WO2023129439A2

WO2023129439A2 - Charger for an electric aircraft with failure monitoring and a method for its use

Info

Publication number: WO2023129439A2
Application number: PCT/US2022/053606
Authority: WO
Inventors: Herman Wiegman
Original assignee: Beta Air, Llc
Priority date: 2021-12-28
Filing date: 2022-12-21
Publication date: 2023-07-06
Also published as: WO2023129439A3

Abstract

An exemplary charger for an electric aircraft with failure monitoring includes a charging circuit, the charging circuit including: a connector configured to mate with an electric aircraft port of an electric aircraft; at least a current conductor configured to conduct a current, wherein the at least a current conductor comprises: a direct current conductor configured to conduct a direct current; and an alternating current conductor configured to conduct an alternating current; a control circuit configured to command the charging circuit as a function of a charging datum, wherein the control circuit is further configured to control charging of an energy source of the electric aircraft through the charging circuit; and a failure monitoring circuit, the failure monitoring circuit configured to: detect a failure in the charging circuit; and initiate a failure mitigation as a function of the detection, wherein the failure monitoring circuit is distinct from the electric aircraft.

Description

CHARGER FOR AN ELECTRIC AIRCRAFT WITH FAILURE MONITORING AND A

METHOD FOR ITS USE

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of priority of U.S. Nonprovisional Application Serial No. 17/563,192, filed on December 28, 2021, and entitled “CHARGER FOR AN ELECTRIC AIRCRAFT WITH FAILURE MONITORING AND A METHOD FOR ITS USE,” which is incorporated by reference herein in its entirety. This application claims the benefit of priority of U.S. Nonprovisional Application Serial No. 17/973,197, filed on October 25, 2022, and entitled “CHARGER FOR AN ELECTRIC AIRCRAFT WITH FAILURE MONITORING AND A METHOD FOR ITS USE,” which is incorporated by reference herein in its entirety. This application also claims the benefit of priority of U.S. Nonprovisional Application Serial No. 17/564,299, filed on December 29, 2021, and entitled “SYSTEM AND METHOD FOR OVERCURRENT PROTECTION IN AN ELECTRIC VEHICLE,” which is incorporated herein in its entirety. This application claims the benefit of priority of U.S. Nonprovisional Application Serial No. 17/732,982, filed on April 29, 2022, entitled “SYSTEM AND METHOD FOR OVERCURRENT PROTECTION IN AN ELECTRIC VEHICLE,” which is incorporated by reference herein in its entirety. This application further claims the benefit of priority of U.S. Nonprovisional Application Serial No. 17/877,985, filed on uly 31, 2022, entitled “SYSTEM AND METHOD FOR OVERCURRENT PROTECTION IN AN ELECTRIC VEHICLE,” which is incorporated by reference herein in its entirety. This application further claims the benefit of priority of U.S. Nonprovisional Application Serial No. 17/563,545, filed on December 28, 2021, entitled “METHODS AND SYSTEMS FOR MITIGATING CHARGING FAILURE FOR AN ELECTRIC AIRCRAFT,” which is incorporated by reference herein in its entirety. This application further claims the benefit of priority of U.S. Nonprovisional Application Serial No. 17/733,739, filed on April 29, 2022, and entitled “METHODS AND SYSTEMS FOR MITIGATING CHARGING FAILURE FOR AN ELECTRIC AIRCRAFT,” which is incorporated by reference herein in its entirety.

FIELD OF THE INVENTION

The present invention generally relates to the field of electric aircraft chargers. In particular, the present invention is directed to a charger for an electric aircraft with failure monitoring and a method for its use. BACKGROUND

Electric vehicles typically derive their operational power from onboard rechargeable batteries. However, it can be a complex task to implement charging of these batteries in a safe manner.

SUMMARY OF THE DISCLOSURE

In an aspect charger for an electric vehicle with failure monitoring is provided. The charger includes a charging circuit. The charging circuit includes a connector configured to mate with an electric vehicle port of an electric vehicle and at least a current conductor configured to conduct a current. At least a current conductor may be configured as a direct current conductor configured to conduct a direct current and an alternating current conductor configured to conduct an alternating current. The charging circuit also includes a control circuit configured to command the charging circuit of an electric aircraft as a function of charging datum. A failure monitor circuit, wherein a failure monitor circuit is configured to detect a failure and initiate a failure mitigation as a function of the detection of a failure.

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.

DESCRIPTION OF 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. l is a block diagram of an exemplary system for a charger for an electric vehicle with failure monitoring;

FIG. 2 is a flow diagram illustrating a method of use for a charger for an electric vehicle with failure monitoring;

FIG. 3 is a schematic of an exemplary electric aircraft;

FIG. 4 is a front view embodiment of an exemplary embodiment of a battery pack;

FIG. 5 is a block diagram of an exemplary system for an overcurrent protection in an electric vehicle; FIG. 6 is a flow diagram illustrating a method for the overcurrent protection in an electric vehicle;

FIG. 7 is a flow diagram illustrating another method for the overcurrent protection in an electric vehicle;

FIG. 8 is a block diagram of an exemplary charging system for an electric vehicle;

FIG. 9 is a schematic diagram of an exemplary embodiment of charging connector of the charging system for an electric vehicle;

FIG. 10 is a flow diagram illustrating a method for mitigating charging failure for an electric aircraft;

FIG. I l a block diagram of an exemplary flight controller;

FIG. 12 is a block diagram of an exemplary embodiment of a machine-learning module;

FIG. 13 illustrates an exemplary schematic of an exemplary connector for charging an electric vehicle;

FIG. 14 is a cross-sectional view of an exemplary schematic of an exemplary connector for charging an electric vehicle;

FIG. 15 is an illustration of an exemplary coolant flow path within an exemplary connector;

FIG. 16 is a block diagram of an exemplary system for an immediate shutdown of an electric vehicle charger; and

FIG. 17 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 a charger with failure monitoring. In an embodiment, this can be accomplished by a control circuit configured to command the charging circuit of an electric aircraft as a function of the charging datum. Aspects of the present disclosure can desirably be used to protect a charging circuit. Aspects of the present disclosure can also be desirably used to protect an electric aircraft which is being charged. Aspects of the present disclosure advantageously allow for automatic termination and/or regulation of charging thereby desirably providing a safeguard so that potential damage to electric aircraft can be avoided and safety is maintained. Exemplary embodiments illustrating aspects of the present disclosure are described below in the context of several specific examples.

Still referring to FIG. 1, connector 104 may be configured in various manners, as needed or desired, for example and without limitation, to facilitate charging or recharging of electric aircraft. As used in this disclosure, a “connector” is a distal end of a tether or a bundle of tethers, e.g., hose, tubing, cables, wires, and the like, which is configured to removably attach with a mating component, for example without limitation a port. As used in this disclosure, a “port” is an interface for example of an interface configured to receive another component or an interface configured to transmit and/or receive signal on a computing device. For example in the case of an electric vehicle port, the port may interface with a number of conductors and/or a coolant flow path by way of receiving a connector. In the case of a computing device port, the port may provide an interface between a signal and a computing device. A connector may include a male component having a penetrative form and port may include a female component having a receptive form, receptive to the male component. Alternatively or additionally, connector may have a female component and port may have a male component. In some cases, connector may include multiple connections, which may make contact and/or communicate with associated mating components within port, when the connector is mated with the port. Certain features of systems, methods and connectors including a charging connector, controller and associated components and devices, which may efficaciously be utilized in accordance with certain embodiments of the present disclosure are disclosed in greater details below in FIGS. 13-15.

Continuing to refer to FIG. 1, connector 104 may be configured to mate with a port, for example electrical aircraft port. As used in this disclosure, “mate” is an action of attaching two or more components together. As used in this disclosure, an “electric aircraft port” is a port located on electric aircraft. Mating may be performed using a mechanical or electromechanical means described in this disclosure. For example, without limitation mating may include an electromechanical device used to join electrical conductors and create an electrical circuit. In some cases, mating may be performed by way of gendered mating components. A gendered mate may include a male component or plug which is inserted within a female component or socket. In some cases, mating may be removable. In some cases, mating may be permanent. In some cases, mating may be removable, but require a specialized tool or key for removal. Mating may be achieved by way of one or more of plug and socket mates, pogo pin contact, crown spring mates, and the like. In some cases, mating may be keyed to ensure proper alignment of connector 104. In some cases, mate may be lockable. As used in this disclosure, a “mating component” is a component that is configured to mate with at least another component, for example in a certain (i.e., mated) configuration. As used in this disclosure, an “electric vehicle” is any electrically powered means of human transport, for example without limitation an electric aircraft or electric vertical take-off and landing (eVTOL) aircraft. In some cases, an electric vehicle or aircraft may include an energy source configured to power at least a motor configured to move the electric vehicle or aircraft. As used in this disclosure, an “electric aircraft” is an electrically powered aircraft such as one powered by one or more electric motors or the like. In some embodiments, electric (or electrically powered) aircraft may be an electric vertical takeoff and landing (eVTOL) aircraft.

Still referring to FIG. 1, connector 104 may be used to charge or recharge a battery, for example, and without limitation, that of an electric aircraft. Connector may also be referred to in this disclosure as charging connector or charger. Connector, charging connector or charger may efficaciously include, without limitation, a constant voltage charger, a constant current charger, a taper current charger, a pulsed current charger, a negative pulse charger, an IUI charger, a trickle charger, a float charger, a random charger, and the like, among others. Connector, charging connector or charger may include any component configured to link an electric vehicle to the connector, charging connector or charger.

With continued reference to FIG. 1, system 100 may include one or more conductors 108 having a distal end approximately located within electric aircraft. As used in this disclosure, a “conductor” is a component that facilitates conduction. As used in this disclosure, “conduction” is a process by which one or more of heat and/or electricity is transmitted through a substance, for example when there is a difference of effort (i.e., temperature or electrical potential) between adjoining regions. In some cases, a conductor 108 may be configured to charge and/or recharge an electric vehicle. For instance, conductor 108 may be connected to a power source 112 and conductor may be designed and/or configured to facilitate a specified amount of electrical power, current, or current type. For example, a conductor 108 may include a direct current conductor. As used in this disclosure, a “direct current conductor” is a conductor configured to carry a direct current for recharging an energy source 112. As used in this disclosure, “direct current” is onedirectional flow of electric charge. In some cases, a conductor 108 may include an alternating current conductor. As used in this disclosure, an “alternating current conductor” is a conductor configured to carry an alternating current for recharging an energy source 112. As used in this disclosure, an “alternating current” is a flow of electric charge that periodically reverse direction; in some cases, an alternating current may change its magnitude continuously with in time (e.g., sine wave).

With continued reference to FIG. 1, system 100 may include a conductor 108 in electric communication with power source 112. As used in this disclosure, a “conductor” is a physical device and/or object that facilitates conduction, for example electrical conduction and/or thermal conduction. In some cases, a conductor may be an electrical conductor, for example a wire and/or cable. Exemplary conductor materials include metals, such as without limitation copper, nickel, steel, and the like. As used in this disclosure, “communication” is an attribute wherein two or more relata interact with one another, for example within a specific domain or in a certain manner. In some cases, communication between two or more relata may be of a specific domain, such as without limitation electric communication, fluidic communication, informatic communication, mechanic communication, and the like. As used in this disclosure, “electric communication” is an attribute wherein two or more relata interact with one another by way of an electric current or electricity in general. As used in this disclosure, “fluidic communication” is an attribute wherein two or more relata interact with one another by way of a fluidic flow or fluid in general. As used in this disclosure, “informatic communication” is an attribute wherein two or more relata interact with one another by way of an information flow or information in general. As used in this disclosure, “mechanic communication” is an attribute wherein two or more relata interact with one another by way of mechanical means, for instance mechanic effort (e.g., force) and flow (e.g., velocity)

With continued reference to FIG. 1, connector 108 may be electrically connected to a power source 112 configured to provide an electrical charging current. As used in this disclosure, a “power source” is a source of electrical power, for example for charging a battery. In some cases, power source 112 may include a charging battery (i.e., a battery used for charging other batteries. A charging battery is notably contrasted with an electric vehicle battery, which is located for example upon an electric aircraft. As used in this disclosure, an “electrical charging current” is a flow of electrical charge that facilitates an increase in stored electrical energy of an energy storage, such as without limitation a battery. Charging battery may include a plurality of batteries, battery modules, and/or battery cells. Charging battery may be configured to store a range of electrical energy, for example a range of between about 5KWh and about 5,000KWh. Power source 112 may house a variety of electrical components. In one embodiment, power source 112 may contain a solar inverter. Solar inverter may be configured to produce on-site power generation. In one embodiment, power generated from solar inverter may be stored in a charging battery. In some embodiments, charging battery may include a used electric vehicle battery no longer fit for service in a vehicle. Charging battery 116 may include any battery described in this disclosure.

In some embodiments, and still referring to FIG. 1, power source 112 may have a continuous power rating of at least 350 kVA. In other embodiments, power source 112 may have a continuous power rating of over 350 kVA. In some embodiments, power source 112 may have a battery charge range up to 950 Vdc. In other embodiments, power source 112 may have a battery charge range of over 950 Vdc. In some embodiments, power source 112 may have a continuous charge current of at least 350 amps. In other embodiments, power source 112 may have a continuous charge current of over 350 amps. In some embodiments, power source 112 may have a boost charge current of at least 500 amps. In other embodiments, power source 112 may have a boost charge current of over 500 amps. In some embodiments, power source 112 may include any component with the capability of recharging an energy source of an electric vehicle. In some embodiments, power source 112 may include a constant voltage charger, a constant current charger, a taper current charger, a pulsed current charger, a negative pulse charger, an IUI charger, a trickle charger, and a float charger.

Still referring to FIG. 1, embodiments of system 100 may include a charging circuit 116. As defined in this disclosure, a “charging circuit” is an electrical circuit including anything charging or being charged, from batteries of charging station to batteries of aircraft. The charging circuit also includes components that are involved in charging the battery of the electric vehicle. Examples of components of the charging circuit include but is not limited to batteries, conductor 108, sensors 120, power source 112, connectors 104, electric vehicle ports , ground conductors 128, and the like. With continued reference to FIG. 1, in some embodiments, at least a sensor 120 is configured to detect collect charging datum from the charging circuit. For the purposes of this disclosure, “Charging datum” is an electronic signal representing an information and/or a parameter of a detected electrical and/or physical characteristic and/or phenomenon correlated with a state of a charging circuit which includes all elements/parts relating to charging the electric vehicle including battery. Charging datum may also include a measurement of resistance, current, voltage, moisture, and temperature. Charging datum may also include information regarding the degradation or failure of a component of the charging circuit.

With continued reference to FIG. 1, in some embodiments, at least a sensor 120 is configured to detect collect battery datum from the charging circuit. For the purposes of this disclosure, “Battery datum” is an electronic signal representing an information and/or a parameter of a detected electrical and/or physical characteristic and/or phenomenon correlated with a state of a battery. In some embodiments, sensor 120 is communicatively connected to a control circuit. The control circuit may then make a determination if there is battery failure as a function of the battery datum.

Still referring to FIG. 1, as used in this disclosure, a “sensor” is a device that is configured to detect a phenomenon and transmit information related to the detection of the phenomenon. For example, in some cases a sensor may transduce a detected phenomenon, such as without limitation, voltage, current, speed, direction, force, torque, resistance, moisture temperature, pressure, and the like, into a sensed signal. Sensor may include one or more sensors which may be the same, similar or different. Sensor may include a plurality of sensors which may be the same, similar or different. Sensor may include one or more sensor suites with sensors in each sensor suite being the same, similar or different.

Still referring to FIG. 1, sensor(s) 120 may include any number of suitable sensors which may be efficaciously used to detect charging datum 148. For example, and without limitation, these sensors may include a voltage sensor, current sensor, multimeter, voltmeter, ammeter, electrical current sensor, resistance sensor, impedance sensor, capacitance sensor, a Wheatstone bridge, displacements sensor, vibration sensor, Daly detector, electroscope, electron multiplier, Faraday cup, galvanometer, Hall effect sensor, Hall probe, magnetic sensor, optical sensor, magnetometer, magnetoresistance sensor, MEMS magnetic field sensor, metal detector, planar Hall sensor, thermal sensor, and the like, among others. Sensor(s) 120 may efficaciously include, without limitation, any of the sensors disclosed in the entirety of the present disclosure.

Still referring to FIG. 1, in some embodiments of system 100, the charging circuit may include ground conductor(s) 128. As used in this disclosure, a “ground conductor” is a conductor configured to be in electrical communication with a ground. As used in this disclosure, a “ground” is a reference point in an electrical circuit, a common return path for electric current, or a direct physical connection to the earth. Ground may include an absolute ground such as earth or ground may include a relative (or reference) ground, for example in a floating configuration. Ground conductor 128 functions to provide a grounding or earthing path, for example, for any abnormal, excess or stray electricity or electrical flow.

With continued reference to FIG. 1, in some embodiments of system 100, sensor 120 may be communicatively connected with control circuit 132. Sensor 120 may communicate with control circuit 132 using an electric connection. Alternatively, sensor 120 may communicate with control circuit 132 wirelessly, such as by radio waves, Bluetooth, or Wi-Fi. One of ordinary skill in the art, upon reviewing the entirety of this disclosure, would recognize that a variety of wireless communication technologies are suitable for this application.

With continued reference to FIG. 1, control circuit 132 may be communicatively connected with charging circuit 116. control circuit 132 may be configured to receive charging datum 124 from sensor 120. Problems within the charging circuit 116 may be determined by the control circuit 132 as a function of the charging datum 124. Additionally, the charging circuit 116 may determine problems within the control circuit 132 by comparing charging datum 124 to a predetermined value. When control circuit 132 receives charging datum 124 from sensor 120 that indicate problems within the charging circuit, then control circuit 132 may send a communication to the charging circuit to terminate charging. As used in this disclosure, “termination of charging” may include any means, process and/or method of disconnecting the electric vehicle charging connector from the electric vehicle, such that power is not transmitted. Control circuit 132 may also send a notification to a user interface signifying that there are problems charging or that charging has been terminated.

With continued reference to FIG. 1, in some embodiments, control circuit 132 may be implemented using an analog circuit. For example, in some embodiments control circuit 132 may be implemented using an analog circuit using operational amplifiers, comparators, transistors, or the like. In some embodiments, control circuit 132 may be implemented using a digital circuit having one or more logic gates. In some embodiments, controller may be implemented using a combinational logic circuit, a synchronous logic circuit, an asynchronous logic circuit, or the like. In other embodiments, control circuit 132 may be implemented using an application specific integrated circuit (ASIC). In yet other embodiments control circuit 132 may be implemented using a field programmable gate array (FPGA) and the like.

With continued reference to FIG. 1, system 100 includes a control circuit 132. control circuit 132 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, control circuit 132 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. Control circuit 132 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 control circuit 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 (c.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. Control circuit 132 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. Control circuit 132 may include one or more computing devices dedicated to data storage, security, distribution of traffic for load balancing, and the like. Control circuit 132 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. Control circuit 132 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 100 and/or computing device.

With continued reference to FIG. 1, control circuit 132 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, control circuit 132 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. Control circuit 132 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, in some embodiments system 100 may include a failure monitoring circuit 136. As used in this disclosure, a “failure monitoring circuit” is a circuit used to detect failure withing the charging circuit 116. In some embodiments, failure monitoring circuit 136 may be coextensive with the earlier disclosure of control circuit 132. In an embodiment, failure monitoring circuit 136 may be any computing device disclosed in FIG 1 - 5. As used in this disclosure, a “failure” is a fault or unhandled exception that is produced by the control circuit 132. Failure monitoring circuit 136 may be communicatively connected with charging circuit 116 and control circuit 132. Failure monitoring circuit 136 may be configured to receive charging datum 124 from sensor 120. Failure monitoring circuit 136 makes a determination if there is a fault or an unhandled exception in the charging circuit 116 by evaluating the output of control circuit 132. Failure within the charging circuit 116 may also be determined as a function of charging datum 124. Additionally, failure within the charging circuit may be determined by comparing charging datum 124 to a set of predetermined values.

With continued reference to FIG. 1, in some embodiments, failure monitoring circuit 136 may be implemented using an analog circuit. For example, in some embodiments failure monitoring circuit 136 may be implemented using an analog circuit using operational amplifiers, comparators, transistors, or the like. In some embodiments, failure monitoring circuit 136 may be implemented using a digital circuit having one or more logic gates. In some embodiments, controller may be implemented using a combinational logic circuit, a synchronous logic circuit, an asynchronous logic circuit, or the like. In other embodiments, failure monitoring circuit 136 may be implemented using an application specific integrated circuit (ASIC). In yet other embodiments control circuit 132 may be implemented using a field programmable gate array (FPGA) and the like.

Still referring to FIG. 1, in some embodiments of system 100 may include failure mitigation 140. As used in this disclosure, “failure mitigation” is a process where a failure in the system is detected and preventive steps are taken to avoid damage to the charging circuit. Failure mitigation may include a process used to stop or stall charging due to a failure within the charging circuit. In an embodiment, failure mitigation 140 may terminate charging if there is a failure detected within the charging circuit. As used in this disclosure, “termination of charging” may include any means, process and/or method of disconnecting the electric vehicle charging connector from the electric vehicle, such that power is not transmitted. In other embodiments, failure mitigation 140 may also send a notification to a user interface signifying that there is a failure within the charging circuit, that charging has been delayed, or that charging has been terminated. Failure mitigation 140 may be any computing device disclosed in FIG 1 - 5. In some embodiments, the disclosure of failure mitigation 140 may be coextensive with the disclosure of failure monitoring circuit 136.

Referring now to FIG. 2, an exemplary method 200 of use for a charger for an electric vehicle with failure monitoring. An electric vehicle may include any electric vehicle described in this disclosure, for example with reference to FIGS. 1-5. Charger may include any apparatus described in this disclosure, for example with reference to FIGS. 1-5. At step 205, method 200 may include charging a power source of an electric vehicle using a charging circuit. A charging circuit may include any charging element described in in this disclosure, for example with reference to FIGS. 1-5. A power source may include any power sourced described in in this disclosure, for example with reference to FIGS. 1-5.

With continued reference to FIG. 2, at step 210, method 200 may include detecting using a failure monitoring circuit a failure in the charging circuit. A failure monitoring circuit may include any circuit described in this disclosure, for example with reference to FIGS. 1-5. A failure monitoring circuit may include any computing device described in this disclosure, for example with reference to FIGS. 1-5. A control circuit may include any computing device described in this disclosure, for example with reference to FIGS. 1-5.

With continued reference to FIG. 2, at step 215, method 200 may initiating by a failure monitoring circuit, failure mitigation as a function of the detection of a failure. A failure mitigation may include any circuit described in this disclosure, for example with reference to FIGS. 1-5. A failure mitigation may include any computing device described in this disclosure, for example with reference to FIGS. 1-5.

Referring now to FIG. 3, an exemplary embodiment of an aircraft 300 is illustrated. Aircraft 300 may include an electrically powered aircraft (i.e., electric 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. 3, aircraft 300 may include a fuselage 304. 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 304 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 304 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. 3, aircraft 300 may include a plurality of actuators 308. Actuator 308 may include any motor and/or propulsor described in this disclosure, for instance in reference to FIGS. 1 - 5. In an embodiment, actuator 308 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 joints, or any combination thereof. As used in this disclosure an “aircraft” is vehicle that may fly. As a non-limiting 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. 3, a plurality of actuators 308 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 308 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 308 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 308 may include other flight control surfaces such as propulsors, rotating flight controls, or any other structural features which can adjust movement of aircraft 300. Plurality of actuators 308 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. 3, plurality of actuators 308 may include at least a propulsor component. As used in this disclosure a “propulsor component” or “propulsor” 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 non-limiting 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. 3, 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 non-limiting example, a fixed angle may be an angle of 3.6° 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 3.3° inward, wherein propulsor component may be rotated and/or shifted to a second angle of 1.7° outward.

Still referring to FIG. 3, 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 pump-jet, a paddle or paddle-based device, or the like.

With continued reference to FIG. 3, plurality of actuators 308 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 308 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. A motor may be driven by 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 may be driven by an inverter. A motor may also include electronic speed controllers, inverters, or other components for regulating motor speed, rotation direction, and/or dynamic braking.

Still referring to FIG. 3, plurality of actuators 308 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. 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. 3, an energy source may be used to provide a steady supply of electrical power to a load over a flight by an electric aircraft 300. 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. 3, an energy source may include a plurality of energy sources, 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. 3, 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 nonlimiting 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. 3, another exemplary actuator may include landing gear. Landing gear may be used for take-off and/or landing/ Landing gear may be used to contact ground while aircraft 300 is not in flight.

Still referring to FIG. 3, aircraft 300 may include a pilot control 312, 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” or “collective” is a mechanical control of an aircraft that allows a pilot to adjust and/or control the pitch angle of the plurality of actuators 308. 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 312 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 300 as a function of controlling and/or maneuvering ailerons. In an embodiment, pilot control 312 may include one or more foot-brakes, control sticks, pedals, throttle levels, and the like thereof. In another embodiment, and without limitation, pilot control 312 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 300 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 300 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. 3, pilot control 312 may be configured to modify a variable pitch angle. For example, and without limitation, pilot control 312 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 3.2°. In an embodiment, pilot control 312 may modify the variable pitch angle from a first angle of 2.71° to a second angle of 3.82°. Additionally or alternatively, pilot control 312 may be configured to translate a pilot desired torque for flight component 308. For example, and without limitation, pilot control 312 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 312 may introduce a pilot’s desired torque for a propulsor to be 290 lb. ft. of torque.

Still referring to FIG. 3, aircraft 300 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 300 of the way thereby allowing direct access to a cargo bay located behind the nose. A notable exemplary swing nose aircraft is Boeing 747.

Still referring to FIG. 3, aircraft 300 may include a sensor 316. Sensor 316 may include any sensor or noise monitoring circuit described in this disclosure, for instance in reference to FIGS. 1 - 16. Sensor 316 may be configured to sense a characteristic of pilot control 312. 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 312, 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 316 may be mechanically and/or communicatively coupled to aircraft 300, including, for instance, to at least a pilot control 312. Sensor 316 may be configured to sense a characteristic associated with at least a pilot control 312. 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 316 may include at least a geospatial sensor. Sensor 316 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 300 for both critical and non-critical functions. Sensor may be incorporated into vehicle or aircraft or be remote.

Still referring to FIG. 3, in some embodiments, sensor 316 may be configured to sense a characteristic associated with any pilot control described in this disclosure. Non-limiting examples of a sensor 316 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 316 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 316 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 316 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 300, for instance without limitation a computing system, a pilot display, and a memory component. Alternatively or additionally, sensor 316 may sense a characteristic of a pilot control 312 digitally. For instance in some embodiments, sensor 316 may sense a characteristic through a digital means or digitize a sensed signal natively. In some cases, for example, sensor 316 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. 3, electric aircraft 300 may include at least a motor 1224, which may be mounted on a structural feature of the aircraft. Design of motor 1224 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 1224 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 300. For example, and without limitation structural feature may be any portion of a vehicle incorporating motor 1224, 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 308. 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. 3, electric aircraft 300 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 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 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. 3, a number of aerodynamic forces may act upon the electric aircraft 300 during flight. Forces acting on electric aircraft 300 during flight may include, without limitation, thrust, the forward force produced by the rotating element of the electric aircraft 300 and acts parallel to the longitudinal axis. Another force acting upon electric aircraft 300 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 300 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 300 may include, without limitation, weight, which may include a combined load of the electric aircraft 300 itself, crew, baggage, and/or fuel. Weight may pull electric aircraft 300 downward due to the force of gravity. An additional force acting on electric aircraft 300 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 propulsor 308 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 300 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 300, including without limitation propulsors and/or propulsion assemblies. In an embodiment, motor 1224 may eliminate need for many external structural features that otherwise might be needed to join one component to another component. Motor 1224 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 300 and/or propulsors.

FIG. 4 illustrates an exemplary embodiment of a battery pack 400 that may be housed in the power storage unit to store power. Battery pack 400 may be a power storing device that is configured to store electrical energy in the form of a plurality of battery modules, which themselves may be 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. 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, 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 does 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 400 may include at least 196 battery cells in series and at least 18 battery cells in parallel. This is, as someone of ordinary skill in the art would appreciate, only an example and battery pack 400 may be configured to have a near limitless arrangement of battery cell configurations.

With continued reference to FIG. 4, battery pack 400 may include a plurality of battery modules 404. The battery modules may be wired together in series and in parallel. Battery pack 400 may include a center sheet 408 which may include a thin barrier. The barrier may include a fuse connecting battery modules on either side of center sheet 408. The fuse may be disposed in or on center sheet 408 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 400 may also include a side wall 412 which may include a laminate of a plurality of layers configured to thermally insulate the plurality of battery modules 404 from external components of battery pack 400. Side wall 412 layers may include materials which possess characteristics suitable for thermal insulation such as fiberglass, air, iron fibers, polystyrene foam, and thin plastic films. Side wall 412 may additionally or alternatively electrically insulate the plurality of battery modules 404 from external components of battery pack 400 and the layers of which may include polyvinyl chloride (PVC), glass, asbestos, rigid laminate, varnish, resin, paper, Teflon, rubber, and mechanical lamina. Center sheet 408 may be mechanically coupled to side wall 412. Side wall 412 may include a feature for alignment and coupling to center sheet 408. This feature may comprise a cutout, slots, holes, bosses, ridges, channels, and/or other undisclosed mechanical features, alone or in combination.

Battery pack 400 may also include an end panel 416 having a plurality of electrical connectors and further configured to fix battery pack 400 in alignment with at least a side wall 412. End panel 416 may include a plurality of electrical connectors of a first gender configured to electrically and mechanically couple to electrical connectors of a second gender. End panel 416 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 an undisclosed type alone or in combination. The electrical connectors of which end panel 416 comprises may be configured for power and communication purposes. A first end of end panel 416 may be configured to mechanically couple to a first end of a first side wall 412 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 416 may be captured, at least in part, by a receptacle disposed in or on side wall 412. A second end of end panel 416 may be mechanically coupled to a second end of a second side wall 412 in a similar or the same mechanism.

Referring now to FIG. 5, system 500 exemplifies a system for the overcurrent protection in an electric vehicle. System 500 comprises an electric vehicle charging connector 504, protection circuit 508, sensor 512, output current 516, controller 520, and overcurrent output 524. In this disclosure, “overcurrent protection” refers to the protection against excessive currents, or current beyond the acceptable current rating of the respective equipment. Major types of overcurrent include short circuit, overload, and ground-fault. Overcurrent conditions can occur at any part electrical-power distribution system. Overcurrent can also occur when a motor is mechanically overloaded. This may be caused by excess friction within its internal bearing surfaces, excess heat, or some other mechanical overload. Overload is a controlled overcurrent situation, normally of low magnitude.

Still referring to FIG. 5, system 500 includes an electric vehicle charging connector 504 attached to the vehicle. Charging connector 504 may include an alternating current (AC) pin and a direct current (DC) pin. AC pin supplies AC power. For the purposes of this disclosure, “AC power” refers to electrical power provided with a bi-directional flow of charge, where the flow of charge is periodically reversed. AC pin may supply AC power at a variety of frequencies. For example, in a non-limiting embodiment, AC pin may supply AC power with a frequency of 50 Hz. In another non-limiting embodiment, AC pin may supply AC power with a frequency of 60 Hz. One of ordinary skill in the art, upon reviewing the entirety of this disclosure, would realize that AC pin may supply a wide variety of frequencies. AC power produces a waveform when it is plotted out on a current vs. time or voltage vs. time graph. In some embodiments, the waveform of the AC power supplied by AC pin may be a sine wave. In other embodiments, the waveform of the AC power supplied by AC pin may be a square wave. In some embodiments, the waveform of the AC power supplied by AC pin may be a triangle wave. In yet other embodiments, the waveform of the AC power supplied by AC pin may be a sawtooth wave. The AC power supplied by AC pin may, in general have any waveform, so long as the wave form produces a bi-directional flow of charge. AC power may be provided without limitation, from alternating current generators, “mains” power provided over an AC power network from power plants, AC power output by AC voltage converters including transformer-based converters, and/or AC power output by inverters that convert DC power, as described above, into AC power. DC pin supplies DC power. “DC power,” for the purposes of this disclosure refers, to a onedirectional flow of charge. For example, in some embodiments, DC pin may supply power with a constant current and voltage. As another example, in other embodiments, DC pin may supply power with varying current and voltage, or varying currant constant voltage, or constant currant varying voltage. In another embodiment, when charging connector is charging certain types of batteries, DC pin may support a varied charge pattern. This involves varying the voltage or currant supplied during the charging process in order to reduce or minimize battery degradation. Examples of DC power flow include half-wave rectified voltage, full-wave rectified voltage, voltage supplied from a battery or other DC switching power source, a DC converter such as a buck or boost converter, voltage supplied from a DC dynamo or other generator, voltage from photovoltaic panels, voltage output by fuel cells, or the like. For the purposes of this disclosure, “supply,” “supplies,” “supplying,” and the like, include both currently supplying and capable of supplying. For example, a live pin that “supplies” DC power need not be currently supplying DC power, it can also be capable of supplying DC power.

With continued reference to FIG. 5, electric vehicle charging connector 504 may include a ground pin. Ground pin is an electronic connector that is connected to ground. For the purpose of this disclosure, “ground” is the reference point from which all voltages for a circuit are measured. “Ground” can include both a connection the earth, or a chassis ground, where all of the metallic parts in a device are electrically connected together. In some embodiments, “ground” can be a floating ground. Ground may alternatively or additionally refer to a “common” channel or “return” channel in some electronic systems. For instance, a chassis ground may be a floating ground when the potential is not equal to earth ground. In some embodiments, a negative pole in a DC circuit may be grounded. A “grounded connection,” for the purposes of this disclosure, is an electrical connection to “ground.” A circuit may be grounded in order to increase safety in the event that a fault develops, to absorb and reduce static charge, and the like. Speaking generally, a grounded connection allows electricity to pass through the grounded connection to ground instead of through, for example, a human that has come into contact with the circuit. Additionally, grounding a circuit helps to stabilize voltages within the circuit.

With continued reference to FIG. 5, electric vehicle charging connector 504 may include a variety of other pins. For example, electric vehicle charging connector 504 may include a proximity detection pin and/or a communication pin. Controller 520 may receive a current datum from the proximity detection pin. In some embodiments, the proximity detection pin may be electrically connected to the controller 520 to transmit current datum. Proximity detection pin has no current flowing through it when electric vehicle charging connector 504 is not connected to a port. Once electric vehicle charging connector 504 is connected to a plug, then proximity detection pin will have current flowing through it, allowing for the controller to detect, using this current flow, that the electric vehicle charging connector 504 is connected to a plug. In some embodiments, current datum may be the measurement of the current passing through proximity detection pin. In some embodiments proximity detection pin may have a current sensor that generates the current datum. In other embodiments, proximity detection sensor may be electrically connected to controller and controller may include a current sensor. Communication pin may transmit signals between an electric vehicle and controller 520. Communication pin may be electrically or communicatively connected to controller 520.

Still referring to FIG. 5, electric vehicle charging connector 504 comprises protection circuit 508. Protection circuit 508 is configured to control a transmission of power through the electric vehicle charging connector. In this disclosure, a “protection circuit” is used to protect the power supply from being forced to deliver excessive current into overload or short circuit. Protection circuit 508 also protects the connected circuit from a reverse connected power supply or a voltage that exceeds the circuit design voltage. Protection circuit 508 may include any suitable circuit and/or circuit breaker. For example and without limitation, protection circuit 508 may include a Zener voltage regulator circuit, Zener diode circuit, crowbar protection circuit, voltage clamping circuit, voltage limiting circuit, etc. Protection circuit 508 may be contained in the Protection Circuit Module (PCM). PCM may be part of a battery management system located inside the electric vehicle.

Referring still to FIG. 5, electric vehicle charging connector 504 comprises a sensor 512. As used in this disclosure a “sensor” is a device, module, and/or subsystem, utilizing any hardware, software, and/or any combination thereof to detect events and/or changes in the instant environment and transmit the information; transmission may include transmission of any wired or wireless electronic signal. Sensor 512 may be attached, mechanically coupled, and/or communicatively coupled, as described above, to vehicle. Sensor 512 may include a current sensor, gyroscope, accelerometer, torque sensor, magnetometer, inertial measurement unit (IMU), pressure sensor, force sensor, proximity sensor, displacement sensor, vibration sensor, among others. Sensor 512 may include a sensor suite which may include a plurality of sensors that may detect similar or unique phenomena. For example, in a non-limiting embodiment, sensor suite may include a plurality of accelerometers, a mixture of accelerometers and gyroscopes, or a mixture of an accelerometer, gyroscope, and torque sensor. 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 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 to detect phenomenon is maintained and in a nonlimiting example, a user alter aircraft usage pursuant to sensor readings.

Still referring to FIG. 5, sensor 512 is configured to detect an output current 516. In this disclosure, an “output current” refers to the measurement of the amount of energy that comes out of electric vehicle charging connector 504. An “electric current” is a stream of charged particles moving through electric vehicle charging connector 504. Electrical current is measured as the net rate of flow of electric charge through a surface or into a control volume. Output current 516 may be measured in amperes, or amps, which is the flow of electric charge across a surface at the rate of one coulomb per second; output current 516 may be measured using a device called an ammeter. As an example and without limitation, output current 516 may also be measured by using a sense resistor in series with the circuit and measuring the voltage drop across the resister, or any other suitable instrumentation or methods for detection or measurement of current. Output current 516 may be directly proportional to the potential difference measured across the conductor, usually measured in volts, divided by the resistance of the conductor, usually measured in ohms. Thus, one ampere is equivalent to one volt over one ohm. There are two major types of electrical currents: alternating current (AC) and direct current (DC). Output current 516 can include any data describing or detailing the current output from electric vehicle charging connector 504.

Still referring to FIG. 5, electric vehicle charging connector 504 comprises a controller 520. As used in this disclosure, a “controller” is a logic circuit, such as an application-specific integrated circuit (ASIC), FPGA, microcontroller, and/or computing device that is configured to control a subsystem. A controller may also include any circuit element or combination thereof that activates the overvoltage protection circuit, including without limitation a diode, TRIAC, transistor, comparator, or the like that activates a blocking or shorting response in an overvoltage protection circuit. Controller 520 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. Controller 520 may include a digital or analog computing devices. For instance, Controller 520 may include but is not limited to various types of logic gates including combinatoric, sequential, synchronous, asynchronous. Controller 520 may, in some embodiments, be used to control and/or activate an overvoltage protection circuit as described in further detail below. For example, and without limitation, controller 520 may include an analog circuit including one or more operational amplifiers and/or transistors. In another example, and without limitation, controller 104 may include a logic circuit including one or more logic gates. As used in this disclosure, a “logic circuit” is a circuit for performing logical operations on signal (e.g. input signals). In yet another example, and without limitation, controller 520 may include a processor. In some cases, controller 520 may include, for example and without limitation, a single circuit element such as a switch, a fuse, a circuit breaker switch or a single transistor. Controller 520 may also include, for example and without limitation, an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), a microcontroller and/or a computing device. Controller 520 may also include an analog computing device such as a comparator operational amplifier or other operational amplifiers. Computing device may include, be included in, and/or communicate with a mobile device such as a mobile telephone or smartphone. Controller 520 may include a single via a network interface device. Network interface device may be utilized for connecting controller 520 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. Controller 520 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. Controller 520 may include one or more computing devices dedicated to data storage, security, distribution of traffic for load balancing, and the like. Controller 520 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. Controller 520 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 100 and/or computing device.

With continued reference to FIG. 5, controller 520 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 520 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 520 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. 5, controller 520 is configured to detect an overcurrent output 524 as a function of output current 516. In this disclosure, an “overcurrent output” is a piece of data discerning whether the circuit has reached overcurrent or not. Controller 520 may determine overcurrent output 524 by comparing the output current 516 to a current threshold level. “Current threshold level” is the value of amps that differentiates normal circuit activity from an overcurrent state; current threshold level may include a threshold level of current an electric aircraft battery is capable to intake for charging purposes. Examples of over current output 524 include, without limitation, “over current”, “no overcurrent’ ’, or the like.

Still referring to FIG. 5, controller 520 is configured to trip protection circuit 508 as a function of overcurrent output 524. In this disclosure, “tripping” a circuit means shutting off the electrical flow in order to save the circuit from overheating, or an overcurrent state. Once the fault of overcurrent is detected through overcurrent output 524, then controller 520 stops the electrical flow going into electric vehicle charging connector 504. Tripping protection circuit 508 may include any mechanism to shut off the electrical flow through electric vehicle charging connector 504 as a function of the detection of overcurrent output 524. These mechanisms may include, without limitation, using an electrical fuse, inserting and opening a switch, automatically turning off the charger, or any other method to stop the current from flowing. Tripping protection circuit 508 may also include the use of any electrical switches. In this disclosure, an “electrical switch” is an electrical component that can disconnect or connect the current path in an electrical circuit; thus, switches interrupt the electric current or divert it from one conductor to another.

Still referring to FIG. 5, system 500 may be connected to a charging circuit. As defined in this disclosure, a “charging circuit” is an electrical circuit including anything charging or being charged, from batteries of charging station to batteries of aircraft. The charging circuit also includes components that are involved in charging the battery of the electric vehicle. Examples of components of the charging circuit include but is not limited to batteries, conductor, sensors, power source, connectors, electric vehicle ports, ground conductors, and the like. Controller 520 could be monitoring overcurrent in the charging station.

Now referring to FIG. 6, an exemplary embodiment of a method 600 for the overcurrent protection in an electric vehicle is presented. Electric vehicle may include, but without limitation, any of the vehicles as disclosed herein and described above with reference to at least FIG. 3.

Still referring to FIG. 6, at step 605, method 600 includes comprising an electric vehicle charging connector 504. Electric vehicle charging connector 504 further comprises at least a DC pin. Electric vehicle charging connector 504 further comprises at least a AC pin.

Still referring to FIG. 6, at step 610, method 600 includes comprising a protection circuit 508, wherein protection circuit 508 is configured to control a transmission of power through electric vehicle charging connector 504. Protection circuit includes a mechanism to shut off the electrical flow through the electric vehicle charging connector as a function of the detection of the overcurrent output. Protection circuit includes a mechanism to redirect current through the electric vehicle charging connector to ground. Protection circuit includes a circuit breaker.

Still referring to FIG. 6, at step 615, method 600 includes comprising a sensor 512, wherein sensor 512 is configured to detect an output current 516. Sensor includes a thermal sensor.

Still referring to FIG. 6, at step 620, method 600 includes comprising a controller 520 communicatively connected to sensor 512. Controller determines overcurrent output by comparing output current to a current threshold level. Current threshold level represents a maximum input current for an electric vehicle battery. Current threshold level represents a maximum input current for a charging station batten? Controller includes a computing device.

Still referring to FIG. 6, at step 625, method 600 includes detecting, at the controller 520, an overcurrent output 524 as a function of the output current 516.

Still referring to FIG. 6, at step 630, method 600 includes tripping, at the controller 520, protection circuit 508 as a function of overcurrent output 524. Tripping the protection circuit includes a mechanism to shut off the electrical flow through the electric vehicle charging connector as a function of the detection of the overcurrent output. Tripping the protection circuit includes the use of electrical switches. Now referring to FIG. 7, an exemplary embodiment of a method 700 for the overcurrent protection in an electric vehicle is presented. Electric vehicle may include, but without limitation, any of the vehicles as disclosed herein and described above with reference to at least FIG. 3.

Still referring to FIG. 7, at step 705, method 700 includes providing charging connector 504, which may include AC pin and DC pin to allow a transmission of power through electric vehicle charging connector 504. For example, and without limitation, AC pin and DC pin may allow for a current to flow between the electric vehicle and charging station, such as a charger. Electric vehicle charging connector 504 may also include a sensor 512. Electric vehicle charging connector 504 may also include a controller 520. Electric vehicle charging connector 504 also includes a protection circuit 508 as discussed below. In one or more embodiments, method 700 includes controlling, by protection circuit 508 of electric vehicle charging connector 504, a transmission of power through electric vehicle charging connector 504, In one or more embodiments, protection circuit 508 may include a mechanism to shut off the electrical flow through electric vehicle charging connector 504 and/or a connector of a charging station as a function of the detection of the overcurrent output. Protection circuit 508 may include a mechanism to redirect current through the electric vehicle charging connector to ground. Protection circuit 508 may include a circuit breaker.

Still referring to FIG. 7, at step 710, method 700 includes detecting, using sensor 512 an output current 516 of a connector or port, such as electric vehicle charging connector 504. In one or more embodiments, sensor 512 may include a thermal sensor. In one or more embodiments, method may include communicatively connecting sensor 512 to controller 520.

Still referring to FIG. 7, at step 715, method 700 includes transmitting the output current detected by sensor 512 to controller 520. The output current 516 may be transmitted as data and/or information, as understood by one skilled in the art.

Still referring to FIG. 7, at step 720, method 700 includes determining, by controller 520, overcurrent output 524 as a function of output current 516. In one or more embodiments, determining overcurrent output 524 may include output current to a current threshold level. In one or more embodiments, current threshold level represents a maximum input current for an electric vehicle energy source, such as a battery. In other embodiments, current threshold level represents a maximum input current for a charging station battery. In one or more embodiments, controller 520 includes a computing device. Still referring to FIG. 7, at step 725, method 700 includes tripping, at controller 520, protection circuit 508 as a function of overcurrent output 524. Tripping protection circuit 508 may include a mechanism shutting off the electrical flow through the electric vehicle charging connector as a function of the detection of the overcurrent output. In one or more embodiments, tripping protection circuit 508 may include the use of electrical switches.

Referring now to FIG. 8, charging system 800 includes a charger 804. Charger 804 includes a power source 808. In some embodiments, power source 808 may be an energy storage device, such as, for example, a battery or a plurality of batteries. 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. Additionally, power source 808 need not be made up of only a single electrochemical cell, it can consist of several electrochemical cells wired in series or in parallel. In other embodiments, power source 808 may be a connection to the power grid. For example, in some non-limiting embodiments, power source 808 may include a connection to a grid power component. Grid power component may be connected to an external electrical power grid. In some other embodiments, the external power grid may be used to charge batteries, for example, when power source 808 includes batteries. In some embodiments, grid power component may be configured to slowly charge one or more batteries in order to reduce strain on nearby electrical power grids. In one embodiment, grid power component may have an AC grid current of at least 450 amps. In some embodiments, grid power component may have an AC grid current of more or less than 450 amps. In one embodiment, grid power component may have an AC voltage connection of 480 Vac. In other embodiments, grid power component may have an AC voltage connection of above or below 480 Vac. Additional exemplary embodiments of charger 804 are disclosed in greater detail in FIG. 16 below.

With continued reference to FIG. 8, charger 804 may provide AC and/or DC power to charging connector 812. In some embodiments, charger 804 may include the ability to provide an alternating current to direct current converter configured to convert an electrical charging current from an alternating current. As used in this disclosure, an “analog current to direct current converter” is an electrical component that is configured to convert analog current to digital current. An analog current to direct current (AC -DC) converter may include an analog current to direct current power supply and/or transformer. In some embodiments, charger 804 may have a connection to grid power component. Grid power component may be connected to an external electrical power grid. In some embodiments, grid power component may be configured to slowly charge one or more batteries in order to reduce strain on nearby electrical power grids. In some embodiments, charger 804 may draw power from the power grid.

With continued reference to FIG. 8, charger 804 is electrically connected to charging connector 812. Charging connector 812 may include a variety of pins adapted to mate with a charging port 816 disposed on electric aircraft 820. An “electric aircraft,” for the purposes of this disclosure, refers to a machine that is able to fly by gaining support from the air generates substantially all of its trust from electricity. As a non-limiting example, electric aircraft 820 may be capable of vertical takeoff and landing (VTOL) or conventional takeoff and landing (CTOL). As another non-limiting example, the electric aircraft may be capable of both VTOL and CTOL. As a non-limiting example, electric aircraft 820 may be capable of edgewise flight. As a nonlimiting example, electric aircraft 820 may be able to hover. Electric aircraft 820 may include a variety of electric propulsion devices; including, as non-limiting examples, pushers, pullers, lift devices, and the like. The variety of pins included on charging connector 812 may include, as non-limiting examples, a set of pins chosen from an alternating current (AC) pin, a direct current (DC) pin, a ground pin, a communication pin, a sensor pin, a proximity pin, and the like. In some embodiments, charging connector 812 may include more than one of one of the types of pins mentioned above. An embodiment of charging connector 812 is described further with reference to FIG. 9.

With continued reference to FIG. 8, charging connector 812 may include a switch 824. Switch 824 has an enabled state and a disenabled state. In FIG. 8, switch 824 is depicted as a switch disposed inside charging connector 812; however, switch 824 may take a variety of forms. Switch 820 may include any device configured to allow current flow in one state and disallow current flow in another state. As a non-limiting example, switch 824 may be a relay. A relay is an electrically and/or electromechanically operated switch that can receive control signals. As a non-limiting example, switch 824 may be communicatively connected to charger 804 and/or controller 828 and may receive control signals from charger 804 and/or controller 828. A relay can be enabled or disenabled by the control signals. In an embodiment, switch 824 may receive control signals from a controller 828, for example. A relay need not have any moving parts and can be solid state. As another non-limiting example, switch 824 may be a mechanical switch. In an embodiment, switch 824 may include a circuit breaker.

With continued reference to FIG. 8, charging connector 812 may form a charging connection 832 with charging port 816 when charging connector 812 is engaged with charging port 816. Charging connection 832 is an electrical connection. For the purposes of this disclosure, an “electrical connection” is a connection through which electricity may flow. In its enabled state, switch 824 allows an electrical connection between charger 804, charging connector 812, and charging port 816. In its disabled state, switch 824 may be said to “sever” the electrical connection between charging connector 812 and charging port 816. For the purposes of this disclosure, the electrical connection between charging connector and charging port 816 is severed if electricity from charger 804 cannot flow from charging connector 812 to charging port 816.

With continued reference to FIG. 8, charging system 800 may include a sensor 836. Sensor 836 may be communicatively connected to charging connector 812. “Communicatively connected,” for the purpose of this disclosure, means connected such that data can be transmitted, whether wirelessly or wired. In some embodiments sensor 836 may be electrically or communicatively connected to switch 824 and/or charger 804. Sensor 836 is configured to detect a charging datum. For the purposes of this disclosure, a “charging datum” is an element of information regarding the charging of electric aircraft 820. In some embodiments, the charging datum may be a current datum. For the purposes of this disclosure, a “current datum” is an element of information regarding the current flowing across electrical connection 832. In some embodiments, the charging datum may be a “voltage datum.” For the purposes of this disclosure, “voltage datum” is an element of information regarding the voltage difference between electrical connection 832 and ground. In some embodiments, sensor 836 may be an electrical sensor. In some embodiments, charging datum may be an element of information regarding whether charging connector 812 is coupled with charging port 816. In some embodiments, charging datum may include information received from electric aircraft 820. As non-limiting examples, electric aircraft may transmit a signal containing information about the state of charge of its batteries or the temperature of its batteries. With continued reference to FIG. 8, sensor 836 may include an electrical sensor. In some embodiments, sensor 836 may be an ammeter. In these embodiments, as a non-limiting example, sensor 836 may be configured to measure the current through a pin on charging connector 812. As another non-limiting example, sensor may measure the current supplied to charging connector 812. In these embodiments, the presence of a high current may indicate the presence of a short in charging system 800. In some embodiments, sensor 836 may be a voltmeter. In these embodiments, sensor 836 may measure the voltage between charging connection 832 and a ground connection. In these embodiments, a low voltage may indicate the presence of a short in charging system 800.

With continued reference to FIG. 8, in other embodiments, sensor 836 may be another type of electrical sensor such as, for example, ohmmeter or multimeter. For the purposes of this disclosure, “electrical sensor” means a sensor that measures an electrical property such as current, resistance, capacitance, impedance, voltage, and the like.

With continued reference to FIG. 8, in some embodiments, sensor 836 may be a continuity sensor. A continuity sensor is a sensor that measures whether an electrical path between two points. In this embodiment, for example, the continuity sensor could measure whether there is continuity between charging connector 812 and charging port 816. In some embodiments, sensor 836 may be an electromagnetic effect sensor, such as, for example a Hall effect sensor. Broadly, a Hall effect sensor measures the difference in voltage across a conductor due to a magnetic field.

With continued reference to FIG. 8, sensor 836 may be part of a sensor suite. Sensor suite may include a sensor or plurality thereof that may detect voltage, current, resistance, capacitance, temperature, or inductance; detection may be performed using any suitable component, set of components, and/or mechanism for direct or indirect measurement, including without limitation comparators, analog to digital converters, any form of voltmeter, or the like. Sensor suite may include digital sensors, analog sensors, or a combination thereof. Sensor suite 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 resistance datum over wired or wireless connection. With continued reference to FIG. 8, Sensor suite may measure an electrical property at an instant, over a period of time, or periodically. Sensor suite may be configured to operate at any of these detection modes, switch between modes, or simultaneous measure in more than one mode.

With continued reference to FIG. 8, sensor suite 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, 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 through a wireless or wired connection.

With continued reference to FIG. 8, charging system 800 may include a controller 828. Controller 828 is communicatively connected to sensor 836. In some embodiments, controller 828 may be communicatively connected to charger 804. In some embodiments, controller 828 may be communicatively connected to switch 824. Controller 828 is configured to receive a charging datum for sensor 836. Controller 828 is configured to detect a charging failure as a function of the charging failure. In some embodiments, detecting as charging failure may include comparing the charging datum to a charging datum threshold. As a non-limiting example, in embodiments where the charging datum includes a current datum, the charging datum exceeding the charging datum threshold may indicate a charging failure. As another non-limiting example, in embodiments where the charging datum includes a voltage datum, the charging datum falling below the charging datum threshold may indicate a charging failure. As another non-limiting example, in embodiments where the charging datum includes a temperature datum, the charging datum exceeding the charging datum threshold may indicate a charging failure. This may, for example, indicate thermal runaway. “Thermal runaway,” for the purposes of this disclosure is an event in which heat generated within a battery module exceeds the amount of heat that is dissipated to its surroundings. This can cause a dangerous cascading reaction within a battery module. In some embodiments, charging datum may include a resistance datum, wherein a resistance datum that falls below a lower resistance threshold or exceeds an upper resistance threshold may indicate a charging failure. With continued reference to FIG. 8, in some embodiments, charging datum threshold may be set by a user. As a non-limiting example, a user may set charging datum threshold using an input device on electric aircraft 820. As a non-limiting example, a user may set charging datum using an input device on charger 804. “Input device,” for the purposes of this disclosure, is a device through which information may be entered into a computing system. As a nonlimiting example, user may set charging datum using remote device 840. In some embodiments, remote device 840 may be an input device. In some embodiments, charging datum threshold may be set by the manufacturer of charger 804. In some embodiments, charging datum threshold may be set by the owner of electric aircraft 820. In some embodiments, charging datum threshold may be determined by a machine learning algorithm using data from previous charging attempts. This training data may, for example, be stored in a remote database or a database in charger 804.

With continued reference to FIG. 8, controller 828 is configured to initiate a mitigating response in response to detecting a charging failure. For the purposes of this disclosure, “mitigating response” refers to an action that reduces, manages, or prevents possible or real harm arising from the charging failure. In some embodiments, initiating the mitigating response may include sending an alert to a user. As a non-limiting example, this may include displaying the alert on a display. Display may include any display known in the art. Display may be disposed on a charging device (e.g. charger 804). In another embodiment, display may be disposed on a computer device, the computer device, for instance, located on board an electric aircraft. In another embodiment, display may be a flight display known in the art to be disposed in at least a portion of a cockpit of an electric aircraft. In some embodiments, sending an alert to a user may include sending the alert to the remote device 840. A “remote device,” for the purposes of this disclosure, is a device that is not onboard electric aircraft 820 nor physically connected to charger 804. Remote device 840 may include a display as previously described. Remote device 840 may be communicatively connected to controller 828. As a non-limiting example, controller 828 may communicate with controller 828 using wireless communication such as such as 3G, 4G, 5G, satellite communication, and the like. In some embodiments, alert may be visual alert 844. Visual alert 844 may comprise text. In an embodiment, for example, visual alert 844 may include a textual warning that a charging failure has been detected. As a non-limiting example, visual alert 844 may include a textual warning that an electrical short has been detected. As a non-limiting example, visual alert 844 may include a textual warning that an excess temperature has been detected. A person of ordinary skill in the art, after having reviewed the entirety of this disclosure, would recognize that a wide variety of possible textual warnings are possible. In another embodiment, visual alert 844 may include a warning sign such as a flashing symbol or other icon designed to alert the user to the problem. In some embodiments, alert may include an audio alert. Sending an audio alert may include sending a signal to a speaker or sending a signal to another device to trigger the audio alert. The speaker may be connected to charger 804, electric aircraft 820, or remote device 840. The audio alert, as non-limiting examples, may include an alarm, siren, buzzing noise, ringing noise, beeping noise, or the like.

With continued reference to FIG. 8, in some embodiments, initiating the mitigating response includes severing an electrical connection between charging connector 812 and charging port 816. As a non-limiting example, this may include transmitting a signal to switch 824 to signal it to switch to its disabled state. In this embodiment, this mitigating response prevents electricity from flowing from charger 804 through charging connector 812 to charging port 816.

With continued reference to FIG. 8, in some embodiments, controller 828 may be configured to record the charging failure in a database. In some embodiments, recording the charging failure in a database may be a mitigating response. As non-limiting examples, database may be included in electric aircraft 820, charger 804, and/or remote device 840. Recording the charging failure in the database may include recording an aircraft identification. An “aircraft identification,” for the purposes of this disclosure, is a textual and/or numerical string that uniquely identifies electric aircraft 820 absolutely, or uniquely identifies electric aircraft 820 withing a fleet of aircraft. For example, aircraft identifier may include a serial number, model number, call sign, and the like. In some embodiments, recording the charging failure in a database may include recording a failure type. A failure type may include any category of failure relating to the charging failure. For example, if the charging failure is an electrical short, the failure type may be “electrical short,” or, merely, “electrical.” If the charging failure is excess battery temperature, the failure type may be “excess temperature,” or, merely, “temperature.” A person of ordinary skill in the art, after having reviewed the entirety of this disclosure, would appreciate that a variety of failure types are possible for the variety of possible charging failures. In some embodiments, recording the charging failure in the database may include transmitting the charging failure to the database, when the database is a remote database. Database may be implemented, without limitation, as a relational database, a key -value retrieval database such as a NOSQL database, or any other format or structure for use as a database that a person skilled in the art would recognize as suitable upon review of the entirety of this disclosure. Database may alternatively or additionally be implemented using a distributed data storage protocol and/or data structure, such as a distributed hash table or the like. Database may include a plurality of data entries and/or records as described above. Data entries in a database may be flagged with or linked to one or more additional elements of information, which may be reflected in data entry cells and/or in linked tables such as tables related by one or more indices in a relational database. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which data entries in a database may store, retrieve, organize, and/or reflect data and/or records as used herein, as well as categories and/or populations of data consistently with this disclosure.

With continued reference to FIG. 8, in some embodiments, controller 828 may be implemented using an analog circuit. For example, in some embodiments, controller 828 may be implemented using an analog circuit using operational amplifiers, comparators, transistors, or the like. In some embodiments, controller 828 may be implemented using a digital circuit having one or more logic gates. In some embodiments, controller may be implemented using a combinational logic circuit, a synchronous logic circuit, an asynchronous logic circuit, or the like. In other embodiments, controller 828 may be implemented using an application specific integrated circuit (ASIC). In yet other embodiments, controller 828 may be implemented using a field programmable gate array (FPGA) and the like.

With continued reference to FIG. 8, in some embodiments, controller 828 may be a computing device, flight controller, processor, control circuit, or the like. With continued reference to FIG. 8, controller 828 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. Controller 828 may be an analog circuit such as a circuit including one or more operational amplifiers and/or comparators, and/or could include a logic circuit, which may be a combinatorial logic circuit and/or a sequential logic circuit. Computing device may include, be included in, and/or communicate with a mobile device such as a mobile telephone or smartphone, controller 828 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. Controller 828 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 controller 828 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, controller 828 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, controller 828 may include one or more computing devices dedicated to data storage, security, distribution of traffic for load balancing, and the like, controller 828 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.

With continued reference to FIG. 8, controller 828 may be 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 828 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 828 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.

FIG. 9 shows a depiction of an embodiment of charging connector 812. The charging connector 812 may include a ground pin 904 and at least a direct current (DC) pin 908 and/or an alternating current (AC) pin 912. In some embodiments, charging connector 812 may include both a DC pin 908 and an AC pin 912. In some embodiments, charging connector 812 may further include a communication pin 916.

With continued reference to FIG. 9, for the purposes of this disclosure, a “pin” may be any type of electrical connector. An electrical connector is a device used to join electrical conductors to create a circuit. As a non-limiting example, in some embodiments, ground pin 904, DC pin 908, AC pin 912, and/or communication pin 916 may be the male component of a pin and socket connector. In other embodiments, ground pin 904, DC pin 908, AC pin 912, and/or communication pin 916 may be the female component of a pin and socket connector. As a further example of an embodiment, DC pin 908 may have a keying component. A keying component is a part of an electrical connector that prevents the electrical connector components from mating in an incorrect orientation. As a non-limiting example, this can be accomplished by making the male and female components of an electrical connector asymmetrical. Any or all of the ground pin 904, DC pin 908, AC pin 912, and communication pin 916 may have a keying component. Additionally, in some embodiments, ground pin 904, DC pin 908, AC pin 912, and/or communication pin 916 may include a locking mechanism. For instance, as a non-limiting example, any or all of ground pin 904, DC pin 908, AC pin 212, and communication pin 216 may include a locking mechanism to lock the pins in place. Additionally, the locking mechanism may, for example, be triggered by a lever. In another embodiment, for example, the locking mechanism could be triggered by an electronic or radio signal. Ground pin 204, DC pin 208, AC pin 212, and communication pin 216 may each be any type of the various types of electrical connectors disclosed above, or they could all be the same type of electrical connector. One of ordinary skill in the art, after reviewing the entirety of this disclosure, would understand that a wide variety of electrical connectors may be suitable for this application.

With continued reference to FIG. 9, DC pin 908 supplies DC power. “DC power,” for the purposes of this disclosure refers, to a one-directional flow of charge. For example, in some embodiments, DC pin 908 may supply power with a constant current and voltage. As another example, in other embodiments, DC pin 908 may supply power with varying current and voltage, or varying currant constant voltage, or constant currant varying voltage. In another embodiment, when charging connector is charging certain types of batteries, DC pin 908 may support a varied charge pattern. This involves varying the voltage or currant supplied during the charging process in order to reduce or minimize battery degradation. Examples of DC power flow include halfwave rectified voltage, full-wave rectified voltage, voltage supplied from a battery or other DC switching power source, a DC converter such as a buck or boost converter, voltage supplied from a DC dynamo or other generator, voltage from photovoltaic panels, voltage output by fuel cells, or the like. AC pin 912 supplies AC power. For the purposes of this disclosure, “AC power” refers to electrical power provided with a bi-directional flow of charge, where the flow of charge is periodically reversed. AC pin 912 may supply AC power at a variety of frequencies. For example, in a non-limiting embodiment, AC pin 912 may supply AC power with a frequency of 50 Hz. In another non-limiting embodiment, AC pin 912 may supply AC power with a frequency of 60 Hz. One of ordinary skill in the art, upon reviewing the entirety of this disclosure, would realize that AC pin 912 may supply a wide variety of frequencies. AC power produces a waveform when it is plotted out on a current vs. time or voltage vs. time graph. In some embodiments, the waveform of the AC power supplied by AC pin 912 may be a sine wave. In other embodiments, the waveform of the AC power supplied by AC pin 912 may be a square wave. In some embodiments, the waveform of the AC power supplied by AC pin 912 may be a triangle wave. In yet other embodiments, the waveform of the AC power supplied by AC pin 912 may be a sawtooth wave. The AC power supplied by AC pin 912 may, in general have any waveform, so long as the wave form produces a bi-directional flow of charge. AC power may be provided without limitation, from alternating current generators, “mains” power provided over an AC power network from power plants, AC power output by AC voltage converters including transformer-based converters, and/or AC power output by inverters that convert DC power, as described above, into AC power. For the purposes of this disclosure, “supply,” “supplies,” “supplying,” and the like, include both currently supplying and capable of supplying. For example, a live pin that “supplies” DC power need not be currently supplying DC power, it can also be capable of supplying DC power.

With continued reference to FIG. 9, ground pin 904 is an electronic connector that is connected to ground. For the purpose of this disclosure, “ground” is the reference point from which all voltages for a circuit are measured. “Ground” can include both a connection the earth, or a chassis ground, where all of the metallic parts in a device are electrically connected together. In some embodiments, “ground” can be a floating ground. Ground may alternatively or additionally refer to a “common” channel or “return” channel in some electronic systems. For instance, a chassis ground may be a floating ground when the potential is not equal to earth ground. In some embodiments, a negative pole in a DC circuit may be grounded. A “grounded connection,” for the purposes of this disclosure, is an electrical connection to “ground.” A circuit may be grounded in order to increase safety in the event that a fault develops, to absorb and reduce static charge, and the like. Speaking generally, a grounded connection allows electricity to pass through the grounded connection to ground instead of through, for example, a human that has come into contact with the circuit. Additionally, grounding a circuit helps to stabilize voltages within the circuit.

With continued reference to FIG. 9, communication pin 916 is an electric connector configured to carry electric signals between components of a charging system (e.g. charging system 800) and components of an electric aircraft (e.g. electric aircraft 820). As a non-limiting example, communication pin 916 may carry signals from a controller in a charging system (e.g. controller 828) to a controller onboard an electric aircraft such as a flight controller or battery management controller. A person of ordinary skill in the art would recognize, after having reviewed the entirety of this disclosure, that communication pin 916 could be used to carry a variety of signals between components.

With continued reference to FIG. 9, charging connector 812 may include a variety of additional pins. As a non-limiting example, charging connector 812 may include a proximity detection pin. Proximity detection pin has no current flowing through it when charging connector 812 is not connected to a port (e.g. charging port 816). Once charging connector 812 is connected to a port, then proximity detection pin will have current flowing through it, allowing for the controller to detect, using this current flow, that the charging connector 812 is connected to a port. In some embodiments, charging connector 812 may include a sensor pin. Sensor pin may be directly connected to a sensor like sensor 836 disclosed with reference to FIG. 8.

With continued reference to FIG. 9, charging connector 812 may have an external connection 920. In some embodiments, charging connector 812 may have multiple external connection 920. As a non-limiting example, charging connector 812 may have an external connection 920 to a charger. As a non-limiting example, charging connector 812 may have an external connection to a controller. As a non-limiting example, charging connector 812 may have an external connection to a sensor. One of ordinary skill in the art would appreciate, after having reviewed the entirety of this disclosure, that charging connector 812 may have many different external connections to many different components.

Referring now to FIG. 10, a flowchart of method 1000 is shown. Method 1000 includes a step 1005 of detecting a charging datum. In step 1005, the charging datum is detected by a sensor communicatively connected to a charging connector, wherein the charging connector is electrically connected to a charger and configured to mate with a corresponding charging port on an electric aircraft. Charging datum may be consistent with any charging datum previously disclosed as part of this disclosure. Sensor may be consistent sensor 836 disclosed with reference to FIG. 8. Charging connector may be consistent with charging connector 812 disclosed with reference to FIG. 8 and FIG. 9. Charger may be consistent with any charger disclosed as part of this disclosure. Charging port may be consistent with any charging port disclosed as part of this disclosure. Electric aircraft may be consistent with any electric aircraft disclosed as part of this disclosure. In some embodiments, charging datum may be a current datum. As a non-limiting example, current datum may include a measurement of the current flowing from a charging connector to a charging port. In some embodiments, charging datum may be a voltage datum. As a non-limiting example, voltage datum may include a measurement of the voltage between an AC pin and a ground pin in a charging connector. As a non-limiting example, voltage datum may include a measurement of the voltage between a DC pin and a ground pin in a charging connector. AC may be consistent with AC pin 912 disclosed with reference to FIG. 9. DC pin may be consistent with DC pin 908 disclosed with reference to FIG. 9. Ground pin may be consistent with ground pin 904 disclosed with reference to FIG. 9. With continued reference to FIG. 10, method 1000 includes a step 1010 of receiving, using a controller, a charging datum from the sensor. The controller may be consistent with any controller disclosed as part of this disclosure. The charging datum may be consistent with any charging datum disclosed as part of this disclosure.

With continued reference to FIG. 10, method 1000 includes a step 1015 of detecting, using the controller, a charging failure as a function of the charging datum. Charging failure may be consistent with any charging failure disclosed as part of this disclosure. Step 1015, in some embodiments, may include comparing the charging datum to a charging datum threshold. In some embodiments, where charging datum includes a current datum, charging datum exceeding the charging datum threshold may indicate charging failure. In some embodiments, where charging datum includes a voltage datum, charging datum falling short of the charging datum threshold may be seen as indicating charging failure. Charging datum threshold may be consistent with any charging datum threshold disclosed as part of this disclosure. Charging failure may be consistent with any charging failure disclosed as part of this disclosure.

With continued reference to FIG. 10, method 1000 includes a step 1020 of initiating a mitigating response in response to detecting a charging failure. Mitigating response may be consistent with any mitigating response disclosed as part of this disclosure. In some embodiments, the mitigating response may include sending an alert to a user. For example, the alert may include visual alert 844 disclosed with reference to FIG. 8. In some embodiments, the alert may include a text alert. Text alert may be consistent with any text alert disclosed as part of this disclosure. In some embodiments, step 1020 may include severing an electrical connection between the charging connector and the corresponding charging port on an electric aircraft. As a non-limiting example, the electrical connection may be severed by a switch, which may be consistent with switch 824 disclosed with reference to FIG. 8.

With continued reference to FIG. 10 in some embodiments, method 1000 may include an additional step of recording the charging failure in a database, wherein recording the charging failure in the database comprises recording a failure type. The database may be consistent with any database disclosed as part of this disclosure. Failure type may be consistent with any failure type disclosed as part of this disclosure. In some embodiments, the step of recording the charging failure in a database may further include recording an aircraft identification, wherein the aircraft identification datum relates to the electric aircraft. Aircraft identification may be consistent with any aircraft identification disclosed as part of this disclosure. In some embodiments, the step of recording the charging failure in a database may further include transmitting the charging failure to the database, wherein the database is a remote database. Remote database may be consistent with any remote database disclosed as part of this disclosure.

Now referring to FIG. 11, an exemplary embodiment 1100 of a flight controller 1104 is illustrated. As used in this disclosure a “flight controller” is a computing device of a plurality of computing devices dedicated to data storage, security, distribution of traffic for load balancing, and flight instruction. Flight controller 1104 may include and/or communicate with 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. Further, flight controller 1104 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. In embodiments, flight controller 1104 may be installed in an aircraft, may control the aircraft remotely, and/or may include an element installed in the aircraft and a remote element in communication therewith.

In an embodiment, and still referring to FIG. 11, flight controller 1104 may include a signal transformation component 1108. As used in this disclosure a “signal transformation component” is a component that transforms and/or converts a first signal to a second signal, wherein a signal may include one or more digital and/or analog signals. For example, and without limitation, signal transformation component 1108 may be configured to perform one or more operations such as preprocessing, lexical analysis, parsing, semantic analysis, and the like thereof. In an embodiment, and without limitation, signal transformation component 1108 may include one or more analog-to-digital convertors that transform a first signal of an analog signal to a second signal of a digital signal. For example, and without limitation, an analog-to-digital converter may convert an analog input signal to a 10-bit binary digital representation of that signal. In another embodiment, signal transformation component 1108 may include transforming one or more low-level languages such as, but not limited to, machine languages and/or assembly languages. For example, and without limitation, signal transformation component 1108 may include transforming a binary language signal to an assembly language signal. In an embodiment, and without limitation, signal transformation component 1108 may include transforming one or more high-level languages and/or formal languages such as but not limited to alphabets, strings, and/or languages. For example, and without limitation, high-level languages may include one or more system languages, scripting languages, domain-specific languages, visual languages, esoteric languages, and the like thereof. As a further non-limiting example, high-level languages may include one or more algebraic formula languages, business data languages, string and list languages, object-oriented languages, and the like thereof.

Still referring to FIG. 11, signal transformation component 1108 may be configured to optimize an intermediate representation 1112. As used in this disclosure an “intermediate representation” is a data structure and/or code that represents the input signal. Signal transformation component 1108 may optimize intermediate representation as a function of a data-flow analysis, dependence analysis, alias analysis, pointer analysis, escape analysis, and the like thereof. In an embodiment, and without limitation, signal transformation component 1108 may optimize intermediate representation 1112 as a function of one or more inline expansions, dead code eliminations, constant propagation, loop transformations, and/or automatic parallelization functions. In another embodiment, signal transformation component 1108 may optimize intermediate representation as a function of a machine dependent optimization such as a peephole optimization, wherein a peephole optimization may rewrite short sequences of code into more efficient sequences of code. Signal transformation component 1108 may optimize intermediate representation to generate an output language, wherein an “output language,” as used herein, is the native machine language of flight controller 1104. For example, and without limitation, native machine language may include one or more binary and/or numerical languages.

In an embodiment, and without limitation, signal transformation component 1108 may include transform one or more inputs and outputs as a function of an error correction code. An error correction code, also known as error correcting code (ECC), is an encoding of a message or lot of data using redundant information, permitting recovery of corrupted data. An ECC may include a block code, in which information is encoded on fixed-size packets and/or blocks of data elements such as symbols of predetermined size, bits, or the like. Reed-Solomon coding, in which message symbols within a symbol set having q symbols are encoded as coefficients of a polynomial of degree less than or equal to a natural number F over a finite field F with q elements; strings so encoded have a minimum hamming distance of k+1, and permit correction of (q-k- )l2 erroneous symbols. Block code may alternatively or additionally be implemented using Golay coding, also known as binary Golay coding, Bose-Chaudhuri, Hocquenghuem (BCH) coding, multidimensional parity-check coding, and/or Hamming codes. An ECC may alternatively or additionally be based on a convolutional code.

In an embodiment, and still referring to FIG. 11, flight controller 1104 may include a reconfigurable hardware platform 1116. A “reconfigurable hardware platform,” as used herein, is a component and/or unit of hardware that may be reprogrammed, such that, for instance, a data path between elements such as logic gates or other digital circuit elements may be modified to change an algorithm, state, logical sequence, or the like of the component and/or unit. This may be accomplished with such flexible high-speed computing fabrics as field-programmable gate arrays (FPGAs), which may include a grid of interconnected logic gates, connections between which may be severed and/or restored to program in modified logic. Reconfigurable hardware platform 1116 may be reconfigured to enact any algorithm and/or algorithm selection process received from another computing device and/or created using machine-learning processes.

Still referring to FIG. 11, reconfigurable hardware platform 1116 may include a logic component 1120. As used in this disclosure a “logic component” is a component that executes instructions on output language. For example, and without limitation, logic component may perform basic arithmetic, logic, controlling, input/output operations, and the like thereof. Logic component 1120 may include any suitable processor, such as without limitation a component 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; logic component 1120 may be organized according to Von Neumann and/or Harvard architecture as a non-limiting example. Logic component 1120 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). In an embodiment, logic component 1120 may include one or more integrated circuit microprocessors, which may contain one or more central processing units, central processors, and/or main processors, on a single metal-oxide-semiconductor chip. Logic component 1120 may be configured to execute a sequence of stored instructions to be performed on the output language and/or intermediate representation 1112. Logic component 1120 may be configured to fetch and/or retrieve the instruction from a memory cache, wherein a “memory cache,” as used in this disclosure, is a stored instruction set on flight controller 1104. Logic component 1120 may be configured to decode the instruction retrieved from the memory cache to opcodes and/or operands. Logic component 1120 may be configured to execute the instruction on intermediate representation 1112 and/or output language. For example, and without limitation, logic component 1120 may be configured to execute an addition operation on intermediate representation 1112 and/or output language.

In an embodiment, and without limitation, logic component 1120 may be configured to calculate a flight element 1124. As used in this disclosure a “flight element” is an element of datum denoting a relative status of aircraft. For example, and without limitation, flight element 1124 may denote one or more torques, thrusts, airspeed velocities, forces, altitudes, groundspeed velocities, directions during flight, directions facing, forces, orientations, and the like thereof. For example, and without limitation, flight element 1124 may denote that aircraft is cruising at an altitude and/or with a sufficient magnitude of forward thrust. As a further non-limiting example, flight status may denote that is building thrust and/or groundspeed velocity in preparation for a takeoff. As a further non-limiting example, flight element 1124 may denote that aircraft is following a flight path accurately and/or sufficiently.

Still referring to FIG. 11, flight controller 1104 may include a chipset component 1128. As used in this disclosure a “chipset component” is a component that manages data flow. In an embodiment, and without limitation, chipset component 1128 may include a northbridge data flow path, wherein the northbridge dataflow path may manage data flow from logic component 1120 to a high-speed device and/or component, such as a RAM, graphics controller, and the like thereof. In another embodiment, and without limitation, chipset component 1128 may include a southbridge data flow path, wherein the southbridge dataflow path may manage data flow from logic component 1120 to lower-speed peripheral buses, such as a peripheral component interconnect (PCI), industry standard architecture (ICA), and the like thereof. In an embodiment, and without limitation, southbridge data flow path may include managing data flow between peripheral connections such as ethemet, USB, audio devices, and the like thereof. Additionally or alternatively, chipset component 1128 may manage data flow between logic component 1120, memory cache, and a flight component 1132. As used in this disclosure a “flight component” is a portion of an aircraft that can be moved or adjusted to affect one or more flight elements. For example, flight component 1132 may include a component used to affect the aircrafts’ roll and pitch which may comprise one or more ailerons. As a further example, flight component 1132 may include a rudder to control yaw of an aircraft. In an embodiment, chipset component 1128 may be configured to communicate with a plurality of flight components as a function of flight element 1124. For example, and without limitation, chipset component 1128 may transmit to an aircraft rotor to reduce torque of a first lift propul sor and increase the forward thrust produced by a pusher component to perform a flight maneuver.

In an embodiment, and still referring to FIG. 11, flight controller 1104 may be configured generate an autonomous function. As used in this disclosure an “autonomous function” is a mode and/or function of flight controller 1104 that controls aircraft automatically. For example, and without limitation, autonomous function may perform one or more aircraft maneuvers, take offs, landings, altitude adjustments, flight leveling adjustments, turns, climbs, and/or descents. As a further non-limiting example, autonomous function may adjust one or more airspeed velocities, thrusts, torques, and/or groundspeed velocities. As a further non-limiting example, autonomous function may perform one or more flight path corrections and/or flight path modifications as a function of flight element 1124. In an embodiment, autonomous function may include one or more modes of autonomy such as, but not limited to, autonomous mode, semi-autonomous mode, and/or non-autonomous mode. As used in this disclosure “autonomous mode” is a mode that automatically adjusts and/or controls aircraft and/or the maneuvers of aircraft in its entirety. For example, autonomous mode may denote that flight controller 1104 will adjust the aircraft. As used in this disclosure a “semi-autonomous mode” is a mode that automatically adjusts and/or controls a portion and/or section of aircraft. For example, and without limitation, semi- autonomous mode may denote that a pilot will control the propulsors, wherein flight controller 1104 will control the ailerons and/or rudders. As used in this disclosure “non-autonomous mode” is a mode that denotes a pilot will control aircraft and/or maneuvers of aircraft in its entirety.

In an embodiment, and still referring to FIG. 11, flight controller 1104 may generate autonomous function as a function of an autonomous machine-learning model. As used in this disclosure an “autonomous machine-learning model” is a machine-learning model to produce an autonomous function output given flight element 1124 and a pilot signal 1136 as inputs; this is in contrast to a non-machine learning software program where the commands to be executed are determined in advance by a user and written in a programming language. As used in this disclosure a “pilot signal” is an element of datum representing one or more functions a pilot is controlling and/or adjusting. For example, pilot signal 1136 may denote that a pilot is controlling and/or maneuvering ailerons, wherein the pilot is not in control of the rudders and/or propulsors. In an embodiment, pilot signal 1136 may include an implicit signal and/or an explicit signal. For example, and without limitation, pilot signal 1136 may include an explicit signal, wherein the pilot explicitly states there is a lack of control and/or desire for autonomous function. As a further non-limiting example, pilot signal 1136 may include an explicit signal directing flight controller 1104 to control and/or maintain a portion of aircraft, a portion of the flight plan, the entire aircraft, and/or the entire flight plan. As a further non-limiting example, pilot signal 1136 may include an implicit signal, wherein flight controller 1104 detects a lack of control such as by a malfunction, torque alteration, flight path deviation, and the like thereof. In an embodiment, and without limitation, pilot signal 1136 may include one or more explicit signals to reduce torque, and/or one or more implicit signals that torque may be reduced due to reduction of airspeed velocity. In an embodiment, and without limitation, pilot signal 1136 may include one or more local and/or global signals. For example, and without limitation, pilot signal 1136 may include a local signal that is transmitted by a pilot and/or crew member. As a further non-limiting example, pilot signal 1136 may include a global signal that is transmitted by air traffic control and/or one or more remote users that are in communication with the pilot of aircraft. In an embodiment, pilot signal 1136 may be received as a function of a tri-state bus and/or multiplexor that denotes an explicit pilot signal should be transmitted prior to any implicit or global pilot signal.

Still referring to FIG. 11, autonomous machine-learning model may include one or more autonomous machine-learning processes such as supervised, unsupervised, or reinforcement machine-learning processes that flight controller 1104 and/or a remote device may or may not use in the generation of autonomous function. As used in this disclosure “remote device” is an external device to flight controller 1104. Additionally or alternatively, autonomous machinelearning model may include one or more autonomous machine-learning processes that a field- programmable gate array (FPGA) may or may not use in the generation of autonomous function. Autonomous machine-learning process may include, without limitation machine learning processes such as simple linear regression, multiple linear regression, polynomial regression, support vector regression, ridge regression, lasso regression, elasticnet regression, decision tree regression, random forest regression, logistic regression, logistic classification, K-nearest neighbors, support vector machines, kernel support vector machines, naive bayes, decision tree classification, random forest classification, K-means clustering, hierarchical clustering, dimensionality reduction, principal component analysis, linear discriminant analysis, kernel principal component analysis, Q-leaming, State Action Reward State Action (SARSA), Deep-Q network, Markov decision processes, Deep Deterministic Policy Gradient (DDPG), or the like thereof.

In an embodiment, and still referring to FIG. 11, autonomous machine learning model may be trained as a function of autonomous training data, wherein autonomous training data may correlate a flight element, pilot signal, and/or simulation data to an autonomous function. For example, and without limitation, a flight element of an airspeed velocity, a pilot signal of limited and/or no control of propulsors, and a simulation data of required airspeed velocity to reach the destination may result in an autonomous function that includes a semi-autonomous mode to increase thrust of the propulsors. Autonomous training data may be received as a function of user-entered valuations of flight elements, pilot signals, simulation data, and/or autonomous functions. Flight controller 1104 may receive autonomous training data by receiving correlations of flight element, pilot signal, and/or simulation data to an autonomous function that were previously received and/or determined during a previous iteration of generation of autonomous function. Autonomous training data may be received by one or more remote devices and/or FPGAs that at least correlate a flight element, pilot signal, and/or simulation data to an autonomous function. Autonomous training data may be received in the form of one or more user-entered correlations of a flight element, pilot signal, and/or simulation data to an autonomous function.

Still referring to FIG. 11, flight controller 1104 may receive autonomous machinelearning model from a remote device and/or FPGA that utilizes one or more autonomous machine learning processes, wherein a remote device and an FPGA is described above in detail. For example, and without limitation, a remote device may include a computing device, external device, processor, FPGA, microprocessor and the like thereof. Remote device and/or FPGA may perform the autonomous machine-learning process using autonomous training data to generate autonomous function and transmit the output to flight controller 1104. Remote device and/or FPGA may transmit a signal, bit, datum, or parameter to flight controller 1104 that at least relates to autonomous function. Additionally or alternatively, the remote device and/or FPGA may provide an updated machine-learning model. For example, and without limitation, an updated machine-learning model may be comprised of a firmware update, a software update, an autonomous machine-learning process correction, and the like thereof. As a non-limiting example a software update may incorporate a new simulation data that relates to a modified flight element. Additionally or alternatively, the updated machine learning model may be transmitted to the remote device and/or FPGA, wherein the remote device and/or FPGA may replace the autonomous machine-learning model with the updated machine-learning model and generate the autonomous function as a function of the flight element, pilot signal, and/or simulation data using the updated machine-learning model. The updated machine-learning model may be transmitted by the remote device and/or FPGA and received by flight controller 1104 as a software update, firmware update, or corrected autonomous machine-learning model. For example, and without limitation autonomous machine learning model may utilize a neural net machine-learning process, wherein the updated machine-learning model may incorporate a gradient boosting machine-learning process.

Still referring to FIG. 11, flight controller 1104 may include, be included in, and/or communicate with a mobile device such as a mobile telephone or smartphone. Further, flight controller may communicate with one or more additional devices as described below in further detail via a network interface device. The network interface device may be utilized for commutatively connecting a flight controller 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. The network may include any network topology and can may employ a wired and/or a wireless mode of communication. In an embodiment, and still referring to FIG. 11, flight controller 1104 may include, but is not limited to, for example, a cluster of flight controllers in a first location and a second flight controller or cluster of flight controllers in a second location. Flight controller 1104 may include one or more flight controllers dedicated to data storage, security, distribution of traffic for load balancing, and the like. Flight controller 1104 may be configured to distribute one or more computing tasks as described below across a plurality of flight controllers, which may operate in parallel, in series, redundantly, or in any other manner used for distribution of tasks or memory between computing devices. For example, and without limitation, flight controller 1104 may implement a control algorithm to distribute and/or command the plurality of flight controllers. As used in this disclosure a “control algorithm” is a finite sequence of well-defined computer implementable instructions that may determine the flight component of the plurality of flight components to be adjusted. For example, and without limitation, control algorithm may include one or more algorithms that reduce and/or prevent aviation asymmetry. As a further non-limiting example, control algorithms may include one or more models generated as a function of a software including, but not limited to Simulink by MathWorks, Natick, Massachusetts, USA. In an embodiment, and without limitation, control algorithm may be configured to generate an autocode, wherein an “auto-code,” is used herein, is a code and/or algorithm that is generated as a function of the one or more models and/or software’s. In another embodiment, control algorithm may be configured to produce a segmented control algorithm. As used in this disclosure a “segmented control algorithm” is control algorithm that has been separated and/or parsed into discrete sections. For example, and without limitation, segmented control algorithm may parse control algorithm into two or more segments, wherein each segment of control algorithm may be performed by one or more flight controllers operating on distinct flight components.

In an embodiment, and still referring to FIG. 11, control algorithm may be configured to determine a segmentation boundary as a function of segmented control algorithm. As used in this disclosure a “segmentation boundary” is a limit and/or delineation associated with the segments of the segmented control algorithm. For example, and without limitation, segmentation boundary may denote that a segment in the control algorithm has a first starting section and/or a first ending section. As a further non-limiting example, segmentation boundary may include one or more boundaries associated with an ability of flight component 1132. In an embodiment, control algorithm may be configured to create an optimized signal communication as a function of segmentation boundary. For example, and without limitation, optimized signal communication may include identifying the discrete timing required to transmit and/or receive the one or more segmentation boundaries. In an embodiment, and without limitation, creating optimized signal communication further comprises separating a plurality of signal codes across the plurality of flight controllers. For example, and without limitation the plurality of flight controllers may include one or more formal networks, wherein formal networks transmit data along an authority chain and/or are limited to task-related communications. As a further non-limiting example, communication network may include informal networks, wherein informal networks transmit data in any direction. In an embodiment, and without limitation, the plurality of flight controllers may include a chain path, wherein a “chain path,” as used herein, is a linear communication path comprising a hierarchy that data may flow through. In an embodiment, and without limitation, the plurality of flight controllers may include an all-channel path, wherein an “all-channel path,” as used herein, is a communication path that is not restricted to a particular direction. For example, and without limitation, data may be transmitted upward, downward, laterally, and the like thereof. In an embodiment, and without limitation, the plurality of flight controllers may include one or more neural networks that assign a weighted value to a transmitted datum. For example, and without limitation, a weighted value may be assigned as a function of one or more signals denoting that a flight component is malfunctioning and/or in a failure state.

Still referring to FIG. 11, the plurality of flight controllers may include a master bus controller. As used in this disclosure a “master bus controller” is one or more devices and/or components that are connected to a bus to initiate a direct memory access transaction, wherein a bus is one or more terminals in a bus architecture. Master bus controller may communicate using synchronous and/or asynchronous bus control protocols. In an embodiment, master bus controller may include flight controller 1104. In another embodiment, master bus controller may include one or more universal asynchronous receiver-transmitters (UART). For example, and without limitation, master bus controller may include one or more bus architectures that allow a bus to initiate a direct memory access transaction from one or more buses in the bus architectures. As a further non-limiting example, master bus controller may include one or more peripheral devices and/or components to communicate with another peripheral device and/or component and/or the master bus controller. In an embodiment, master bus controller may be configured to perform bus arbitration. As used in this disclosure “bus arbitration” is method and/or scheme to prevent multiple buses from attempting to communicate with and/or connect to master bus controller. For example and without limitation, bus arbitration may include one or more schemes such as a small computer interface system, wherein a small computer interface system is a set of standards for physical connecting and transferring data between peripheral devices and master bus controller by defining commands, protocols, electrical, optical, and/or logical interfaces. In an embodiment, master bus controller may receive intermediate representation 1112 and/or output language from logic component 1120, wherein output language may include one or more analog-to-digital conversions, low bit rate transmissions, message encryptions, digital signals, binary signals, logic signals, analog signals, and the like thereof described above in detail.

Still referring to FIG. 11, master bus controller may communicate with a slave bus. As used in this disclosure a “slave bus” is one or more peripheral devices and/or components that initiate a bus transfer. For example, and without limitation, slave bus may receive one or more controls and/or asymmetric communications from master bus controller, wherein slave bus transfers data stored to master bus controller. In an embodiment, and without limitation, slave bus may include one or more internal buses, such as but not limited to a/an internal data bus, memory bus, system bus, front-side bus, and the like thereof. In another embodiment, and without limitation, slave bus may include one or more external buses such as external flight controllers, external computers, remote devices, printers, aircraft computer systems, flight control systems, and the like thereof.

In an embodiment, and still referring to FIG. 11, control algorithm may optimize signal communication as a function of determining one or more discrete timings. For example, and without limitation master bus controller may synchronize timing of the segmented control algorithm by injecting high priority timing signals on a bus of the master bus control. As used in this disclosure a “high priority timing signal” is information denoting that the information is important. For example, and without limitation, high priority timing signal may denote that a section of control algorithm is of high priority and should be analyzed and/or transmitted prior to any other sections being analyzed and/or transmitted. In an embodiment, high priority timing signal may include one or more priority packets. As used in this disclosure a “priority packet” is a formatted unit of data that is communicated between the plurality of flight controllers. For example, and without limitation, priority packet may denote that a section of control algorithm should be used and/or is of greater priority than other sections.

Still referring to FIG. 11, flight controller 1104 may also be implemented using a “shared nothing” architecture in which data is cached at the worker, in an embodiment, this may enable scalability of aircraft and/or computing device. Flight controller 1104 may include a distributer flight controller. As used in this disclosure a “distributer flight controller” is a component that adjusts and/or controls a plurality of flight components as a function of a plurality of flight controllers. For example, distributer flight controller may include a flight controller that communicates with a plurality of additional flight controllers and/or clusters of flight controllers. In an embodiment, distributed flight control may include one or more neural networks. For example, neural network also known as an artificial neural network, is a network of “nodes,” or data structures having one or more inputs, one or more outputs, and a function determining outputs based on inputs. Such nodes may be organized in a network, such as without limitation a convolutional neural network, including an input layer of nodes, one or more intermediate layers, and an output layer of nodes. Connections between nodes may be created via the process of "training" the network, in which elements from a training dataset are applied to the input nodes, a suitable training algorithm (such as Levenberg-Marquardt, conjugate gradient, simulated annealing, or other algorithms) is then used to adjust the connections and weights between nodes in adjacent layers of the neural network to produce the desired values at the output nodes. This process is sometimes referred to as deep learning.

Still referring to FIG. 11, a node may include, without limitation a plurality of inputs xi that may receive numerical values from inputs to a neural network containing the node and/or from other nodes. Node may perform a weighted sum of inputs using weights w, that are multiplied by respective inputs x_;. Additionally or alternatively, a bias b may be added to the weighted sum of the inputs such that an offset is added to each unit in the neural network layer that is independent of the input to the layer. The weighted sum may then be input into a function (p, which may generate one or more outputs y. Weight w, applied to an input xi may indicate whether the input is “excitatory,” indicating that it has strong influence on the one or more outputs , for instance by the corresponding weight having a large numerical value, and/or a “inhibitory,” indicating it has a weak effect influence on the one more inputs y, for instance by the corresponding weight having a small numerical value. The values of weights w, may be determined by training a neural network using training data, which may be performed using any suitable process as described above. In an embodiment, and without limitation, a neural network may receive semantic units as inputs and output vectors representing such semantic units according to weights w, that are derived using machine-learning processes as described in this disclosure.

Still referring to FIG. 11, flight controller may include a sub-controller 1140. As used in this disclosure a “sub-controller” is a controller and/or component that is part of a distributed controller as described above; for instance, flight controller 1104 may be and/or include a distributed flight controller made up of one or more sub-controllers. For example, and without limitation, sub-controller 1140 may include any controllers and/or components thereof that are similar to distributed flight controller and/or flight controller as described above. Sub-controller 1140 may include any component of any flight controller as described above. Sub-controller 1140 may be implemented in any manner suitable for implementation of a flight controller as described above. As a further non-limiting example, sub-controller 1140 may include one or more processors, logic components and/or computing devices capable of receiving, processing, and/or transmitting data across the distributed flight controller as described above. As a further non-limiting example, sub-controller 1140 may include a controller that receives a signal from a first flight controller and/or first distributed flight controller component and transmits the signal to a plurality of additional sub-controllers and/or flight components.

Still referring to FIG. 11, flight controller may include a co-controller 1144. As used in this disclosure a “co-controller” is a controller and/or component that joins flight controller 1104 as components and/or nodes of a distributer flight controller as described above. For example, and without limitation, co-controller 1144 may include one or more controllers and/or components that are similar to flight controller 1104. As a further non-limiting example, cocontroller 1144 may include any controller and/or component that joins flight controller 1104 to distributer flight controller. As a further non-limiting example, co-controller 1144 may include one or more processors, logic components and/or computing devices capable of receiving, processing, and/or transmitting data to and/or from flight controller 1104 to distributed flight control system. Co-controller 1144 may include any component of any flight controller as described above. Co-controller 1144 may be implemented in any manner suitable for implementation of a flight controller as described above. In an embodiment, and with continued reference to FIG. 11, flight controller 1104 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 1104 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 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.

Referring now to FIG. 12, an exemplary embodiment of a machine-learning module 1200 that may perform one or more machine-learning processes as described in this disclosure is illustrated. Machine-learning module may perform determinations, classification, and/or analysis steps, methods, processes, or the like as described in this disclosure using machine learning processes. A “machine learning process,” as used in this disclosure, is a process that automatedly uses training data 1204 to generate an algorithm that will be performed by a computing device/module to produce outputs 1208 given data provided as inputs 1212; this is in contrast to a non-machine learning software program where the commands to be executed are determined in advance by a user and written in a programming language.

Still referring to FIG. 12, “training data,” as used herein, is data containing correlations that a machine-learning process may use to model relationships between two or more categories of data elements. For instance, and without limitation, training data 1204 may include a plurality of data entries, each entry representing a set of data elements that were recorded, received, and/or generated together; data elements may be correlated by shared existence in a given data entry, by proximity in a given data entry, or the like. Multiple data entries in training data 1204 may evince one or more trends in correlations between categories of data elements; for instance, and without limitation, a higher value of a first data element belonging to a first category of data element may tend to correlate to a higher value of a second data element belonging to a second category of data element, indicating a possible proportional or other mathematical relationship linking values belonging to the two categories. Multiple categories of data elements may be related in training data 1204 according to various correlations; correlations may indicate causative and/or predictive links between categories of data elements, which may be modeled as relationships such as mathematical relationships by machine-learning processes as described in further detail below. Training data 1204 may be formatted and/or organized by categories of data elements, for instance by associating data elements with one or more descriptors corresponding to categories of data elements. As a non-limiting example, training data 1204 may include data entered in standardized forms by persons or processes, such that entry of a given data element in a given field in a form may be mapped to one or more descriptors of categories. Elements in training data 1204 may be linked to descriptors of categories by tags, tokens, or other data elements; for instance, and without limitation, training data 1204 may be provided in fixed- length formats, formats linking positions of data to categories such as comma-separated value (CSV) formats and/or self-describing formats such as extensible markup language (XML), JavaScript Object Notation (JSON), or the like, enabling processes or devices to detect categories of data.

Alternatively or additionally, and continuing to refer to FIG. 12, training data 1204 may include one or more elements that are not categorized; that is, training data 1204 may not be formatted or contain descriptors for some elements of data. Machine-learning algorithms and/or other processes may sort training data 1204 according to one or more categorizations using, for instance, natural language processing algorithms, tokenization, detection of correlated values in raw data and the like; categories may be generated using correlation and/or other processing algorithms. As a non-limiting example, in a corpus of text, phrases making up a number “n” of compound words, such as nouns modified by other nouns, may be identified according to a statistically significant prevalence of n-grams containing such words in a particular order; such an n-gram may be categorized as an element of language such as a “word” to be tracked similarly to single words, generating a new category as a result of statistical analysis. Similarly, in a data entry including some textual data, a person’s name may be identified by reference to a list, dictionary, or other compendium of terms, permitting ad-hoc categorization by machinelearning algorithms, and/or automated association of data in the data entry with descriptors or into a given format. The ability to categorize data entries automatedly may enable the same training data 1204 to be made applicable for two or more distinct machine-learning algorithms as described in further detail below. Training data 1204 used by machine-learning module 1200 may correlate any input data as described in this disclosure to any output data as described in this disclosure. As a non-limiting illustrative example flight elements and/or pilot signals may be inputs, wherein an output may be an autonomous function.

Further referring to FIG. 12, training data may be filtered, sorted, and/or selected using one or more supervised and/or unsupervised machine-learning processes and/or models as described in further detail below; such models may include without limitation a training data classifier 1216. Training data classifier 1216 may include a “classifier,” which as used in this disclosure is a machine-learning model as defined below, such as a mathematical model, neural net, or program generated by a machine learning algorithm known as a “classification algorithm,” as described in further detail below, that sorts inputs into categories or bins of data, outputting the categories or bins of data and/or labels associated therewith. A classifier may be configured to output at least a datum that labels or otherwise identifies a set of data that are clustered together, found to be close under a distance metric as described below, or the like. Machine-learning module 1200 may generate a classifier using a classification algorithm, defined as a processes whereby a computing device and/or any module and/or component operating thereon derives a classifier from training data 1204. Classification may be performed using, without limitation, linear classifiers such as without limitation logistic regression and/or naive Bayes classifiers, nearest neighbor classifiers such as k-nearest neighbors classifiers, support vector machines, least squares support vector machines, fisher’s linear discriminant, quadratic classifiers, decision trees, boosted trees, random forest classifiers, learning vector quantization, and/or neural network-based classifiers. As a non-limiting example, training data classifier 1216 may classify elements of training data to sub-categories of flight elements such as torques, forces, thrusts, directions, and the like thereof.

Still referring to FIG. 12, machine-learning module 1200 may be configured to perform a lazy-learning process 1220 and/or protocol, which may alternatively be referred to as a “lazy loading” or “call-when-needed” process and/or protocol, may be a process whereby machine learning is conducted upon receipt of an input to be converted to an output, by combining the input and training set to derive the algorithm to be used to produce the output on demand. For instance, an initial set of simulations may be performed to cover an initial heuristic and/or “first guess” at an output and/or relationship. As a non-limiting example, an initial heuristic may include a ranking of associations between inputs and elements of training data 1204. Heuristic may include selecting some number of highest-ranking associations and/or training data 1204 elements. Lazy learning may implement any suitable lazy learning algorithm, including without limitation a K-nearest neighbors algorithm, a lazy naive Bayes algorithm, or the like; persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various lazy- learning algorithms that may be applied to generate outputs as described in this disclosure, including without limitation lazy learning applications of machine-learning algorithms as described in further detail below.

Alternatively or additionally, and with continued reference to FIG. 12, machine-learning processes as described in this disclosure may be used to generate machine-learning models 1224. A “machine-learning model,” as used in this disclosure, is a mathematical and/or algorithmic representation of a relationship between inputs and outputs, as generated using any machinelearning process including without limitation any process as described above, and stored in memory; an input is submitted to a machine-learning model 1224 once created, which generates an output based on the relationship that was derived. For instance, and without limitation, a linear regression model, generated using a linear regression algorithm, may compute a linear combination of input data using coefficients derived during machine-learning processes to calculate an output datum. As a further non-limiting example, a machine-learning model 1224 may be generated by creating an artificial neural network, such as a convolutional neural network comprising an input layer of nodes, one or more intermediate layers, and an output layer of nodes. Connections between nodes may be created via the process of "training" the network, in which elements from a training data 1204 set are applied to the input nodes, a suitable training algorithm (such as Levenberg-Marquardt, conjugate gradient, simulated annealing, or other algorithms) is then used to adjust the connections and weights between nodes in adjacent layers of the neural network to produce the desired values at the output nodes. This process is sometimes referred to as deep learning. Still referring to FIG. 12, machine-learning algorithms may include at least a supervised machine-learning process 1228. At least a supervised machine-learning process 1228, as defined herein, include algorithms that receive a training set relating a number of inputs to a number of outputs, and seek to find one or more mathematical relations relating inputs to outputs, where each of the one or more mathematical relations is optimal according to some criterion specified to the algorithm using some scoring function. For instance, a supervised learning algorithm may include flight elements and/or pilot signals as described above as inputs, autonomous functions as outputs, and a scoring function representing a desired form of relationship to be detected between inputs and outputs; scoring function may, for instance, seek to maximize the probability that a given input and/or combination of elements inputs is associated with a given output to minimize the probability that a given input is not associated with a given output. Scoring function may be expressed as a risk function representing an “expected loss” of an algorithm relating inputs to outputs, where loss is computed as an error function representing a degree to which a prediction generated by the relation is incorrect when compared to a given input-output pair provided in training data 1204. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various possible variations of at least a supervised machine-learning process 1228 that may be used to determine relation between inputs and outputs. Supervised machine-learning processes may include classification algorithms as defined above.

Further referring to FIG. 12, machine learning processes may include at least an unsupervised machine-learning processes 1232. An unsupervised machine-learning process, as used herein, is a process that derives inferences in datasets without regard to labels; as a result, an unsupervised machine-learning process may be free to discover any structure, relationship, and/or correlation provided in the data. Unsupervised processes may not require a response variable; unsupervised processes may be used to find interesting patterns and/or inferences between variables, to determine a degree of correlation between two or more variables, or the like.

Still referring to FIG. 12, machine-learning module 1200 may be designed and configured to create a machine-learning model 1224 using techniques for development of linear regression models. Linear regression models may include ordinary least squares regression, which aims to minimize the square of the difference between predicted outcomes and actual outcomes according to an appropriate norm for measuring such a difference (e.g. a vector-space distance norm); coefficients of the resulting linear equation may be modified to improve minimization. Linear regression models may include ridge regression methods, where the function to be minimized includes the least-squares function plus term multiplying the square of each coefficient by a scalar amount to penalize large coefficients. Linear regression models may include least absolute shrinkage and selection operator (LASSO) models, in which ridge regression is combined with multiplying the least-squares term by a factor of 1 divided by double the number of samples. Linear regression models may include a multi-task lasso model wherein the norm applied in the least-squares term of the lasso model is the Frobenius norm amounting to the square root of the sum of squares of all terms. Linear regression models may include the elastic net model, a multi-task elastic net model, a least angle regression model, a LARS lasso model, an orthogonal matching pursuit model, a Bayesian regression model, a logistic regression model, a stochastic gradient descent model, a perceptron model, a passive aggressive algorithm, a robustness regression model, a Huber regression model, or any other suitable model that may occur to persons skilled in the art upon reviewing the entirety of this disclosure. Linear regression models may be generalized in an embodiment to polynomial regression models, whereby a polynomial equation (e.g. a quadratic, cubic or higher-order equation) providing a best predicted output/actual output fit is sought; similar methods to those described above may be applied to minimize error functions, as will be apparent to persons skilled in the art upon reviewing the entirety of this disclosure.

Continuing to refer to FIG. 12, machine-learning algorithms may include, without limitation, linear discriminant analysis. Machine-learning algorithm may include quadratic discriminate analysis. Machine-learning algorithms may include kernel ridge regression. Machine-learning algorithms may include support vector machines, including without limitation support vector classification-based regression processes. Machine-learning algorithms may include stochastic gradient descent algorithms, including classification and regression algorithms based on stochastic gradient descent. Machine-learning algorithms may include nearest neighbors algorithms. Machine-learning algorithms may include Gaussian processes such as Gaussian Process Regression. Machine-learning algorithms may include cross-decomposition algorithms, including partial least squares and/or canonical correlation analysis. Machinelearning algorithms may include naive Bayes methods. Machine-learning algorithms may include algorithms based on decision trees, such as decision tree classification or regression algorithms. Machine-learning algorithms may include ensemble methods such as bagging meta- estimator, forest of randomized tress, AdaBoost, gradient tree boosting, and/or voting classifier methods. Machine-learning algorithms may include neural net algorithms, including convolutional neural net processes.

Referring now to FIG. 13, an exemplary connector 1300 is schematically illustrated. Connector 1300 is illustrated with a tether 1304. Tether 1304 may include one or more conductors and/or coolant flow paths. Tether 1304 may include a conduit, for instance a jacket, enshrouding one or more conductors and/or coolant flow paths. In some cases, conduit may be flexible, electrically insulating, and/or fluidically sealed. As shown in FIG. 13, exemplary connector 1300 is shown with a first power conductor and a second power conductor. As used in this disclosure, a “power conductor” is a conductor configured to conduct an electrical charging current, for example a direct current and/or an alternating current. In some cases, a conductor may include a cable and a contact. A cable may include any electrically conductive material including without limitation copper and/or copper alloys. As used in this disclosure, a “contact” is an electrically conductive component that is configured to make physical contact with a mating electrically conductive component, thereby facilitating electrical communication between the contact and the mating component. In some cases, a contact may be configured to provide electrical communication with a mating component within a port. In some cases, a contact may contain copper and/or copper-alloy. In some cases, contact may include a coating. A contact coating may include without limitation hard gold, hard gold flashed palladium-nickel (e.g., 80/20), tin, silver, diamond-like carbon, and the like.

With continued reference to FIG. 13, a first conductor may include a first cable 1308a and a first contact 1312a in electrical communication with the first cable. Likewise, a second conductor may include a second cable 208b and a second contact 1312b in electrical communication with the second cable. In some cases, connector 1300 may also include a coolant flow path 1316. In some cases, connector 1300 may include a plurality of coolant flow paths for example a coolant supply and a coolant return. Alternatively, in some cases, connector 1300 may include one coolant flow path 1316, for example without limitation when coolant supplied is a gas or is not returned to coolant source. In some cases, coolant flow path 1316 may be located in thermal communication with a cable 1308a-b, thereby allowing coolant to cool the cable 1308a- b. In some cases, coolant flow path 1316 may be located within thermal communication with a contact 1312a-b, thereby allowing coolant to cool the contacts 1312a-b. Referring now to FIG. 14, an exemplary cross-sectional view of an exemplary connector 1400 is illustrated. Connector 1400 is illustrated with a tether 1404. Tether 1404 may include one or more conductors and/or coolant flow paths. Connector 1400 is shown with a first power conductor and a second power conductor. A first conductor may include a first cable 1408a and a first contact 1412a in electrical communication with the first cable. Likewise, a second conductor may include a second cable 1408b and a second contact 1412b in electrical communication with the second cable. Connector 1400 may also include a coolant flow path 1416.

As shown in FIG. 14, in some cases, coolant flow path 1416 may be configured to mate with a port. For example, coolant flow path 1416 may include a fitting within connector 1400. In some cases, fitting may include one or more seals 1420. Seals may include any seal described in this disclosure and may be configured to seal a joint between coolant flow path 1416 and a mating component (e.g., fitting and/or additionally coolant flow path) within port, when connector is attached to the port. As used in this disclosure, a “seal” is a component that is substantially impermeable to a substance (e.g., coolant, air, and/or water) and is designed and/or configured to prevent flow of that substance at a certain location, e.g., joint. Seal may be configured to seal coolant. In some cases, seal may include at least one of a gasket, an O-ring, a mechanical fit (e.g., press fit or interference fit), and the like. In some cases, seal may include an elastomeric material, for example without limitation silicone, buna-N, fluoroelastomer, fluorosilicone, polytetrafluoroethylene, polyethylene, polyurethane, rubber, ethylene propylene diene monomer, and the like. In some cases, seal may include a compliant element, such as without limitation a spring or elastomeric material, to ensure positive contact of seal with a sealing face. In some cases, seal may include a piston seal and/or a face seal. As used in this disclosure, a “joint” is a transition region between two components. For example, in some cases, a coolant flow path may have a joint located between connector and electric vehicle port.

With continued reference to FIG. 14, in some embodiments, coolant flow path 1416 may include a valve 1424. Valve 1424 may include any type of valve, for example a mechanical valve, an electrical valve, a check valve, or the like. In some cases, valve 1424 may include quick disconnect. In some cases, valve 1424 may include a normally-closed vale, for example a mushroom-poppet style valve, as shown in FIG. 14. Additional non-limiting examples of normally-closed valves include solenoid valves, a spring-loaded valve, and the like. In some cases, a valve may include one or more of a ball valve, a butterfly valve, a body valve, a bonnet valve, a port valve, an actuator valve, a disc valve, a seat valve, a stem valve, a gasket valve, a trim valve, or the like. In some cases, valve 1424 may be configured to open when connector is attached to port and/or when coolant flow path 1416, in particular, is mated with a mating component within port. In some cases, valve 1424 may be automatically opened/closed, for example by a controller 828. As described in mor detail below, in some exemplary embodiments, mating of certain components within connector and port occur in prescribed sequence. For example, in some cases, coolant flow path 1416 may first be mated and sealed to its mating component within a port, before a valve 1424 is opened and/or one or more conductors 1412a-b are mated to their respective mating components within the port. In some cases, valve 1424 may be configured not to open until after connection of one or more conductors 1412a-b. In some embodiments, connector 1400 may provide coolant by way of coolant flow path 1416 to port. Alternatively or additionally, in some embodiments, connector may include a coolant flow path which is substantially closed and configured to cool one or more conductors.

Referring now to FIG. 15, an exemplary connector 1500 is shown. In some embodiments, connector 1500 may include a coolant flow path 1504. In some cases, coolant flow path 1504 may be substantially sealed within connecter 1500. For example, in some cases, a coolant flow 1504 path may not be mated to a mating component, such as a fluidic fitting or flow path, when connecter 1500 is attached to a port. In some cases, a coolant flow path 1504 within connector 1500 may include a coolant supply 1508, a coolant return 1512, and/or a heat exchanger 1516. In some cases, coolant supply 1508 is configured to contain and direct a flow of coolant substantially toward and within connector 1500; coolant return is configured to contain and direct the flow of coolant substantially away from connector 1500; and heat exchanger 1516 is configured to transfer heat from at least a portion (or component of connector) into the flow of coolant. In some cases, heat exchanger 1516 may be located proximal and/or within thermal conductivity of at least one conductor, cable, and/or contact, for example a power conductor. As described above, connector 1500 may include one or more temperature sensors configured to detect a temperature and transmit a signal representative of that temperature, for example to a controller 828. In some cases, at least a temperature sensor may be located within thermal communication of one or more of a conductor, a cable, and/or a contact and controller 828 may control one or more aspects of a flow of coolant and/or electrical charging current as a function of the detected temperature. In some cases, connector 1500 may include a plurality of coolant flow paths, for example a first coolant flow path 1504 that is substantially sealed and a second coolant flow path 1416 that is configured to be in fluidic communication with a mating component when connector 1500 is attached to a port. In some cases, a first coolant flow path 1504 may be in thermal communication, for example by way of a heat exchanger, with a second coolant flow path 1416, such that coolant of the second coolant flow path 1416 may be cooled by coolant of the first coolant flow path 1504.

Referring now to FIG. 16, a system 1600 for an immediate shutdown of an electric vehicle charger 1604 is illustrated in accordance with one or more embodiments of the present disclosure. In one or more embodiments, system 1600 includes a sensor 1608 communicatively connected to an electric vehicle charging connection 1612 between an electric vehicle charger 1604 (also referred to herein as a “charger”) and an electric vehicle 1616. In one or more embodiments, sensor 1608 is configured to identify a communication of electric vehicle charging connection 1612 (also referred to herein as a “charging connection”) between charger 1604 and electric vehicle 1616. For instance, and without limitation, sensor 1608 may recognize that a charging connection has been created between charger 1604 and electric vehicle 1616 that facilitates communication between charger 1604 and electric vehicle 1616. For example, and without limitation, sensor 1608 may identify a change in current through a connector of charger 1604, indicating connector is in electric communication with, for example, a port of electric vehicle 1616, as discussed further below. For the purposes of this disclosure, a “charging connection” is a connection associated with charging a power source, such as, for example, a battery. Charging connection 1612 may be a wired or wireless connection, as discussed further below in this disclosure. Charging connection 1612 may include a communication between charger 1604 and electric vehicle 1616. For example, and without limitation, one or more communications between charger 1604 and electric vehicle 1616 may be facilitated by charging connection 1612. As used in this disclosure, “communication” is an attribute where two or more relata interact with one another, for example, within a specific domain or in a certain manner. In some cases, communication between two or more relata may be of a specific domain, such as, and without limitation, electric communication, fluidic communication, informatic communication, mechanic communication, and the like. As used in this disclosure, “electric communication” is an attribute wherein two or more relata interact with one another by way of an electric current or electricity in general. For example, and without limitation, a communication between charger 1604 and electric vehicle 1616 may include an electric communication. As used in this disclosure, a “fluidic communication” is an attribute wherein two or more relata interact with one another by way of a fluidic flow or fluid in general. For example, and without limitation, a coolant may flow between charger 1604 and electric vehicle 1616 when there is a charging connection between charger 1604 and electric vehicle 1616. As used in this disclosure, “informatic communication” is an attribute wherein two or more relata interact with one another by way of an information flow or information in general. As used in this disclosure, “mechanic communication” is an attribute wherein two or more relata interact with one another by way of mechanical means, for instance mechanic effort (e.g., force) and flow (e.g., velocity).

In one or more embodiments, communication of charging connection 1612 may include various forms of communication. For example, and without limitation, an electrical contact without making physical contact, for example, by way of inductance, may be made between charger 1604 and electric vehicle 1616 to facilitate communication. Exemplary conductor materials include metals, such as without limitation copper, nickel, steel, and the like. In one or more embodiments, a contact of charger 1604 may be configured to provide electrical communication with a mating component within a port of electric vehicle 1616. In one or more embodiments, contact may be configured to mate with an external connector. As used in this disclosure, a “connector” is a distal end of a tether or a bundle of tethers, e.g., hose, tubing, cables, wires, and the like, which is configured to removably attach with a mating component, for example without limitation a port. As used in this disclosure, a “port” is an interface for example of an interface configured to receive another component or an interface configured to transmit and/or receive signal on a computing device. For example, in the case of an electric vehicle port, the port interfaces with a number of conductors and/or a coolant flow path by way of receiving a connector. In the case of a computing device port, the port may provide an interface between a signal and a computing device. A connector may include a male component having a penetrative form and port may include a female component having a receptive form, receptive to the male component. Alternatively or additionally, connector may have a female component and port may have a male component. In some cases, connector may include multiple connections, which may make contact and/or communicate with associated mating components within port, when the connector is mated with the port. With continued reference to FIG. 16, sensor 1608 may include one or more sensors. As used in this disclosure, a “sensor” is a device that is configured to detect an input and/or a phenomenon and transmit information related to the detection. For example, and without limitation, a sensor may transduce a detected charging phenomenon and/or characteristic, such as, and without limitation, temperature, voltage, current, pressure, and the like, into a sensed signal. Sensor 1608 may detect a plurality of data about charging connection 1612, electric vehicle 1616, and/or charger 16604. A plurality of data about, for example, charging connection 1612 may include, but is not limited to, battery quality, battery life cycle, remaining battery capacity, current, voltage, pressure, temperature, moisture level, and the like. In one or more embodiments, and without limitation, sensor 1608 may include a plurality of sensors. In one or more embodiments, and without limitation, sensor 1608 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, and the like. Sensor 1608 may be a contact or a non-contact sensor. For instance, and without limitation, sensor 1608 may be connected to electric vehicle 1616, charger 1604, and/or a control circuit 1620. In other embodiments, sensor 1608 may be remote to electric vehicle 1616, charger 1604, and/or control circuit 1620. As discussed further in this disclosure below, control circuit 1620 may include a computing device, a processor, a pilot control, a controller, such as a flight controller, and the like. In one or more embodiments, sensor 1608 may transmit/receive signals to/from control circuit 1620. Signals may include electrical, electromagnetic, visual, audio, radio waves, or another undisclosed signal type alone or in combination.

Sensor 1608 may include a plurality of independent sensors, where any number of the described sensors may be used to detect any number of physical or electrical quantities associated with communication of charging connection 1612. 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 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 sensor 1608 to detect phenomenon may be maintained.

Still referring to FIG. 16, sensor 1608 may include a motion sensor. A “motion sensor”, for the purposes of this disclosure, refers to a device or component configured to detect physical movement of an object or grouping of objects. One of ordinary skill in the art would appreciate, after reviewing the entirety of this disclosure, that motion may include a plurality of types including but not limited to: spinning, rotating, oscillating, gyrating, jumping, sliding, reciprocating, or the like. Sensor 1608 may include, torque sensor, gyroscope, accelerometer, torque sensor, magnetometer, inertial measurement unit (IMU), pressure sensor, force sensor, proximity sensor, displacement sensor, vibration sensor, among others.

In some embodiments, sensor 1608 may include a pressure sensor. A “pressure”, for the purposes of this disclosure, and as would be appreciated by someone of ordinary skill in the art, is a measure of force required to stop a fluid from expanding and is usually stated in terms of force per unit area. In non-limiting exemplary embodiments, a pressure sensor may be configured to measure an atmospheric pressure and/or a change of atmospheric pressure. In some embodiments, a pressure sensor may include an absolute pressure sensor, a gauge pressure sensor, a vacuum pressure sensor, a differential pressure sensor, a sealed pressure sensor, and/or other unknown pressure sensors or alone or in a combination thereof. The pressor sensor may include a barometer. In some embodiments, the pressure sensor may be used to indirectly measure fluid flow, speed, water level, and altitude. In some embodiments, a pressure sensor may be configured to transform a pressure into an analogue electrical signal. In some embodiments, the pressure sensor may be configured to transform a pressure into a digital signal.

In one or more embodiments, sensor 1608 may include a moisture sensor. “Moisture”, as used in this disclosure, is the presence of water, which 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.

In some embodiments, sensor 1608 may include a plurality of sensing devices, such as, but not limited to, temperature sensors, humidity sensors, accelerometers, electrochemical sensors, gyroscopes, magnetometers, inertial measurement unit (IMU), pressure sensor, proximity sensor, displacement sensor, force sensor, vibration sensor, air detectors, hydrogen gas detectors, and the like. Sensor 1608 may be configured to detect a plurality of data, as discussed further below in this disclosure. A plurality of data may be detected from charger 1604, charging connection 1612, and/or electric vehicle 1616 via a communication of charging connection 1612.

In some embodiments, a plurality of data may be detected from an environment of charger 1604. A plurality of data may include, but is not limited to, airborne particles, weather, temperature, air quality, and the like. In some embodiments, airborne particles may include hydrogen gas and/or any gas that may degrade a battery of electric vehicle 1616. Sensor 1608 may detect a plurality of data about a power source 1624 of electric vehicle 1616.

In one or more embodiments, sensor 1608 may include a sense board. A sense board may have at least a portion of a circuit board that includes one or more sensors configured to, for example, measure a temperature of power source 1624 of electric aircraft 1616 and/or power source 1628 of charger 1604. In one or more embodiments, a sense board may be connected to one or more battery modules or cells of a power source. In one or more embodiments, a sense board may include one or more circuits and/or circuit elements, including, for example, a printed circuit board component. A sense board may include, without limitation, a control circuit configured to perform and/or direct any actions performed by the sense board and/or any other component and/or element described in this disclosure. The control circuit may include any analog or digital control circuit, including without limitation a combinational and/or synchronous logic circuit, a processor, microprocessor, microcontroller, or the like.

Still referring to FIG. 16, sensor 1608 is configured to detect a charging characteristic 1632 of a communication. As used in this disclosure, a “sensor” is a device that is configured to detect an input and/or a phenomenon and transmit information related to the detection. For example, and without limitation, a sensor may transduce a detected phenomenon, such charging characteristic 1632. As used in this disclosure, a “charging characteristic” is a detectable phenomenon associated with charging a power source. In one or more embodiments, a charging characteristic includes temperature, voltage, current, pressure, moisture, and the like. In one or more embodiments, sensor 1608 may be configured to detect charging characteristic 1632 of a communication between charger 1604 and electric vehicle 1616 and then transmit a sensor output signal representative of charging characteristic 1632, where the sensor signal includes a charging datum 1636. As used in this disclosure, a “sensor signal” is a representation of a charging characteristic 1632 that sensor 1608 may generate. Sensor signal may include charging datum 1636. For instance, and without limitation, sensor 1608 is configured to generate charging datum 1636 of a communication. For the purposes of this disclosure, a “charging datum” is an electronic signal representing a quantifiable element of data correlated to a charging characteristic. For example, and without limitation, power source 1624 of electric vehicle 1616 may need to be a certain temperature to operate properly; charging datum 1636 may provide a numerical value, such as a temperature in degrees, that indicates the current temperature of a charging power source. For example, and without limitation, sensor 1608 may be a temperature sensor that detects the temperature of a power source of electric vehicle 1616 to be at a numerical value of 100°F and transmits the corresponding charging datum to, for example, control circuit 1620. In another example, and without limitation, sensor 1608 may be a current sensor and a voltage sensor that detects a current value and a voltage value, respectively, of a power source of an electric vehicle. Such charging datum may be associated with an operating condition of power sources 1624,1628 such as, for example, a state of charge (SoC) or a depth of discharge (DoD) of the power source. For example, and without limitation, charging datum 1636 may include, for example, a temperature, a state of charge, a moisture level, a state of health (or depth of discharge), or the like. A sensor 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, 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.

In one or more embodiments, sensor 1608 may include sensors configured to measure charging characteristics 1632, such as physical and/or electrical parameters related to charging connection 1612. For example, and without limitation, sensor 1608 may measure temperature and/or voltage, of battery modules and/or cells of a power source of electric vehicle 1616 and/or charger 1604. Sensor 1608 may be configured to detect failure within each battery module, for instance and without limitation, as a function of and/or using detected charging characteristics. In one or more exemplary embodiments, battery cell failure may be characterized by a spike in temperature; sensor 1608 may be configured to detect that increase in temperature and generate a corresponding signal, such as charging datum 1636 of the communication. In other exemplary embodiments, sensor 1608 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.

Still referring to FIG. 16, control circuit 1620 is configured to receive charging datum 1636 from sensor 1608. Control circuit 1620 may receive charging datum via a wired or wireless communication between control circuit 1620 and sensor 1608. In one or more embodiments, control circuit 1620 is configured to determine a disruption element as a function of the received charging datum 1636. For purposes of this disclosure, a “disruption element” is an element of information regarding a present-time failure, fault, or degradation of a condition or working order of a charging connection. In one or more embodiments, disruption element 1640 may be determined as a function of charging datum 136, as discussed further in this disclosure.

Still referring to FIG. 16, control circuit 1620 is configured to disable charging connection 1612 based on disruption element 1640. In one or more embodiments, if an immediate shutdown via a disablement of charging connection 1612 is initiated, then control circuit 1620 may also generate a signal to notify users, support personnel, safety personnel, flight crew, maintainers, operators, emergency personnel, aircraft computers, or a combination thereof. System 1600 may include a display. A display may be coupled to electric vehicle 1616, charger 1604, or a remote device. A display may be configured to show a disruption element to a user. In one or more embodiments, control circuit 1620 may be configured to disable charging connection 1612 based on disruption element 1640. For instance, and without limitation, control circuit 1620 may be configured to 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 preconfigured threshold, detection of a voltage and/or resistance level above or below a preconfigured threshold, or the like.

In one or more embodiments, disruption element 1640 may indicate a power source 1624,1628 of electric aircraft 1616 and/or charger 1604, respectively, is operating outside of an acceptable operation condition represented by a preconfigured threshold (also referred to herein as a “threshold”). For the purposes of this disclosure, a “threshold” is a set desired range and/or value that, if exceeded by a value of charging datum, initiates a specific reaction of control circuit 1620. A specific reaction may be, for example, a disablement command 1644, which is discussed further below in this disclosure. Threshold may be set by, for example, a user or control circuit based on, for example, prior use or an input. In one or more embodiments, if charging datum 1636 is determined to be outside of a threshold, disruption element 1640 is determined by control circuit 1620 and disablement command 1644 is generated. For example, and without limitation, charging datum 1636 may indicate that a power source 1624 of electric vehicle 1616 and/or power source 1628 of charger 1604 has a temperature of 100° F. Such a temperature may be outside of a preconfigured threshold of, for example, 75°F of an operational condition, such as temperature, of a power source and thus charging connection 1612 may be disabled by control circuit 1620 to prevent overheating of or permanent damage to power source 1624,1628. For the purposes of this disclosure, a “disablement command” is a signal transmitted to an electric vehicle and/or a charger providing instructions and/or a command to disable and/or terminate a charging connection between an electric vehicle and a charger. Disabling charging connection 1612 may include terminating a communication between electric vehicle 1616 and charger 1604. For example, and without limitation, disabling charging connection 1612 may include terminating a power supply to charger 1604 so that charger 1604 is no longer providing power to electrical vehicle 1616. In another example, and without limitation, disabling charging connection 1612 may include terminating a power supply to electric vehicle 1616. In another example, and without limitation, disabling charging connection 1612 may include using a relay or switch between charger 1612 and vehicle 1616 to terminate charging connection and/or a communication between charger 1612 and vehicle 1616.

Still referring to FIG. 16, charger 1604 may include power source 1628, which may supply electrical energy to power source 1624 of electric vehicle 1616. As used in this disclosure, a “charger” is an electrical system and/or circuit that increases electrical energy in an energy store, for example a battery. In one or more embodiments, charger 1604 includes a charging component that is configured to supply power to electric vehicle 1616. For example, and without limitation, charger 1604 may supply power to power source 1624 of electric vehicle 1616. For example, and without limitation, charger 1604 may be configured to charge and/or recharge a plurality of electric aircrafts at a time. As used in this disclosure, “charging” is a process of flowing electrical charge in order to increase stored energy within a power source. In one or more non-limiting exemplary embodiments, a power source includes a battery and charging includes providing an electrical current to the battery. In some embodiments, charger 1604 may be constructed from any of variety of suitable materials or any combination thereof. In some embodiments, charger 1604 may be constructed from metal, concrete, polymers, or other durable materials. In one or more embodiments, charger 1604 may be constructed from a lightweight metal alloy. In some embodiments, charger 1604 may be included a charging pad. The charging pad may include a landing pad, where the landing pad may be any designated area for the electric vehicle to land and/or takeoff. In one or more embodiments, landing pad may be made of any suitable material and may be any dimension. In some embodiments, landing pad may be a helideck or a helipad. In one or more embodiments, charger 1604 may be in electric communication with a power converter and power source, such as a battery of electric vehicle 1616. In some cases, charger 1604 may be configured to charge power source 1624 with an electric current from a power converter. In some cases, charger 1604 may include one or electrical components configured to control flow of an electrical recharging current, such as without limitation switches, relays, direct current to direct current (DC-DC) converters, and the like. In some case, charger 1604 may include one or more circuits configured to provide a variable current source to provide electrical charging current, for example an active current source. Non-limiting examples of active current sources include active current sources without negative feedback, such as current-stable nonlinear implementation circuits, following voltage implementation circuits, voltage compensation implementation circuits, and current compensation implementation circuits, and current sources with negative feedback, including simple transistor current sources, such as constant currant diodes, Zener diode current source circuits, LED current source circuits, transistor current, and the like, Op-amp current source circuits, voltage regulator circuits, and curpistor tubes, to name a few. In some cases, one or more circuits within charger 1604 or within communication with charger 1604 are configured to affect electrical recharging current according to control signal from, for example, a controller. For instance, and without limitation, a controller may control at least a parameter of the electrical charging current. For example, in some cases, controller may control one or more of current (Amps), potential (Volts), and/or power (Watts) of electrical charging current by way of control signal. In some cases, controller may be configured to selectively engage electrical charging current, for example ON or OFF by way of control signal. In one or more embodiments, disablement command 1644 from control circuit 1620 may be received by controller, which, in response, may, for example, terminate power to charger 1604.

In one or more embodiments, control circuit 1620 may be configured to control one or more electrical charging current within a conductor and/or coolant flow within a hose of charger 1604. In one or more embodiments, control circuit 1620 may be a controller. As used in this disclosure, a “controller” is a logic circuit, such as an application-specific integrated circuit (ASIC), FPGA, comparator, Op-amp current source circuit, microcontroller, computing device, any combination thereof, and the like, that is configured to control a system and/or subsystem. For example, controller may be configured to control a coolant source 1648, a ventilation component 1652, power source 1628, or any other charger component. In some embodiments, controller may control coolant source 1648 and/or charger power source 1628 according to disablement command 1644. In some embodiments, disablement command 1644 may be analog. In some cases, disablement command 1644 may be digital. In one or more embodiments, disablement command 1644 may be communicated according to one or more communication protocols, for example without limitation Ethernet, universal asynchronous receiver-transmitter, and the like. In some cases, disablement command 1644 may be a serial signal. In some cases, disablement command may be a parallel signal. Disablement command 1644 may be communicated by way of a network, for example a controller area network (CAN). In some cases, disablement command 1644 may include commands to operate one or more of coolant sources 1648, ventilation components 1652, and/or charger power sources 1628. For example, and without limitation, coolant source 1648 may include a valve to control coolant flow and control circuit 1620 may be configured to control the valve by way of disablement command 1644. In some cases, coolant source 1648 may include a flow source (e.g., a pump, a fan, or the like) and control circuit 1620 may be configured to control the flow source by way of a disablement command. For example, and without limitation, control circuit 1620 may turn off a flow source of charger 1604 via disablement command 1644. In some case, power source 1604 may include one or more circuits configured to provide a variable current source to provide electric charging current, for example, an active current source. Non-limiting examples of active current sources include active current sources without negative feedback, such as current-stable nonlinear implementation circuits, following voltage implementation circuits, voltage compensation implementation circuits, and current compensation implementation circuits, and current sources with negative feedback, including simple transistor current sources, such as constant currant diodes, Zener diode current source circuits, LED current source circuits, transistor current, and the like, Op-amp current source circuits, voltage regulator circuits, and curpistor tubes, to name a few. In one or more embodiments, one or more circuits within charger 1604 or within communication with charger 1604 are configured to affect electrical charging current according to disruption element 1640 from control circuit 1620, such that control circuit 1620 may control at least a parameter of the electrical charging current, such as an ON and OFF of circuits. For instance, and without limitation, control circuit 1620 may control one or more of current (Amps), potential (Volts), and/or power (Watts) of electrical charging current by way of disruption command 1644. For example, control circuit 1620 may be configured to selectively engage electrical charging current, for example, ON or OFF by way of disruption command 1644. In one or more embodiments, control circuit 1620 is configured to provide protection to prevent damage to electric vehicle 1616, charger 1604, and/or injury to personnel by providing an immediate shutdown, such as an emergency shutdown, of charging connection 1612. For example, in some cases, control circuit 1620 may be configured to start and/or stop coolant flow and/or charging current under normal and/or abnormal conditions. In some cases, control circuit 1620 may include a user interface. User interface may allow personnel to interface with control circuit 1620 and thereby control any system and/or subsystem of charger 1604, including but not limited to coolant source 1648 and charger power source 1628. In some cases, user interface may be configured to communicate information, such as without limitation charging data and/or disruption element to personnel. For example, and without limitation, user interface may provide indications when charger 1604 needs servicing after control circuit 1620 has transmitted disablement command 1644 to disable charging connection 1612 and, for example, turn off power and/or stop coolant flow.

With continued reference to FIG. 16, in some embodiments, charger 1604 may include a connector configured to connect to port of electric vehicle 1616 to create charging connection 1612. In such a case, connector of charger 1604 may be configured to be in electric communication and/or mechanic communication with port of electric vehicle 1616. In other embodiments, charging connection 1612 between charger 1604 and electric vehicle 1616 may be wireless, such as via induction for an electric communication or via wireless signals for an informatic communication. In other embodiments, a hose of charger 1604 may be configured to be in fluidic communication with a port of electric vehicle 1616. For example, and without limitation, hose may facilitate fluidic communication between coolant source 1648 and vehicle power source 1624 when connector is connected to port. In one or more embodiments, coolant source 1648 may pre-condition aircraft power source 1624. As used in this disclosure, “preconditioning” is an act of affecting a characteristic of a power source, for example power source temperature, pressure, humidity, swell, and the like, substantially prior to charging. In some cases, coolant source may be configured to pre-condition at least electric vehicle power source 1624 prior to charging, by providing a coolant flow to the power source of the electric vehicle and raising and/or lowering temperature of the power source. Connector of charger 1604 may include a seal configured to seal coolant. In some cases, seal may include at least one of a gasket, an O-ring, a mechanical fit (e.g., press fit or interference fit), and the like. In one or more embodiments, sensor 1608 may detect a charging characteristic of seal. For example, and without limitation, if seal is leaking coolant, sensor 1608 may detect a pressure charging characteristic, generate a charging datum related to the detected pressure, and transmit charging datum to control circuit 1620. Control circuit 1620 may then determine a disruption element as a function of the pressure charging datum and a preconfigured pressure threshold for coolant flow. Charging datum may be determined to be outside of preconfigured threshold and thus control circuit 1620 may disable charging connection as a safety measure, such as by shutting off coolant flow through hose.

Still referring to FIG. 16, sensor 1608 may be configured to detect an attachment of charger 1604 with an electric vehicle port, and transmit charging datum 1636 to control circuit 1620. For example, and without limitation, charging datum 1636 may include a signal confirming that a connector of charger 1604 and a port of electric vehicle 1616 have failed to properly interlock. In some embodiments, sensor 1608 may include a proximity sensor that generates a proximity signal and transmits the proximity signal to control circuit 1620 as a function of the charging datum. In another example, and without limitation, connector may be coupled to a proximity signal conductor. As used in this disclosure, an “proximity signal conductor” is a conductor configured to carry a proximity signal. As used in this disclosure, a “proximity signal” is a signal that is indicative of information about a location of connector. Proximity signal may be indicative of attachment of connector with a port, for instance electric vehicle port. In some cases, a proximity signal may include an analog signal, a digital signal, an electrical signal, an optical signal, a fluidic signal, or the like. In embodiments, a proximity signal conductor may be configured to conduct a proximity signal indicative of attachment between connector and an electric vehicle port. In one or more non-limiting exemplary embodiments, control circuit 1620 may be configured to receive charging datum including a proximity signal from sensor 1608, which may include a proximity sensor. Proximity sensor may be electrically communicative with a proximity signal conductor. Proximity sensor may be configured to generate a proximity signal as a function of connection between connector and electric vehicle port. As used in this disclosure, a “proximity sensor” is a sensor that is configured to detect at least a phenomenon related to connecter being mated to a port. Proximity sensor may include any sensor described in this disclosure, including without limitation a switch, a capacitive sensor, a capacitive displacement sensor, a doppler effect sensor, an inductive sensor, a magnetic sensor, an optical sensor (such as without limitation a photoelectric sensor, a photocell, a laser rangefinder, a passive charge-coupled device, a passive thermal infrared sensor, and the like), a radar sensor, a reflection sensor, a sonar sensor, an ultrasonic sensor, fiber optics sensor, a Hall effect sensor, and the like. In one or more non-limiting exemplary embodiments, if control circuit 1620 determines a disruption element as a function of proximity charging datum, then control circuit may disable a charging connection, such as turn off a power supply to charger 104 and thus turn off a power supply to electric vehicle 1616.

Still referring to FIG. 16, charger 1604 may include ventilation component 1652. Ventilation component 1652 may be configured to lead a flow of air and/or airborne particles away from charger 1604 and/or electric vehicle 1616. In some embodiments, ventilation component 1652 may include a ventilation ducting system. A “ventilation component” as used in this disclosure is a group of holes configured to permit a flow of air away or towards an object. In some embodiments, a ventilation ducting system may be configured to direct a flow of heated air away from charger 1604. In other embodiments, a ventilation ducting system may be configured to direct a flow of cool air to charger 1604. In some embodiments, ventilation component 1652 may include a plurality of exhaust devices, such as, but not limited to, vanes, blades, rotors, impellers, and the like. In some embodiments, an exhaust device of ventilation component 1652 may be mechanically connected to a power source. In one or more embodiments, ventilation component 1652 may have a charging connection with electric vehicle 1616. In one or more exemplary embodiments, if control circuit 1620 determines a disruption element related to the communication between ventilation component 1652 and vehicle 1616 as a function of, for example, temperature charging datum, then control circuit may disable charging connection between ventilation component 1652 and electric vehicle 1616 to avoid, for example, overheating of charger 1604 and/or electric vehicle if ventilation component 1652 is working improperly.

In other embodiments, charger 1604 may include, but is not limited to, an electric vehicle recharging station, a ground support cart, an electric recharging point, a charging point, a charge point, an electronic charging station, electric vehicle supply equipment, and the like. In a nonlimiting embodiment, charger 1604 may further include a constant voltage charger, a constant current charger, a taper current charger, a pulsed current charger, a negative pulse charger, an IUI charger, a trickle charger and/or a float charger. In some embodiments, charger 1604 may be configured to deliver power stored from a power storage unit. In some embodiments, charger 1604 may be configured to connect to a power storage unit through a DC-to-DC converter. In one embodiment, charger 1604 may be configured to connect to a power storage unit through a DC-to-DC converter. In another embodiment, two or more electric aircrafts may be charged by charger 1604. As previously mentioned in this disclosure, charger 1604 may further include a power source, such as a battery, that may further include a power supply unit. The power supply unit may be mechanically connected to charger 1604. The power supply unit may have electrical components that may be configured to receive electrical power, which may include alternating current (“AC”) and/or direct current (“DC”) power, and output DC and/or AC power in a useable voltage, current, and/or frequency. In one embodiment, the power supply unit may include a power storage unit, which may be configured to store, for example, 500 kwh of electrical energy. Charger 1604 may house a variety of electrical components. In one embodiment, charger 1604 may contain a solar inverter. A solar inverter may be configured to produce on-site power generation. In one embodiment, power generated from a solar inverter may be stored in power storage unit of charger 1604. In some embodiments, a power storage unit may include a used electric aircraft battery pack no longer fit for flight.

Still referring to FIG. 16, in one embodiment, charger 1604 may include a plurality of connections to create a plurality of charging connections between charger 1604 and electric vehicle 1616 to comply with various electric vehicle needs. In one embodiment, charger 1604 may connect to manned and unmanned electric vehicles of various sizes, such as an eVTOL or a drone. In another embodiment, charger 1604 may switch between power transfer standards such as the combined charging system standard (CCS) and CHAdeMO standards. In another embodiment, charger 1604 may adapt to multiple demand response interfaces.

Still referring to FIG. 16, control circuit 1620 may be further configured to prevent a second communication between charger 1604 and electric vehicle 1616. For example, and without limitation, if control circuit 1620 determines a disruption element related to a voltage of vehicle power source 1624, the control circuit may disable, for example, an electric communication and/or mechanic communication between charger 1604 and electric vehicle 1616. Control circuit 1620 may then prevent, for example, a user from creating a new charging connection between the same electric vehicle or a different electric vehicle until the disruption element has been resolved and is no longer detected. For example, if a second aircraft lands on a helipad charger, the helipad charger will not create a charging connection with the second aircraft until the disruption element with the first aircraft has been resolved, such as by replacing a power source of the first electric aircraft. In one or more embodiments, charging connection may be reset so that charging connection 1612 may be activated or restarted. For example, and without limitation, a user may manually override control circuit 1620 and activate charging connection 1612 to reestablish communication between charger 1604 and electric vehicle 1616. In another example, and without limitation, disruption element 1640 may be resolved, such as a battery is allowed to cool to an acceptable temperature or a hose connection is properly sealed, and control circuit 1620 may determine that there is no longer a disruption element present and thus automatically reactivate charging connection 1612.

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 magnetooptical 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.17 shows a diagrammatic representation of one embodiment of a computing device in the exemplary form of a computer system 1700 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 1700 includes a processor 1704 and a memory 1708 that communicate with each other, and with other components, via a bus 1712. Bus 1712 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 1704 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 1704 may be organized according to Von Neumann and/or Harvard architecture as a non-limiting example. Processor 1704 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 1708 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 1716 (BIOS), including basic routines that help to transfer information between elements within computer system 1700, such as during start-up, may be stored in memory 1708. Memory 1708 may also include (e.g., stored on one or more machine-readable media) instructions (e.g., software) 1720 embodying any one or more of the aspects and/or methodologies of the present disclosure. In another example, memory 1708 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 1700 may also include a storage device 1724. Examples of a storage device (e.g., storage device 1724) 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 1724 may be connected to bus 1712 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 (FIREWIRE), and any combinations thereof. In one example, storage device 1724 (or one or more components thereof) may be removably interfaced with computer system 1700 (e.g., via an external port connector (not shown)). Particularly, storage device 1724 and an associated machine-readable medium 1728 may provide nonvolatile and/or volatile storage of machine- readable instructions, data structures, program modules, and/or other data for computer system 1700. In one example, software 1720 may reside, completely or partially, within machine- readable medium 1728. In another example, software 1720 may reside, completely or partially, within processor 1704.

Computer system 1700 may also include an input device 1732. In one example, a user of computer system 1700 may enter commands and/or other information into computer system 1700 via input device 1732. Examples of an input device 1732 include, but are not limited to, an alpha-numeric 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 1732 may be interfaced to bus 1712 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 1712, and any combinations thereof. Input device 1732 may include a touch screen interface that may be a part of or separate from display 1736, discussed further below. Input device 1732 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 1700 via storage device 1724 (e.g., a removable disk drive, a flash drive, etc.) and/or network interface device 1740. A network interface device, such as network interface device 1740, may be utilized for connecting computer system 1700 to one or more of a variety of networks, such as network 1744, and one or more remote devices 1748 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 1744, may employ a wired and/or a wireless mode of communication. In general, any network topology may be used. Information (e.g., data, software 1720, etc.) may be communicated to and/or from computer system 1700 via network interface device 1740.

Computer system 1700 may further include a video display adapter 1752 for communicating a displayable image to a display device, such as display device 1736. 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 1752 and display device 1736 may be utilized in combination with processor 1704 to provide graphical representations of aspects of the present disclosure. In addition to a display device, computer system 1700 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 1712 via a peripheral interface 1756. 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 methods, systems, and software 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.

Claims

WHAT IS CLAIMED IS:

1. A charger for an electric aircraft with failure monitoring, wherein the charger comprises: a charging circuit, the charging circuit including: a connector configured to mate with an electric aircraft port of an electric aircraft; at least a current conductor configured to conduct a current, wherein the at least a current conductor comprises: a direct current conductor configured to conduct a direct current; and an alternating current conductor configured to conduct an alternating current; a control circuit configured to command the charging circuit as a function of a charging datum, wherein the control circuit is further configured to control charging of an energy source of the electric aircraft through the charging circuit; and a failure monitoring circuit, the failure monitoring circuit configured to: detect a failure in the charging circuit; and initiate a failure mitigation as a function of the detection, wherein the failure monitoring circuit is distinct from the electric aircraft.

2. The charger of claim 1, wherein the failure monitoring circuit is configured to detect the failure as a function of the charging datum.

3. The charger of claim 1, wherein the failure mitigation further comprises termination of charging.

4. The charger of claim 1, wherein the failure mitigation further comprises transmitting a signal to a remote device.

5. The charger of claim 1, wherein at least a sensor is configured to detect a battery datum.

6. The charger of claim 5, wherein a computing device is configured to determine battery failure as a function of the battery datum.

7. The charger of claim 1, wherein the charging datum is stored using a data storage device.

8. The charger of claim 1, wherein at least a sensor is configured to detect temperature.

9. The charger of claim 1, wherein at least a sensor is configured to detect voltage.

10. The charger of claim 1, wherein at least a sensor is configured to detect current.

11. A method of failure monitoring in a charger for an electric aircraft, the method comprising: mating a connector, of a charging circuit of a charger, with an electric aircraft port of an electric aircraft; conducting, by at least a current conductor of the charging circuit, a current, wherein the at least a current conductor comprises: a direct current conductor configured to conduct a direct current; and an alternating current conductor configured to conduct an alternating current; commanding, by a control circuit of the charger, the charging circuit as a function of a charging datum, wherein the control circuit is further configured to control charging of an energy source of the electric aircraft through the charging circuit; detecting, by a failure monitoring circuit of the charger, a failure in the charging circuit; and initiating, by the failure monitoring circuit, a failure mitigation as a function of the detection, wherein the failure monitoring circuit is distinct from the electric aircraft.

12. The method of claim 11, wherein the failure monitoring circuit is configured to detect the failure as a function of the charging datum.

13. The method of claim 11, wherein the failure mitigation further comprises termination of charging.

14. The method of claim 11, wherein the failure mitigation further comprises transmitting a signal to a remote device.

15. The method of claim 11, wherein at least a sensor is configured to detect a battery datum.

16. The method of claim 15, wherein a computing device is configured to determine battery failure as a function of the battery datum.

17. The method of claim 11, wherein the charging datum is stored using a data storage device.

18. The method of claim 11, wherein at least a sensor is configured to detect temperature.

19. The method of claim 11, wherein at least a sensor is configured to detect voltage.

20. The method of claim 11, wherein at least a sensor is configured to detect current.

21. A charger for an electric aircraft with failure monitoring, wherein the charger comprises: a charging circuit, the charging circuit including: a connector configured to mate with an electric aircraft port of an electric aircraft; at least a current conductor configured to conduct a current, wherein the at least a current conductor comprises: a direct current conductor configured to conduct a direct current; and a control circuit configured to command the charging circuit as a function of charging datum, wherein the control circuit is further configured to control charging of an energy source of the electric aircraft through the charging circuit; and a failure monitoring circuit, the failure monitoring circuit configured to initiate a failure mitigation as a function of a failure of the charging circuit.

22. The charger of claim 21, wherein the failure monitoring circuit is configured to initiate the failure mitigation as a function of the charging datum.

23. The charger of claim 21, wherein the failure mitigation further comprises termination of charging.

24. The charger of claim 23, wherein the control circuit is further configured to send a notification of the termination of charging to a user interface.

25. The charger of claim 21, wherein the failure monitoring circuit is communicatively connected with the charging circuit and the control circuit.

26. The charger of claim 21, wherein at least a sensor is configured to detect a battery datum.

27. The charger of claim 26, wherein the at least a sensor is communicatively connected with the control circuit.

28. The charger of claim 26, wherein a computing device is configured to determine a battery failure as a function of the battery datum.

29. The charger of claim 26, wherein the at least a sensor is configured to detect temperature.

30. The charger of claim 26, wherein the at least a sensor is configured to detect an electrical parameter.

31. The charger of claim 26, wherein the failure monitoring circuit may be configured to receive the charging datum from the at least a sensor. The charger of claim 21, wherein the charging datum is information regarding a failure of a component of the charging circuit. A method of failure monitoring in a charger for an electric aircraft, the method comprising: charging, using a charging circuit, a power source of an electric vehicle; detecting, using a failure monitoring circuit, a failure in the charging circuit; and initiating, by the failure monitoring circuit, a failure mitigation as a function of the failure of the charging circuit. The method of claim 33, wherein the failure monitoring circuit is configured to initiate the failure mitigation as a function of charging datum. The method of claim 33, wherein the failure mitigation further comprises termination of charging. The method of claim 33, wherein at least a sensor is configured to detect a battery datum. The method of claim 36, wherein a computing device is configured to determine a battery failure as a function of the battery datum. The method of claim 32, wherein the charging datum is stored using a data storage device. The method of claim 31, wherein the at least a sensor is configured to detect temperature. The method of claim 31, wherein the at least a sensor is configured to detect an electric parameter. A system for overcurrent protection in an electric aircraft, the system comprising: an electric vehicle charging connector, wherein the electric vehicle charging connector comprises: an AC pin; a DC pin; a protection circuit, wherein the protection circuit is configured to control a transmission of power through the electric vehicle charging connector; a sensor suite configured to detect an output current, the sensor suite comprising a plurality of independent sensors working in tandem to detect an output to detect the output current; and a controller communicatively connected to the sensor suite, wherein the controller is configured to: detect an overcurrent output as a function of the output current, and trip the protection circuit as a function of the overcurrent output.

42. The system of claim 41, wherein the controller determines the overcurrent output by comparing the output current to a current threshold level.

43. The system of claim 42, wherein the current threshold level represents a maximum input current for an electric vehicle battery.

44. The system of claim 42, wherein the current threshold level represents a maximum input current for a charging station battery controller.

45. The system of claim 41, wherein the protection circuit includes a mechanism to shut off the electrical flow through the electric vehicle charging connector as a function of the detection of the overcurrent output.

46. The system of claim 41, wherein the protection circuit includes a mechanism to redirect current through the electric vehicle charging connector to ground.

47. The system of claim 41, wherein tripping the protection circuit includes the use of electrical switches.

48. The system of claim 41, wherein the sensor suite includes a thermal sensor.

49. The system of claim 41, wherein the protection circuit includes a circuit breaker.

50. The system of claim 41, wherein the controller includes a computing device.

51. A method for overcurrent protection in an electric aircraft, the method comprising: providing a system for overcurrent protection in the electric aircraft comprising an electric vehicle charging connector, an AC pin, a DC pin, a protection circuit configured to control a transmission of power through the electric vehicle charging connector, and a sensor suite configured to detect an output current, the sensor suite comprising a plurality of independent sensors working in tandem to detect an output to detect the output current; communicatively connecting a controller to the sensor suite; detecting, at the controller, an overcurrent output as a function of the output current; and tripping, at the controller, the protection circuit as a function of the overcurrent output.

52. The method of claim 51, wherein the controller determines the overcurrent output by comparing the output current to a current threshold level.

53. The method of claim 52, wherein the current threshold level represents a maximum input current for an electric vehicle battery'.

54. The method of claim 52, wherein the current threshold level represents a maximum input current for a charging station battery⁷ controller.

55. The method of claim 51, wherein the protection circuit includes a mechanism to shut off the electrical flow through the electric vehicle charging connector as a function of the detection of the overcurrent output.

56. The method of claim 51 , wherein the protection circuit includes a mechanism to redirect current through the electric vehicle charging connector to ground.

57. The method of claim 51, wherein tripping the protection circuit includes the use of electrical switches.

58. The method of claim 51 , wherein the sensor suite includes a thermal sensor.

59. The method of claim 51, wherein the protection circuit includes a circuit breaker.

60. The method of claim 51, wherein the controller includes a computing device.

61. A system for overcurrent protection in an electric aircraft, the system comprising: a charging connector of an electric aircraft, wherein the charging connector comprises: an AC pin and a DC pin configured to facilitate transmission of electrical power between the electric aircraft and a charging station; a protection circuit, wherein the protection circuit is configured to control the transmission of power through the electric vehicle charging connector; a sensor, wherein the sensor is configured to detect an output current from a charging station; and a controller communicatively connected to the sensor, wherein the controller is configured to: detect an overcurrent output as a function of the output current; and trip the protection circuit as a function of the overcurrent output.

62. The system of claim 61, wherein the controller determines the overcurrent output by comparing the output current to a current threshold level.

63. The system of claim 64, wherein the current threshold level represents a maximum input current for an electric vehicle battery/.

64. The system of claim 64, wherein the current threshold level represents a maximum input current for a charging station battery'.

65. The system of claim 61, wherein the protection circuit includes a mechanism to shut oft' the electrical flow through the electric vehicle charging connector as a function of the detection of the overcurrent output.

66. The system of claim 61 , wherein the protection circuit includes a mechanism to redirect current through the electric vehicle charging connector to ground.

67. The system of claim 61, wherein tripping the protection circuit includes the use of electrical swatches.

68. The system of claim 61, wherein the sensor includes a thermal sensor.

69. The system of claim 61, wherein the protection circuit includes a circuit breaker.

70. The system of claim 61, wherein the controller includes a computing device.

71. A method for overcurrent protection in an electric aircraft, the method comprising: providing a charging connector of an electric aircraft; controlling, by a protection circuit of the charging connector, a transmission of power through the charging connector; detecting, by a sensor of the charging connector, an output current; transmitting, by the sensor, the output current to a controller of the electric aircraft port; determining, by the controller, an overcurrent output as a function of the output current; and tripping, by the controller, the protection circuit as a function of the overcurrent output.

72. The method of claim 71, wherein the controller determines the overcurrent output by' comparing the output current to a current threshold level.

73. The method of claim 71, wherein the current threshold level represents a maximum input current for an electric vehicle battery'.

74. The method of claim 71 , wherein the current threshold level represents a maximum input current for a charging station battery⁷.

75. The method of claim 71 , wherein the protection circuit includes a mechanism to shut off the electrical flow through the electric vehicle charging connector as a function of the detection of the overcurrent output.

76. The method of claim 71, wherein the protection circuit includes a mechanism to redirect current through the electric vehicle charging connector to ground.

77. The method of claim 71, wherein tripping the protection circuit includes the use of electrical switches.

78. The method of claim 71, wherein the sensor includes a thermal sensor.

79. The method of claim 71, wherein the protection circuit includes a circuit breaker.

80. The method of claim 71 , wherein the controller includes a computing device.

81. A system for overcurrent protection in an electric aircraft, the system comprising: an electric vehicle charging connector, wherein the electric vehicle charging connector comprises: at least a DC pin; a sensor suite configured to detect an output current, the sensor suite is comprising a plurality of independent sensors working in tandem to detect an output to detect the output current; and a protection circuit, wherein the protection circuit is configured to control a transmission of power through the electric vehicle charging connector as a function of the detection.

82. The system of claim 81, wherein controlling the transmission of power further comprises comparing the output current to a current threshold level.

83. The system of claim 82, wherein the current threshold level represents a maximum input current for an electric vehicle battery.

84. The system of claim 82, wherein the current threshold level represents a maximum input current for a charging station battery/ controller.

85. The system of claim 81, wherein the protection circuit includes a mechanism to shut off the electrical flow through the electric vehicle charging connector as a function of the detection of the overcurrent output.

86. The system of claim 81 , wherein the protection circuit includes a mechanism to redirect current through the electric vehicle charging connector to ground.

87. The system of claim 81, wherein tripping the protection circuit includes the use of electrical switches.

88. The system of claim 81 , wherein the sensor suite includes a thermal sensor.

89. The system of claim 81, wherein the protection circuit includes a circuit breaker.

90. The system of claim 81, wherein the sensor suite includes a current sensor,

91. A method for overcurrent protection in an electric aircraft, the method comprising: providing a system for overcurrent protection in the electric aircraft comprising an electric vehicle charging connector, a DC pin, a sensor suite configured to detect an output current, the sensor suite comprising a plurality of independent sensors working in tandem to detect an output to detect the output current, and a protection circuit configured to control a transmission of power through the electric vehicle charging connector.

92. The method of claim 91, wherein controlling the transmission of power further comprises comparing the output current to a current threshold level.

93. The method of claim 92, wherein the current threshold level represents a maximum input current for an electric vehicle battery.

94. The method of claim 92, wherein the current threshold level represents a maximum input current for a charging station battery controller.

95. The method of claim 91, wherein the protection circuit includes a mechanism to shut off the electrical flow through the electric vehicle charging connector as a function of the detection of the overcurrent output.

96. The method of claim 91, wherein the protection circuit includes a mechani sm to redirect current through the electric vehicle charging connector to ground.

97. The method of claim 91 , wherein tripping the protection circuit includes the use of electrical switches.

98. The method of claim 91, wherein the sensor suite includes a thermal sensor.

99. The method of claim 91, wherein the protection circuit includes a circuit breaker.

100. The method of claim 91, wherein the sensor suite include a current sensor.

101. A system for mitigating charging failure for an electric aircraft, the system comprising: a charging connector comprising at least a charging pin, wherein the charging connector is configured to mate with a corresponding charging port on an electric aircraft; a sensor, the sensor communicatively connected to the charging connector, the sensor configured to detect a charging datum; a charger, the charger electrically connected to the charging connector, the charger comprising a power source, the power source electrically connected to the charging connector; and a controller, the controller communicatively connected to the sensor, the controller configured to: receive a charging datum from the sensor; detect a charging failure as a function of the charging datum; initiate a mitigating response in response to detecting a charging failure; and record the charging failure in a database including logging time of failure and type of failure.

102. The system of claim 101, wherein initiating the mitigating response comprises sending an alert to a user.

103. The system of claim 102, wherein sending the alert to a user comprises sending the alert to a remote device.

104. The system of claim 102, wherein the alert is a text alert.

105. The system of claim 101, wherein initiating the mitigating response comprises severing an electrical connection between the charging connector and the corresponding charging port on an electric aircraft.

106. The system of claim 101, wherein: the charging datum comprises a current datum; and detecting a charging failure as a function of the charging datum comprises comparing the charging datum to a charging datum threshold, wherein the charging datum exceeding the charging datum threshold indicates charging failure.

107. The system of claim 101, wherein: the charging datum comprises a voltage datum; and detecting a charging failure as a function of the charging datum comprises comparing the charging datum to a charging datum threshold, wherein the charging datum falling below the charging datum threshold indicates charging failure.

108. The system of claim 101, wherein recording the charging failure in a database further comprises recording an aircraft identification, wherein the aircraft identification datum relates to the electric aircraft.

109. The system of claim 101, wherein recording the charging failure in the database further comprises transmitting the charging failure to the database, wherein the database is a remote database.

110. A method for mitigating charging failure for an electric aircraft, the method comprising: detecting a charging datum, wherein the charging datum is detected by a sensor communicatively connected to a charging connector, wherein the charging connector is electrically connected to a charger and configured to mate with a corresponding charging port on an electric aircraft; receiving, using a controller, a charging datum from the sensor; detecting, using the controller, a charging failure as a function of the charging datum; initiating a mitigating response in response to detecting a charging failure; and recording the charging failure in a database including logging time of failure and type of failure.

111. The method of claim 111, wherein initiating the mitigating response comprises sending an alert to a user.

112. The method of claim 112, wherein sending the alert to a user comprises sending the alert to a remote device.

113. The method of claim 112, wherein the alert is a text alert.

114. The method of claim 111, wherein initiating the mitigating response comprises severing an electrical connection between the charging connector and the corresponding charging port on an electric aircraft.

115. The method of claim 111, wherein: the charging datum comprises a current datum; and detecting a charging failure as a function of the charging datum comprises comparing the charging datum to a charging datum threshold, wherein the charging datum exceeding the charging datum threshold indicates charging failure.

116. The method of claim 111, wherein: the charging datum comprises a voltage datum; and detecting a charging failure as a function of the charging datum comprises comparing the charging datum to a charging datum threshold, wherein the charging datum falling below the charging datum threshold indicates charging failure.

117. The system of claim 111, wherein the sensor is external to the electric aircraft. 118. The method of claim 111, wherein recording the charging failure in the database further comprises transmitting the charging failure to the database, wherein the database is a remote database.

119. The system of claim 101, wherein the controller is external to the electric aircraft.

120. The system of claim 119, wherein the sensor is external to the electric aircraft.

102