eye and may be damaging to electrical components. There are three primary measurements of humidity, absolute, relative, specific humidity. “Absolute humidity,” for the purposes of this disclosure, describes the water content of air and is expressed in either grams per cubic meters or grams per kilogram. “Relative humidity”, for the purposes of this disclosure, is expressed as a percentage, indicating a present stat of absolute humidity relative to a maximum humidity given the same temperature. “Specific humidity”, for the purposes of this disclosure, is the ratio of water vapor mass to total moist air parcel mass, where parcel is a given portion of a gaseous medium. Moisture sensor 404 may be psychrometer. Moisture sensor 404 may be a hygrometer. Moisture sensor 404 may be configured to act as or include a humidistat. A “humidistat”, for the purposes of this disclosure, is a humidity-triggered switch, often used to control another electronic device. Moisture sensor 404 may use capacitance to measure relative humidity and include in itself, or as an external component, include a device to convert relative humidity measurements to absolute humidity measurements. “Capacitance”, for the purposes of this disclosure, is the ability of a system to store an electric charge, in this case the system is a parcel of air which may be near, adjacent to, or above a battery cell.

With continued reference to FIG. 4, sensor suite 400 may include electrical sensors 408. Electrical sensors 408 may be configured to measure voltage across a component, electrical current through a component, and resistance of a component. Electrical sensors 408 may include separate sensors to measure each of the previously disclosed electrical characteristics such as voltmeter, ammeter, and ohmmeter, respectively.

Alternatively or additionally, and with continued reference to FIG. 4, sensor suite 400 include a sensor or plurality thereof that may detect voltage and direct the charging of individual battery cells according to charge level; 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, including without limitation comparators, analog to digital converters, any form of voltmeter, or the like. Sensor suite 400 and/or a control circuit incorporated therein and/or communicatively connected thereto may be configured to adjust charge to one or more battery cells as a function of a charge level and/or a detected parameter. For instance, and without limitation, sensor suite 400 may be configured to determine that a charge level of a battery cell is high based on a detected voltage level of that battery cell or portion of the battery pack. Sensor suite 400 may alternatively or additionally detect a charge reduction event, defined for purposes of this disclosure as any temporary or permanent state of a battery cell requiring reduction or cessation of charging; a charge reduction event may include a cell being fully charged and/or a cell undergoing a physical and/or electrical process that makes continued charging at a current voltage and/or current level inadvisable due to a risk that the cell will be damaged, will overheat, or the like. Detection of a charge reduction event may include detection of a temperature, of the cell above a threshold level, detection of a voltage and/or resistance level above or below a threshold, or the like. Sensor suite 400 may include digital sensors, analog sensors, or a combination thereof. Sensor suite 400 may include digital-to-analog converters (DAC), analog-to-digital converters (ADC, A/D, A-to-D), a combination thereof, or other signal conditioning components used in transmission of a first plurality of battery pack data 428 to a destination over wireless or wired connection.

With continued reference to FIG. 4, sensor suite 400 may include thermocouples, thermistors, thermometers, passive infrared sensors, resistance temperature sensors (RTD’s), semiconductor based integrated circuits (IC), a combination thereof or another undisclosed sensor type, alone or in combination. Temperature, for the purposes of this disclosure, and as would be appreciated by someone of ordinary skill in the art, is a measure of the heat energy of a system. Temperature, as measured by any number or combinations of sensors present within sensor suite 400, may be measured in Fahrenheit (°F), Celsius (°C), Kelvin (°K), or another scale alone or in combination. The temperature measured by sensors may comprise electrical signals which are transmitted to their appropriate destination wireless or through a wired connection.

With continued reference to FIG. 4, sensor suite 400 may include a sensor configured to detect gas that may be emitted during or after a cell failure. “Cell failure”, for the purposes of this disclosure, refers to a malfunction of a battery cell, which may be an electrochemical cell, that renders the cell inoperable for its designed function, namely providing electrical energy to at least a portion of an electric aircraft. By products of cell failure 412 may include gaseous discharge including oxygen, hydrogen, carbon dioxide, methane, carbon monoxide, a combination thereof, or another undisclosed gas, alone or in combination. Further the sensor configured to detect vent gas from electrochemical cells may comprise a gas detector. For the purposes of this disclosure, a “gas detector” is a device used to detect a gas is present in an area. Gas detectors, and more specifically, the gas sensor that may be used in sensor suite 400, may be configured to detect combustible, flammable, toxic, oxygen depleted, a combination thereof, or another type of gas alone or in combination. The gas sensor that may be present in sensor suite 400 may include a combustible gas, photoionization detectors, electrochemical gas sensors, ultrasonic sensors, metal-oxide- semiconductor (MOS) sensors, infrared imaging sensors, a combination thereof, or another undisclosed type of gas sensor alone or in combination. Sensor suite 400 may include sensors that are configured to detect non-gaseous byproducts of cell failure 412 including, in non-limiting examples, liquid chemical leaks including aqueous alkaline solution, ionomer, molten phosphoric acid, liquid electrolytes with redox shuttle and ionomer, and salt water, among others. Sensor suite 400 may include sensors that are configured to detect non-gaseous byproducts of cell failure 412 including, in non-limiting examples, electrical anomalies as detected by any of the previous disclosed sensors or components.

With continued reference to FIG. 4, sensor suite 400 may be configured to detect events where voltage nears an upper voltage threshold or lower voltage threshold. The upper voltage threshold may be stored in data storage system for comparison with an instant measurement taken by any combination of sensors present within sensor suite 400. The upper voltage threshold may be calculated and calibrated based on factors relating to battery cell health, maintenance history, location within battery pack, designed application, and type, among others. Sensor suite 400 may measure voltage at an instant, over a period of time, or periodically. Sensor suite 400 may be configured to operate at any of these detection modes, switch between modes, or simultaneous measure in more than one mode. First battery management component may detect through sensor suite 400 events where voltage nears the lower voltage threshold. The lower voltage threshold may indicate power loss to or from an individual battery cell or portion of the battery pack. First battery management component may detect through sensor suite 400 events where voltage exceeds the upper and lower voltage threshold. Events where voltage exceeds the upper and lower voltage threshold may indicate battery cell failure or electrical anomalies that could lead to potentially dangerous situations for aircraft and personnel that may be present in or near its operation.

Referring now to FIG. 5, battery module 500 with multiple battery units 516 is illustrated, according to embodiments. Battery module 500 may comprise a battery cell 504, cell retainer 508, cell guide 512, protective wrapping, back plate 520, end cap 524, and side panel 528. Battery module 500 may comprise a plurality of battery cells, an individual of which is labeled 504. In embodiments, battery cells 504 may be disposed and/or arranged within a respective battery unit 516 in groupings of any number of columns and rows. For example, in the illustrative embodiment of FIG. 5, battery cells 504 are arranged in each respective battery unit 516 with 18 cells in two columns. It should be noted that although the illustration may be interpreted as containing rows and columns, that the groupings of battery cells in a battery unit, that the rows are only present as a consequence of the repetitive nature of the pattern of staggered battery cells and battery cell holes in cell retainer being aligned in a series. While in the illustrative embodiment of FIG. 5 battery cells 504 are arranged 18 to battery unit 516 with a plurality of battery units 516 comprising battery module 500, one of skill in the art will understand that battery cells 504 may be arranged in any number to a row and in any number of columns and further, any number of battery units may be present in battery module 500. According to embodiments, battery cells 504 within a first column may be disposed and/or arranged such that they are staggered relative to battery cells 504 within a second column. In this way, any two adjacent rows of battery cells 504 may not be laterally adjacent but instead may be respectively offset a predetermined distance. In embodiments, any two adjacent rows of battery cells 504 may be offset by a distance equal to a radius of a battery cell. This arrangement of battery cells 504 is only a non-limiting example and in no way preclude other arrangement of battery cells.

In embodiments, battery cells 504 may be fixed in position by cell retainer 508. For the illustrative purposed within FIG. 5, cell retainer 508 is depicted as the negative space between the circles representing battery cells 504. Cell retainer 508 comprises a sheet further comprising circular openings that correspond to the cross-sectional area of an individual battery cell 504. Cell retainer 508 comprises an arrangement of openings that inform the arrangement of battery cells 504. In embodiments, cell retainer 508 may be configured to non-permanently, mechanically couple to a first end of battery cell 504.

According to embodiments, battery module 500 may further comprise a plurality of cell guides 512 corresponding to each battery unit 516. Cell guide 512 may comprise a solid extrusion with cutouts (e g. scalloped) corresponding to the radius of the cylindrical battery cell 504. A planform view of cell guide 512 is presented below with reference to FIG. 6A. Cell guide 512 may be positioned between the two columns of a battery unit 516 such that it forms a surface (e.g. side surface) of the battery unit 516. In embodiments, the number of cell guides 512 therefore match in quantity to the number of battery units 516. Cell guide 512 may comprise a material suitable for conducting heat and will be discussed in further detail below with reference to FIG. 6A.

Battery module 500 may also comprise a protective wrapping woven between the plurality of battery cells 504. Protective wrapping may provide fire protection, thermal containment, and thermal runaway during a battery cell malfunction or within normal operating limits of one or more battery cells 504 and/or potentially, battery module 500 as a whole. Battery module 500 may also comprise a backplate 520. Backplate 520 is configured to provide structure and encapsulate at least a portion of battery cells 504, cell retainers 508, cell guides 512, and protective wraps. End cap 524 may be configured to encapsulate at least a portion of battery cells 504, cell retainers 508, cell guides 512, and battery units 516, as will be discussed further below, end cap may comprise a protruding boss that clicks into receivers in both ends of back plate 520, as well as a similar boss on a second end that clicks into sense board. Side panel 528 may provide another structural element with two opposite and opposing faces and further configured to encapsulate at least a portion of battery cells 504, cell retainers 508, cell guides 512, and battery units 516.

In embodiments, battery module 500 can include one or more battery cells 504. In another embodiment, battery module 500 comprises a plurality of individual battery cells 504. Battery cells 504 may each comprise a cell configured to include an electrochemical reaction that produces electrical energy sufficient to power at least a portion of an eVTOL aircraft. Battery cell 504 may include electrochemical cells, galvanic cells, electrolytic cells, fuel cells, flow cells, voltaic cells, or any combination thereof — to name a few. In embodiments, battery cells 504 may be electrically connected in series, in parallel, or a combination of series and parallel. Series connection, as used herein, comprises wiring a first terminal of a first cell to a second terminal of a second cell and further configured to comprise a single conductive path for electricity to flow while maintaining the same current (measured in Amperes) through any component in the circuit. Battery cells 504 may use the term ‘wired’, but one of ordinary skill in the art would appreciate that this term is synonymous with ‘electrically connected’, and that there are many ways to couple electrical elements like battery cells 504 together. As an example, battery cells 504 can be coupled via prefabricated terminals of a first gender that mate with a second terminal with a second gender. Parallel connection, as used herein, comprises wiring a first and second terminal of a first battery cell to a first and second terminal of a second battery cell and further configured to comprise more than one conductive path for electricity to flow while maintaining the same voltage (measured in Volts) across any component in the circuit. Battery cells 504 may be wired in a series-parallel circuit which combines characteristics of the constituent circuit types to this combination circuit. Battery cells 504 may be electrically connected in any arrangement which may confer onto the system the electrical advantages associated with that arrangement such as high-voltage applications, high-current applications, or the like.

As used herein, an electrochemical cell is a device capable of generating electrical energy from chemical reactions or using electrical energy to cause chemical reactions. Further, voltaic or galvanic cells are electrochemical cells that generate electric current from chemical reactions, while electrolytic cells generate chemical reactions via electrolysis. As used herein, the term ‘battery’ is used as a collection of cells connected in series or parallel to each other.

According to embodiments and as discussed above, any two rows of battery cells 504 and therefore cell retainer 508 openings are shifted one half-length so that no two battery cells 504 are directly next to the next along the length of the battery module 500, this is the staggered arrangement presented in the illustrated embodiment of FIG. 5. Cell retainer 508 may employ this staggered arrangement to allow more cells to be disposed closer together than in square columns and rows like in a grid pattern. The staggered arrangement may also be configured to allow better thermodynamic dissipation, the methods of which may be further disclosed hereinbelow. Cell retainer 508 may comprise staggered openings that align with battery cells 504 and further configured to hold battery cells 504 in fixed positions. Cell retainer 508 may comprise an injection molded component. Injection molded component may comprise a component manufactured by injecting a liquid into a mold and letting it solidify, taking the shape of the mold in its hardened form. Cell retainer 508 may comprise liquid crystal polymer, polypropylene, polycarbonate, acrylonitrile butadiene styrene, polyethylene, nylon, polystyrene, polyether ether ketone, to name a few. Cell retainer 508 may comprise a second cell retainer fixed to the second end of battery cells 504 and configured to hold battery cells 504 in place from both ends. The second cell retainer may comprise similar or the exact same characteristics and functions of first cell retainer 508. Battery module 500 may also comprise cell guide 512. Cell guide 512, which will be explained in detail below with reference to FIG. 6A, comprises material disposed in between two rows of battery cells 504. In embodiments, cell guide 512 can be configured to distribute heat that may be generated by battery cells 504.

According to embodiments, battery module 500 may also comprise back plate 520. Back plate 520 is configured to provide a base structure for battery module 500 and may encapsulate at least a portion thereof. Backplate 520 can have any shape and includes opposite, opposing sides with a thickness between them. In embodiments, back plate 520 may comprise an effectively flat, rectangular prism shaped sheet. For example, back plate 520 can comprise one side of a larger rectangular prism which characterizes the shape of battery module 500 as a whole. Back plate 520 also comprises openings correlating to each battery cell 504 of the plurality of battery cells 504. Back plate 520 may comprise a lamination of multiple layers. The layers that are laminated together may comprise FR-4, a glass-reinforced epoxy laminate material, and a thermal barrier of a similar or exact same type as disclosed hereinabove. Back plate 520 may be configured to provide structural support and containment of at least a portion of battery module 500 as well as provide fire and thermal protection.

According to embodiments, battery module 500 may also comprise first end cap 524 configured to encapsulate at least a portion of battery module 500. End cap 524 may provide structural support for battery module 500 and hold back plate 520 in a fixed relative position compared to the overall battery module 500. End cap 524 may comprise a protruding boss on a first end that mates up with and snaps into a receiving feature on a first end of back plate 520. End cap 524 may comprise a second protruding boss on a second end that mates up with and snaps into a receiving feature on sense board.

Battery module 500 may also comprise at least a side panel 528 that may encapsulate two sides of battery module 500. Side panel 528 may comprise opposite and opposing faces comprising a metal or composite material. In the illustrative embodiment of FIG. 5, a second side panel 528 is present but not illustrated so that the inside of battery module 500 may be presented. Side panel(s) 528 may provide structural support for battery module 500 and provide a barrier to separate battery module 500 from exterior components within aircraft or environment.

Referring now to FIG. 6A, a planform view of two columns of battery cell openings is illustrated, according to embodiments. For illustration purposes, battery unit 600 does not include battery cells. Battery unit 600 comprises cell guide 604, which is similar or the same as cell guide 512. Cell guide 604 may comprise a long, scalloped cross-section to receive a portion of cylindrical battery cells. Cell guide 604 may be configured to distribute heat from the plurality of battery cells it partially captures and direct that energy away from cells like a thermodynamic fin. Cell guide 604 may comprise a plurality of possible materials which possess thermodynamically conductive characteristics like aluminum, copper, silver, steel alloys, a combination thereof, or another undisclosed material alone or in combination. Materials for cell guide 604 may not exclusively be metals but also another type of material suitable for conducting heat energy out of and away from battery cells. In non-limiting examples, cell guide 604 may be machined, milled, 3D printed, molded, forged, cast, or turned, to name a few manufacturing processes based on suitable material selection.

With continued reference to FIG. 6A, a planform view of protective wrapping 608 is illustrated from a planform view. In embodiments, battery module 500 may comprise protective wrapping and be configured to include multiple loops. Protective wrapping may be woven between battery cells and be configured to thermally insulate battery cells from each other. Protective wrapping can be configured to provide thermal containment for each battery cell within battery module. Protective wrapping may be woven along the circumference of the long axis of approximately cylindrical battery cells and serpentine in and out of the two columns of battery cells. In embodiments, protective wrapping may be woven in a plurality of ways including plain weaving, oxford weaving, braiding, and plaiting, among others. In this way each battery cell may be captured in its own loop, thermally isolating each battery cell from the next. Protective wrapping may be configured to prevent thermal runaway due to heat energy generated by battery cells. Protective wrapping may comprise fire protection material configured to contain a fire in an area in which it surrounds. Fire protection material, in general may comprise fire-retardant and or fire-resistant materials. Fire-retardant material is designed to bum slowly and therefore slow down the movement of fire through the medium of the material, thereby protecting components on the other side of it in time for countermeasures to be deployed, amongst other mitigation methods. Fire-resistant materials are configured to resist burning and withstand heat and in the application of protective wrapping may contain fire and heat energy in the location it is present, thereby preventing it from damaging other locations in battery module 500 or surrounding areas. Fire-retardant materials used in textiles similar or the same to protective wrapping may comprise aramids, FR cotton, coated nylon, carbon foam (CFOAM), polyhydroquinone, dimidazopyridine, melamine, modacrylic, leather, Polybenzimidazole (PBI) to name a few.

The serpentine weaving of protective wrapping 608 between all battery cell spaces 612 (note that this is only a negative space for the illustration and that this is where a cell would be located once fully assembled) show that each battery cell space 612 is physically separated from each other. This physical separation serves to thermally insulate each cell space 612. It should be noted as well that with serpentine wrapping, a full wrap of each cell may be accomplished using a single sheet (or unit in which it is produced or cut) of protective wrapping 608. The advantage of this single protective wrapping 608 is ease of installation and maintenance and in no way limits the assembly from individually wrapping cells with material or precludes the use of more than one protective wrapping in a similar or unique arrangement. Battery unit 600, when fully assembled, embodies the building blocks of battery module. Battery unit 600 may be electrically and mechanically coupled together and encapsulated withing side panels, back plate, sense board, and end caps, to produce battery module, described hereinbelow.

Referring now to FIG. 6B, an embodiment of cell retainer 616 is illustrated. Battery module may be configured to include cell retainer 616 in each battery unit 600. Cell retainer 616 is a component of a respective battery unit 600 aligned on the first side of battery module. Cell retainer 616 may comprise an injection molded component. Injection molding may include any means of injection molding, as described in the entirety of this disclosure. Cell retainer 616 is configured to align a plurality of battery cells in a fixed position in battery module. Cell retainer 616 is configured to comprise an opening corresponding to each battery cell of the plurality of battery cells, wherein the opening may be mechanically coupled to an end of each battery cell of the plurality of battery cells. The configuration of the openings of cell retainer 616 may include any configuration of the plurality of battery cells as described in the entirety of this disclosure. For example, and without limitation, in the embodiment of FIG. 6B, cell retainer 616 is configured to include openings wherein two columns of battery cells with nine batteries per column can be aligned in one battery unit. Cell retainer 616 may include an opening corresponding to the at least a cell guide of the battery unit. Cell retainer 616 may be further configured to align on the second side of the battery module, wherein cell retainer 616 may be configured on both ends of each battery cell of the plurality of battery cells of a respective battery unit. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of components that may be used as a cell retainer consistently with this disclosure.

With continued reference to FIG. 7, a portion of at least a first cell retainer 708, which may be similar or the same as cell retainer 708 as described hereinabove is illustrated. A first cell retainer 708 is mechanically coupled to a first end of battery cell 704 and is configured to hold battery cell 704 fixed in a position. Cell retainer 708 comprises a structure that mechanically couple cells 704 together and mechanically couple cells 704 together in a preferred arrangement that is not illustrated in this figure for clarity. One of ordinary skill in the art would appreciate that cell retainer 708, as previously disclosed may be injection molded plastic such that its shape may comprise a plurality of holes which may correspond to and hold cells 704 in position relative to each other. FIG. 5 illustrates only the portion of cell retainer 708 that captures a portion of cell 704 and additionally a small portion of the interconnection between holes comprising cell retainer 708 illustrated by a boss or extrusion with a broken edge to imply extension beyond what is shown. Back plate 712, which is similar or the same back plate as back plate 520 is shown as a laminate, comprising more than one layer of thermally insulating material(s).

Referring now to FIG. 8, an exemplary embodiment of an eVTOL aircraft battery pack is illustrated. Battery pack 800 is a power source that is configured to store electrical energy in the form of a plurality of battery modules, which themselves are comprised of a plurality of electrochemical cells. These cells may utilize electrochemical cells, galvanic cells, electrolytic cells, fuel cells, flow cells, and/or voltaic cells. In general, an electrochemical cell is a device capable of generating electrical energy from chemical reactions or using electrical energy to cause chemical reactions, this disclosure will focus on the former. Voltaic or galvanic cells are electrochemical cells that generate electric current from chemical reactions, while electrolytic cells generate chemical reactions via electrolysis. In general, the term ‘battery’ is used as a collection of cells connected in series or parallel to each other. A battery cell may, when used in conjunction with other cells, may be electrically connected in series, in parallel or a combination of series and parallel. Series connection comprises wiring a first terminal of a first cell to a second terminal of a second cell and further configured to comprise a single conductive path for electricity to flow while maintaining the same current (measured in Amperes) through any component in the circuit. A battery cell may use the term ‘wired’, but one of ordinary skill in the art would appreciate that this term is synonymous with ‘electrically connected’, and that there are many ways to couple electrical elements like battery cells together. An example of a connector that do not comprise wires may be prefabricated terminals of a first gender that mate with a second terminal with a second gender. Battery cells may be wired in parallel. Parallel connection comprises wiring a first and second terminal of a first battery cell to a first and second terminal of a second battery cell and further configured to comprise more than one conductive path for electricity to flow while maintaining the same voltage (measured in Volts) across any component in the circuit. Battery cells may be wired in a series-parallel circuit which combines characteristics of the constituent circuit types to this combination circuit. Battery cells may be electrically connected in a virtually unlimited arrangement which may confer onto the system the electrical advantages associated with that arrangement such as high-voltage applications, high- current applications, or the like. In an exemplary embodiment, battery pack 800 comprise 196 battery cells in series and 18 battery cells in parallel. This is, as someone of ordinary skill in the art would appreciate, is only an example and battery pack 800 may be configured to have a near limitless arrangement of battery cell configurations.

With continued reference to FIG. 8, battery pack 800 comprises a plurality of battery modules 804. The battery modules may be wired together in series and in parallel. Battery pack 800 may comprise center sheet 808 which may comprise a thin barrier. The barrier may comprise a fuse connecting battery modules on either side of center sheet 808. The fuse may be disposed in or on center sheet 808 and configured to connect to an electric circuit comprising a first battery module and therefore battery unit and cells. In general, and for the purposes of this disclosure, a fuse is an electrical safety device that operate to provide overcurrent protection of an electrical circuit. As a sacrificial device, its essential component is metal wire or strip that melts when too much current flows through it, thereby interrupting energy flow. The fuse may comprise a thermal fuse, mechanical fuse, blade fuse, expulsion fuse, spark gap surge arrestor, varistor, or a combination thereof.

Battery pack 800 may also comprise a side wall 812 comprises a laminate of a plurality of layers configured to thermally insulate the plurality of battery modules 804 from external components of battery pack 800. Side wall 812 layers may comprise materials which possess characteristics suitable for thermal insulation as described in the entirety of this disclosure like fiberglass, air, iron fibers, polystyrene foam, and thin plastic films, to name a few. Side wall 812 may additionally or alternatively electrically insulate the plurality of battery modules 804 from external components of battery pack 800 and the layers of which may comprise polyvinyl chloride (PVC), glass, asbestos, rigid laminate, varnish, resin, paper, Teflon, rubber, and mechanical lamina. Center sheet 808 may be mechanically coupled to side wall 812 in any manner described in the entirety of this disclosure or otherwise undisclosed methods, alone or in combination. Side wall 812 may comprise a feature for alignment and coupling to center sheet 808. This feature may comprise a cutout, slots, holes, bosses, ridges, channels, and/or other undisclosed mechanical features, alone or in combination.

Battery pack 800 may also comprise an end panel 816 comprising a plurality of electrical connectors and further configured to fix battery pack 800 in alignment with at least a side wall 812. End panel 816 may comprise a plurality of electrical connectors of a first gender configured to electrically and mechanically couple to electrical connectors of a second gender. End panel 816 may be configured to convey electrical energy from battery cells to at least a portion of an eVTOL aircraft. Electrical energy may be configured to power at least a portion of an eVTOL aircraft or comprise signals to notify aircraft computers, personnel, users, pilots, and any others of information regarding battery health, emergencies, and/or electrical characteristics. The plurality of electrical connectors may comprise blind mate connectors, plug and socket connectors, screw terminals, ring and spade connectors, blade connectors, and/or a undisclosed type alone or in combination. The electrical connectors of which end panel 816 comprises may be configured for power and communication purposes.

A first end of end panel 816 may be configured to mechanically couple to a first end of a first side wall 812 by a snap attachment mechanism, similar to end cap and side panel configuration utilized in the battery module. To reiterate, a protrusion disposed in or on end panel 816 may be captured, at least in part, by a receptacle disposed in or on side wall 812. A second end of end panel 816 may be mechanically coupled to a second end of a second side wall 812 in a similar or the same mechanism.

Referring now to FIG. 9, an embodiment of a system 900 for battery management for electric aircraft batteries is illustrated. System 900 includes a battery pack 904 configured to provide energy to the electric aircraft 908 via a power supply connection 912. As discussed below, battery pack 904 may include a battery storage system comprising one or more battery packs, such as battery packs 904a-n. In one or more embodiments, battery pack 904 may include a battery module, as discussed below, which may be configured to provide energy to an electric aircraft 908 via a power supply connection 912. For the purposes of this disclosure, a “power supply connection” is an electrical and/or physical communication between battery pack 904 and/or subcomponent of battery pack 904, such as battery module, and electric aircraft 908 and/or one or more components and/or systems thereof that powers electric aircraft 908 and/or electric aircraft subsystems for operation. In one or more embodiments, battery pack 904 may include a plurality of battery modules, which may also be referred to as sub-packs. In one or more embodiments, each battery module may include a battery cell.

Still referring to FIG. 9, battery pack 904 includes a pack monitoring unit (PMU) 916. PMU 916 may be configured to collect a condition parameter of the battery pack 904. For the purposes of this disclosure, a “condition parameter” is detected electrical or physical input and/or phenomenon related to a state of a battery pack. A state of a battery pack may include detectable information related to, for example, a temperature, a moisture level, a humidity, a voltage, a current, vent gas, vibrations, chemical content, or other measurable characteristics of battery pack 904 or components thereof, such as battery module 904 and/or battery cell. PMU 916 may include a sensor 920. Sensor 920 is configured to detect condition parameter of battery pack 904 and generate a battery datum based on the condition parameter. As used in this disclosure, a “sensor” is a device that is configured to detect an input and/or a phenomenon and transmit information and/or datum related to the detection; sensor may include an electronic sensor, which transmits information and/or datum electronically. As used in this disclosure, “battery datum” is an element of data encoding one or more condition parameters in an electrical signal such as a binary, analog, pulse width modulated, or other signal. For example, and without limitation, sensor 920 may transduce a detected phenomenon and/or characteristic of battery pack 904, such as, and without limitation, temperature, voltage, current, pressure, temperature, moisture level, and the like, into a sensed signal. A sensor may include one or more sensors and may generate a sensor output signal, which transmits information and/or datum related to a sensor detection. A sensor output signal may include any signal form described in this disclosure, for example digital, analog, optical, electrical, fluidic, and the like. In some cases, a sensor, a circuit, and/or a controller may perform one or more signal processing steps on a signal. For instance, a sensor, circuit, and/or controller may analyze, modify, and/or synthesize a signal in order to improve the signal, for instance by improving transmission, storage efficiency, or signal to noise ratio. For example, and without limitation, sensor 920 may detect and/or measure a condition parameter, such as a temperature, of battery module 904. In one or more embodiments, a condition state of battery pack 904 may include a condition state of a battery module 904 and/or battery cell. Sensor 920 may include one or more temperature sensors, voltmeters, current sensors, hydrometers, infrared sensors, photoelectric sensors, ionization smoke sensors, motion sensors, pressure sensors, radiation sensors, level sensors, imaging devices, moisture sensors, gas and chemical sensors, flame sensors, electrical sensors, imaging sensors, force sensors, Hall sensors, bolometers, and the like. Sensor 920 may be a contact or a non-contact sensor. For example, and without limitation, sensor 920 may be connected to battery module and/or battery cell of battery pack 904. In other embodiments, sensor 920 may be remote to battery module and/or battery cell. PMU 916 may include a pressure sensor, a real time clock (RTC) sensor that is used to track the current time and date, a humidity sensor, an accelerometer/IMU, or other sensor.

With continued reference to FIG. 9, PMU 916 is configured to receive battery datum from sensor 920. PMU 916 may be configured to process battery datum. In some embodiments, PMU 916 may not include sensor 920, but the sensor 920 may be communicatively connected to the PMU 916. As used herein, “communicatively connected” is a process whereby one device, component, or circuit is able to receive data from and/or transmit data to another device, component, or circuit. In an embodiment, communicative connecting includes electrically connecting at least an output of one device, component, or circuit to at least an input of another device, component, or circuit. PMU 916 may include a sensor suite 400 (shown in FIG. 4) having a plurality of sensors. In one or more embodiments, PMU 916 may be integrated into battery pack 904 in a portion of battery pack 904 or a subassembly thereof. One of ordinary skill in the art will appreciate that there are various areas in and on a battery pack and/or subassemblies thereof that may include PMU 916. In one or more embodiments, PMU 916 may be disposed directly over, adjacent to, facing, and/or near a battery module and specifically at least a portion of a battery cell.

Still referring to FIG. 9, in one or more embodiments, PMU 916 may include and/or be communicatively connected to a module monitor unit (MMU), which may be mechanically connected and communicatively connected to battery module. In one or more embodiments, MMU may be communicatively connected to sensor 920 and configured to receive battery datum from sensor 920. MMU may then be configured to transmit battery datum and/or information based on battery datum to PMU 916. PMU 916 may include and/or be communicatively connected to a controller, which is configured to receive battery datum and/or information based on battery datum from PMU 916. PMU 916 may include a plurality of PMUs to create redundancy so that, if one PMU fails or malfunctions, another PMU may still operate properly. For example, PMU 916 may include PMUs 916a, b. PMUs 916a, b may be communicatively connected to the same of one or more of sensor 920. In some embodiments, PMU 916a may be connected to one or more of sensor 920 and PMU 916b may be connected to other one or more of sensor 920 to create redundancies in case of sensor failure.

With continued reference to FIG. 9, system 900 may include a physical controller area network (CAN) bus 924. A “controller area network bus” or “CAN bus” as used in this disclosure, is a physical vehicle bus unit including a central processing unit (CPU), a CAN controller, and a transceiver designed to allow devices to communicate with each other’s applications without the need of a host computer which is located physically at electric aircraft 908. CAN bus 924 may include physical circuit elements that may use, for instance and without limitation, twisted pair, digital circuit elements/FGPA, microcontroller, or the like to perform, without limitation, processing and/or signal transmission processes and/or tasks; circuit elements may be used to implement CAN bus 924 components and/or constituent parts as described in further detail below. CAN bus 924 may include multiplex electrical wiring for transmission of multiplexed signaling. CAN bus 924 may include message-based protocol(s), wherein the invoking program sends a message to a process and relies on that process and its supporting infrastructure to then select and run appropriate programing. CAN bus 924 may include a mechanical connection to electric aircraft 908, wherein the hardware of CAN bus 924 is integrated within the infrastructure of electric aircraft 908. Still referring to FIG. 9, system 900 may include a flight controller 928, as discussed below. Flight controller 928 may be communicatively connected to PMU 916 and configured to receive data from PMU 916 such as battery datum. Flight controller 928 and PMU 916 may be communicatively connected to CAN bus 924, allowing information to pass to and/or from flight controller 928 and PMU 916 via CAN bus 924. Flight controller 928 may be configured to process battery datum received from PMU 916. In some embodiments, CAN bus 924 may include multiple CAN buses such as CAN buses 924a, b. Flight controller 928 may also include multiple flight controllers such as flight controllers 928a, b. In some embodiments, PMU 916a and flight controller 928a may be communicatively connected via CAN bus 924a. Similarly, PMU 916b and flight controller 928b may be communicatively connected via CAN bus 924b. As discussed above, the redundancy may provide for system 900 to continue functioning if a component, such as PMU 916a, is nonfunctional. CAN bus 924a may be configured to electrically isolate from CAN bus 924b. For example, CAN bus 924a may be configured to electrically connect to CAN bus 924b by a tie breaker and/or a fuse. In some embodiments, PMU 916a,b may be a single unit functioning as two separate PMUs by using an electrically isolated data coupling to connect to CAN bus 924a and/or CAN bus 924b.

Flight controller 928 may include any computing device as described in this disclosure, including without limitation a microcontroller, microprocessor, digital signal processor (DSP) and/or system on a chip (SoC) as described in this disclosure. Computing device may include, be included in, and/or communicate with a mobile device such as a mobile telephone or smartphone. Flight controller 928 may include a single computing device operating independently, or may include two or more computing device operating in concert, in parallel, sequentially or the like; two or more computing devices may be included together in a single computing device or in two or more computing devices. Flight controller 928 may interface or communicate with one or more additional devices as described below in further detail via a network interface device. Network interface device may be utilized for connecting flight controller 928 to one or more of a variety of networks, and one or more devices. Examples of a network interface device include, but are not limited to, a network interface card (e.g, a mobile network interface card, a LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, an enterprise network), a local area network (e.g., a network associated with an office, a building, a campus or other relatively small geographic space), a telephone network, a data network associated with a telephone/voice provider (e.g., a mobile communications provider data and/or voice network), a direct connection between two computing devices, and any combinations thereof. A network may employ a wired and/or a wireless mode of communication. In general, any network topology may be used. Information (e.g., data, software etc.) may be communicated to and/or from a computer and/or a computing device. Flight controller 928 may include but is not limited to, for example, a computing device or cluster of computing devices in a first location and a second computing device or cluster of computing devices in a second location. Flight controller 928 may include one or more computing devices dedicated to data storage, security, distribution of traffic for load balancing, and the like. Flight controller 928 may distribute one or more computing tasks as described below across a plurality of computing devices of computing device, which may operate in parallel, in series, redundantly, or in any other manner used for distribution of tasks or memory between computing devices. Flight controller 928 may be implemented using a “shared nothing” architecture in which data is cached at the worker, in an embodiment, this may enable scalability of system 900 and/or computing device.

With continued reference to FIG. 9, flight controller 928 may be designed and/or configured to perform any method, method step, or sequence of method steps in any embodiment described in this disclosure, in any order and with any degree of repetition. For instance, flight controller 928 may be configured to perform a single step or sequence repeatedly until a desired or commanded outcome is achieved; repetition of a step or a sequence of steps may be performed iteratively and/or recursively using outputs of previous repetitions as inputs to subsequent repetitions, aggregating inputs and/or outputs of repetitions to produce an aggregate result, reduction or decrement of one or more variables such as global variables, and/or division of a larger processing task into a set of iteratively addressed smaller processing tasks. Flight controller 928 may perform any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and/or substantially simultaneously performing a step two or more times using two or more parallel threads, processor cores, or the like; division of tasks between parallel threads and/or processes may be performed according to any protocol suitable for division of tasks between iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which steps, sequences of steps, processing tasks, and/or data may be subdivided, shared, or otherwise dealt with using iteration, recursion, and/or parallel processing.

With continued reference to FIG. 9, flight controller 928 may be communicatively connected to a pilot input 932. As used in this disclosure, a “pilot input” is defined as any gauge, throttle lever, clutch, dial, control, or any other mechanical or electrical device that is configured to be manipulated by pilot to receive information. As used in this disclosure, a “pilot datum” is an element of information received from a pilot. Pilot input 932 may include a hover and thrust control assembly, a vertical propulsor, a forward propulsor, a throttle lever, a rotating throttle lever, a linear thrust control, a battery shut-off switch, a control stick, an inceptor stick, a collective pitch control, a steering wheel, brake pedals, pedal controls, toggles, and a joystick. Pilot input 932 may include multiple pilot inputs. Pilot input 932 may receive input from pilot through standard I/O interface such as ISA (Industry Standard Architecture), PCI (Peripheral Component Interconnect) Bus, and the like. Pilot input 932 may receive input from user through standard I/O operation. In one embodiment, pilot input 932 may further receive input from pilot through optical tracking of motion. In one embodiment, pilot input 932 may further receive input from pilot through voice-commands. Pilot input 932 may further use event-driven programming, where event listeners are used to detect input from pilot and trigger actions based on the input. In embodiments wherein flight controller 928 includes flight controllers 928a, b, pilot input 932 may be communicatively connected to flight controllers 928a, b.

Still referring to FIG. 9, system 900 may include a primary functional display 936, which may be communicatively connected to flight controller 928 and, therefore, also communicatively connected to PMU 916 and sensor 920. In embodiments wherein CAN bus 924 includes CAN buses 924a, b, primary functional display 936 may be communicatively connected to PMU 916a via flight controller 928a and CAN bus 924a; and primary functional display 936 may be communicatively connected to PMU 916b via flight controller 928b and CAN bus 924b. Primary functional display 936 may be configured to visually display information based on battery datum from sensor 920 including battery datum, information processed by PMU 916, and/or information processed by flight controller 928. Primary functional display 936 may display, for example, the temperature of one or more of battery pack 904 and/or the state of charge of one or more of battery pack 904. Primary functional display 936 may be configured to display pilot datum inputted via pilot input 932. Primary functional display 936 may include a graphical user interface (GUI) displayed on one or more screens in electric aircraft 908. As an example, and without limitation, GUI may be displayed on any electronic device, as described herein, such as, without limitation, a computer, tablet, remote device, and/or any other visual display device. GUI may be configured to present, to pilot, information related to a flight plan. In one embodiment, the one or more screens may be multifunction displays (MFD). As an alternative to the screens or in conjunction with the screens, primary functional display 936 may include a primary display, gauges, graphs, audio cues, visual cues, information on a heads-up display (HUD) or a combination thereof. Primary functional display 936 may include a display disposed in one or more areas of an aircraft, one or more computing devices, or a combination thereof. With continued reference to FIG. 9, battery pack 904 includes a high voltage disconnect 940 configured to connect to power supply connection 912. High voltage disconnect 940 may be configured to disconnect battery pack 904 from power supply connection 912, thereby electrically isolating battery pack 904 from electric aircraft 908 and/or electrical components on electric aircraft 908. High voltage disconnect 940 may include a relay, transistor, MOSFET, bipolar junction transistor (BJT), and/or the like. High voltage disconnect 940 may include any device suitable for use as an intertie in a ring bus. In some embodiments, battery pack 904 may include a battery storage system comprising one or more battery packs, such as a plurality of battery packs. Battery pack 904 may include a battery storage system with one, two, three, four, five or more battery packs such as battery packs 904a-n. System 900 includes a high voltage bus 944 electrically connected to high voltage disconnect 940. A “bus”, for the purposes of this disclosure and in electrical parlance, is any common connection to which any number of loads, which may be connected in parallel, and share a relatively similar voltage may be electrically coupled. A bus may be responsible for conveying electrical energy stored in battery pack 904 to at least a portion of electric aircraft 908, as discussed previously in this disclosure. High voltage bus 944 may be connected to high voltage disconnect 940 via power supply connection 912. High voltage bus 944 may be electrically connected to CAN bus 924, such as CAN buses 924a, b, to provide an electrical connection from battery pack 904 to electrical components of electric aircraft 908 including, for example, primary functional display 936. High voltage bus 944 may have a first electrical connection to CAN bus 924a and a second electrical connection to CAN bus 924b. High voltage bus 944 may include a ring bus. As used in this disclosure, a “ring bus” is a looped circuit connecting loads and/or power sources in series. High voltage bus 944 may include a ring bus that connects battery packs 904a-n in series. High voltage bus 944 may include circuit breakers on either side of each of battery packs 904a-n such that a circuit breaker separates each of battery packs 904a-n from another of each of battery packs 904a-n. High voltage bus 944 may include a tie element 948 to control which of battery packs 904a-n provides power to CAN bus 924a and/or CAN bus 924b. As used in this disclosure, a “tie element” may include one or more transfer switches, fuses, and/or tie breakers. Pilot input 932 may include an input for pilot to control which of battery packs 904a-n is powering electric aircraft 908 and/or components of electric aircraft 908. Flight controller 928 may be configured to receive a command selecting which of battery packs 904a-n to provide energy to electric aircraft 908 and/or components of electric aircraft 908.

Still referring to FIG. 9, system 900 may include a recharge controller 952 connected to CAN bus 924, such as CAN buses 924a, b. Recharge controller 952 may be implemented in any manner suitable for flight controller as described above; for instance, recharge controller 952 may include any computing device as described in this disclosure, including without limitation a microcontroller, microprocessor, digital signal processor (DSP) and/or system on a chip (SoC) as described in this disclosure. In some embodiments, flight controller 928 may include recharge controller 952. In some embodiments, recharger controller may include a first recharge controller 952 connected to CAN bus 924a and a second recharge controller 952 connected to CAN bus 924b. Recharge controller 952 may be configured to receive battery datum and/or information based on battery datum from PMU 916. Recharge controller 952 may be configured to control a charger. Recharge controller 952 may be configured to determine and control an operating state of charger based on battery datum. For the purposes of this disclosure, an “operating state” is a charger output and/or a charging protocol. For instance, an operating state may include a specific charging rate, a voltage level, a current level, and the like. In one or more embodiments, recharge controller 952 may be configured to adjust the operating state, such as electrical power. For example, and without limitation, operating state of a charger, such as a transmitted voltage to one or more of battery packs 904a-n, may be continuously adjusted as a function of continuously updating compatibility element. In one or more embodiments, during charging, recharge controller 952 may adjust the output voltage proportionally with current to compensate for impedance in the wires. Charge may be regulated using any suitable means for regulation of voltage and/or current, including without limitation use of a voltage and/or current regulating component, including one that may be electrically controlled such as a transistor; transistors may include without limitation bipolar junction transistors (BJTs), field effect transistors (FETs), metal oxide field semiconductor field effect transistors (MOSFETs), and/or any other suitable transistor or similar semiconductor element. Voltage and/or current to one or more cells may alternatively or additionally be controlled by thermistor in parallel with a cell that reduces its resistance when a temperature of the cell increases, causing voltage across the cell to drop, and/or by a current shunt or other device that dissipates electrical power, for instance through a resistor. As used in this disclosure, a “compatibility element” is an element of information regarding an operational state of an electric vehicle and/or a component of the electric vehicle, such as a battery pack. For instance, and without limitation, a compatibility element may include an operational state of a battery pack, such as a temperature state, a state of charge, a moisture-level state, a state of health (or depth of discharge), or the like.

Referring now to FIG. 10, an exemplary embodiment of a PMU 1000 on battery pack 904 is illustrated. PMU 1000 may include sensor 920 configured to detect condition parameter and generate battery datum based on the condition parameter. In some embodiments, sensor 920 may be remote to PMU 1000, for example and without limitation, a sensor of MMU 1004. In one or more embodiments, condition parameter of battery pack 904 or a component of battery pack 904, such as a battery module, may be detected by sensor 920, which may be communicatively connected to MMU 1004 that is incorporated in a battery module. Sensor 920 may be configured to transmit battery datum to a controller.

Still referring to FIG. 10, PMU 1000 may include a controller 1008. Sensor 920 may be communicatively connected to controller 1008 so that sensor 920 may transmit/receive signals to/from controller 1008. Signals, such as signals of sensor 920 and/or controller 1008, may include electrical, electromagnetic, visual, audio, radio waves, or another undisclosed signal type alone or in combination. In one or more embodiments, communicatively connecting is a process whereby one device, component, or circuit is able to receive data from and/or transmit data to another device, component, or circuit. In an embodiment, communicative connecting includes electrically connecting at least an output of one device, component, or circuit to at least an input of another device, component, or circuit. In one or more embodiments, controller 1008 may be configured to receive battery datum from sensor 920. For example, PMU 1000 may receive a plurality of measurement data from MMU 1004. Similarly, PMU 916b may receive a plurality of measurement data from MMU 1004b. In one or more embodiments, PMU 1000 receives battery datum from MMU 1004 via a communication component 1012. In one or more embodiments, communication component 1012 may be a transceiver. For example, and without limitation, communication component 1012 may include an isoSPI communications interface.

With continued reference to FIG. 10, controller 1008 of PMU 1000 may be configured to identify an operating condition of battery module 908 as a function of battery datum. For the purposes of this disclosure, an “operating condition” is a state and/or working order of a battery pack and/or any components thereof. For example, and without limitation, an operating condition may include a state of charge (SOC), a depth of discharge (DOD), a temperature reading, a moisture/humidity level, a gas level, a chemical level, or the like. In one or more embodiments, controller 1008 of PMU 1000 is configured to determine a critical event element if operating condition is outside of a predetermined threshold (also referred to herein as a “threshold”). For the purposes of this disclosure, a “critical event element” is a failure and/or critical operating condition of a battery pack and/or components thereof that may be harmful to the battery pack and/or corresponding electric aircraft 908. In one or more embodiments, a critical event element may include an overcurrent, undercurrent, overvoltage, overheating, high moisture levels, byproduct presence, low SOC, high DOD, or the like. For instance, and without limitation, if an identified operating condition, such as a temperature reading of 50°F, of a battery cell of battery pack 904, is outside of a predetermined threshold, such as 75°F to 90°F, where 75°F is the temperature threshold and 90°F is the upper temperature threshold, then a critical event element is determined by controller 1008 of PMU 1000 since 50°F is beyond the lower temperature threshold. In another example, and without limitation, PMU 1000 may use battery datum from MMU 1004 to identify a temperature of 95°F for a battery module terminal. If the predetermined threshold is, for example, 90°F, then the determined operating condition exceeds the predetermined threshold, and a critical event element is determined by controller 1008, such as a risk of a short at the terminal of a battery module. As used in this disclosure, a “predetermined threshold” is a limit and/or range of an acceptable quantitative value and/or combination of values such as an n-tuple or function such as linear function of values, and/or representation related to a normal operating condition of a battery pack and/or components thereof. In one or more embodiments, an operating condition outside of the threshold is a critical operating condition that indicates that a battery pack is malfunctioning, which triggers a critical event element. An operating condition within the threshold is a normal operating condition that indicates that battery pack 904 is working properly and that no action is required by PMU 1000 and/or a user. For example, and without limitation, if an operating condition of temperature exceeds a predetermined threshold, as described above in this disclosure, then a battery pack is considered to be operating at a critical operating condition and may be at risk of overheating and experiencing a catastrophic failure.

Still referring to FIG. 10, controller 1008 of PMU 1000 may be configured to generate an action command if critical event element is determined by controller 1008. For the purposes of this disclosure, an “action command” is a control signal generated by a controller that provides instructions related to reparative action needed to prevent and/or reduce damage to a battery back, components thereof, and/or aircraft as a result of a critical operating condition of the battery pack. Continuing the previously described example above, if an identified operating condition includes a temperature of 95°F, which exceeds predetermined threshold, then controller 1008 may determine a critical event element indicating that battery pack 904 is working at a critical temperature level and at risk of catastrophic failure, such as short circuiting or catching fire. In one or more embodiments, critical event elements may include high shock/drop, overtemperature, undervoltage, high moisture, contactor welding, SOC unbalance, and the like. In one or more embodiments, an action command may include an instruction to terminate power supply from battery pack 904 to electric aircraft 908, power off battery pack 904, terminate a connection between one or more battery cells, initiate a temperature regulating system, such as a coolant system or opening of vents to circulate air around or through battery pack 904, or the like. In one or more embodiments, controller 1008 may conduct reparative procedures via action command after determining critical even element to reduce or eliminate critical element event. For example, and without limitation, controller 1008 may initiate reparative procedure of a circulation of a coolant through a cooling system of battery pack 904 to lower the temperature if a battery module if the determined temperature of the battery module exceeds a predetermined threshold. In another example, and without limitation, if a gas and/or chemical accumulation level is detected that is then determined to exceed a predetermined threshold, then high voltage disconnect 940 may terminate power supply connection 912. According to some embodiments, a vent of battery pack 904 may be opened to circulate air through battery pack 904 and reduce detected gas levels. Additionally, vent of ground fault detection 304 may have a vacuum applied to aid in venting of ejecta. Vacuum pressure differential may range from 0.1”Hg to 36”Hg.

In one or more embodiments, a critical event alert may be generated by controller 1008 of PMU 1000 in addition to an action command. The critical event alert may include a lockout feature, which is an alert that remains even after rebooting of the battery pack and/or corresponding systems. Lockout feature may only be removed by a manual override or once the critical event element has ceased and is no longer determined by controller 1008. In one or more embodiments, controller 1008 may continuously monitor battery pack 904 and components thereof so that an operating condition is known at all times.

With continued reference to FIG. 10, controller 1008 may include a computing device, which may be implemented in any manner suitable for implementation of a computing device as described in this disclosure, a microcontroller, a logic device, a central processing unit (CPU), a microprocessor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a control circuit, a combination thereof, or the like. In one or more embodiments, output signals from various components of battery pack 904 may be analog or digital. Controller 1008 may convert output signals from MMU 1004, sensor 920, and/or sensors 1016,1020,1024,1028,1032 to a usable form by the destination of those signals. The usable form of output signals from MMUs and/or sensors, through processor may be either digital, analog, a combination thereof, or an otherwise unstated form. Processing may be configured to trim, offset, or otherwise compensate the outputs of sensor 920. Based on MMU and/or sensor output, controller can determine the output to send to a downstream component. Processor can include signal amplification, operational amplifier (Op- Amp), filter, digital/analog conversion, linearization circuit, current-voltage change circuits, resistance change circuits such as Wheatstone Bridge, an error compensator circuit, a combination thereof or otherwise undisclosed components. In one or more embodiments, PMU 1000 may run state estimation algorithms. In one or more embodiments, PMU 1000 may communicate with MMU 1004 and/or sensor 920 via a communication component 1012. For example, and without limitation, PMU 1000 may communicate with MMU 1004 using an isoSPI transceiver.

In one or more embodiments, controller 1008 may be designed and/or configured to perform any method, method step, or sequence of method steps in any embodiment described in this disclosure, in any order and with any degree of repetition. For instance, controller 1008 may be configured to perform a single step or sequence repeatedly until a desired or commanded outcome is achieved; repetition of a step or a sequence of steps may be performed iteratively and/or recursively using outputs of previous repetitions as inputs to subsequent repetitions, aggregating inputs and/or outputs of repetitions to produce an aggregate result, reduction or decrement of one or more variables such as global variables, and/or division of a larger processing task into a set of iteratively addressed smaller processing tasks, controller 1008 may perform any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and/or substantially simultaneously performing a step two or more times using two or more parallel threads, processor cores, or the like; division of tasks between parallel threads and/or processes may be performed according to any protocol suitable for division of tasks between iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which steps, sequences of steps, processing tasks, and/or data may be subdivided, shared, or otherwise dealt with using iteration, recursion, and/or parallel processing.

Still referring to FIG. 10, PMU 1000 may include a memory component 1036 configured to store data related to battery pack 904 and/or components thereof. In one or more embodiments, memory component 1036 may store battery pack data. Battery pack data may include generated data, detected data, measured data, inputted data, determined data and the like. For example, battery datum from MMU 912 and or a sensor may be stored in memory component 1036. In another example, critical event element and/or corresponding lockout flag may be stored in memory component 1036. Battery pack data may also include inputted datum, which may include total flight hours that battery pack 904 and/or electric aircraft 908 have been operating, flight plan of electric aircraft 908, battery pack identification, battery pack verification, a battery pack maintenance history, battery pack specifications, or the like. In one or more embodiments, battery pack maintenance history may include mechanical failures and technician resolutions thereof, electrical failures and technician resolutions thereof. In one or more embodiments, memory component 1036 may be communicatively connected to sensors, such as sensor 920, that detect, measure, and obtain a plurality of measurements, which may include current, voltage, resistance, impedance, coulombs, watts, temperature, moisture/humidity, or a combination thereof. Additionally or alternatively, memory component 1036 may be communicatively connected to a sensor suite consistent with this disclosure to measure physical and/or electrical characteristics. In one or more embodiments, memory component 1036 may store the battery pack data that includes a predetermined threshold consistent with this disclosure. The moisture-level threshold may include an absolute, relative, and/or specific moisture-level threshold. Battery pack 904 may be designed to the Federal Aviation Administration (FAA)’s Design Assurance Level A (DAL- A), using redundant DAL-B subsystems.

With continued reference to FIG. 10, in one or more embodiments, memory component 1036 may be configured to save battery datum, operating condition, critical event element, and the like periodically in regular intervals to memory component 1036. “Regular intervals”, for the purposes of this disclosure, refers to an event taking place repeatedly after a certain amount of elapsed time. In one or more embodiments, PMU 1000 may include a timer that works in conjunction to determine regular intervals. In other embodiments, PMU 1000 may continuously update operating condition or critical event element and, thus, continuously store data related the information in memory component. A timer may include a timing circuit, internal clock, or other circuit, component, or part configured to keep track of elapsed time and/or time of day. For example, in non-limiting embodiments, data storage system may save the first and second battery pack data every 30 seconds, every minute, every 30 minutes, or another time period according to timer. Additionally or alternatively, memory component 1036 may save battery pack data after certain events occur, for example, in non-limiting embodiments, each power cycle, landing of electric aircraft 908, when battery pack 904 is charging or discharging, a failure of battery module, a malfunction of battery module, a critical event element, or scheduled maintenance periods. In nonlimiting embodiments, battery pack 904 phenomena may be continuously measured and stored at an intermediary storage location, and then permanently saved by memory component 1036 at a later time, like at a regular interval or after an event has taken place as disclosed hereinabove. Additionally or alternatively, data storage system may be configured to save battery pack data at a predetermined time. “Predetermined time”, for the purposes of this disclosure, refers to an internal clock within battery pack 904 commanding memory component 1036 to save battery pack data at that time.

Memory component 1036 may include a solid-state memory or tape hard drive. Memory component 1036 may be communicatively connected to PMU 1000 and may be configured to receive electrical signals related to physical or electrical phenomenon measured and store those electrical signals as battery module data. Alternatively, memory component 1036 may be a plurality of discrete memory components that are physically and electrically isolated from each other. One of ordinary skill in the art would understand the virtually limitless arrangements of data stores with which battery pack 904 could employ to store battery pack data.

Still referring to FIG. 10, PMU 1000 may be configured to communicate with electric aircraft 908, such as flight controller 928 of electric aircraft 908 illustrated in FIG. 9, using a controller area network (CAN), such as by using a CAN transceiver 1040. In one or more embodiments, controller area network may include a bus. Bus may include an electrical bus. Bus may refer to power busses, audio busses, video busses, computing address busses, and/or data busses. Bus may be additionally or alternatively responsible for conveying electrical signals generated by any number of components within battery pack 904 to any destination on or offboard electric aircraft 908. PMU 1000 may include wiring or conductive surfaces only in portions required to electrically couple bus to electrical power or necessary circuits to convey that power or signals to their destinations. In one or more embodiments, PMU 1000 may transmit action command via CAN transceiver 1040 and/or an alert to electric aircraft 908. For example, and without limitation, PMU 1000 may transmit an alert to a user interface, such as a display, of electric aircraft 908 to indicate to a user that a critical event element has been determined. In one or more embodiments, PMU 1000 may also use CAN transceiver 1040 to transmit an alert to a remote user device, such as a laptop, mobile device, tablet, or the like.

In one or more embodiments, PMU 1000 may include a housing 1044. In one or more embodiments, housing 1044 may include materials which possess characteristics suitable for thermal insulation, such as fiberglass, iron fibers, polystyrene foam, and thin plastic films, to name a few. Housing 1044 may also include polyvinyl chloride (PVC), glass, asbestos, rigid laminate, varnish, resin, paper, Teflon, rubber, and mechanical lamina to physically isolate components of battery pack 904 from external components. In one or more embodiments, housing 1044 may also include layers that separate individual components of PMU 1000, such as components described above in this disclosure. As understood by one skilled in the art, housing 1044 may be any shape or size suitable to attached to a battery module, such as battery module of battery pack 904. In one or more embodiments, controller 1008, memory component 1036, sensor 920, or the like may be at least partially disposed within housing 1044.

With continued reference to FIG. 10, PMU 1000 may be in communication with high voltage disconnect 940 of battery pack 904. In one or more embodiments, high voltage disconnect 940 may include a bus. High voltage disconnect 940 may include a ground fault detection 1048, an HV (high voltage) current sensor 1052, an HV pyro fuse 1056, an HV contactor 1060, and the like. High voltage disconnect 940 may physically and/or electrically breaks power supply communication between electric aircraft 908 and battery module of battery pack 904. In one or more embodiments, in one or more embodiments, the termination of power supply connection 912, shown in FIG. 9, between high voltage disconnect 940 and electric aircraft 908 may be restored by high voltage disconnect 940 once PMU 1000 no longer determined a critical event element. In other embodiments, power supply connection 912 may need to be restored manually, such as by a user. In one or more embodiments, PMU 1000 may also include a switching regulator, which is configured to receive power from a battery module of battery pack 904. Thus, PMU 1000 may be powered by energy by battery pack 904.

Referring now to FIG. 11, an exemplary method 1100 of using unrecoverable energy in a battery cell is illustrated. Step 1105 includes receiving a battery cell including an electrode with excess material. Excess material may include excess cathode and/or excess anode. This step may be implemented without limitation as described in FIGS. 1-10.

Step 11 10 of method 1100 includes detecting, by a sensor connected to the battery cell, battery data. Sensor may include a voltage sensor. Sensor may be indirectly connected to battery cell, such as through a battery management system. Method may include communicatively connecting to a battery management system. Battery data may include data on state of charge, voltage, current, and the like of a battery cell. This step may be implemented without limitation as described in FIGS. 1-10.

Step 1115 of method 1100 includes receiving, by a controller, battery data from the sensor. Controller may receive battery data from a battery management system, which may include a sensor. This step may be implemented without limitation as described in FIGS. 1-10.

Step 1120 of method 1100 includes transmitting, by the controller, battery data to a user. In an embodiment, method 1100 includes a notification device that may be configured to display a notification to a user as a function of battery data. A user may view battery data with a notification device. Notification device may be communicatively connected to the controller.

Step 1125 of method 1100 includes receiving, by the controller, a command from the user. Command may allow controller to utilize unrecoverable energy in the battery cell. This may involve overdischarging the battery cells. Controller may also lock out the overdischarged battery cells to prevent future use of the cells. This step may be implemented without limitation as described in FIGS. 1-10.

Step 1130 of method 1100 includes utilizing, by the controller, unrecoverable energy in the battery cell as a function of the command from the user. This step may be implemented without limitation as described in FIGS. 1-10. It is to be noted that any one or more of the aspects and embodiments described herein may be conveniently implemented using one or more machines (e.g., one or more computing devices that are utilized as a user computing device for an electronic document, one or more server devices, such as a document server, etc.) programmed according to the teachings of the present specification, as will be apparent to those of ordinary skill in the computer art. Appropriate software coding can readily be prepared by skilled programmers based on the teachings of the present disclosure, as will be apparent to those of ordinary skill in the software art. Aspects and implementations discussed above employing software and/or software modules may also include appropriate hardware for assisting in the implementation of the machine executable instructions of the software and/or software module.

Such software may be a computer program product that employs a machine-readable storage medium. A machine-readable storage medium may be any medium that is capable of storing and/or encoding a sequence of instructions for execution by a machine (e.g., a computing device) and that causes the machine to perform any one of the methodologies and/or embodiments described herein. Examples of a machine-readable storage medium include, but are not limited to, a magnetic disk, an optical disc (e.g., CD, CD-R, DVD, DVD-R, etc.), a magneto-optical disk, a read-only memory “ROM” device, a random access memory “RAM” device, a magnetic card, an optical card, a solid- state memory device, an EPROM, an EEPROM, and any combinations thereof. A machine-readable medium, as used herein, is intended to include a single medium as well as a collection of physically separate media, such as, for example, a collection of compact discs or one or more hard disk drives in combination with a computer memory. As used herein, a machine-readable storage medium does not include transitory forms of signal transmission.

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 be included as a data-carrying signal embodied in a data carrier in which the signal encodes a sequence of instruction, or portion thereof, 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 methodologies and/or embodiments described herein.

Examples of a computing device include, but are not limited to, an electronic book reading device, a computer workstation, a terminal computer, a server computer, a handheld device (e.g., a tablet computer, a smartphone, etc.), a web appliance, a network router, a network switch, a network bridge, any machine capable of executing a sequence of instructions that specify an action to be taken by that machine, and any combinations thereof. In one example, a computing device may include and/or be included in a kiosk.

FIG. 12 shows a diagrammatic representation of one embodiment of a computing device in the exemplary form of a computer system 1200 within which a set of instructions for causing a control system to perform any one or more of the aspects and/or methodologies of the present disclosure may be executed. It is also contemplated that multiple computing devices may be utilized to implement a specially configured set of instructions for causing one or more of the devices to perform any one or more of the aspects and/or methodologies of the present disclosure. Computer system 1200 includes a processor 1204 and a memory 1208 that communicate with each other, and with other components, via a bus 1212. Bus 1212 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 combinations thereof, using any of a variety of bus architectures.

Processor 1204 may include any suitable processor, such as without limitation a processor incorporating logical circuitry for performing arithmetic and logical operations, such as an arithmetic and logic unit (ALU), which may be regulated with a state machine and directed by operational inputs from memory and/or sensors; processor 1204 may be organized according to Von Neumann and/or Harvard architecture as a non-limiting example. Processor 1204 may include, incorporate, and/or be incorporated in, without limitation, a microcontroller, microprocessor, digital signal processor (DSP), Field Programmable Gate Array (FPGA), Complex Programmable Logic Device (CPLD), Graphical Processing Unit (GPU), general purpose GPU, Tensor Processing Unit (TPU), analog or mixed signal processor, Trusted Platform Module (TPM), a floating point unit (FPU), and/or system on a chip (SoC).

Memory 1208 may include various components (e.g, machine-readable media) including, but not limited to, a random-access memory component, a read only component, and any combinations thereof. In one example, a basic input/output system 1216 (BIOS), including basic routines that help to transfer information between elements within computer system 1200, such as during start-up, may be stored in memory 1208. Memory 1208 may also include (e.g, stored on one or more machine-readable media) instructions (t?.g, software) 1220 embodying any one or more of the aspects and/or methodologies of the present disclosure. In another example, memory 1208 may further include any number of program modules including, but not limited to, an operating system, one or more application programs, other program modules, program data, and any combinations thereof. Computer system 1200 may also include a storage device 1224. Examples of a storage device (e.g., storage device 1224) include, but are not limited to, a hard disk drive, a magnetic disk drive, an optical disc drive in combination with an optical medium, a solid-state memory device, and any combinations thereof. Storage device 1224 may be connected to bus 1212 by an appropriate interface (not shown). Example interfaces include, but are not limited to, SCSI, advanced technology attachment (ATA), serial ATA, universal serial bus (USB), IEEE 1394 (FIREWIRE), and any combinations thereof. In one example, storage device 1224 (or one or more components thereof) may be removably interfaced with computer system 1200 (e.g., via an external port connector (not shown)). Particularly, storage device 1224 and an associated machine-readable medium 1228 may provide nonvolatile and/or volatile storage of machine-readable instructions, data structures, program modules, and/or other data for computer system 1200. In one example, software 1220 may reside, completely or partially, within machine-readable medium 1228. In another example, software 1220 may reside, completely or partially, within processor 1204.

Computer system 1200 may also include an input device 1232. In one example, a user of computer system 1200 may enter commands and/or other information into computer system 1200 via input device 1232. Examples of an input device 1232 include, but are not limited to, an alphanumeric input device (e.g., a keyboard), a pointing device, a joystick, a gamepad, an audio input device (e.g., a microphone, a voice response system, etc.), a cursor control device (e.g., a mouse), a touchpad, an optical scanner, a video capture device (e.g., a still camera, a video camera), a touchscreen, and any combinations thereof. Input device 1232 may be interfaced to bus 1212 via any of a variety of interfaces (not shown) including, but not limited to, a serial interface, a parallel interface, a game port, a USB interface, a FIREWIRE interface, a direct interface to bus 1212, and any combinations thereof. Input device 1232 may include a touch screen interface that may be a part of or separate from display 1236, discussed further below. Input device 1232 may be utilized as a user selection device for selecting one or more graphical representations in a graphical interface as described above.

A user may also input commands and/or other information to computer system 1200 via storage device 1224 (e.g., a removable disk drive, a flash drive, etc.) and/or network interface device 1240. A network interface device, such as network interface device 1240, may be utilized for connecting computer system 1200 to one or more of a variety of networks, such as network 1244, and one or more remote devices 1248 connected thereto. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface card, a LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, an enterprise network), a local area network (e.g, a network associated with an office, a building, a campus or other relatively small geographic space), a telephone network, a data network associated with a telephone/voice provider (e.g., a mobile communications provider data and/or voice network), a direct connection between two computing devices, and any combinations thereof. A network, such as network 1244, may employ a wired and/or a wireless mode of communication. In general, any network topology may be used. Information (e.g, data, software 1220, etc.) may be communicated to and/or from computer system 1200 via network interface device 1240.

Computer system 1200 may further include a video display adapter 1252 for communicating a displayable image to a display device, such as display device 1236. Examples of a display device include, but are not limited to, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasma display, a light emitting diode (LED) display, and any combinations thereof. Display adapter 1252 and display device 1236 may be utilized in combination with processor 1204 to provide graphical representations of aspects of the present disclosure. In addition to a display device, computer system 1200 may include one or more other peripheral output devices including, but not limited to, an audio speaker, a printer, and any combinations thereof. Such peripheral output devices may be connected to bus 1212 via a peripheral interface 1256. Examples of a peripheral interface include, but are not limited to, a serial port, a USB connection, a FIREWIRE connection, a parallel connection, and any combinations thereof.

The foregoing has been a detailed description of illustrative embodiments of the invention. Various modifications and additions can be made without departing from the spirit and scope of this invention. Features of each of the various embodiments described above may be combined with features of other described embodiments as appropriate in order to provide a multiplicity of feature combinations in associated new embodiments. Furthermore, while the foregoing describes a number of separate embodiments, what has been described herein is merely illustrative of the application of the principles of the present invention. Additionally, although particular methods herein may be illustrated and/or described as being performed in a specific order, the ordering is highly variable within ordinary skill to achieve systems and methods according to the present disclosure. Accordingly, this description is meant to be taken only by way of example, and not to otherwise limit the scope of this invention.

Exemplary embodiments have been disclosed above and illustrated in the accompanying drawings. It will be understood by those skilled in the art that various changes, omissions and additions may be made to that which is specifically disclosed herein without departing from the spirit and scope of the present invention.