CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of priority of U.S. Nonprovisional Application Serial No. 17/736,530, filed on May 4, 2022, and entitled “SYSTEM FOR AN ELECTRIC AIRCRAFT CHARGING WITH A CABLE REEL,” and U.S. Nonprovisional Application Serial No. 18/115,375, filed on February 28, 2023, and entitled “SYSTEM FOR AN ELECTRIC AIRCRAFT CHARGING WITH A CABLE REEL,” each of which is incorporated by reference herein in its entirety. This application also claims the benefit of priority of U.S. Nonprovisional Application Serial No. 17/751,870, filed on May 24, 2022, and entitled “ELECTRIC CHARGING STATION FOR AN ELECTRIC VEHICLE AND A METHOD OF USE,” and U.S. Nonprovisional Application Serial No. 18/130,064, filed on April 3, 2023, and entitled “ELECTRIC CHARGING STATION FOR AN ELECTRIC VEHICLE AND A METHOD OF USE,” each of which is incorporated by reference herein in its entirety. This application further claims the benefit of priority of U.S. Nonprovisional Application Serial No. 17/752,248, filed on May 24, 2022, and entitled, “GROUND SERVICE SYSTEMS AND DEVICES FOR AN ELECTRIC AIRCRAFT,” and U.S. Nonprovisional Application Serial No. 18/116,020, filed on March 1, 2023, and entitled, “GROUND SERVICE SYSTEMS AND DEVICES FOR AN ELECTRIC AIRCRAFT,” each of which is incorporated by reference herein in its entirety.

FIELD OF THE INVENTION

The present invention generally relates to the field of charging systems. In particular, the present invention is directed to methods and systems for an electric aircraft charging system. BACKGROUND

When charging an electric aircraft, easy to use charging systems are important. Messy cable solutions may cause frustration and lost time, decreasing the appeal of electric aircraft. Furthermore, having to manually pay in or out the charging cable from a charging system wastes time and creates additional hassle. Existing solutions are not satisfactory.

SUMMARY OF THE DISCLOSURE

In an aspect, an electric aircraft charging system, the system including a charging cable, the charging cable configured to carry electricity. The system further including an energy source, wherein the energy source is electrically connected to the charging cable. The system also including a cable reel module, the cable reel module including a reel, wherein the reel is rotatably mounted to the cable reel module, wherein the reel is configured to rotate in a forward direction and a reverse direction, and the charging cable, in a stowed configuration, is wound around the reel. The cable reel module further including a rotation mechanism, the rotation mechanism configured to rotate the reel in the reverse direction and a cable reel module door having a closed position and an open position, wherein the closed position prevents access to the reel and the open position allows access to the reel. The system additionally including a controller communicatively connected to the rotation mechanism, the controller configured to send a retraction signal to the rotation mechanism, wherein the retraction signal causes the rotation mechanism to rotate the reel in a reverse direction.

In an aspect, an electric aircraft charging system is described. The system includes a charging cable, the charging cable configured to carry electricity. The system also including an energy source, wherein the energy source is electrically connected to the charging cable. The system also including a cable reel module, the cable reel module including a reel, wherein the reel is rotatably mounted to the cable reel module, wherein the reel is configured to rotate in a forward direction and a reverse direction and the charging cable, in a stowed configuration, is wound around the reel. The cable reel module also including a rotation mechanism, the rotation mechanism configured to rotate the reel in the forward direction and the reverse direction. The system further including a charging connector, wherein the charging connector is disposed at one end of the charging cable, wherein the charging connector comprises a reel toggle, wherein the reel toggle is configured to send a first toggle signal to the controller, wherein the first toggle signal causes the controller to send a retraction signal to the rotation mechanism and send a second toggle signal to the controller, wherein the second toggle signal causes the controller to send an extension signal to the rotation mechanism. The system further including a controller communicatively connected to the rotation mechanism, the controller configured to send the retraction signal to the rotation mechanism, wherein the retraction signal causes the rotation mechanism to rotate the reel in the reverse direction.

In an aspect, the current disclosure may describe a electric charging station for an electric vehicle. The electric charging station may include a charging cable, wherein the charging cable is configured to carry electricity and an energy source, wherein the energy source is electrically connected to the charging cable. The charging station may further include a temperature sensor, wherein the temperature sensor is configured to generate temperature datum and a computing device. A computing device may be communicatively connected to the plurality of temperature regulating elements and the temperature sensor. The computing device may further be configured to receive the battery datum and regulate battery temperature and cabin temperature using the plurality of temperature regulating elements as a function of the temperature datum.

In an aspect the current disclosure may describe an electric charging station for an electric aircraft. The electric charging station may include a charging connector, wherein the charging connector is configured to couple with an electric vehicle port of an electric aircraft for charging a battery of the electric aircraft, a charging cable electrically connected to the charging connector, wherein the charging cable is configured to carry electricity, and an energy source, wherein the energy source is electrically connected to the charging cable. Electric charging station may further include a first fluidic connector, wherein the first fluidic connector is configured to couple with at least an electric vehicle port, a battery temperature regulating element thermally connected to at least a battery of the electric aircraft through the at least an electric aircraft vehicle port and comprising at least a coolant flow path, and a coolant temperature sensor, wherein the coolant temperature sensor is configured to generate a coolant temperature datum as a function of a coolant temperature. Electric charging station may further include a computing device communicatively connected to the temperature regulating element and the coolant temperature sensor, wherein the computing device is configured to receive the coolant temperature datum from the coolant temperature sensor, regulate the coolant temperature, and modify a battery temperature of a battery of the electric aircraft using the battery temperature regulating element as a function of coolant flow.

In another aspect, a method of use of an electric charging station for an electric aircraft is described. The method may include coupling a charging connector with an electric vehicle port of an electric aircraft for charging a battery of the electric aircraft, charging, using a charging cable electrically connected to an energy source and the battery of the electric aircraft, wherein the charging cable is configured to carry electricity, coupling a first fluidic connector to at least an electric vehicle port and generating, using a coolant temperature sensor, a coolant temperature datum as a function of a coolant temperature. The method may further include receiving, using a computing device, the coolant temperature datum from the coolant temperature sensor, regulating, using the computing device, the coolant temperature datum, and modifying, using the computing device, a battery temperature of a battery of the electric aircraft with the battery temperature regulating element as a function of coolant flow.

In an aspect, a ground service system for an electric aircraft includes a charging module configured to charge a battery of an electric aircraft, the charging module including a charging cable electrically connected to an energy source. The system further includes a cooling module configured to regulate a temperature of the battery, the cooling module including a cooling cable configured to carry a coolant. The system also including a cabin soak module configured to provide a cabin soak coolant to a cabin of the electric aircraft, the cabin soak module including a cabin soak cable configured to carry a fluid.

In another aspect, a charging module configured to charge a battery of an electric aircraft, the charging module including a charging cable electrically connected to an energy source and a charging sensor configured to measure a state of charge of a battery of an electric aircraft; wherein the charging module is communicatively connected to a cooling module configured to regulate a temperature of the battery.

In an aspect, a ground service system for an electric aircraft includes a charging module configured to charge a battery of an electric aircraft, the charging module including a charging cable electrically connected to an energy source. The system further includes a cooling module configured to regulate a temperature of the battery, the cooling module including a cooling cable configured to carry a coolant. The system also including a cabin soak module configured to provide a cabin soak coolant to a cabin of the electric aircraft, the cabin soak module including a cabin soak cable configured to carry a fluid. The system also including a charging controller communicatively connected to the charging module.

In another aspect, a charging module configured to charge a battery of an electric aircraft, the charging module including a charging cable electrically connected to an energy source and a charging connector including a communication pin, and a charging controller, where the charging controller is configured to transmit at least a signal to a flight controller inside the electric aircraft using the communication pin.

The details of one or more variations of the subject matter described herein are set forth in the accompanying drawings and the description below. Other features and advantages of the subject matter described herein will be apparent from the description and drawings, and from the claims.

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. 1 is a diagram of an exemplary electric aircraft charging system;

FIG. 2 is a block diagram of an exemplary control system for an electric aircraft charging system;

FIG. 3 is a diagram of an exemplary embodiment of an electric aircraft charging system with a cable reel module door;

FIG. 4 is a diagram of an exemplary charging connector;

FIG. 5 is a diagram of an exemplary cable reel module with external connection;

FIG. 6 is a diagram of an exemplary helipad;

FIG. 7 is a block diagram of an exemplary flight controller;

FIG. 8 is a block diagram of an exemplary machine learning model;

FIG. 9 is an exemplary embodiment of a system for charging an electric aircraft on a helipad, wherein the system is in a lowered position;

FIG. 10 is an exemplary embodiment of a system for charging an electric aircraft on a helipad, wherein the system is in a raised position;

FIG. 11 is a diagram illustrating an electric charging station for an electric vehicle;

FIG. 12 is a block diagram of an exemplary electric charging station for an electric vehicle;

FIG. 13 is a block diagram of an exemplary method of use for an electric charging station for an electric vehicle;

FIG. 14 is a depiction of an exemplary embodiment of a system for an electric aircraft charger with a reel button for an electric aircraft;

FIGS. 15A and 15B are exemplary schematics of an exemplary embodiment of a charging connector in accordance with one or more embodiments of the present disclosure;

FIG. 16 is a diagram illustrating an exemplary electric aircraft; 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. Like reference symbols in the various drawings indicate like elements.

DETAILED DESCRIPTION

At a high level, aspects of the present disclosure are directed to systems for charging an electric aircraft. Aspect of the present disclosure include a reel around which a charging cable can be wrapped. The charging cable can be unwound from the reel by rotating the reel in one direction and wound around the reel by rotating the reel in a second direction. The reel may be rotated by a rotation mechanism.

Aspects of the present disclosure include a locking mechanism designed to prevent the reel from being able to rotate. Locking mechanism may prevent reel from being able to rotate in one or both directions. Aspects of the present disclosure allow for a cable reel module door. In some cases, cable reel module door may be opened and closed using an opening mechanism.

Aspects of the present disclosure allow for a controller to control rotation mechanism, locking mechanism, and/or opening mechanism. In some embodiments, controller may control these components in response to various toggles that may be operated by the user. This allows for convenient operation of the electric aircraft charging system.

Referring now to FIG. 1, an embodiment of an electric aircraft charging system 100 is shown. System 100 includes an power source. An “energy source,” for the purposes of this disclosure, is a source of electrical power. In some embodiments, power source 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, energy source 104 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, energy source 104 may be a connection to the power grid. For example, in some non-limiting embodiments, energy source 104 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 energy source 104 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.

With continued reference to FIG. 1, system 100 may include a charging cable 108. A “charging cable,” for the purposes of this disclosure is a conductor or conductors adapted to carry power for the purpose of charging an electronic device. Charging cable 108 is configured to carry electricity. Charging cable 108 is electrically connected to the energy source 104. “Electrically connected,” for the purposes of this disclosure, means a connection such that electricity can be transferred over the connection. In some embodiments, charging cable 108 may carry AC and/or DC power to a charging connector 112. The charging cable may include a coating, wherein the coating surrounds the conductor or conductors of charging cable 108. One of ordinary skill in the art, after having reviewed the entirety of this disclosure, would appreciate that a variety of coatings are suitable for use in charging cable 108. As a non-limiting example, the coating of charging cable 108 may comprise rubber. As another non-limiting example, the coating of charging cable 108 may comprise nylon. Charging cable 108 may be a variety of lengths depending on the length required by the specific implementation. As a non-limiting example, charging cable 108 may be 10 feet. As another non-limiting example, charging cable 108 may be 25 feet. As yet another non-limiting example, charging cable 108 may be 50 feet.

With continued reference to FIG. 1, system 100 may include a charging connector 112. Charging cable 108 may be electrically connected to charging connector 112. Charging connector 112 may be disposed at one end of charging cable 108. Charging connector 112 may be configured to couple with a corresponding charging port on an electric aircraft. For the purposes of this disclosure, a “charging connector” is a device adapted to electrically connect a device to be charged with an energy source. For the purposes of this disclosure, a “charging port” is a section on a device to be charged, arranged to receive a charging connector.

With continued reference to FIG. 1, charging connector 112 may include a variety of pins adapted to mate with a charging port disposed on an electric aircraft. 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 maybe 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 may be capable of edgewise flight. As a non-limiting example, electric aircraft may be able to hover. Electric aircraft 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 112 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 112 may include more than one of one of the types of pins mentioned above.

With continued reference to FIG. 1, 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, any pin of charging connector 112 may be the male component of a pin and socket connector. In other embodiments, any pin of charging connector 112 may be the female component of a pin and socket connector. As a further example of an embodiment, a pin 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. Additionally, in some embodiments, a pin, or multiple pins, of charging connector 112 may include a locking mechanism. For instance, as a non-limiting example, any pin of charging connector 1 12 may include a locking mechanism to lock the pins in place. The pin or pins of charging connector 112 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. 1, in some embodiments, charging connector 112 may include a DC pin. DC pin 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 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.

With continued reference to FIG. 1, in some embodiments, charging connector may include an AC pin. An 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. 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. 1, in some embodiments, charging connector 112 may include a ground pin. A 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. 1, in some embodiments, charging connector 112 may include a communication pin. A communication pin is an electric connector configured to carry electric signals between components of charging system 100 and components of an electric aircraft. As a non-limiting example, communication pin may carry signals from a controller in a charging system (e.g. controller 204) 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 could be used to carry a variety of signals between components.

With continued reference to FIG. 1, charging connector 112 may include a variety of additional pins. As a non-limiting example, charging connector 112 may include a proximity detection pin. Proximity detection pin has no current flowing through it when charging connector 112 is not connected to a port. Once charging connector 112 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 112 is connected to a port.

With continued reference to FIG. 1, system 100 include a cable reel module 116. The cable reel module 116 including a reel 120. For the purposes of this disclosure, “a cable reel module” is the portion of a charging system containing a reel, that houses a charging cable when the charging cable is stowed. For the purposes of this disclosure, a “reel” is a rotary device around which an object may be wrapped. Reel 120 is rotatably mounted to cable reel module 116. For the purposes of this disclosure, “rotatably mounted” means mounted such that the mounted object may rotate with respect to the object that the mounted object is mounted on. Additionally, when the charging cable 108 is in a stowed configuration, the charging cable is wound around reel 120. As a non-limiting example, charging cable 108 is in the stowed configuration in FIG. 1. In the stowed configuration, charging cable 108 need not be completely wound around reel 120. As a non-limiting example, a portion of charging cable 108 may hang free from reel 120 even when charging cable 108 is in the stowed configuration.

With continued reference to FIG. 1, cable reel module 116 includes a rotation mechanism 124. A “rotation mechanism,” for the purposes of this disclosure is a mechanism that is configured to cause another object to undergo rotary motion. As a non-limiting example, rotation mechanism may include a rotary actuator. As a non-limiting example, rotation mechanism 124 may include an electric motor. As another non-limiting example, rotation mechanism 124 may include a servomotor. As yet another non-limiting example, rotation mechanism 124 may include a stepper motor. In some embodiments, rotation mechanism 124 may include a compliant element. For the purposes of this disclosure, a “compliant element” is an element that creates force through elastic deformation. As a non-limiting example, rotation mechanism 124 may include a torsional spring, wherein the torsional spring may elastically deform when reel 120 is rotated in, for example, the forward direction; this would cause the torsional spring to exert torque on reel 120, causing reel 120 to rotate in a reverse direction when it has been released. Rotation mechanism 124 is configured to rotate reel 120 in a reverse direction. In some embodiments, rotation mechanism 124 may be configured to rotate reel 120 in a forward direction. Forward direction and reverse direction are opposite directions of rotation. As a nonlimiting example, the forward direction may be clockwise, whereas the reverse direction may be counterclockwise, or vice versa. As a non-limiting example, rotating in the forward direction may cause charging cable 108 to extend, whereas rotating in the reverse direction may cause charging cable 108 to stow, or vice versa. In some embodiments, rotation mechanism 124 may continually rotate reel 120 when rotation mechanism 124 is enabled. In some embodiments, rotation mechanism 124 may be configured to rotate reel 120 by a specific number of degrees. In some embodiments, rotation mechanism 124 may be configured to output a specific torque to reel 120. As a non-limiting example, this may be the case, wherein rotation mechanism 124 is a torque motor. Rotation mechanism 124 may be electrically connected to energy source 104.

With continued reference to FIG. 1, cable reel module 116 may include an outer case 128. Outer case 128 may enclose reel 120 and rotation mechanism 124. In some embodiments, outer case 128 may enclose charging cable 108 and possibly charging connector 112 when the charging cable 108 is in its stowed configuration.

With continued reference to FIG. 1, system 100 may include a control panel 132. For the purposes of this disclosure, a “control panel” is a panel containing a set of controls for a device. Control panel 132 may include a display 136, a reel toggle 140, and a reel locking toggle 144. For the purposes of this disclosure, a “display” is an electronic device for the visual presentation of information. Display 136 may be any type of screen. As non-limiting examples, display 136 may be an LED screen, an LCD screen, an OLED screen, a CRT screen, a DLPT screen, a plasma screen, a cold cathode display, a heated cathode display, a nixie tube display, and the like. Display 136 may be configured to display any relevant information. A person of ordinary skill in the art would appreciate, after having reviewed the entirety of this disclosure, that a variety of information could be displayed on display 136. In some embodiments, display 136 may display metrics associated with the charging of an electric aircraft. As a non-limiting example, this may include energy transferred. As another non-limiting example, this may include charge time remaining. As another non-limiting example, this may include charge time elapsed.

With continued reference to FIG. 1, reel toggle 140 may be configured to send a first toggle signal to a controller, wherein the first toggle signal may cause the controller to send a retraction signal. A “toggle” for the purposes of this disclosure, is a device or signal, configured to change a mechanism or device between at least two states. A “reel toggle,” for the purposes of this disclosure, is a toggle that changes or alters, directly or indirectly, the rotation of a reel. Reel toggle 140, the controller, and the retraction signal are further discussed with reference to FIG. 2. In some embodiments, reel toggle 140 may be a button, wherein pressing the button causes reel toggle 140 to send the first toggle signal. In some embodiments, reel toggle 140 may be configured to send a second toggle signal to the controller, wherein the second signal causes the controller to send an extension signal. Second toggle signal and extension signal are discussed further with reference to FIG. 2. In some embodiments, reel toggle may be disposed on outer case 128 of cable reel module 116. In some embodiments, reel toggle may be disposed on charging connector 112.

With continued reference to FIG. 1, reel locking toggle 144 may be configured to send a reel locking toggle signal to a controller, wherein receiving the reel locking toggle signal may cause the controller to send an unlocking signal to a locking mechanism. A “reel locking toggle,” for the purposes of this disclosure, is a toggle that changes or alters, directly or indirectly, the state of a locking mechanism. A “reel locking toggle signal,” for the purposes of this disclosure, is a signal send by a reel locking toggle, wherein the reel locking toggle signal causes, directly or indirectly, a change or altercation of a locking mechanism. Receiving the unlocking signal may cause the locking mechanism to enter its disengaged state. Reel locking toggle 144, reel locking toggle signal, controller, and unlocking signal are discussed further with reference to FIG. 1. The locking mechanism is discussed further with reference to FIG. 3. In some embodiments, reel locking toggle may be disposed on outer case 128 of cable reel module 116. In some embodiments, reel locking toggle may be disposed on charging connector 112.

With continued reference to FIG. 1, a variety of devices may be used for reel toggle 140 and/or reel locking toggle 144. In some embodiments, reel toggle 140 and/or reel locking toggle 144 may each include a button. As non-limiting examples, the button may be a mechanical button, a resistive button, a capacitive button, and the like. As a another nonlimiting example, the button may be a virtual button on a touchscreen. In some embodiments, reel toggle 140 and/or reel locking toggle 144 may each include a dial. The dial may include any number of positions, or it may be a continuous dial. In some embodiments, the dial may have 2 positions, wherein one position may be disengaged, and the second position may be engaged, and thus cause a toggle signal to be sent to the controller. In some embodiments, the dial may include an additional third position, wherein the second position causes the first toggle signal to be sent and the second position causes the second toggle signal to be sent. In some embodiments, reel toggle 140 and/or reel locking toggle 144 may each include a rocker switch. In some embodiments, the rocker switch may have 2 positions, wherein one position may be disengaged, and the second position may be engaged, and thus cause a toggle signal to be sent to the controller. In some embodiments, the rocker switch may include an additional third position, wherein the second position causes the first toggle signal to be sent and the second position causes the second toggle signal to be sent. One of ordinary skill in the art would appreciate, after having reviewed the entirety of this disclosure, that a variety of possible devices may be suitable for use as reel toggle 140 and/or reel locking toggle 144.

Referring now to FIG. 2, an exemplary embodiment of control system for an electric aircraft charging system 200 is shown. System 200, includes a controller 204. Controller 204 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. Controller 204 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 204 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 204 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. ., 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 204 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 204 may include one or more computing devices dedicated to data storage, security, distribution of traffic for load balancing, and the like, controller 204 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 204 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. 2, controller 204 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 204 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 204 may perform any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and/or substantially simultaneously performing a step two or more times using two or more parallel threads, processor cores, or the like; division of tasks between parallel threads and/or processes may be performed according to any protocol suitable for division of tasks between iterations Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which steps, sequences of steps, processing tasks, and/or data may be subdivided, shared, or otherwise dealt with using iteration, recursion, and/or parallel processing.

With continued reference to FIG. 2, controller 204 is communicatively connected to rotation mechanism 124. Controller 204 may be communicatively connected to a locking mechanism 208. Controller 204 may be communicatively connected to an opening mechanism 212. “Communicatively connected,” for the purpose of this disclosure, means connected such that data can be transmitted, whether wirelessly or wired. Controller 204 may be configured to send an extension signal to rotation mechanism 124. The extension signal may cause rotation mechanism 124 rotate reel 120 in a forward direction. Controller 204 is also configured to send a retraction signal to rotation mechanism 124. The retraction signal causes rotation mechanism 124 to rotate reel 120 in a reverse direction. Forward direction and reverse direction may be consistent with any forward direction and reverse direction, respectively, disclosed as part of this disclosure. In some embodiments, controller 204 may be further configured to send a locking signal to the locking mechanism 208, wherein the locking signal causes the locking mechanism to enter its engaged state. In some embodiments, controller 204 may be further configured to controller to send an unlocking signal to locking mechanism 208, wherein 124echanism is further described with reference to FIG. 3.

With continued reference to FIG. 2, system 200 may further include a reel toggle 140. Reel toggle 140 may be communicatively connected to controller 204. Reel toggle 140 may be configured to send a first toggle signal to controller 204. The first toggle signal may cause controller 204 to send the retraction signal. In some embodiments, reel toggle 140 may be configured to send a first toggle signal to controller 204 for as long as reel toggle 140 is pressed or otherwise engaged. Furthermore, controller 204 may be configured to send the retraction signal to rotation mechanism 124 so long as controller 204 is receiving the first toggle signal. In this way, a user may control when rotation mechanism 124 retracts charging cable 108 be engaging and disengaging reel toggle 140. In other embodiments, engaging reel toggle once, for any amount of time, may be sufficient to fully stow charging cable 108. In some embodiments, reel toggle 140 may be configured to send a second toggle signal to controller 204. Second toggle signal may cause controller 204 to send an extension signal. Extension signal may be sent by controller 204 to rotation mechanism 124. In some embodiments, reel toggle 140 may be configured to send a second toggle signal to controller 204 for as long as reel toggle 140 is pressed or otherwise engaged. Furthermore, controller 204 may be configured to send the extension signal to rotation mechanism 124 so long as controller 204 is receiving the second toggle signal. In this way, a user may control when rotation mechanism 124 extends charging cable 108 be engaging and disengaging reel toggle 140. In some embodiments, pushing or otherwise engaging reel toggle 140 may cause reel toggle 140 to send either first reel toggle signal or second toggle signal, depending on the last signal that was send by reel toggle 140. As a non-limiting example, if reel toggle 140 is pressed or otherwise engaged a first time, it may send a first toggle signal and if reel toggle 140 is pressed or otherwise engaged a second time, reel toggle 140 may send a second toggle signal. In some embodiments, if reel toggle 140 is pushed or otherwise engaged a third time, reel toggle 140 may send the first toggle signal.

With continued reference to FIG. 2, system 200 may further include a reel locking toggle 144. Reel locking toggle 144 may be communicatively connected to controller 204. Reel locking toggle 144 may be configured to send a reel locking toggle signal to controller 204. The reel locking toggle signal may cause controller 204 to send the unlocking signal.

Still referring to FIG. 2, controller 204 may also be configured to determine a compatibility element of electric vehicle as a function of vehicle datum from sensor. For the purposes of this disclosure, a “compatibility element” is an element of information regarding an operational state of an electric vehicle and/or a component of the electric vehicle, such as an electric vehicle power source. For instance, and without limitation, a compatibility element may include an operational state of a power source, such as electric vehicle power source. In one or more embodiments, compatibility element may include a charging state of electric vehicle. For example, and without limitation, compatibility element may include a state of charge (SoC) or a depth of discharge (DoD) of power source. In one or more embodiments, a charging state may include, for example, a temperature state, a state of charge, a moisture-level state, a state of health (or depth of discharge), or the like. For the purposes of this disclosure, a “charging state” is a power source input and/or an operational condition used to determine a charging protocol for an electric vehicle and/or a power source. For instance, and without limitations, charging states may include ratings and/or tolerances of power source. For example, compatibility element may indicate if a power source of an electric vehicle can tolerate being overcharged. In another example, and without limitation, a charging state may include a voltage at which the power source is designed to operate at, such as a voltage rating. In another example, and without limitation, the charging state may include the current consumption at a specific voltage of a power source. In another example, and without limitation, a charging state may include a charging rate. In another example, and without limitation, a charging state may include a charging rate range.

Still referring to FIG. 2, controller 204 is configured to generate an operating state command to charging system 100 that transmits electrical power from charging system 100 to the electrical vehicle. In one or more embodiments, an “operating state command” is a signal transmitted by a controller 204 providing actuation instructions to a charger. For instance, and without limitation, operating state command may include instructions to charging system 100, which results in charging system 100 performing in at specified operating state in response. For example, and without limitation, in response to receiving operating state command, charging system 100 may increase a voltage output being generated and transmitted to, for example, power source. In one or more embodiments, operating command may be a digital or analog signal, which is transmitted to charging system 100 wirelessly or through a wired connection. In one or more embodiments, operating state command is a function of compatibility element. For instance, and without limitation, a compatibility element may include a voltage rating for power source to charge properly without, for example, overheating. The voltage rating may then be processed to generate an operating state command, which includes instructions to charging system 100 to provide electrical power to power source that include a parameter of a voltage level that falls within the voltage rating. For example, and without limitation, power source may have a voltage rating of 24 V, which is determined by controller 204, and controller 204 may generate an operating state command that instructs charging system 100 to produce a charge that includes a 24 V voltage. Operating state command may be generated by controller 204 and received by charging system 100, which results in an actuation of charging system 100. For example, and without limitation, operating state command may actuate charger power source so that power source operates at a specific operating state. For example, and without limitation, controller 204 may be configured to initiate a transmission of an electrical power from charging system 100 to electric vehicle via charging connection 124, where the transmission includes physical and/or electrical parameters designated by operating state command. For the purposes of this disclosure, an “operating state” is a charger output and/or a charging protocol. For instance an operating state may include a specific charging rate, a voltage level, a current level, and the like. In one or more embodiments, controller 204 may be configured to adjust the operating state, such as electrical power. For example, and without limitation, operating state of a charger, such as a transmitted voltage to power source, may be continuously adjusted as a function of continuously updating compatibility element. In one or more embodiments, during charging, controller 204 may adjust the output voltage proportionally with current to compensate for impedance in the wires. Charge may be regulated using any suitable means for regulation of voltage and/or current, including without limitation use of a voltage and/or current regulating component, including one that may be electrically controlled such as a transistor; transistors may include without limitation bipolar junction transistors (BJTs), field effect transistors (FETs), metal oxide field semiconductor field effect transistors (MOSFETs), and/or any other suitable transistor or similar semiconductor element. Voltage and/or current to one or more cells may alternatively or additionally be controlled by thermistor in parallel with a cell that reduces its resistance when a temperature of the cell increases, causing voltage across the cell to drop, and/or by a current shunt or other device that dissipates electrical power, for instance through a resistor.

Still referring to FIG. 2, controller 204 may be further configured to train a charging machine-learning model using operating state training data, where the operating state training data comprising a plurality of inputs containing compatibility elements correlated with a plurality of outputs containing operating state elements and generate the operating state as a function of the operating state machine-learning model.

Still referring to FIG. 2, controller 204 may be a computing device, a flight controller 204, a processor, a control circuit, and the like. In one or more embodiments, controller 204 may include a processor that executes instructions provided by for example, a user input, and receives sensor output such as, for example, vehicle datum. For example, controller 204 may be configured to receive an input, such as a user input, regarding information of various types of electric vehicles and/or electric vehicle power source types. Tn other embodiments, controller 204 may retrieve such information from an electric vehicle database stored in, for example, a memory of controller 204 or another computing device. In some cases, charging system 100 may allow for verification that performance of charging system 100 is within specified limits. As used in this disclosure, “verification” is a process of ensuring that which is being “verified” complies with certain constraints, for example without limitation system requirements, regulations, and the like. In some cases, verification may include comparing a product, such as without limitation charging or cooling performance metrics, against one or more acceptance criteria. For example, in some cases, charging metrics, may be required to function according to prescribed constraints or specification. Ensuring that charging or cooling performance metrics are in compliance with acceptance criteria may, in some cases, constitute verification. In some cases, verification may include ensuring that data (e.g., performance metric data) is complete, for example that all required data types, are present, readable, uncorrupted, and/or otherwise useful for controller 204. In some cases, some or all verification processes may be performed by controller 204. In some cases, at least a machine-learning process, for example a machinelearning model, may be used to verify. Controller 204 104 may use any machine-learning process described in this disclosure for this or any other function. In some embodiments, at least one of validation and/or verification includes without limitation one or more of supervisory validation, machine-learning processes, graph-based validation, geometry-based validation, and rules-based validation.

Still referring to FIG. 2, controller 204 is configured to determine a compatibility element as a function of vehicle datum, as previously discussed in this disclosure. In other embodiments, controller 204 may also be configured to determine compatibility element as a function of vehicle datum and charger capability datum. For the purposes of this disclosure, a “charger capability datum” is an element of information regarding an operational ability of a charger and/or a power source of the charger, such as power source of charging system 100. For example, charger capability datum may include a power rating, a charge range, a charge current, or the like. In one or more non-limiting exemplary embodiments, charger power source may have a continuous power rating of at least 350 kVA. In other embodiments, charger power source may have a continuous power rating of over 350 kVA. In some embodiments, charger power source may have a battery charge range up to 950 Vdc. Tn other embodiments, charger power source may have a battery charge range of over 950 Vdc. In some embodiments, charger power source may have a continuous charge current of at least 350 amps. In other embodiments, charger power source may have a continuous charge current of over 350 amps. In some embodiments, charger power source may have a boost charge current of at least 500 amps. In other embodiments, charger power source may have a boost charge current of over 500 amps. In some embodiments, charger power source may include any component with the capability of recharging an energy source of an electric vehicle. In some embodiments, charger power source 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. 2, in some embodiments, charging system 100 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 power source 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 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. In some embodiments, charger power source may provide power to the grid power component. In this configuration, charger power source may provide power to a surrounding electrical power grid. In one or more embodiments, though controller 204 may determine a charger capability element as a function of sensor datum, controller 204 may also obtain charger capability element from, for example, a database. For example, and without limitation, charging system 100 may include identification information that is inputted, for example, by a user or manufacturer, so that when controller 204 is communicatively connected to charging system 100, charger may transmit stored charger capability information to controller 204.

In one or more embodiments, sensor may be further configured to detect a charger capability characteristic of charging system 100 and generate a charger capability datum as a function of the charger capability characteristic. For the purpose of this disclosure, a “charger capability characteristic” is a detectable phenomenon associated with a level of operation of a charger and/or a charger power source. For instance, charger capability characteristic may include a current and/or present-time measured value of current, voltage, temperature, pressure, moisture, any combination thereof, or the like. Controller 204 may then be configured to determine a charger capability element of charging system 100 as a function of charger capability datum from sensor. In one or more embodiments, controller 204 may be configured to generate an operating state command as a function of compatibility element and charger capability element, as discussed further below in this disclosure. For instance, and without limitation, controller 204 may be configured to train a charging machine-learning model using operating state training data, the operating state training data including a plurality of inputs containing compatibility elements and charger capability elements correlated with a plurality of outputs containing operating state elements, and thus generate operating state command as a function of the charging machine-learning model; such training data may be recorded by entry of data from tests of batteries and/or aircraft to determine such correlations. For example, and without limitation, operating state command may include a current level, where operating state command may provide instructions to charging system 100 to produce an electric transmission that includes the current level of operating state command and transmit the electrical transmission from electrical charging system 100 to electric aircraft power source for the purposes of charging power source at a current level adapted to suit power source.

Still referring to FIG. 2, controller 204 may be configured to display operating state command and/or an operating state of charging system 100 and receive a user input on a display and/or graphic user interface. In an exemplary embodiment, and without limitation, graphic user interface may notify a user of how much time is required to charge power source and show voltage level, current level, and other charging operating states of charging system 100. Still referring to FIG. 2, controller 204 is configured to disable charging connection based on disruption element. In one or more embodiments, if an immediate shutdown via a disablement of charging connection is initiated, then controller 204 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 100 may include a display. A display may be coupled to electric vehicle, charging system 100, or a remote device. A display may be configured to show a disruption element to a user. In one or more embodiments, controller 204 may be configured to disable charging connection based on disruption element. For instance, and without limitation, controller 204 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 may indicate a energy source 104 and/or electric vehicle energy source of electric aircraft and/or charging system 100, 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 controller 204. A specific reaction may be, for example, a disablement command, 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 is determined to be outside of a threshold, disruption element is determined by controller 204 and disablement command is generated. For example, and without limitation, charging datum may indicate that a electic vehicle energy source of electric vehicle and/or energy source 104 of charging system 100 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 may be disabled by controller 204 to prevent overheating of or permanent damage to energy source 104 and/or electric vehicle energy source. 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 may include terminating a communication between electric vehicle and charging system 100. For example, and without limitation, disabling charging connection may include terminating a power supply to charging system 100 so that charging system 100 is no longer providing power to electrical vehicle. In another example, and without limitation, disabling charging connection may include terminating a power supply to electric vehicle. In another example, and without limitation, disabling charging connection may include using a relay or switch between charging system 100 and vehicle to terminate charging connection and/or a communication between charging system 100 and vehicle.

With continued reference to FIG. 2, in some cases, controller 204 is configured to receive charging datum of sensor. As previously mentioned, sensor detects a charging characteristic of a communication of charging connection. A corresponding sensor signal that includes charging datum is then generated and transmitted by sensor to controller 204. Once controller 204 receives charging datum, controller 204 determines a disruption element as a function of the charging datum. For instance, and without limitation, a disruption element may include a charging failure of electric vehicle. For example, and without limitation, sensor may detect an amount of current so high that controller 204 determines that a charging failure as a function of the received charging datum. In one or more embodiments, controller 204 is configured to disable charging connection based on determined disruption element. For example, and without limitation, after determining a disruption element, controller 204 may generate a control signal, such as disablement command, providing instructions to an electric vehicle, charging system 100, a relay or switch of charging connection, or the like, to disable a communication and/or charging connection. In another example, controller 204 may directly disable charging connection. In one or more embodiments, controller 204 is configured to disable charging system 100 by terminating an electrical communication between electric vehicle and charging system 100. Still referring to FIG. 2, charging system 100 may include energy source 104, which may supply electrical energy to electic vehicle energy source of electric vehicle. 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, charging system 100 includes a charging component that is configured to supply power to electric vehicle. For example, and without limitation, charging system 100 may supply power to electic vehicle energy source of electric vehicle. For example, and without limitation, charging system 100 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, charging system 100 may be constructed from any of variety of suitable materials or any combination thereof. In some embodiments, charging system 100 may be constructed from metal, concrete, polymers, or other durable materials. In one or more embodiments, charging system 100 may be constructed from a lightweight metal alloy. In some embodiments, charging system 100 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, charging system 100 may be in electric communication with a power converter and power source, such as a battery of electric vehicle. In some cases, charging system 100 may be configured to charge electic vehicle energy source with an electric current from a power converter. In some cases, charging system 100 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, charging system 100 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 charging system 100 or within communication with charging system 100 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 from controller 204 may be received by controller, which, in response, may, for example, terminate power to charging system 100.

Referring now to FIG. 3, an exemplary embodiment of an electric aircraft charging system 300 is shown. System 300 includes cable reel module 116, outer case 128, charging cable 108, charging connector 112, energy source 104, reel, locking mechanism 208, and opening mechanism 212. In some embodiments, locking mechanism 208 may have an engaged state and a disengaged state. In some embodiments, when locking mechanism 208 is in the engaged state, reel 120 is unable to rotate in a direction of the forward direction and the reverse direction. In some embodiments, locking mechanism 208 may prevent reel 120 from rotating in a forward direction when locking mechanism 208 is in its engaged state. In some embodiments, locking mechanism 208 may prevent reel 120 from rotating in a reverse direction when locking mechanism 208 is in its engaged state.

With continued reference to FIG. 3, in some embodiments, controller 204 may be communicatively connected to an opening mechanism 212. For the purposes of this disclosure, an “opening mechanism” is a mechanism or device configured to move a door from a closed position to an open position, or vice versa. In some embodiments, controller 204 may be configured to send a door open signal to opening mechanism 212, wherein the door open signal may cause opening mechanism 212 to move a cable reel module door from a closed position to an open position. In some embodiments, controller 204 may be configured to send a door close signal to opening mechanism 212, wherein the door close signal may cause opening mechanism 212 to move the cable reel module door from the open position to the closed position.

With continued reference to FIG. 3, in some embodiment, locking mechanism 208 may include a rachet. A “rachet,” for the purposes of this disclosure, is a device that allows rotation in one direction, but mechanically opposes rotation in the other direction. In some embodiments, the rachet may include a toothed gear and a pawl. Each tooth on the gear may have a side with a steep slope and a side with a milder slope. In some embodiments, some side of the teeth may be curved. As a non-limiting example, as the reel rotates, one end of the pawl may slide over the side of the teeth with the milder slope. Furthermore, if the reel switches its direction of rotation, then the pawl will be unable to move over the side of the teeth with the steep slope and will be stuck. Therefore, in these embodiments, the rachet may allow rotation in one direction, but prevent rotation in the other direction. In some embodiments, the pawl may be actuated such that it can be moved or rotated out of contact with the gear, such that reel can rotate freely.

With continued reference to FIG. 3, in some embodiments, locking mechanism 208 may include an electromagnetic lock. In some embodiments, the electromagnetic lock, may be configured to stop rotation of reel 120 in any direction when current is supplied to an electromagnet, and prevent rotation of reel 120 when current is not supplied to the electromagnet. In other embodiments, the electromagnetic lock may be configured to allow rotation of reel 120 in any direction when current is not supplied to the electromagnetic lock, and prevent rotation of reel 120 when current is supplied to the electromagnetic lock.

With continued reference to FIG. 3, in some embodiments, locking mechanism 208 may include a rod or key designed to mechanically interface with reel 120 when locking mechanism 208 is engaged in order to prevent rotation of the reel. In some embodiments, locking mechanism may be a switch or relay configured to prevent rotation mechanism 124 from receiving power.

With continued reference to FIG. 3, cable reel module 116 includes a cable reel module door 304. Cable reel module door 304 has a closed position and an open position. When the cable reel module door 304 is in the closed position, it prevents access to reel 120. As a nonlimiting example, when cable reel module door 304 is in the closed position, outer case 128 and cable reel module door 304 may together completely encapsulate reel 120. When cable reel module door 304 is in the open position, it allows access to reel 120. As a non-limiting example, when cable reel module door 304 is in the open position, there may be an opening in outer case 128 through which reel 120 may be accessed. In some embodiments, when cable reel module door 304 is in its open position, cable reel module door 304 may provide an opening spanning at least two adjacent sides of the plurality of sides of outer case 128. For example, in its open position, cable reel module door 304 may provide an opening on the front and top of cable reel module 116, wherein front and top are defined with reference to FIG. 1. In some embodiments, in its open position, cable reel module door 304 may provide an opening on the front and left side of cable reel module 116, wherein the front and left side are defined with reference to FIG. 1. In some embodiments, cable reel module door 304 may include a hinge, wherein the hinge hingidly connects two panels of cable reel module door 304. In some embodiments, cable reel module door 304 may be hingidly attached to cable reel module 116 by a hinge 308. Hinge 308 may allow cable reel module door 304 to move between its open and closed positions. In some embodiments, cable reel module door 304 may be mounted on a track or set of tracks disposed on cable reel module 116, such that cable reel module door 304 may be slid on the track or set of tracks between its open position and its closed position. One of ordinary skill in the art, after having reviewed the entirety of this disclosure, would appreciate that cable reel module door 304 may have a variety of different shapes and designs.

With continued reference to FIG. 3, in some embodiments cable reel module door 304 may include opening mechanism 212. Opening mechanism 212 may be configured to move cable reel module door 304 from its closed position to its open position when opening mechanism 212 receives a door open signal. Opening mechanism 212 may be configured to move cable reel module door 304 from its open position to its closed position when opening mechanism 212 receives a door close signal. One of ordinary skill in the art would appreciate, after having reviewed the entirety of this disclosure, that a variety of opening mechanisms 212 are suitable for this application. As a non-limiting example, opening mechanism 212 may include a pneumatic cylinder. As another non-limiting example, opening mechanism 212 may include a hydraulic cylinder. As another non-limiting example, opening mechanism 212 may include a spring; in some embodiments, the spring may be biased to either move the cable reel module door 304 from its open position to its closed position or from its closed position to its open position when the spring is released. As yet another non-limiting example, opening mechanism 212 may include an electromechanical device such as an actuator, wherein the actuator may be consistent with any actuator disclosed as part of this disclosure. In some embodiments, as a non-limiting example, the actuator may be a linear actuator. In some embodiments, as another non-limiting example, the actuator may be a rotary actuator.

With continued reference to FIG. 3, system 300 may include a moveable platform 312. In some embodiments, charging cable 108, energy source 104, cable reel module 116 may be located on top of moveable platform 312. In some embodiments, the rest of system 300, other than moveable platform 312 may be located on top of moveable platform 312. In some embodiments, a charging system base 316 may be connected to the top of moveable platform 312. In some embodiments, charging system base 316 may be removably connected to the top of moveable platform 312. In some embodiments, moveable platform 312 may be motorized. For the purposes of this disclosure, moveable platform 312 may be “motorized” when it includes a motor that is configured to cause the horizontal translation of moveable platform 312. As nonlimiting example, a motorized moveable platform 312, in some embodiments, may be a car, a truck, a buggy, a motorized cart, a tug, a baggage tug, and the like. In some embodiments, moveable platform 312 may be remote controlled. For the purposes of this disclosure, moveable platform is “remote controlled” when it receives commands from a remote device, where in the commands cause the moveable platform to move. In some embodiments, the commands may be received wirelessly, such as by radio, IR, 3G, 4G, LTE, internet, Bluetooth, and the like. In some embodiments, a remote control may send the commands to moveable platform. In some embodiments, the commands may be sent by a computing device as described in this disclosure. In some embodiments, the commands may be sent by a controller or flight controller on board an electric aircraft.

Referring now to FIG. 4, an exemplary embodiment of charging connector 112 is depicted. Charging connector 112 is electrically connected to charging cable 108. Reel toggle 140 and reel locking toggle 144 may be disposed on the surface of charging connector 112. In some embodiments, charging connector may have a handle portion on which reel toggle 140 and reel locking toggle may be disposed. In some embodiments, reel toggle 140 and cable reel toggle 140 may be disposed on charging connector 112 such that a user that is holding charging connector is able to easily reach and use reel toggle 140 and cable reel toggle 140. Referring now to FIG. 5, an exemplary embodiment of cable reel module 116 is shown. Cable reel module 116 may be electrically and/or communicatively connected to external connection 500. External connection 500 may be an electrical cord. External connection 500 may electrically connect cable reel module 116 to an energy source, such as energy source 104. In some embodiments, external connection 500 may communicatively connect cable reel module 116 to a controller, such as controller 204. In this embodiment, with external connection 500, cable reel module may be moved relative to energy source 104. This may result in greater mobility for cable reel module 116.

Referring now to FIG. 6, a helipad 600 is depicted. For the purposes of this disclosure, a “helipad” is a structure adapted for the vertical landings of aircraft. In some embodiments, cable reel module 116 may be disposed on helipad 600. In some embodiments, helipad 600 may include a landing surface 604. In some embodiments, landing surface 604 may be a substantially horizontal, planar surface. For the purposes of this disclosure, “substantially horizontal” means that an object differs no more than an average of 5 degrees from horizontal. In some embodiment, landing surface 604 may be large enough to accommodate an electric aircraft. As a non-limiting example, landing surface 604 may be 1000 square feet. As another non-limiting example, landing surface may be 2000 square feet. As another non-limiting example, landing surface 604 may be 3000 square feet. As yet another non-limiting example, landing surface 604 may be 800 square feet. In some embodiments, cable reel module 116 may be disposed at an elevation less than that of the landing surface 604. For the purposes of this disclosure, the elevation of cable reel module 116 is measured from the top of cable reel module 116. In some embodiments, cable reel module 116 may be disposed on a lower surface 608. Lower surface 608 may be a surface at a lower elevation that landing surface 604. In some embodiments, where cable reel module 116 is disposed on lower surface 608, cable reel module 116 may be at a lower elevation than landing surface 604.

With continued reference to FIG. 6, in some embodiments, helipad 600 may include a lift, configured to raise cable reel module 116, such that, in the raised position, cable reel module 116 is at an elevation higher than the elevation of landing surface 604. In some embodiments, lift may be consistent with any lift disclosed in FIGS. 9 and 10. Now referring to FIG. 7, an exemplary embodiment 700 of a flight controller 704 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 704 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 704 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 704 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. 7, flight controller 704 may include a signal transformation component 708. 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 708 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 708 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 708 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 708 may include transforming a binary language signal to an assembly language signal. In an embodiment, and without limitation, signal transformation component 708 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. 7, signal transformation component 708 may be configured to optimize an intermediate representation 712. As used in this disclosure an “intermediate representation” is a data structure and/or code that represents the input signal. Signal transformation component 708 may optimize intermediate representation as a function of a dataflow analysis, dependence analysis, alias analysis, pointer analysis, escape analysis, and the like thereof. In an embodiment, and without limitation, signal transformation component 708 may optimize intermediate representation 712 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 708 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 708 may optimize intermediate representation to generate an output language, wherein an “output language,” as used herein, is the native machine language of flight controller 704. 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 708 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 k, 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-\ )/2 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. 7, flight controller 704 may include a reconfigurable hardware platform 716. 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 716 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. 7, reconfigurable hardware platform 716 may include a logic component 720. 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 720 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 720 may be organized according to Von Neumann and/or Harvard architecture as a non-limiting example. Logic component 720 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 720 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 720 may be configured to execute a sequence of stored instructions to be performed on the output language and/or intermediate representation 712. Logic component 720 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 704. Logic component 720 may be configured to decode the instruction retrieved from the memory cache to opcodes and/or operands. Logic component 720 may be configured to execute the instruction on intermediate representation 712 and/or output language. For example, and without limitation, logic component 720 may be configured to execute an addition operation on intermediate representation 712 and/or output language.

In an embodiment, and without limitation, logic component 720 may be configured to calculate a flight element 724. 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 724 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 724 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 724 may denote that aircraft is following a flight path accurately and/or sufficiently.

Still referring to FIG. 7, flight controller 704 may include a chipset component 728. As used in this disclosure a “chipset component” is a component that manages data flow. In an embodiment, and without limitation, chipset component 728 may include a northbridge data flow path, wherein the northbridge dataflow path may manage data flow from logic component 720 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 728 may include a southbridge data flow path, wherein the southbridge dataflow path may manage data flow from logic component 720 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 728 may manage data flow between logic component 720, memory cache, and a flight component 732. 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 component732 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 732 may include a rudder to control yaw of an aircraft. In an embodiment, chipset component 728 may be configured to communicate with a plurality of flight components as a function of flight element 724. For example, and without limitation, chipset component 728 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. 7, flight controller 704 may be configured generate an autonomous function. As used in this disclosure an “autonomous function” is a mode and/or function of flight controller 704 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 724. 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 704 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 704 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. 7, flight controller 704 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 724 and a pilot signal 736 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 736 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 736 may include an implicit signal and/or an explicit signal. For example, and without limitation, pilot signal 736 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 736 may include an explicit signal directing flight controller 704 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 736 may include an implicit signal, wherein flight controller 704 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 736 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 736 may include one or more local and/or global signals. For example, and without limitation, pilot signal 736 may include a local signal that is transmitted by a pilot and/or crew member. As a further non-limiting example, pilot signal 736 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 736 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. 7, 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 704 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 704. 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. 7, 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 704 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. 7, flight controller 704 may receive autonomous machine-learning 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 704. Remote device and/or FPGA may transmit a signal, bit, datum, or parameter to flight controller 704 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 704 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. 7, flight controller 704 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. 7, flight controller 704 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 704 may include one or more flight controllers dedicated to data storage, security, distribution of traffic for load balancing, and the like. Flight controller 704 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 704 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. 7, 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 732. 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. 7, 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 704. 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 712 and/or output language from logic component 720, 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. 7, 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. 7, 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. 7, flight controller 704 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 704 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. 7, 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 wt 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 wi applied to an input / may indicate whether the input is “excitatory,” indicating that it has strong influence on the one or more outputs y, 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 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 wt that are derived using machine-learning processes as described in this disclosure.

Still referring to FIG. 7, flight controller may include a sub-controller 740. 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 704 may be and/or include a distributed flight controller made up of one or more sub-controllers. For example, and without limitation, sub-controller 740 may include any controllers and/or components thereof that are similar to distributed flight controller and/or flight controller as described above. Sub-controller 740 may include any component of any flight controller as described above. Sub-controller 740 may be implemented in any manner suitable for implementation of a flight controller as described above. As a further non-limiting example, sub-controller 740 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 nonlimiting example, sub-controller 740 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. 7, flight controller may include a co-controller 744. As used in this disclosure a “co-controller” is a controller and/or component that joins flight controller 704 as components and/or nodes of a distributer flight controller as described above. For example, and without limitation, co-controller 744 may include one or more controllers and/or components that are similar to flight controller 704. As a further non-limiting example, co-controller 744 may include any controller and/or component that joins flight controller 704 to distributer flight controller. As a further non-limiting example, co-controller 744 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 704 to distributed flight control system. Cocontroller 744 may include any component of any flight controller as described above. Cocontroller 744 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. 7, flight controller 704 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 704 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. 8, an exemplary embodiment of a machine-learning module 800 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 804 to generate an algorithm that will be performed by a computing device/module to produce outputs 808 given data provided as inputs 812; 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. 8, “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 804 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 804 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 804 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 804 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 804 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 804 may be linked to descriptors of categories by tags, tokens, or other data elements; for instance, and without limitation, training data 804 may be provided in fixed-length formats, formats linking positions of data to categories such as comma-separated value (CSV) formats and/or selfdescribing 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. 8, training data 804 may include one or more elements that are not categorized; that is, training data 804 may not be formatted or contain descriptors for some elements of data Machine-learning algorithms and/or other processes may sort training data 804 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 804 to be made applicable for two or more distinct machine-learning algorithms as described in further detail below. Training data 804 used by machine-learning module 800 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. 8, 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 816. Training data classifier 816 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 800 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 804. 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 416 may classify elements of training data to subcategories of flight elements such as torques, forces, thrusts, directions, and the like thereof.

Still referring to FIG. 8, machine-learning module 800 may be configured to perform a lazy-learning process 820 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 804. Heuristic may include selecting some number of highest-ranking associations and/or training data 804 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. 8, machine-learning processes as described in this disclosure may be used to generate machine-learning models 824. 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 824 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 824 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 804 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. 8, machine-learning algorithms may include at least a supervised machine-learning process 828. At least a supervised machine-learning process 828, 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 804. 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 828 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. 8, machine learning processes may include at least an unsupervised machine-learning processes 832. 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. 8, machine-learning module 800 may be designed and configured to create a machine-learning model 824 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. 8, 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 metaestimator, 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. 9, an embodiment of a system for charging an electric aircraft on a helipad is shown. System 900 may include an embodiment of helipad 600, which may include landing surface 604 and lower surface 608. System 900 may include a charger substantially consistent with charging system 100. System 900 includes charger base and cable arrangement. In some embodiments, charger base may be located on lower surface 608. In some embodiments, cable arrangement may be inside of a cable reel module 116. In some embodiments, cable reel module 116 may include a cable exit hole 904. For the purposes of this disclosure, a “cable exit hole” is a hole in an enclosure, configured to allow a charging cable to pass through it and out of the enclosure. One of ordinary skill in the art, after having reviewed the entirety of this disclosure, would appreciate that cable exit hole 904 may take a wide variety of shapes depending on the profile of charging cable 108 and the design considerations. As a non-limiting example, cable exit hole 904 may be circular. As another non-limiting example, cable exit hole 904 may be rectangular. As yet another non-limiting example, cable exit hole 904 may be oval shaped. In some embodiments, cable exit hole 904 may be sized such that charging cable 108 and charging connector 1 12 may pass through it. For example, this may allow both charging connector 112 and charging cable 108 to be inside of cable reel module 116 when charging cable 108 is in the stowed configuration. In some embodiments, cable exit hole 904 may be sized such that charging cable 108, but not charging connector 112, may pass through it. For example, this would mean that, in the stowed configuration, charging cable 108 may be inside of cable reel module 116, but charging connector 112 may rest on the outside of cable reel module 116. This may allow, for example, for easy access to the charging connector 112. In some embodiments, when charging cable 108 exits from cable exit hole 904 it may exit cable exit hole 904 substantially parallel to the ground.

With continued reference to FIG. 9, system 900 may include a cable arrangement door 908. Cable arrangement door 908 may have a closed position and an open position. When the cable arrangement door 908 is in the closed position, it prevents access to cable arrangement. As a non-limiting example, when cable arrangement door 908 is in the closed position, cable reel module 116 and cable arrangement door 908 may together completely encapsulate cable arrangement. When cable arrangement door 908 is in the open position, it allows access to cable arrangement. As a non-limiting example, when cable arrangement door 908 is in the open position, there may be an opening in cable reel module 116 through which cable arrangement may be accessed. In some embodiments, when cable arrangement door 908 is in its open position, cable arrangement door 908 may provide an opening spanning at least two adjacent sides of the plurality of sides of cable reel module 116. For example, in its open position, cable arrangement door 908 may provide an opening on the front and top of cable reel module 116, wherein front and top are defined with reference to FIG. 1. In some embodiments, in its open position, cable arrangement door 908 may provide an opening on the front and left side of cable reel module 116, wherein the front and left side are defined with reference to FIG. 1. In some embodiments, cable arrangement door 908 may include a hinge, wherein the hinge hingidly connects two panels of cable arrangement door 908. In some embodiments, cable arrangement door 908 may be hingidly attached to cable reel module 116 by a hinge 912. Hinge 912 may allow cable arrangement door 908 to move between its open and closed positions. In some embodiments, cable arrangement door 908 may be mounted on a track or set of tracks disposed on cable reel module 116, such that cable arrangement door 908 may be slid on the track or set of tracks between its open position and its closed position. One of ordinary skill in the art, after having reviewed the entirety of this disclosure, would appreciate that cable arrangement door 908 may have a variety of different shapes and designs.

With continued reference to FIG. 9, in some embodiments cable arrangement door 908 may include opening mechanism 916. Opening mechanism 916 may be configured to move cable arrangement door 908 from its closed position to its open position when opening mechanism 916 receives a door open signal from controller 204. Opening mechanism 916 may be configured to move cable arrangement door 908 from its open position to its closed position when opening mechanism 916 receives a door close signal from controller 204. One of ordinary skill in the art would appreciate, after having reviewed the entirety of this disclosure, that a variety of opening mechanism 916 are suitable for this application. As a non-limiting example, opening mechanism 916 may include a pneumatic cylinder. As another non-limiting example, opening mechanism 916 may include a hydraulic cylinder. As another non-limiting example, opening mechanism 916 may include a spring; in some embodiments, the spring may be biased to either move the cable arrangement door 908 from its open position to its closed position or from its closed position to its open position when the spring is released. As yet another nonlimiting example, opening mechanism 916 may include an electromechanical device such as an actuator, wherein the actuator may be consistent with any actuator disclosed as part of this disclosure. In some embodiments, as a non-limiting example, the actuator may be a linear actuator. In some embodiments, as another non-limiting example, the actuator may be a rotary actuator.

With continued reference to FIG. 9, system 900 also includes a lift 1008 (not shown). Lift 1008 is in contact with cable arrangement. Additionally, lift 1008 has a first position and a second position. When lift 1008 is in the first position (as shown in FIG. 9), cable arrangement is in a first cable arrangement position. When cable arrangement is in the first cable arrangement position, cable arrangement is at a first elevation. In some embodiment, the first elevation of the first cable arrangement position of cable arrangement is below a landing surface elevation of landing surface 604. For the purposes of this disclosure, the “elevation of the landing surface” is the average elevation of the landing surface. For the purposes of this disclosure, the “first elevation of the first cable arrangement position” is measured from top of cable arrangement. In some embodiments, the first elevation of the first cable arrangement position may be such that, when cable arrangement is at this elevation, it is flush with, or otherwise in contact with charger base.

Referring now to FIG. 10, an embodiment of system 900 is once again depicted. In this embodiment, lift 1008 is in a second lift position. When lift 1008 is in the second lift position, cable arrangement 1004 is in the second cable arrangement 1004 position. When cable arrangement 1004 is in the second cable arrangement 1004 position, cable arrangement 1004 is located at a second elevation, wherein the second elevation is greater than the first elevation. In some embodiments, the second elevation of the second cable arrangement 1004 position of cable arrangement 1004 may be at least partially above the landing surface elevation of landing surface 604. In some embodiments, the second elevation of the second cable arrangement 1004 position of the cable arrangement 1004 may be such that cable arrangement 1004 may be completely above the landing surface elevation of landing surface 604. For the purposes of this disclosure, cable arrangement 1004 is “completely above” the landing surface elevation of landing surface 604, when the bottom of cable arrangement 1004 has an elevation greater than the landing surface elevation of landing surface 604. In some embodiments, the second elevation of the second cable arrangement 1004 position of the cable arrangement 1004 may be such that cable reel module 116 may be completely above the landing surface elevation of landing surface 604. For the purposes of this disclosure, cable reel module 116 is “completely above” the landing surface elevation of landing surface 604, when the bottom of cable reel module 116 has an elevation greater than the landing surface elevation of landing surface 604.

With continued reference to FIG. 10, in some embodiments, charger base 1000 may have a fixed position. For the purposes of this disclosure, charger base 1000 has a “fixed position” when it remains stationary regardless of whether cable arrangement 1004 is in the first or second cable arrangement 1004 position, and regardless of whether lift is in first lift position or second lift position.

With continued reference to FIG. 10, a “lift,” for the purposes of this disclosure, is a device that moves objects between at least a lower position and a higher position. In some embodiments, lift 1008 may be manually operated. As a non-limiting example, a manual pully- and-rope system may be used to move lift 1008 between first lift position and second lift position. Tn some embodiments, lift 1008 may include a traction elevator. A traction elevator may include a rope that passed over a wheel attached to an electric motor. In some embodiments, lift 1008 may include a hydraulic elevator. In some embodiments, a hydraulic elevator may include a hydraulic piston into which hydraulic fluid may be forced by a motor, causing the piston to rise. Conversely, in some embodiments, fluid may be released from the hydraulic cylinder in order to allow the hydraulic cylinder to fall. In some embodiments, lift 1008 may include a pneumatic elevator. In some embodiments, a pneumatic elevator, generally, operated by creating vacuums in order to cause motion. In some embodiments, lift 1008 may include a scissor lift. In some embodiments, lift 1008 may include a rack-and-pinion lift. In some embodiments, lift 1008 may include a series of wheels set in guide tracks, wherein the wheels are able to lift the elevator from the first position to the second position using the guide track. Lift may alternatively or additionally be implemented using other mechanisms such as without limitation elevator screws.

Referring now to FIG. 11, an embodiment of an electric aircraft charging station 1100 is shown. Charging station 1100 includes an energy source 1104. An “energy source,” for the purposes of this disclosure, is a source of electrical power. In some embodiments, energy source 1104 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, energy source 1104 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, energy source 1104 may be a connection to the power grid. For example, in some non-limiting embodiments, energy source 1104 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 energy source 1104 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. Tn 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. nee to FIG. 11, charging station 1100 may include a charging cable 1108. A “charging cable,” for the purposes of this disclosure is a conductor or conductors adapted to carry power for the purpose of charging an electronic device. Charging cable 1108 is configured to carry electricity. Charging cable 1108 is electrically connected to the energy source 1104. “Electrically connected,” for the purposes of this disclosure, means a connection such that electricity can be transferred over the connection. In some embodiments, charging cable 1108 may carry AC and/or DC power to a charging connector 1112. The charging cable may include a coating, wherein the coating surrounds the conductor or conductors of charging cable 1108. One of ordinary skill in the art, after having reviewed the entirety of this disclosure, would appreciate that a variety of coatings are suitable for use in charging cable 1108. As a non-limiting example, the coating of charging cable 1108 may comprise rubber. As another non-limiting example, the coating of charging cable 1108 may comprise nylon. Charging cable 1108 may be a variety of lengths depending on the length required by the specific implementation. As a non-limiting example, charging cable 1108 may be 10 feet. As another non-limiting example, charging cable 1108 may be 25 feet. As yet another non-limiting example, charging cable 1108 may be 50 feet.

With continued reference to FIG. 11, charging station 1100 may include a charging connector 1112. Charging cable 1108 may be electrically connected to charging connector 1112. Charging connector 1112 may be disposed at one end of charging cable 1108. Charging connector 1112 may be configured to couple with a corresponding charging port on an electric aircraft. For the purposes of this disclosure, a “charging connector” is a device adapted to electrically connect a device to be charged with an energy source. For the purposes of this disclosure, a “charging port” is a section on a device to be charged, arranged to receive a charging connector.

With continued reference to FIG. 11, charging connector 1112 may include a variety of pins adapted to mate with a charging port disposed on an electric aircraft. The variety of pins included on charging connector 11 12 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 1112 may include more than one of one of the types of pins mentioned above.

With continued reference to FIG. 11, 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, any pin of charging connector 1112 may be the male component of a pin and socket connector. In other embodiments, any pin of charging connector 1112 may be the female component of a pin and socket connector. As a further example of an embodiment, a pin 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. Additionally, in some embodiments, a pin, or multiple pins, of charging connector 1112 may include a locking mechanism. For instance, as a non-limiting example, any pin of charging connector 1112 may include a locking mechanism to lock the pins in place. The pin or pins of charging connector 1112 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. 11, in some embodiments, charging connector 1112 may include a DC pin. DC pin 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 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.

With continued reference to FIG. 11, in some embodiments, charging connector may include an AC pin. An 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. 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. 11, in some embodiments, charging connector 1112 may include a ground pin. A 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. Tn 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. 11, in some embodiments, charging connector 1112 may include a communication pin. A communication pin is an electric connector configured to carry electric signals between components of charging station 1100 and components of an electric aircraft. As a non-limiting example, communication pin may carry signals from a controller in a charging system (e.g. controller 204) 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 could be used to carry a variety of signals between components.

With continued reference to FIG. 11, charging connector 1112 may include a variety of additional pins. As a non-limiting example, charging connector 1112 may include a proximity detection pin. Proximity detection pin has no current flowing through it when charging connector 1112 is not connected to a port. Once charging connector 1112 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 1112 is connected to a port.

With continued reference to FIG. 11, charging station 1100 may include a cable reel module 1116. The cable reel module 1116 including a reel 1120. For the purposes of this disclosure, “a cable reel module” is the portion of a charging system containing a reel, that houses a charging cable or a temperature regulating element when the charging cable is stowed. For the purposes of this disclosure, a “reel” is a rotary device around which an object may be wrapped. Reel 1120 is rotatably mounted to cable reel module 1116. For the purposes of this disclosure, “rotatably mounted” means mounted such that the mounted object may rotate with respect to the object that the mounted object is mounted on. Additionally, when the charging cable 1 108 is in a stowed configuration, the charging cable is wound around reel 1120. As a nonlimiting example, charging cable 1108 is in the stowed configuration in FIG. 11. In the stowed configuration, charging cable 1108 need not be completely wound around reel 1120. As a nonlimiting example, a portion of charging cable 1108 may hang free from reel 1120 even when charging cable 1108 is in the stowed configuration. In some embodiments, a plurality of temperature regulating elements 1144 may be located within a cable reel module 1116. In embodiments, charging cable 1108 may be replaced by a flexible duct hose 1156 on the reel.

With continued reference to FIG. 11, cable reel module 1116 includes a rotation mechanism 1124. A “rotation mechanism,” for the purposes of this disclosure is a mechanism that is configured to cause another object to undergo rotary motion. As a non-limiting example, rotation mechanism may include a rotary actuator. As a non-limiting example, rotation mechanism 1124 may include an electric motor. As another non-limiting example, rotation mechanism 1124 may include a servomotor. As yet another non-limiting example, rotation mechanism 1124 may include a stepper motor. In some embodiments, rotation mechanism 1124 may include a compliant element. For the purposes of this disclosure, a “compliant element” is an element that creates force through elastic deformation. As a non-limiting example, rotation mechanism 1124 may include a torsional spring, wherein the torsional spring may elastically deform when reel 1120 is rotated in, for example, the forward direction; this would cause the torsional spring to exert torque on reel 1120, causing reel 1120 to rotate in a reverse direction when it has been released. Rotation mechanism 1124 is configured to rotate reel 1120 in a forward direction and a reverse direction. Forward direction and reverse direction are opposite directions of rotation. As a non-limiting example, the forward direction may be clockwise, whereas the reverse direction may be counterclockwise, or vice versa. As a non-limiting example, rotating in the forward direction may cause charging cable 1108 to extend, whereas rotating in the reverse direction may cause charging cable 1108 to stow, or vice versa. In some embodiments, rotation mechanism 1124 may continually rotate reel 1120 when rotation mechanism 1124 is enabled. In some embodiments, rotation mechanism 1124 may be configured to rotate reel 1120 by a specific number of degrees. In some embodiments, rotation mechanism 1124 may be configured to output a specific torque to reel 1120. As a non-limiting example, this may be the case, wherein rotation mechanism 1 124 is a torque motor. Rotation mechanism 1 124 may be electrically connected to energy source 1104.

With continued reference to FIG. 11, cable reel module 1116 may include an outer case 1128. Outer case 1128 may enclose reel 1120 and rotation mechanism 1124. In some embodiments, outer case 1128 may enclose charging cable 1108 and possibly charging connector 1112 when the charging cable 1108 is in its stowed configuration.

With continued reference to FIG. 11, charging station 1100 may include a control panel 1132. For the purposes of this disclosure, a “control panel” is a panel containing a set of controls for a device. Control panel 1132 may include a display 1136. For the purposes of this disclosure, a “display” is an electronic device for the visual presentation of information. Display 1136 may be any type of screen. As non-limiting examples, display 1136 may be an LED screen, an LCD screen, an OLED screen, a CRT screen, a DLPT screen, a plasma screen, a cold cathode display, a heated cathode display, a nixie tube display, and the like. Display 1136 may be configured to display any relevant information. A person of ordinary skill in the art would appreciate, after having reviewed the entirety of this disclosure, that a variety of information could be displayed on display 1136. In some embodiments, display 1136 may display metrics associated with the charging of an electric aircraft. As a non-limiting example, this may include energy transferred. As another non-limiting example, this may include charge time remaining. As another nonlimiting example, this may include charge time elapsed.

Still referring now to FIG. 11, an exemplary embodiment of a charging station 1100 is illustrated. System includes a computing device 1140. computing device 1140 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, computing device 1140may 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, computing device 1140may 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 computing device 1140 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, computing device 1140may 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, computing device 1140 may include one or more computing devices dedicated to data storage, security, distribution of traffic for load balancing, and the like, computing device 1140 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, computing device 1140 may be implemented using a “shared nothing” architecture in which data is cached at the worker, in an embodiment, this may enable scalability of charging station 1100 and/or computing device.

With continued reference to FIG. 11, computing device 1140 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, computing device 1140 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, computing device 1 140 may perform any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and/or substantially simultaneously performing a step two or more times using two or more parallel threads, processor cores, or the like; division of tasks between parallel threads and/or processes may be performed according to any protocol suitable for division of tasks between iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which steps, sequences of steps, processing tasks, and/or data may be subdivided, shared, or otherwise dealt with using iteration, recursion, and/or parallel processing.

With continued reference to FIG. 11, computing device 1140 may be configured to determine the target temperature of the battery. As used in this disclosure, “target temperature” is an ideal or otherwise preset temperature of a battery or cabin; target temperature may be calculated based on a culmination one or more factors such as weather, flight mode, altitude, external temperature, and the like. In some embodiments, computing device 1140 may be configured to generate target temperature as a function of the flight plan. As used in the current disclosure, a “flight plan” is a plan to get the aircraft from its departure point to it arrival point in the most efficient manner with respect to flight duration, payload size, aircraft identity, and the like. In a non-limiting, example the target temperature of the battery may adjust based on the duration of the flight or the payload size. Target temperature may allow for a larger or smaller range of temperature for flights that are more strenuous on the battery according to the flight plan.

With continued reference to FIG. 11, computing device 1140 may be configured to determine the target temperature of the battery or cabin as a function of battery considerations. Battery considerations may include status of charge of the battery, the number of battery modules, and overall battery health. In embodiments, a computing device may calculate target temperature as a function of a location of a charging station as it relates to of a current charge of the battery. In other embodiments, a target temperature of a battery may be calculated based on health of the battery adjusting for suboptimal battery health. Target temperature may also be calculated based on a number of battery modules adjusting for heat each battery produces.

With continued reference to FIG. 11, temperature regulating elements 1144 may be configured regulate the temperature of the battery cells or cabin. As used in the current disclosure, “regulating the temperature” means managing increase or decrease of the temperature of the battery. Temperature regulation also includes getting to and then maintaining a target temperature. Sensor feedback may be used in this process, whereas the sensor is used as a thermostat.

With continued reference to FIG. 11, computing device 1140 may be configured to determine the target temperature of the battery as a function of the weather. As used in this disclosure, “weather” is defined as the state of the atmosphere at a place and time as regards temperature, coolness, heat, dryness, sunshine, wind, snow, hail, rain, and the like. Weather may also include but is not limited to ambient temperature, average temperature at different altitudes, wind speed, humidity, etc. As used in the current disclosure, “weather datum’ is the datum that is used to calculate the weather at a given time such as wind speed, humidity, temperature at a given altitude, temperature on the ground, and the like. In some embodiments, weather maybe calculated outside the system then communicated to computing device 1140. In some embodiments, weather datum bay be transmitted to computing device by a remote device. In other embodiments, computing device 1140 derives the weather as a function of the weather datum. Weather datum may be detected through the use of one or more sensors communicatively connected to a computing device. The various weather events may cause the battery temperature to heat or cool accordingly. Changes in a target temperature may reflect the changes in the weather in order to maintain the ideal temperature of the battery.

With continued reference to FIG. 11, computing device 1140 may be configured to calculate the target temperature of the battery as a function of the weather using an equation. As used in the current disclosure, an “equation” is a mathematical formula that will take into account at least the current temperature of the battery and the weather to output the target temperature of the battery. In some embodiments.

With continued reference to FIG. 11, computing device 1140 may be configured to calculate the target temperature of the battery as a function of the weather using a machine learning process. 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 to generate an algorithm that will be performed by a computing device/module to produce a preflight battery temperature given data provided as inputs. As used in the current disclosure, “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. In some embodiments, the inputs into the machine learning process are weather datum and the output of the process the target temperature of the battery. In a non-limiting example, training data that may be correlated include destinations, weather datum, flight plan data, weather, and the like. In some embodiments, training data may include recorded previous flights where batteries acted within an optimal range, did not require modifications to the flight plan due to temperature issues, and did not exceed or drop below a desired temperature range. In some embodiments, training data may be generated via electronic communication between a computing device and plurality of sensors. In other embodiments, training data may be communicated to a machine learning model from a remote device . Once the flight plan machine learning process receives training data, it may be implemented in any manner suitable for generation of receipt, implementation, or generation of machine learning.

With continued reference to FIG. 11, computing device 1140 may be configured to calculate the target temperature of the battery as a function of the weather using a 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. In some embodiments, weather datum may be used a query to retrieve the target temperature of the battery. With continued reference to FIG. 11 , a computing device 1 140 may be configured to command the temperature regulating elements 1144 to maintain the temperature of the plurality of battery cells. In embodiments, Computing device 1140 will be communicatively connected with temperature regulating elements. Computing device 1140 may command the temperature regulating elements to heat or cool the battery as needed as a function of the target temperature with the goal of maintaining the target temperature of the battery.

With continued reference to FIG. 11, Charging station 1100 may include a plurality temperature regulating element 1144. As used in the current disclosure a “temperature regulating element” is any device configured to maintain the target temperature of the battery or cabin through the use of heating and/or cooling elements. In a non-limiting embodiment, a temperature regulating element 1144 may be one or any combination of include heat exchangers, heaters, coolers, air conditioners, sheet heaters, and the like. In other embodiments, materials with high or low thermal conductivity, insulators, and convective fluid flows may be used to regulate the temperature of the battery. In a nonlimiting example, temperature regulating elements 1144 may be located in gaps between the battery cells. Temperature may be applied to the aircraft using a flexible duct hose 1156. As used in the current disclosure, a “flexible duct hose” is a flexible cylindrical hose that that is tailored to allow hot or cold air to pass through it to facilitate heating or cooling form temperature regulating elements 1144. Flexible duct hose 1156 may also be configured to allow coolant, materials with high or low thermal conductivity, insulators, and convective fluid flows may be used to regulate the temperature of the battery to flow through them.

With continued reference to FIG. 11, temperature regulating element 1144 may include a heating element. As used in the current disclosure, a “heating element” is a device used to raise the temperature of the battery or cabin. In a non-limiting example, heating elements may include sheet heaters, heat exchangers, heaters, and the like. In an embodiment, a heating element may blow heated air into the cabin or the battery to maintain the target temperature. As used in the current disclosure, a “sheet heaters” may include any heating element that is thin and flexible such as to be wrapped around a battery cell, inserted between two battery cells, or the like. Examples of sheet heaters include but are not limited to thick film heaters, sheets of resistive heaters, a heating pad, heating film, heating blanket, and the like. In embodiments, sheet heaters may be wrapped around a battery cell. Sheet heaters may also be placed in the gaps between the battery cells.

With continued reference to FIG. 11, temperature regulating element 1144 may include a cooling element. As used in the current disclosure, a “cooling element” is a device used to lower the temperature of the battery or cabin. In an embodiment, a cooling element may include a fan, air conditioner, the use of coolant, heat exchangers. Cool air may be forced into the cabin or battery as a function of the target temperature.

With continued reference to FIG. 11, flexible duct hose 1156 may include a Coolant flow path. In some embodiments, coolant flow path may have a distal end located substantially at charging connector 1112. As used in this disclosure, a “coolant flow path” is a component that is substantially impermeable to a coolant and contains and/or directs a coolant flow. As used in this disclosure, “coolant” is any flowable heat transfer medium. Coolant may include a liquid, a gas, a solid, and/or a fluid. Coolant may include a compressible fluid and/or a non-compressible fluid. Coolant may include a non-electrically conductive liquid such as a fluorocarbon-based fluid, such as without limitation Fluorinert™ from 3M of Saint Paul, Minnesota, USA. In some cases, coolant may include air. As used in this disclosure, a “flow of coolant” is a stream of coolant. In some cases, coolant may include a fluid and coolant flow is a fluid flow. Alternatively or additionally, in some cases, coolant may include a solid (e.g., bulk material) and coolant flow may include motion of the solid. Exemplary forms of mechanical motion for bulk materials include fluidized flow, augers, conveyors, slumping, sliding, rolling, and the like. Coolant flow path may be in fluidic communication with a Coolant source. As used in this disclosure, a “coolant source” is an origin, generator, reservoir, or flow producer of coolant. In some cases, a Coolant source may include a flow producer, such as a fan and/or a pump. Coolant source may include any of following non-limiting examples, air conditioner, refrigerator, heat exchanger, pump, fan, expansion valve, and the like.

Still referring to FIG. 11, in some embodiments, Coolant source may be further configured to transfer heat between coolant, for example coolant belonging to coolant flow, and an ambient air. As used in this disclosure, “ambient air” is air which is proximal a system and/or subsystem, for instance the air in an environment which a system and/or sub-system is operating. For example, in some cases, Coolant source comprises a heart transfer device between coolant and ambient air. Exemplary heat transfer devices include, without limitation, chillers, Peltier junctions, heat pumps, refrigeration, air conditioning, expansion or throttle valves, heat exchangers (air-to-air heat exchangers, air-to-liquid heat exchangers, shell-tube heat exchangers, and the like), vapor-compression cycle system, vapor absorption cycle system, gas cycle system, Stirling engine, reverse Carnot cycle system, and the like. In some versions, computing device 1140 may be further configured to control a temperature of coolant. For instance, in some cases, a sensor may be located within thermal communication with coolant, such that sensor is able to detect, measure, or otherwise quantify temperature of coolant within a certain acceptable level of precision. In some cases, sensor may include a thermometer. Exemplary thermometers include without limitation, pyrometers, infrared non-contacting thermometers, thermistors, thermocouples, and the like. In some cases, thermometer may transduce coolant temperature to a coolant temperature signal and transmit the coolant temperature signal to computing device 1140. Computing device 1140 may receive coolant temperature signal and control heat transfer between ambient air and coolant as a function of the coolant temperature signal. Computing device 1140 may use any control method and/or algorithm used in this disclosure to control heat transfer, including without limitation proportional control, proportional-integral control, proportional-integral-derivative control, and the like. In some cases, computing device 1140 may be further configured to control temperature of coolant within a temperature range below an ambient air temperature. As used in this disclosure, an “ambient air temperature” is temperature of an ambient air. An exemplary non-limiting temperature range below ambient air temperature is about -5°C to about -30°C. In some embodiments, coolant flow may substantially be comprised of air. In some cases, coolant flow may have a rate within a range a specified range. A non-limiting exemplary coolant flow range may be about 0.1 CFM and about 100 CFM. In some cases, rate of coolant flow may be considered as a volumetric flow rate. Alternatively or additionally, rate of coolant flow may be considered as a velocity or flux. In some embodiments, coolant source may be further configured to transfer heat between a heat source, such as without limitation ambient air or chemical energy, such as by way of combustion, and coolant, for example coolant flow. In some cases, coolant source may heat coolant, for example above ambient air temperature, and/or cool coolant, for example below an ambient air temperature. In some cases, coolant source may be powered by electricity, such as by way of one or more electric motors. Alternatively or additionally, coolant source may be powered by a combustion engine, for example a gasoline powered internal combustion engine. In some cases, coolant flow may be configured, such that heat transfer is facilitated between coolant flow and at least a battery, by any methods known and/or described in this disclosure. In some cases, at least a battery may include a plurality of pouch cells. In some cases, heat is transferred between coolant flow and one or more components of at least a pouch cell, including without limitation electrical tabs, pouch, and the like. In some cases, coolant flow may be configured to facilitate heat transfer between the coolant flow and at least a conductor of electric vehicle, including without limitation electrical busses within at least a battery.

With continued reference to FIG. 11, in some embodiments, at least a sensor 1148 is configured to detect collect temperature datum 1152 from the battery. For the purposes of this disclosure, “temperature 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 the temperature within the battery or the cabin of the electric aircraft. Temperature datum may also include a measurement of resistance, current, voltage, moisture, and the current temperature of the battery. Temperature datum 1152 may also include information regarding the degradation or failure of the battery cell.

Still referring to FIG. 11, 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. 11, sensor(s) 1148 may include any number of suitable sensors which may be efficaciously used to detect temperature datum 1152. 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) 1148 may efficaciously include, without limitation, any of the sensors disclosed in the entirety of the present disclosure.

With continued reference to FIG. 11, in some embodiments of charging station 1100, Sensor 1148 may be communicatively connected with a Computing device 1140. Sensor 1148 may communicate with Computing device 1140 using an electric connection. Alternatively, Sensor 1148 may communicate with Computing device 1140 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. 11, Computing device 1140 may be communicatively connected with temperature regulating elements 1144. Computing device 1140 may be configured to receive temperature datum 1152 from Sensor 1148. High/low temperature within the battery cell may be determined by the Computing device 1140 as a function of the temperature datum 1152. Additionally, the computing device may determine high/low temperature within the battery cells by comparing temperature datum 1152 to a predetermined value. When Computing device 1140 receives temperature datum 1152 from Sensor 1148 that indicates high/low temperature within the battery cells, then Computing device 1140 may send a may send a notification to a user interface signifying that high/low temperature within the battery cells.

Referring now to FIG. 12, a block diagram for an exemplary charging station 1200 with multiple cable reel modules 1116. Charging station 1200 may depict a plurality of cable reel modules a charging reel 1204, Battery reel 1208, and a cabin reel 1212. As used in the current disclosure, a “charging reel” may be a cable reel module 1116 that is outfitted with equipment that is designed to charge the battery of the electric aircraft. That equipment may include an energy source 152, charging connector 1112, and Charging cable 1108. In some embodiments, the disclosure of charging reel 1204 is consistent with the disclosure of the cable reel module 1116 of FIG. 11. Still referring to FIG. 12, a block diagram for an exemplary charging station 1200 with a Battery reel 1208. As used in the current disclosure, a “battery reel” may be a cable reel module 1116 that is configured to house a temperature regulating element 1144. The battery reel 1208 may be designed to regulate the temperature of the battery of electric aircraft 1216. Battery reel 1208 may include a sensor 1148, temperature datum 1152, a computing device 1140, Flexible duct hose 1156, and a temperature regulating element 1144. A temperature sensor within a battery reel may be configured to generate temperature datum regarding the battery 1220. A flexible duct hose 1156 may be wrapped around the reel of battery reel 1208. A flexible duct hose 1156 may be mechanically connected to a temperature regulating element.

Still referring to FIG. 12, a block diagram for an exemplary charging station 1200 with a Cabin reel 1212. As used in the current disclosure, a “cabin reel” may be a cable reel module 1116 that is configured to house a temperature regulating element 1144. The cabin reel 1212 may be designed to regulate the temperature of the cabin of electric aircraft 1216. Cabin reel 1212 may include a sensor 1148, temperature datum 1152, a computing device 1140, Flexible duct hose 1156, and a temperature regulating element 1144. A temperature sensor within a cabin reel 1212 may be configured to generate temperature datum regarding the cabin 1224. A flexible duct hose 1156 may be wrapped around the reel of cabin reel 1212. A flexible duct hose 1156 may be mechanically connected to a temperature regulating element. In some embodiments, the disclosure of a battery reel 1208 and a cabin reel 1212 may be consistent with each other.

With continued reference to FIG. 12, the term “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 1216 maybe 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 may be capable of edgewise flight. As a non-limiting example, electric aircraft 1216 may be able to hover. Electric aircraft 1216 may include a variety of electric propulsion devices; including, as non-limiting examples, pushers, pullers, lift devices, and the like.

With continued reference to FIG. 12, the term ‘battery’ is used as a collection of cells connected in series or parallel to each other. A battery 1220 may, when used in conjunction with other cells, may be electrically connected in series, in parallel or a combination of series and parallel. Series connection comprises wiring a first terminal of a first cell to a second terminal of a second cell and further configured to comprise a single conductive path for electricity to flow while maintaining the same current (measured in Amperes) through any component in the circuit. A battery 1220 may use the term ‘wired’, but one of ordinary skill in the art would appreciate that this term is synonymous with ‘electrically connected’, and that there are many ways to couple electrical elements like battery cells together. An example of a connector that do not comprise wires may be prefabricated terminals of a first gender that mate with a second terminal with a second gender. Batteries 1220 may be wired in parallel. Parallel connection comprises wiring a first and second terminal of a first battery 1220 to a first and second terminal of a second battery 1220 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. Batteries 1220 may be wired in a series-parallel circuit which combines characteristics of the constituent circuit types to this combination circuit. Batteries 1220 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 module comprise 196 batteries 1220 in series and 18 battery cells in parallel. This is, as someone of ordinary skill in the art would appreciate, is only an example and Battery module may be configured to have a near limitless arrangement of battery 1220 configurations.

With continued reference to FIG. 12, a plurality of battery modules may also comprise a side wall which comprises a laminate of a plurality of layers configured to thermally insulate the plurality of batteries 1220 from external components of battery module. Side wall layers may comprise materials which possess characteristics suitable for thermal insulation as described in the entirety of this disclosure like fiberglass, air, iron fibers, polystyrene foam, and thin plastic films, to name a few. Side wall may additionally or alternatively electrically insulate the plurality of batteries 1220 from external components of battery module and the layers of which may comprise polyvinyl chloride (PVC), glass, asbestos, rigid laminate, varnish, resin, paper, Teflon, rubber, and mechanical lamina. Center sheet may be mechanically coupled to side wall in any manner described in the entirety of this disclosure or otherwise undisclosed methods, alone or in combination. Side wall may comprise a feature for alignment and coupling to center sheet. This feature may comprise a cutout, slots, holes, bosses, ridges, channels, and/or other undisclosed mechanical features, alone or in combination. Plurality of battery module may be a combination of a plurality of battery module utilized to power the electric aircraft.

With continued reference to FIG. 12, the term “cabin,” for the purposes of this disclosure, refers to the area within the fuselage of the aircraft where the pilot and passengers are seated. The cabin 1224 may also include areas where the payload of the aircraft is stored. Additionally, the cabin 1224 of the aircraft may be any enclosed space within the aircraft that is habitable during flight.

Referring now to FIG. 13, an exemplary method 1300 of use for electric charging station for an electric vehicle. A electric vehicle may include any vehicle described in in this disclosure, for example with reference to FIGS. 1-12. At step 1305, method 1300 may include charging, using a charging cable, wherein the charging cable is configured to carry electricity. A charging cable may include any cable described in in this disclosure, for example with reference to FIGS. 1-12.

With continued reference to FIG. 13, at step 1310, method 1300 may include powering, using an energy source, wherein the energy source is electrically connected to the charging cable. A energy source may include any energy source described in in this disclosure, for example with reference to FIGS. 1-12.

With continued reference to FIG. 13, at step 1315, method 1300 may include regulating temperature, using a plurality of temperature regulating elements. A temperature regulating element may include any temperature regulating element described in in this disclosure, for example with reference to FIGS. 1-12.

With continued reference to FIG. 13, at step 1320, method 1300 may include sensing, using a temperature sensor, wherein the temperature sensor is configured to generate temperature datum. A temperature sensor may include any sensor described in in this disclosure, for example with reference to FIGS. 1-12. A temperature datum may include any datum described in in this disclosure, for example with reference to FIGS. 1-12. With continued reference to FIG. 13, at step 1325, method 1300 may include receiving, using a computing device, the temperature datum. A computing device may include any computing device described in in this disclosure, for example with reference to FIGS. 1-12.

With continued reference to FIG. 13, at step 1330, method 1300 may include regulating, using a computing device, battery temperature using the plurality of temperature regulating elements as a function of the temperature datum.

With continued reference to FIG. 13, at step 1335, method 1300 may include regulating, using a computing device, cabin temperature using the plurality of temperature regulating elements as a function of the temperature datum.

Now referring to FIG. 14, a ground service system for an electric aircraft is illustrated. System 1400 may include a charging module 1404 configured to charge a battery of the electric aircraft. As used in this disclosure, a “charging module” is a device configured to charge a battery. As used in this disclosure, a “battery” is a source of stored electrical power. A battery may include, for example, one or more battery cells, one or more battery modules, and/or one or more battery packs configured to provide electrical power to an electric aircraft and/or an aircraft electrical subsystem. As a non-limiting example, electric aircraft maybe capable of vertical takeoff and landing (VTOL) or conventional takeoff and landing (CTOL). As another nonlimiting example, the electric aircraft may be capable of both VTOL and CTOL. As a nonlimiting example, electric aircraft may be capable of edgewise flight. As a non-limiting example, electric aircraft may be able to hover. Electric aircraft may include a variety of electric propulsion devices; including, as non-limiting examples, pushers, pullers, lift devices, and the like. Electric aircraft may include electric aircraft illustrated in FIG. 4.

Charging module 1404 may include a charging cable 1408, cable storage device 1420, rotation mechanism 1428, and reel control 1432. A “charging cable,” for the purposes of this disclosure is a conductor or conductors adapted to carry power for the purpose of charging an electronic device, such as an electric aircraft and/or component thereof. Charging cable 1408 is configured to carry electricity. In some embodiments, charging cable 1408 may include a charging connector 1412 in which the charging cable 1408 carries AC and/or DC power to charging connector 1412. Charging cable 1408 may include a coating, wherein the coating surrounds the conductor or conductors of charging cable 1408. One of ordinary skill in the art, after having reviewed the entirety of this disclosure, would appreciate that a variety of coatings are suitable for use in charging cable 1408. As a non-limiting example, the coating of charging cable 1408 may comprise rubber. As another non-limiting example, the coating of charging cable 1408 may comprise nylon. Charging cable 1408 may be a variety of lengths depending on the length required by the specific implementation. As a non-limiting example, charging cable 1408 may be 10 feet. As another non-limiting example, charging cable 1408 may be 25 feet. As yet another non-limiting example, charging cable 1408 may be 50 feet or any other length. Charging cable 1408 may 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. Charging cable 1408 may include any component configured to link an electric aircraft to the connector, charging connector 1412 or charger. Charging cable 1408 may be consistent with any charger disclosed in U.S. Pat. App. No. 17/736,574, filed 05/04/2022, and titled “METHODS AND SYSTEMS FOR CHARGING AN ELECTRIC AIRCRAFT INCLUDING A HORIZONTAL CABLE ARRANGEMENT.” Charging module 1404 may be configured to charge battery in electric aircraft. Battery may be housed in electric aircraft. 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. Charging module 1404 may be consistent with disclosure of one or more features of electric aircraft charging system described in in U.S. Pat. App. No. 17/736,530, fded 05/04/2022, and titled “SYSTEM FOR AN ELECTRIC AIRCRAFT CHARGING WITH A CABLE REEL”.

Still referring to FIG. 14, charging cable 1408 may be electrically connected to an energy source 1416. “Electrically connected,” for the purposes of this disclosure, means a connection such that electricity can be transferred over the connection. Charging module 1404 may be in contact with the ground. In some embodiments, charging module 1404 may be fixed to another structure. With continued reference to FIG. 14, charging module 1404 may include energy source 1416. An “energy source,” for the purposes of this disclosure, is a source of electrical power. In some embodiments, energy source 1416 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, energy source 1416 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, energy source 1416 may be a connection to the power grid. For example, in some non-limiting embodiments, energy source 1416 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 energy source 1416 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.

With continued reference to FIG. 14, charging connector 1412 may include a variety of pins adapted to mate with a charging port disposed on electric aircraft. Pins may include mating components. 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 ('/.< . mated) configuration. 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, any pin of charging connector 1412 may be the male component of a pin and socket connector. In other embodiments, any pin of charging connector 1412 may be the female component of a pin and socket connector. As a further example of an embodiment, a pin 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 nonlimiting example, this can be accomplished by making the male and female components of an electrical connector asymmetrical. Additionally, in some embodiments, a pin, or multiple pins, of charging connector 1412 may include a locking mechanism. For instance, as a non-limiting example, any pin of charging connector 1412 may include a locking mechanism to lock the pins in place. The pin or pins of charging connector 1412 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. 14, in some embodiments, charging connector 1412 may include a DC pin. DC pin 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 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 1412 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.

With continued reference to FIG. 14, in some embodiments, charging connector 1412 may include an AC pin. An 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. 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. 14, in some embodiments, charging connector 1412 may include a ground pin. A 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. Referring still to FIG. 14, charging module 1404 may configured to store charging cable 1408 in a cable storage device 1420. As used in this disclosure, a “cable storage device” is a compartment or device configured to store a cable. Cable storage device 1420 may include a tray to hold a cable. Tray may be retractable for easy access to cable. Cable storage device 1420 may include a service loop. Cable storage device 1420 may include a charging cable reel 1424 configured to hold charging cable 1408. For the purposes of this disclosure, a “reel” is a rotary device around which an object may be wrapped. Charging cable reel 1424 may be rotatably mounted to charging module 1404. For the purposes of this disclosure, “rotatably mounted” means mounted such that the mounted object may rotate with respect to the object that the mounted object is mounted on. Additionally, when charging cable 1408 is in a stowed configuration, the charging cable 1408 is wound around charging cable reel 1424. In the stowed configuration, charging cable 1408 need not be completely wound around charging cable reel 1424. As a non-limiting example, a portion of charging cable 1408 may hang free from charging cable reel 1424 even when charging cable 1408 is in the stowed configuration.

With continued reference to FIG. 14, cable storage device 1420 may include a rotation mechanism 1428. A “rotation mechanism,” for the purposes of this disclosure is a mechanism that is configured to cause another object to undergo rotary motion. As a non-limiting example, rotation mechanism 1428 may include a rotary actuator. As a non-limiting example, rotation mechanism 1428 may include an electric motor. As another non-limiting example, rotation mechanism 1428 may include a servomotor. As yet another non-limiting example, rotation mechanism 1428 may include a stepper motor. Rotation mechanism 1428 may be configured to pay out and/or pay in charging cable 1408. In some embodiments, rotation mechanism 1428 may include a compliant element. For the purposes of this disclosure, a “compliant element” is an element that creates force through elastic deformation. As a non-limiting example, rotation mechanism 1428 may include a torsional spring, wherein the torsional spring may elastically deform when charging cable reel 1424 is rotated in, for example, the forward direction; this would cause the torsional spring to exert torque on charging cable reel 1424, causing charging cable reel 1424 to rotate in a reverse direction when it has been released. Rotation mechanism 1428 is configured to rotate charging cable reel 1424 in a reverse direction. In some embodiments, rotation mechanism 1428 may be configured to rotate charging cable reel 1424 in a forward direction. Forward direction and reverse direction are opposite directions of rotation. As a non-limiting example, the forward direction may be clockwise, whereas the reverse direction may be counterclockwise, or vice versa. As a non-limiting example, rotating in the forward direction may cause charging cable 1408 to extend, whereas rotating in the reverse direction may cause charging cable 1408 to stow, or vice versa. In some embodiments, rotation mechanism 1428 may continually rotate charging cable reel 1424 when rotation mechanism 1428 is enabled. In some embodiments, rotation mechanism 1428 may be configured to rotate charging cable reel 1424 by a specific number of degrees. In some embodiments, rotation mechanism 1428 may be configured to output a specific torque to charging cable reel 1424. As a non-limiting example, this may be the case, wherein rotation mechanism 1428 is a torque motor. Rotation mechanism 1428 may be electrically connected to energy source 1416.

Still referring to FIG. 14, rotation mechanism 1428 may include a biasing means. Biasing means may include a spring, elastic, torsional spring, or the like. As used in this disclosure a “biasing means” is a mechanism that generates an elastic recoil force when moved or deformed. In an embodiment, biasing means may include a mechanism that generates an elastic recoil force when twisting a material. In another embodiment biasing means may include a mechanism that generates an elastic recoil force when compressing a material. In another embodiment, biasing means may include a mechanism that generates an elastic recoil force when stretching a coiled material. As a non-limiting example a biasing means may be a rubber band and/or other elastic and/or elastomeric material that may compress, stretch, and/or twist such that the rubber band releases stored energy and returns to the original shape.

Still referring to FIG. 14, rotation mechanism 1428 may include a winch, or similar, for looping a length of cable and thereby shortening a free length of the cable. Rotation mechanism 1428 may be controlled by a reel control 1432. Reel control 132 may include one or more inputs, such as buttons, to control pay out and/or pay in of charging cable 1408. Rotation mechanism 1428 may, for example, retract charging cable 1408 into cable storage device 1420 when a first button of reel control 1432 is pressed. Rotation mechanism 1428 may extend charging cable 1408 from cable storage device 1420 when a second button of reel control 1432 is pressed. Reel control 1432 may be on charging cable 1408, charging connector 1412, or any part of charging module 1404 such as on cable storage device 1420. Rotation mechanism 1428 may also comprise a motor to pay out or pay in charging cable 1408 A motor may include without limitation, any electric motor, where an electric motor is a device that converts electrical energy into mechanical energy, for instance by causing a shaft to rotate. A motor may be driven by direct current (DC) electric power; for instance, a motor may include a brushed DC motor or the like. A motor may be driven by electric power having varying or reversing voltage levels, such as alternating current (AC) power as produced by an alternating current generator and/or inverter, or otherwise varying power. A motor may include, without limitation, a brushless DC electric motor, a permanent magnet synchronous motor, a switched reluctance motor, and/or an induction motor; persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various alternative or additional forms and/or configurations that a motor may take or exemplify as consistent with this disclosure. Motor may receive power from energy source 1416. Rotation mechanism 1428 may include a compliant energy storage system, for example a spring a weight or the like for retraction as described above.

System 1400 may include a charging sensor 1436. Charging sensor 1436 may include a plurality of sensors. Charging sensor 1436 may be included in charging module 1404, in electric aircraft, and/or on battery. Charging sensor 1436 may be configured to detect condition parameter of battery including a temperature of the battery, which is also called “battery temperature measurement” in this disclosure, and/or a charging state of the battery as discussed below. As used in this disclosure, a “sensor” is a device that is configured to detect an input and/or a phenomenon and transmit information and/or datum related to the detection; sensor may include an electronic sensor, which transmits information and/or datum electronically. Sensor may transmit one or more condition parameters in an electrical signal such as a binary, analog, pulse width modulated, or other signal. For example, and without limitation, charging sensor 1436 may transduce a detected phenomenon and/or characteristic of battery, such as, and without limitation, temperature, voltage, current, pressure, temperature, moisture level, and the like, into a sensed signal. A sensor may include one or more sensors and may generate a sensor output signal, which transmits information and/or datum related to a sensor detection. A sensor output signal may include any signal form described in this disclosure, for example digital, analog, optical, electrical, fluidic, and the like. In some cases, a sensor, a circuit, and/or a controller may perform one or more signal processing steps on a signal. For instance, a sensor, circuit, and/or controller may analyze, modify, and/or synthesize a signal in order to improve the signal, for instance by improving transmission, storage efficiency, or signal to noise ratio. For example, and without limitation, charging sensor 1436 may detect and/or measure a condition parameter, such as a temperature, of battery. Charging sensor 1436 may include one or more temperature sensors, voltmeters, current sensors, hydrometers, infrared sensors, photoelectric sensors, ionization smoke sensors, motion sensors, pressure sensors, radiation sensors, level sensors, imaging devices, moisture sensors, gas and chemical sensors, flame sensors, electrical sensors, imaging sensors, force sensors, Hall sensors, bolometers, and the like. Charging sensor 1436 may be a contact or a non-contact sensor. For example, and without limitation, charging sensor 1436 may be connected to battery module and/or battery cell of battery. In other embodiments, charging sensor 1436 may be remote to battery module and/or battery cell. As used in this disclosure, a “temperature sensor” is a sensor that directly or indirectly measures a parameter and/or characteristic of temperature. Temperature sensor may include temperature sensor may include thermocouples, thermistors, thermometers, infrared sensors, resistance temperature sensors (RTDs), semiconductor based integrated circuits (ICs), 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, may be measured in Fahrenheit (°F), Celsius (°C), Kelvin (°K), or another scale alone or in combination. The temperature measured by temperature sensors may comprise electrical signals, which are transmitted to their appropriate destination wireless or through a wired connection.

With continued reference to FIG. 14, charging module 1404 may include a charging control 1440. Charging control 1440 may include at least a control input to control charging of battery such as, for example, begin charging, pause charging, and stop charging. Charging control 1440 may include a control panel. For the purposes of this disclosure, a “control panel” is a panel containing a set of controls for a device. Control panel may include, for example, a display, a rotation toggle, and lift toggle. For the purposes of this disclosure, a “display” is an electronic device for the visual presentation of information. Display may be any type of screen. As non-limiting examples, display may be an LED screen, an LCD screen, an OLED screen, a CRT screen, a DLPT screen, a plasma screen, a cold cathode display, a heated cathode display, a nixie tube display, and the like. Display may be configured to display any relevant information. A person of ordinary skill in the art would appreciate, after having reviewed the entirety of this disclosure, that a variety of information could be displayed on display. In some embodiments, display may display metrics associated with the charging of an electric aircraft. As a non-limiting example, this may include energy transferred. As another non-limiting example, this may include charge time remaining. As another non-limiting example, this may include charge time elapsed. As another non-limiting example, display may include warnings related to the charging of the electric aircraft. For example, temperature warnings or electrical short warnings. Charging control 1440 may display a state of charge of battery, such as a current percent the battery is charged, an estimated time to fully charge the battery, and the like. Charging control 1440 may be on charging cable 1408, charging connector 1412, or any part of charging module 1404 such as on cable storage device 1420.

Still referring to FIG. 14, system 1400 may include a controller. Controller 1444 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. Controller 1444 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 1444 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 1444 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 1444 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 1444 may include one or more computing devices dedicated to data storage, security, distribution of traffic for load balancing, and the like. Controller 1444 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 1444 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 1400 and/or computing device.

With continued reference to FIG. 14, controller 1444 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 1444 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 1444 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. Controller 1444 may be communicatively connected to charging module 1404, charging cable, charging connector 1412, and/or charging sensor 1436. As used in this disclosure, “communicatively connected” means connected by way of a connection, attachment or linkage between two or more relata which allows for reception and/or transmittance of information therebetween. For example, and without limitation, this connection may be wired or wireless, direct or indirect, and between two or more components, circuits, devices, systems, and the like, which allows for reception and/or transmittance of data and/or signal(s) therebetween. Data and/or signals therebetween may include, without limitation, electrical, electromagnetic, magnetic, video, audio, radio and microwave data and/or signals, combinations thereof, and the like, among others. A communicative connection may be achieved, for example and without limitation, through wired or wireless electronic, digital or analog, communication, either directly or by way of one or more intervening devices or components. Further, communicative connection may include electrically coupling or connecting at least an output of one device, component, or circuit to at least an input of another device, component, or circuit. For example, and without limitation, via a bus or other facility for intercommunication between elements of a computing device. Communicative connecting may also include indirect connections via, for example and without limitation, wireless connection, radio communication, low power wide area network, optical communication, magnetic, capacitive, or optical coupling, and the like. In some instances, the terminology “communicatively coupled” may be used in place of communicatively connected in this disclosure.

With continued reference to FIG. 14, in some embodiments, controller 1444 may be included in charging module 1404. In some embodiments, charging connector 1412 may include a communication pin. A communication pin is an electric connector configured to carry electric signals between components of system 1400 and components of an electric aircraft. As a nonlimiting example, communication pin may carry signals from a controller in a charging system 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 could be used to carry a variety of signals between components. With continued reference to FIG. 14, charging connector 1412 may include a variety of additional pins. As a non-limiting example, charging connector 1412 may include a proximity detection pin. Proximity detection pin has no current flowing through it when charging connector 1412 is not connected to a port. Once charging connector 1412 is connected to a port, then proximity detection pin will have current flowing through it, allowing for controller 1444 to detect, using this current flow, that the charging connector 1412 is connected to a port.

Still referring to FIG. 14, system 1400 may include a cooling module 1448 configured to regulate a temperature of battery of electric aircraft. As used in this disclosure, a “cooling module” is a device configured to provide cooling to a battery or to a cooling module. Cooling module 1448 may include a cooling cable 1452 with a cooling channel 1456 through which a coolant may flow. Cooling cable 1452 may be of any length including, without limitation, ten feet, twenty-five feet, or fifty feet long. A distal end of cooling cable 1452 may connect to a cooling connector 1460. Cooling connector 1460 may be configured to connect to battery in electric aircraft, a battery cooling system in electric aircraft, an outer surface of the electric aircraft such as a cooling port, and/or a compartment within electric aircraft that stores the battery such as a battery bay. As used in this disclosure, a cooling cable “connected to” a component and/or space means that the cooling cable forms a fluid connection to the component and/or space. As used in this disclosure, a “fluid connection” is a connection between components and/or spaces in which fluid may travel between. As used in this disclosure, a “cooling port” is a port on a surface of an aircraft that opens to an internal environment of the aircraft and is configured to receive a cooling device, such as a cooling connector 1460. Cooling port may include one or more mating components to securely connect to cooling connector 1460. Similar to charging module 1404, cooling module 1448 may include a cable storage device 1420 with a reel, such as cooling cable reel 1464, which may house cooling cable 1452. Cooling cable 1452 reel may be connected to a rotation mechanism 1428 configured to rotate the cooling cable reel 1464 forward and/or backward to pay out and/or pay in cooling cable 1452. Rotation mechanism 1428 may be controlled by reel control 1432, which may include inputs such as one or more buttons. For example, reel control 1432 may include a first button to pay out cooling cable 1452 and a second button to pay in the cooling cable 1452. Cooling module 1448 may include cooling control 1468 configured to control a flow of coolant through cooling cable 1452. Cooling control 1468 may include a control panel. Cooling control 1468 may include buttons, switches, slides, a touchscreenjoystick, and the like. In some embodiments, cooling control 1468 may include a screen that displays information related to the cooling of battery and/or temperature of battery. For example, and without limitation, screen may display a rate of flow of coolant through cooling cable 1452, a temperature of coolant, and/or a temperature of battery being charged. In an exemplary embodiment, a user may actuate, for example, a switch, of cooling control 1468 to initiate a cooling of electric aircraft in response to displayed information and/or data on screen of cooling connector 1460. Initiating of a cooling of cooling connector 1460 may include a coolant source displacing a coolant within cooling channel, as discussed further in this disclosure below. Cooling module 1448 may include and/or be connected to a coolant source configured to store coolant and from which coolant may flow through cooling cable 1452. Reel control 1432 and/or cooling control 1468 may be on cooling cable 1452, cooling connector 1460, or any part of cooling module 1448 such as on cable storage device 1420.

Cooling channel 1456 may have a distal end located at cooling connector 1460 and may have a proximal end located at a coolant source 1472, as discussed further below in this disclosure. As used in this disclosure, a “cooling channel” is a component with walls that are substantially impermeable to a coolant that contains and/or directs a coolant flow. As used in this disclosure, “coolant” is any flowable heat transfer medium. Coolant may include a fluid, such as a liquid or a gas. Coolant may include a compressible fluid and/or a non-compressible fluid. Coolant may include compressed air, liquid coolant, gas coolant, and the like. Coolant may include nitrogen, ethylene glycol, propylene glycol, and the like. Coolant may include a non- electrically conductive liquid such as a fluorocarbon-based fluid, such as without limitation FLUORINERT from 3M of Saint Paul, Minnesota, USA. In some cases, coolant may include air. As used in this disclosure, a “flow of coolant” is a stream of coolant. In some cases, coolant may include a fluid and coolant flow is a fluid flow. In some cases, cooling channel 1456 may include a polymeric tube. In other cases, cooling channel 1456 may be an integrated component, such as a molded component created with a mold form. In other cases, cooling channel 1456 may be a combination of both an integrated component and a molded component. In one or more embodiments, cooling channel 1456 may include any component responsible for the flow of coolant into and/or out of electric aircraft. Cooling channel 1456 and/or cooling connector 1460 may be configured contact charging cable 1408 and/or charging connector 1412. Cooling channel 1456 may solely cool (e.g., reduce a current temperature) charging connecter such that the coolant flows through or next to the cables within the charging connector 1412. For example, and without limitation, cooling channel may reduce the temperature of one or more conductors of charging connector 1412. In some embodiments, cooling channel 1456 and/or cooling connector 1460 may removably attach to charging cable 1408 and/or charging connector 1412. Cooling channel 1456 may include a loop through which coolant may flow. Loop may include a flow of cooled coolant from coolant source 1472 to distal end of the cooling channel 1456 and a return flow of warmer coolant from the distal end to the coolant source 1472 wherein coolant may be cooled. Cooling channel 1456 may include any component, such as a cooling sensor 1476, responsible for transmitting signals describing a cooling of battery and/or charging connector 1412, such as current temperature, target temperature, and/or target range temperature of battery, charging connector 1412, and/or coolant in coolant source 1472. Cooling sensor 1476 may include at least a temperature sensor. Temperature senor may include a thermocouple, thermistors, negative temperature coefficient (NTC) thermistors, resistance temperature detectors (RTDs) and the like. Cooling channel 1456 may assist in rapid charging of an energy source of electric aircraft such that coolant assists in cooling down the electrical components to aid in faster charging. Flow of coolant through cooling channel 1456 may be initiated by controller 1444. Controller 1444 may control pump based on measurements by cooling sensor 1476 described in this disclosure. Controller 1444 may initiate and/or terminate a flow of coolant through cooling channels 120 as a function of detected data by a sensor such as charging sensor 1436, cooling sensor 1476, and/or a sensor of electric aircraft, as discussed further below in this disclosure. Cooling module 1448 may include a pump configured to control a flow of coolant from coolant source 1472 through cooling channel 1456 and/or cooling cable 1452. Controller 1444 may be configured to control pump. For example, controller 1444 may be configured to start pump, stop pump, and/or control a flow rate of coolant. Pump may include a substantially constant pressure pump (e.g., centrifugal pump) or a substantially constant flow pump (e.g., positive displacement pump, gear pump, and the like). Pump may be hydrostatic or hydrodynamic. As used in this disclosure, a “pump” is a mechanical source of power that converts mechanical power into fluidic energy. A pump may generate flow with enough power to overcome pressure induced by a load at a pump outlet. A pump may generate a vacuum at a pump inlet, thereby forcing fluid from a reservoir into the pump inlet to the pump and by mechanical action delivering this fluid to a pump outlet. Hydrostatic pumps are positive displacement pumps. Hydrodynamic pumps can be fixed displacement pumps, in which displacement may not be adjusted, or variable displacement pumps, in which the displacement may be adjusted. Exemplary non-limiting pumps include gear pumps, rotary vane pumps, screw pumps, bent axis pumps, inline axial piston pumps, radial piston pumps, and the like. Pump may be powered by any rotational mechanical work source, for example without limitation and electric motor or a power take off from an engine. Pump may be in fluidic communication with at least a reservoir. In some cases, reservoir may be unpressurized and/or vented. Alternatively, reservoir may be pressurized and/or sealed

Cooling sensor 1476 may be included in cooling module 1448. Cooling sensor 1476 may be in electric aircraft and communicatively connected to cooling module 1448. Cooling sensor 1476 may include a plurality of sensors. In some embodiments, cooling module 1448 may be configured to heat charging cable 1408 and/or battery. For example, cooling module 1448 may include at least a heater and/or at least a heating pad to heat coolant and/or directly heat charging cable 1408. A heated coolant may flow through cooling cable 1452 and heat charging cable 1408 and/or battery in any manner described in this disclosure related to cooling the charging cable 1408 and/or the battery.

In one or more embodiments, cooling cable 1452 may be configured to wrap around charging cable 1408. In some embodiments, cooling cable 1452 may have an opening along an axis of cooling cable 1452 in which cooling cable 1452 includes an outer wall and a substantially coaxial inner wall, which may be configured to receive and contact charging cable 1408. For instance, and without limitation, at least a portion of charging cable 1408 may be disposed coaxially within cooling channel 1456. In some embodiments, at least a portion of cooling cable 1452 may be constructed around at least a portion of charging cable 1408. Thus, charging cable 1408 may traverse along the center of cooling channel 1456 so that coolant may reduce a temperature of the charging cable 1408 during charging of electric aircraft. Conductors may all be disposed within cooling channel 1456, each separated by an insulator, or conductors may each be disposed within a corresponding cooling channel 1456, wherein each cooling channel 1456 is in fluidic communication with coolant source 1472. In other embodiments, cooling channel 1456 may abut one or more conductors to cool conductors. Cooling connector 1460 may be configured such that one or more cooling channel make a connection with mating component of electric aircraft port and/or cooling port when cooling connector 1460 is mated with electric aircraft port.

Still referring to FIG. 14, cooling channel 1456 may be in fluidic communication with coolant source 1472. As used in this disclosure, a “coolant source” is an origin, generator, reservoir, or flow producer of coolant. In some cases, a coolant source 1472 may include a flow producer, such as a fan and/or a pump. Coolant source 1472 may include any of following nonlimiting examples, air conditioner, refrigerator, heat exchanger, pump, fan, expansion valve, and the like. In some embodiments, coolant source 1472 may be further configured to transfer heat between coolant, for example coolant belonging to coolant flow, and an ambient air. As used in this disclosure, “ambient air” is air which is proximal a system and/or subsystem, for instance the air in an environment which a system and/or sub-system is operating. For example, in some cases, coolant source 1472 comprises a heat transfer device between coolant and ambient air. Exemplary heat transfer devices include, without limitation, chillers, Peltier junctions, heat pumps, refrigeration, air conditioning, expansion or throttle valves, heat exchangers (air-to-air heat exchangers, air-to-liquid heat exchangers, shell-tube heat exchangers, and the like), vaporcompression cycle system, vapor absorption cycle system, gas cycle system, Stirling engine, reverse Carnot cycle system, and the like. In some versions, controller 1444 may be further configured to control a temperature of coolant in cooling cable. For instance, in some cases, cooling sensor 1476 may be located within thermal communication with coolant, such that cooling sensor 1476 is able to detect, measure, or otherwise quantify temperature of coolant within a certain acceptable level of precision. In some cases, cooling sensor 1476 may include a thermometer. Exemplary thermometers include without limitation, pyrometers, infrared noncontacting thermometers, thermistors, thermocouples, and the like. In some cases, thermometer may transduce coolant temperature to a coolant temperature signal and transmit the coolant temperature signal to controller 1444. Controller 1444 may receive coolant temperature signal and control heat transfer between ambient air and coolant as a function of the coolant temperature signal. Controller 1444 may use any control method and/or algorithm used in this disclosure to control heat transfer, including without limitation proportional control, proportional-integral control, proportional-integral-derivative control, and the like. In some cases, controller 1444 may be further configured to control temperature of coolant within a temperature range below an ambient air temperature. As used in this disclosure, an “ambient air temperature” is temperature of an ambient air. An exemplary non-limiting temperature range below ambient air temperature is about -5°C to about -30°C. In some embodiments, coolant flow may substantially be comprised of air. In some cases, coolant flow may have a rate within a range a specified range. A non-limiting exemplary coolant flow range may be about 0.1 CFM and about 100 CFM. In some cases, rate of coolant flow may be considered as a volumetric flow rate. Alternatively or additionally, rate of coolant flow may be considered as a velocity or flux. In some embodiments, coolant source 1472 may be further configured to transfer heat between a heat source, such as without limitation ambient air or chemical energy, such as by way of combustion, and coolant, for example coolant flow. In some cases, coolant source 1472 may heat coolant, for example above ambient air temperature, and/or cool coolant, for example below an ambient air temperature. In some cases, coolant source 1472 may be powered by electricity, such as by way of one or more electric motors. Alternatively or additionally, coolant source 1472 may be powered by a combustion engine, for example a gasoline powered internal combustion engine. In some cases, coolant flow may be configured, such that heat transfer is facilitated between coolant flow and at least a battery, by any methods known and/or described in this disclosure. In some cases, at least a battery may include a plurality of pouch cells. In some cases, heat is transferred between coolant flow and one or more components of at least a pouch cell, including without limitation electrical tabs, pouch and the like. In some cases, coolant flow may be configured to facilitate heat transfer between the coolant flow and at least a conductor of electric aircraft, including without limitation electrical buses within at least a battery.

Still referring to FIG. 14, in some embodiments, cooling using coolant source 1472 may occur synchronously and/or asynchronously with charging. For example, in some case, coolant source 1472 may be configured to provide a flow of coolant prior to charging battery of electric aircraft. In some embodiments, cooling channel 1456 may facilitate fluidic and/or thermal communication with coolant source 1472 and at least a battery when connector is connected to a port of electric aircraft, such as cooling port. Alternatively and/or additionally, cooling channel 1456 may facilitate fluidic and/or thermal communication with coolant source 1472 and a cabin and/or cargo-space of aircraft when cooling connector 1460 is connected to cooling port. In some cases, a plurality of cooling channels 1428, coolant sources 1436, and/or connectors may be used to connect to multiple components of an electric aircraft. In some cases, coolant source 1472 may provide conditioned air in order to control an environmental temperature within an electric aircraft, such as an aircraft, for example without limitation for cargo, passengers, and/or crew. In some cases, coolant source 1472 may pre-condition at least a vehicle battery. As used in this disclosure, “pre-conditioning” is an act of affecting a characteristic of a battery, for example battery temperature, pressure, humidity, swell, and the like, substantially prior to charging. For example and without limitation, coolant source 1472 may be configured to pre-condition at least a battery prior to charging, by providing a coolant flow to the at least a battery and raising and/or lowering temperature of the at least a battery. As a further non-limiting example, preconditioning may occur for a predetermined time prior to charging (e.g., 1 min, 10 min, 1 hour, 4 hours, and the like). Alternatively or additionally, pre-conditioning may be feedback controlled, by way of at least a charging sensor 1436, and occur until or for a predetermined time after a certain condition has been met, such as without limitation when at least a battery is within a desired temperature range. In some cases, coolant source 1472 may be configured to precondition any space or component within a vehicle, such as an aircraft, including without limitation cargo space and cabin. In some cases, and without limitation, coolant source 1472 may provide cooling to at least a battery after charging the at least a battery. In some cases, and without limitation, at least a machine-learning process may be used to determine and/or optimize parameters associated with cooling at least a battery. In some non-limiting cases, controller 1444 may use at least a machine-learning process to optimize cooling time relative of current charging metrics, for example charging battery parameters and/or charging sensor 1436 signals. Coolant source 1472 may include any computing device described in this disclosure.

Still referring to FIG. 14, system 1400 may include a cabin soak module 1480 configured to provide a coolant, such as cabin soak coolant, to a cabin of electric aircraft. As used in this disclosure, a “cabin soak module” is a device configured to cool and/or heat a cabin. As used in this disclosure, a “cabin” is an area in an aircraft in which passengers travel. Cabin soak module 1480 may be configured to heat and/or cool a cabin area of electric aircraft. Cabin soak module 1480 may include a cabin soak cable 1484 with a cabin soak channel 1488 configured to carry a fluid such as a coolant. Cabin soak cable 1484 may be of any length including, without limitation, ten feet, twenty -five feet, or fifty feet long. A distal end of cabin soak cable 1484 may connect to a cabin soak connector 1490. Cabin soak connector 1490 may be configured to connect to an outer surface of the electric aircraft such as a cabin soak port. As used in this disclosure, a “cabin soak port” is a port on a surface of an aircraft that provides access to a cabin of the aircraft and is configured to receive a cooling device, such as a cabin soak connector 1490. Cabin soak port may include one or more mating components to securely connect to cabin soak connector 1490. Similar to charging module 1404, cabin soak module 1480 may include a cable storage device 1420 with a reel, such as cabin soak cable reel 1492, which may house cabin soak cable 1484. Cabin soak cable reel 1492 may be connected to a rotation mechanism 1428 configured to rotate the cabin soak cable reel 1492 forward and/or backward to pay out and/or pay in cabin soak cable 1484. Rotation mechanism 1428 may be controlled by reel control 1432, which may include inputs such as one or more buttons. For example, reel control 1432 may include a first button to pay out cabin soak cable 1484 and a second button to pay in the cabin soak cable 1484. Cabin soak module 1480 may include cabin soak control 1494 configured to control a flow of coolant through cabin soak cable 1484. Cabin soak control 1494 may include a control panel. Cabin soak control 1494 may include buttons, switches, slides, a touchscreen, joystick, and the like. In some embodiments, cabin soak control 1494 may include a screen that displays information related to the cabin soak of coolant and/or temperature of cabin. For example, and without limitation, screen may display a rate of flow of coolant through cabin soak cable 1484, a temperature of coolant, and/or a temperature of cabin. In an exemplary embodiment, a user may actuate, for example, a switch, of cabin soak control 1494 to initiate a cabin soak in response to displayed information and/or data on screen of cabin soak connector 1490. Initiating of a cabin soak of one or more embodiments of cabin soak connector 1490 may include a cabin soak source displacing a coolant within cabin soak channel, as discussed further in this disclosure below. Cabin soak module 1480 may include and/or be connected to a cabin soak source configured to store coolant and from which coolant may flow through cabin soak cable 1484. Reel control 1432 and/or cabin soak control 1494 may be on cabin soak cable 1484, cabin soak connector 1490, or any part of cabin soak module 1480 such as on cable storage device 1420.

Cabin soak channel 1488 may have a distal end located at cabin soak connector 1490 and may have a proximal end located at a cabin soak source 1496, as discussed further below in this disclosure. As used in this disclosure, a “cabin soak channel” is a component that is substantially impermeable to a coolant and contains and/or directs a coolant flow. As discussed above, coolant may include a fluid, such as a liquid or a gas. Coolant may include a compressible fluid and/or a non-compressible fluid. Coolant may include air, compressed air, liquid coolant, gas coolant, and the like. Coolant may include a non-electrically conductive liquid such as a fluorocarbon-based fluid, such as without limitation Fluorinert™ from 3M of Saint Paul, Minnesota, USA. In some cases, coolant may include air. In some cases, coolant may include a fluid and coolant flow is a fluid flow. Alternatively or additionally, in some cases, coolant may include a solid (e.g, bulk material) and coolant flow may include motion of the solid. Exemplary forms of mechanical motion for bulk materials include fluidized flow, augers, conveyors, slumping, sliding, rolling, and the like. In some cases, cabin soak channel 1488 may include a polymeric tube. In other cases, cabin soak channel 1488 may be an integrated component, such as a molded component disposed the cabin soak channel 1488 created using a mold form. In other cases, cabin soak channel 1488 may be a combination of both an integrated component and a molded component. In one or more embodiments, cabin soak channel 1488 may include any component responsible for the flow of coolant into and/or out of electric aircraft. Cabin soak channel 1488 may include any component, such as a cabin soak sensor 1498, responsible for transmitting signals describing a cooling of cabin of electric aircraft, such as cooling requirements, current temperature, maximum and/or minimum temperature, and the like. Flow of coolant through cabin soak channel 1488 may be initiated by controller 1444. In some embodiments, cabin soak module 1480 may include cabin soak sensor 1498 to measure a temperature of cabin, such as a thermometer. Controller 1444 may initiate and/or terminate a flow of coolant through cabin soak channel 1488 as a function of detected data by cabin soak sensor 1498. Cabin soak sensor 1498 may be located in electric aircraft and controller 1444 may be configured to receive a signal from the cabin soak sensor 1498. Cabin soak connector 1490 may be configured such that one or more cabin soak channel make a connection with mating component of electric aircraft port and/or cabin soak port when cabin soak connector 1490 is mated with electric aircraft port. Cabin soak module 1480 may include at least a heater and/or at least a heating pad, which may heat coolant. For example, cabin soak module 1480 may heat air and flow the heated air into cabin to heat cabin. Cabin soak module 1480 may flow coolant into cabin that is colder than ambient air to cool cabin.

Cabin soak channel 1488 may be in fluidic communication with cabin soak source 1496. As used in this disclosure, a “cabin soak source” is an origin, generator, reservoir, or flow producer of coolant. In some cases, a coolant source 1472 may include a flow producer, such as a fan and/or a pump. Coolant source 1472 may include any of following non-limiting examples, air conditioner, refrigerator, heat exchanger, pump, fan, expansion valve, and the like. In some embodiments, coolant source 1472 may be further configured to transfer heat between coolant, for example coolant belonging to coolant flow, and an ambient air. As used in this disclosure, “ambient air” is air which is proximal a system and/or subsystem, for instance the air in an environment which a system and/or sub-system is operating. For example, in some cases, coolant source 1472 comprises a heat transfer device between coolant and ambient air. Exemplary heat transfer devices include, without limitation, chillers, Peltier junctions, heat pumps, refrigeration, air conditioning, expansion or throttle valves, heat exchangers (air-to-air heat exchangers, air-to- liquid heat exchangers, shell-tube heat exchangers, and the like), vapor-compression cycle system, vapor absorption cycle system, gas cycle system, Stirling engine, reverse Carnot cycle system, and the like. Cabin soak module 1480 may include a heat exchanger configured to dissipate heat absorbed by coolant. As used in this disclosure, a “heat exchanger” is a component and/or system used to transfer thermal energy, such as heat, from one medium to another. Heat exchanger may be a radiator. Heat exchanger may be configured to exchange heat between coolant and a fluid, such as air, which may then be used to air condition cabin. Heat exchanger may be configured to reduce a temperature of coolant to below ambient air temperature. In one or more embodiments, heat exchanger 136 may include a cross-flow, parallel-flow, or counterflow heat exchanger. In one or more embodiments, heat exchanger may include a finned tube heat exchanger, a plate tin heat exchanger, a plate heat exchanger, a helical-coil heat exchanger, and the like. In some versions, controller 1444 may be further configured to control a temperature of coolant. For instance, in some cases, cabin soak sensor 1498 may be located within thermal communication with coolant, such that cabin soak sensor 1498 is able to detect, measure, or otherwise quantify temperature of coolant within a certain acceptable level of precision. In some cases, cabin soak sensor 1498 may include a thermometer. Exemplary thermometers include without limitation, pyrometers, infrared non-contacting thermometers, thermistors, thermocouples, and the like. In some cases, thermometer may transduce coolant temperature to a coolant temperature signal and transmit the coolant temperature signal to controller 1444. Controller 1444 may receive coolant temperature signal and control heat transfer between ambient air and coolant as a function of the coolant temperature signal. Controller 1444 may use any control method and/or algorithm used in this disclosure to control heat transfer, including without limitation proportional control, proportional-integral control, proportionalintegral-derivative control, and the like. In some cases, controller 1444 may be further configured to control temperature of coolant within a temperature range below an ambient air temperature. As used in this disclosure, an “ambient air temperature” is temperature of an ambient air. An exemplary non-limiting temperature range below ambient air temperature is about -5°C to about -30°C. In some embodiments, coolant flow may substantially be comprised of air. In some cases, coolant flow may have a rate within a range a specified range. A nonlimiting exemplary coolant flow range may be about 0.1 CFM and about 100 CFM. In some cases, rate of coolant flow may be considered as a volumetric flow rate. Alternatively or additionally, rate of coolant flow may be considered as a velocity or flux. In some embodiments, cabin soak source 1496 may be further configured to transfer heat between a heat source, such as without limitation ambient air or chemical energy, such as by way of combustion, and coolant, for example coolant flow. In some cases, cabin soak source 1496 may heat coolant, for example above ambient air temperature, and/or cool coolant, for example below an ambient air temperature. In some cases, cabin soak source 1496 may be powered by electricity, such as by way of one or more electric motors. Alternatively or additionally, cabin soak source 1496 may be powered by a combustion engine, for example a gasoline powered internal combustion engine.

Still referring to FIG. 14, in some embodiments, cabin soaking may occur synchronously and/or asynchronously with charging. For example, in some case, cabin soak source 1496 may be configured to provide a flow of coolant prior to charging battery of electric aircraft, during charging of the battery, and/or after charging the battery. In some embodiments, cabin soak channel 1488 may facilitate fluidic and/or thermal communication with cabin soak source 1496 and cabin when connector is connected to a port of electric aircraft, such as cabin soak port. Alternatively and/or additionally, cabin soak channel 1488 may facilitate fluidic and/or thermal communication with cabin soak source 1496 and a cabin and/or cargo-space of aircraft when cabin soak connector 1490 is connected to cabin soak port. In some cases, a plurality of cabin soak channels 1428, cabin soak sources 1436, and/or connectors may be used to connect to multiple components of an electric aircraft. In some cases, cabin soak source 1496 may provide conditioned air in order to control an environmental temperature within an electric aircraft, such as an aircraft, for example without limitation for cargo, passengers, and/or crew. Cabin soak source 1496 may include any computing device described in this disclosure.

As a non-limiting example, charging module 1404, cooling module 1448, and/or cabin soak module 1480 may be fixed to a helipad. As another non-limiting example, charging module 1404, cooling module 1448, and/or cabin soak module 1480 may be fixed to the ground. As another non-limiting example, charging module 1404, cooling module 1448, and/or cabin soak module 1480 may be fixed to a cart, wherein the cart may have wheels. One of ordinary skill in the art would appreciate, after having reviewed the entirety of this disclosure, that charging module 1404, cooling module 1448, and/or cabin soak module 1480 may be fixed to a variety of structures or objects depending on the location and/or support requirements of system 1400. Charging module 1404, cooling module 1448, and/or cabin soak module 1480 may be located on or proximal to a helideck or on or near the ground. In this disclosure, a “helideck” is a purpose- built helicopter landing area located near charging module 1404, cooling module 1448, and/or cabin soak module 1480 and may be in electric communication with it. Helideck may be elevated or at ground level. Helideck may be made from any suitable material and may be any dimension. Helideck may include a designated area for the electric aircraft to land and takeoff on. Alternatively, charging module 1404, cooling module 1448, and/or cabin soak module 1480 may be located on a vehicle, such as a cart or a truck, thereby allowing charging module 1404, cooling module 1448, and/or cabin soak module 1480 to be mobile and moved to an electric aircraft.

Still referring to FIG. 14, charging module 1404, cooling module 1448, and/or cabin soak module 1480 may be communicatively connected. In some embodiments, charging module 1404, cooling module 1448, and/or cabin soak module 1480 may be removably attached to a ground service system housing 1482. As used in this disclosure, a “housing” is a physical component in which other internal components may be disposed on or at least partially within. Ground service system housing 1482 may include a platform, moveable cart, cage, box, frame, and/or the like. Ground service system housing 1482 may include at least a retractable drawer. Housing may include one or more doors that are configured to cover charging module 1404, cooling module 1448, and/or cabin soak module 1480 when not in use. Ground service system housing 1482 may include one or more receivers configured to electrically connect ground service system housing 1482 to charging module 1404, cooling module 1448, and/or cabin soak module 1480. As used in this disclosure, a “receiver” is a physical docking station that includes one or more contacts to electrically and/or communicatively connect to a docked device, such as a module. Charging module 1404, cooling module 1448, and/or cabin soak module 1480 may be electrically connected to a power grid through ground service system housing 1482. Receivers may be configured to communicatively connect via wire charging module 1404, cooling module 1448, and/or cabin soak module 1480. For example, receivers may communicatively connect charging module 1404, cooling module 1448, and/or cabin soak module 1480 via, SCSI, advanced technology attachment (ATA), serial ATA, universal serial bus (USB), CAN bus, IEEE 1394 (FIREWIRE), and any combinations thereof. In some embodiments, charging module 1404, cooling module 1448, and/or cabin soak module 1480 may be wirelessly communicatively connected such as, for example, via Bluetooth®. In some embodiments, controller 1444 may be included in ground service system housing 1482 separate from charging module 1404, cooling module 1448, and/or cabin soak module 1480. Charing module 1404, cooling module 1448, and/or cabin soak module 1480 may be communicatively connected. Controller 1444 may be connected to charging module 1404, cooling module 1448, and/or cabin soak module 1480 via receivers. Charing module 1404, cooling module 1448, and/or cabin soak module 1480 may communicate with each other information identifying when each module is operating, settings of each module, and/or measurements received from sensors. For example, charging module 1404 and/or controller 1444 may transmit at least a signal to cooling module 1448 and/or cabin soak module 1480 of when charging module 1404 is in use, estimated time remaining to fully charge battery, and/or measurements received from charging sensor 1436 such as state of charge of battery and/or battery temperature. Cooling module 1448 and/or controller 1444 may transmit at least a signal to charging module 1404 and/or cabin soak module 1480 of when cooling module 1448 is in use and/or measurements received from cooling sensor 1476 such as coolant temperature, battery temperature, and the like. Cabin soak module 1480 and/or controller 1444 may transmit at least a signal to charging module 1404 and/or cooling module 1448 of when cabin soak module is in use, estimate time for cabin to reach a target temperature, and/or or measurements from cabin soak sensor 1498 such as temperature of cabin. Operation of charging module 1404, cooling module 1448, and/or cabin soak module 1480 may be based on communication and/or at least a signal received. For example, and without limitation, cooling module 1448 may alter a temperature of coolant based on battery temperature and/or use of charging module 1404. Cooling module 1448 may be configured to automatically begin cooling battery and/or charging module 1404 when charging module 1404 is in use, not in use and/or when the battery is above a specified temperature. Cabin soak module 1480 may begin operation when charging module 1404 is charging battery.

With continued reference to FIG. 14, charging module 1404, cooling module 1448, and/or cabin soak module 1480 may be mixed and matched according to a user’s needs. For example, in warm climates, an embodiment of cabin soak module 1480 that provide only cooling to a cabin may be used instead of an embodiment of the cabin soak module 1480 that also is configured to heat the cabin.

With continued reference to FIG. 14, controller 1444 may be configured to control one or more electrical charging current within charging cable 1408 and coolant flows within cooling channel 1456 and cabin soak channel. For example, controller 1444 may be configured to control one or more of coolant source 1472 and/or charging battery. In some embodiments controller 1444 may control coolant source 1472 and/or charging battery according to a control signal. As used in this disclosure, “control signal” is any transmission from controller 1444 to a subsystem that may affect performance of subsystem. In some embodiments, control signal may be analog. In some cases, control signal may be digital. Control signal 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, control signal may be a serial signal. In some cases, control signal may be a parallel signal. Control signal may be communicated by way of a network, for example a controller area network (CAN). Tn some cases, control signal may include commands to operate one or more of coolant source 1472, cabin soak source 1496, and/or charging battery. For example, in some cases, coolant source 1472 and/or cabin soak source 1496 may include a valve to control coolant flow and controller 1444 may be configured to control the valve by way of control signal. In some cases, coolant source 1472 and/or cabin soak source 1496 may include a flow source (e.g., a pump, a fan, or the like) and controller 1444 may be configured to control the flow source by way of control signal. In some cases, coolant source 1472 and/or cabin soak source 1496 may be configured to control a temperature of coolant and controller 1444 may be configured to control a coolant temperature setpoint or range by way of control signal.

Now referring to FIGS. 15A and 15B, an exemplary embodiment of a charging connector 1500 is illustrated. As shown in FIG. 15 A, charging connector 1500 (also referred to herein as a “connector”) facilitates transfer of electrical power between a power source of a charging station and an electric aircraft, such as a power source of the electric aircraft and/or electrical systems of the electric aircraft. As used in this disclosure, “charging” refers to a process of increasing energy stored within an energy source. In some cases, and without limitation, an energy source may include a battery and charging may include providing electrical power, such as an electrical current, to the battery.

In one or more embodiments, and still referring to FIG. 15 A, connector 1500 may include a distal end of a flexible tether 1524 or a bundle of tethers, e g., hose, tubing, cables, wires, and the like, attached to a charging unit, such as a charging station or charger. Connector 1500 is configured to connect charging unit to an electric aircraft to create an electrical communication between charging unit and electric aircraft, as discussed further in this disclosure. Connector 1500 may be configured to removably attach to a port of electric aircraft using, for example, a mating component 1528. 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, and without limitation, in the case of an electric aircraft port, the port interfaces with a number of conductors 1508 and/or a cooling channel 220 by way of receiving connector 1500. 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. 15 A, connector 1500 may include a casing 1504. In some cases, casing 1504 may protect internal components of connector 1500. Casing 1504 may be made from various materials, such as metal alloy, aluminum, steel, plastic, synthetic material, semi-synthetic material, polymer, and the like. In some embodiments, casing 1504 may be monolithic. In other embodiments, casing 1504 may include a plurality of assembled components. Casing 1504 and/or connector 1500 may be configured to mate with a port of an electric aircraft using a mating component 1528. Mating component 1528 may include a mechanical or electromechanical mechanism 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 component 1528 may include gendered mating components. Gendered mating components may include a male component, such as a plug, which is inserted within a female component, such as a socket. In some cases, mating between mating components may be removable. In some cases, mating between mating components 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 1500. In some cases, mate may be lockable. In one or more embodiments, casing 1504 may include controls 1532. Controls 1532 may be actuated by a user to initiate, terminate, and/or modify parameters charging. For example, and without limitation, a button of controls 1532 may be depressed by a user to initiate a transfer of electrical power from charging unit to electric aircraft. Controls 1532 may include buttons, switches, slides, a touchscreenjoystick, and the like. In some embodiments, controls 1532 may include a screen that displays information related to the charging of an energy source. For example, and without limitation, screen may display an amperage or voltage of electrical power being transferred to energy source of electric aircraft. Screen may also display a calculated amount of time until energy source is charged to a desired amount (e g., desired state of charge). Screen may also display data detected by components, such as a sensor, of connector and/or electric aircraft. For example, and without limitation, screen may display a temperature of an energy source of electric aircraft. In an exemplary embodiment, a user may actuate, for example, a switch, of control 1532 to initiate a cooling of a component of connector 1500 and/or electric aircraft in response to displayed information and/or data on screen of connector 1500. Initiating of a cooling of one or more embodiments of connector 1500 may include a coolant source displacing a coolant within a cooling channel, as discussed further in this disclosure below.

With continued reference to FIG. 15 A, mating component 1528 of casing 1504 may include a fastener. As used in this disclosure, a “fastener” is a physical component that is designed and/or configured to attach or fasten two or more components together. Connector 1500 may include one or more attachment components or mechanisms, for example without limitation fasteners, threads, snaps, canted coil springs, and the like. In some cases, connector may be connected to port by way of one or more press fasteners. As used in this disclosure, a “press fastener” is a fastener that couples a first surface to a second surface when the two surfaces are pressed together. Some press fasteners include elements on the first surface that interlock with elements on the second surface; such fasteners include without limitation hook-and-loop fasteners such as VELCRO fasteners produced by Velcro Industries B.V. Limited Liability Company of Curacao Netherlands, and fasteners held together by a plurality of flanged or “mushroonf’-shaped elements, such as 3M DUAL LOCK fasteners manufactured by 3M Company of Saint Paul, Minnesota. Press-fastener may also include adhesives, including reusable gel adhesives, GECKSKIN adhesives developed by the University of Massachusetts in Amherst, of Amherst, Massachusetts, or other reusable adhesives. Where press-fastener includes an adhesive, the adhesive may be entirely located on the first surface of the press-fastener or on the second surface of the press-fastener, allowing any surface that can adhere to the adhesive to serve as the corresponding surface. In some cases, connector may be connected to port by way of magnetic force. For example, connector may include one or more of a magnetic, a ferromagnetic material, and/or an electromagnet. Fastener may be configured to provide removable attachment between connector 1500 and port of electric aircraft. As used in this disclosure, “removable attachment” is an attributive term that refers to an attribute of one or more relata to be attached to and subsequently detached from another relata; removable attachment is a relation that is contrary to permanent attachment wherein two or more relata may be attached without any means for future detachment. Exemplary non-limiting methods of permanent attachment include certain uses of adhesives, glues, nails, engineering interference (i.e., press) fits, and the like. In some cases, detachment of two or more relata permanently attached may result in breakage of one or more of the two or more relata.

With continued reference to FIG. 15 A, connector 1500 may include a controller 1540. Connector 1500 may include one or more charging cables that each include a conductor 1508, which has a distal end approximately located within connector 1500 and a proximal end approximately located at an energy source of charging unit. 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, conductor 1508 may be configured to charge and/or recharge electric aircraft. For instance, conductor 1508 may be connected to an energy source of a charging unit and conductor may be designed and/or configured to facilitate a specified amount of electrical power, current, or current type. For example, conductor 1508 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 of electric aircraft. As used in this disclosure, “direct current” is one-directional flow of electric charge. In some cases, conductor 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 of electric aircraft. 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).

In one or more embodiments, and still referring to FIG. 15 A, conductor 1508 may include a high-voltage conductor 1512. In a non-limiting embodiment, high-voltage conductor 1512 may be configured for a potential no less than 200 V. In some embodiments, high-voltage conductor may include a direct current (DC) conductor. High-voltage conductor 1512 may include a DC conductor pin, which extends from casing 1504 and allows for the flow of DC power into and out of the electric aircraft via port Tn other embodiments, high-voltage conductor 1512 may include an alternating current (AC) conductor. An AC conductor may include any component responsible for the flow of AC power into and out of the electric aircraft. The AC conductor may include a pin that extends from casing 1504 that may allow for a transfer of electrical power between connector and power source of electrical aircraft. In some embodiments, a pin of high-voltage conductor 1512 may include a live pin, such that the pin is the supply of DC or AC power. In other embodiments, pin of high-voltage conductor 1512 may include a neutral pin, such that the pin is the return path for DC or AC power.

With continued reference to FIG. 15 A, conductor may include a low-voltage conductor 1516. In a non-limiting embodiment, low-voltage conductor 1516 may be configured for a potential no greater than 200 V. Low-voltage conductor 1516 may be configured for AC or DC current. In one or more embodiments, low-voltage conductor 1516 may be used as an auxiliary charging connector to power auxiliary equipment of electric aircraft. In some embodiments, auxiliary equipment may only be powered using low-voltage conductor 1516 such that auxiliary equipment is not powered after charging, thus, auxiliary equipment may be off during in-flight activities.

With continued reference to FIG. 15 A, high-voltage conductor 1512 and low-voltage conductor 1516 may receive an electrical charging current from an energy source of charging unit. As used in this disclosure, an “energy source” is a source of electrical power, for example, for charging a battery. In some cases, energy source may include a charging battery (i.e., a battery used for charging other batteries). A charging battery is notably contrasted with an electric aircraft energy source or battery, which is located for example upon 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. Energy source may house a variety of electrical components. In one embodiment, energy source 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 aircraft battery no longer fit for service in an aircraft.

In some embodiments, and still referring to FIG. 15 A, charging battery may have a continuous power rating of at least 350 kVA. In other embodiments, charging battery may have a continuous power rating of over 350 kVA. In some embodiments, charging battery may have a battery charge range up to 950 Vdc. In other embodiments, charging battery may have a battery charge range of over 950 Vdc. In some embodiments, charging battery may have a continuous charge current of at least 350 amps. In other embodiments, charging battery may have a continuous charge current of over 350 amps. In some embodiments, charging battery may have a boost charge current of at least 500 amps. In other embodiments, charging battery may have a boost charge current of over 500 amps. In some embodiments, charging battery may include any component with the capability of recharging an energy source of an electric aircraft. In some embodiments, charging battery 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.

In one or more embodiments, and still referring to FIG. 15 A, conductor 1508 may be an electrical conductor, for example, a wire and/or cable, as previously mentioned above in this disclosure. Exemplary conductor materials may include metals, such as without limitation copper, nickel, steel, and the like. In one or more embodiments, conductor may be disposed within an insulation, such as an insulation sleeve that conductor is at least partially disposed within. For example, and without limitation, conductor 1508 may be covered by insulation except for at conductor pin, which may contact a component or interface of port of electric aircraft as part of mating component 1528. 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, “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).

Now referring to FIG. 15B, in some embodiments, a charging unit may additionally include 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 cases, AC -DC converter may be located within an electric aircraft and conductors may provide an alternating current to the electric aircraft by way of conductors 1508 and connector 1500. Alternatively and/or additionally, in some cases, AC -DC converter may be located outside of electric aircraft and an electrical charging current may be provided by way of a direct current to the electric aircraft. In some cases, AC -DC converter may be used to recharge a charging batter. In some cases, AC -DC converter may be used to provide electrical power to one or more of coolant source 236, charging battery, and/or controller 1540. In some embodiments, charging battery 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 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. In some embodiments, charging battery may provide power to the grid power component. In this configuration, charging battery may provide power to a surrounding electrical power grid.

With continued reference to FIG. 15B, a conductor 1508 may include a control signal conductor configured to conduct a control signal. As used in this disclosure, a “control signal conductor” is a conductor configured to carry a control signal, such as a control signal between an electric aircraft and a charging unit. As used in this disclosure, a “control signal” is an electrical signal that is indicative of information. Tn this disclosure, “control pilot” is used interchangeably in this application with control signal. In some cases, a control signal may include an analog signal or a digital signal. In some cases, control signal may be communicated from one or more sensors, for example located within electric aircraft (e.g., within an electric aircraft battery) and/or located within connector 1500. For example, in some cases, control signal may be associated with a battery within an electric aircraft. For example, control signal may include a battery sensor signal. As used in this disclosure, a “battery sensor signal” is a signal representative of a characteristic of a battery. In some cases, battery sensor signal may be representative of a characteristic of an electric aircraft battery, for example as electric aircraft battery is being recharged. In some versions, controller 1540 may additionally include a sensor interface configured to receive a battery sensor signal. Sensor interface may include one or more ports, an analog to digital converter, and the like. Controller 1540 may be further configured to control one or more of electrical charging current and coolant flow as a function of sensor signal from a sensor 1544 and/or control signal. For example, controller 1540 may control a charging battery as a function of a battery sensor signal and/or control signal. In some cases, battery sensor signal may be representative of battery temperature. In some cases, battery sensor signal may represent battery cell swell. In some cases, battery sensor signal may be representative of temperature of electric aircraft battery, for example temperature of one or more battery cells within an electric aircraft battery. In some cases, a sensor, a circuit, and/or a controller 1540 may perform one or more signal processing steps on a signal. For instance, sensor, circuit or controller 1540 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.

Exemplary methods of signal processing may include analog, continuous time, discrete, digital, nonlinear, and statistical. Analog signal processing may be performed on non-digitized or analog signals. Exemplary analog processes may include passive filters, active filters, additive mixers, integrators, delay lines, compandors, multipliers, voltage-controlled filters, voltage- controlled oscillators, and phase-locked loops. Continuous-time signal processing may be used, in some cases, to process signals which varying continuously within a domain, for instance time. Exemplary non-limiting continuous time processes may include time domain processing, frequency domain processing (Fourier transform), and complex frequency domain processing. Discrete time signal processing may be used when a signal is sampled non-continuously or at discrete time intervals (i.e., quantized in time). Analog discrete-time signal processing may process a signal using the following exemplary circuits sample and hold circuits, analog timedivision multiplexers, analog delay lines and analog feedback shift registers. Digital signal processing may be used to process digitized discrete-time sampled signals. Commonly, digital signal processing may be performed by a computing device or other specialized digital circuits, such as without limitation an application specific integrated circuit (ASIC), a field- programmable gate array (FPGA), or a specialized digital signal processor (DSP). Digital signal processing may be used to perform any combination of typical arithmetical operations, including fixed-point and floating-point, real-valued and complex-valued, multiplication and addition. Digital signal processing may additionally operate circular buffers and lookup tables. Further non-limiting examples of algorithms that may be performed according to digital signal processing techniques include fast Fourier transform (FFT), finite impulse response (FIR) filter, infinite impulse response (HR) filter, and adaptive filters such as the Wiener and Kalman filters. Statistical signal processing may be used to process a signal as a random function (i.e., a stochastic process), utilizing statistical properties. For instance, in some embodiments, a signal may be modeled with a probability distribution indicating noise, which then may be used to reduce noise in a processed signal.

With continued reference to FIG. 15B, a conductor 1508 may include a ground conductor. 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. In some cases, charging battery may include one or electrical components configured to control flow of an electric recharging current or switches, relays, direct current to direct current (DC-DC) converters, and the like. In some case, charging battery may include one or more circuits configured to provide a variable current source to provide electric recharging 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, Opamp current source circuits, voltage regulator circuits, and curpistor tubes, to name a few. In some cases, one or more circuits within charging battery or within communication with charging battery are configured to affect electrical recharging current according to control signal from controller 1540, such that the controller 1540 may control at least a parameter of the electrical charging current. For example, in some cases, controller 1540 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 1540 may be configured to selectively engage electrical charging current, for example ON or OFF by way of control signal.

With continued reference to FIG. 15B, a conductor 1508 may include 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 aircraft port and/or test 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 some cases, a proximity signal conductor may be configured to conduct a proximity signal indicative of attachment between connector 1500 and a port, for example electric aircraft port.

Still referring to FIG. 15B, in some cases, connector 1500 may additionally include a proximity sensor. For example, and without limitation, sensor 1544 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 1500 and a port, for example port of electric aircraft. 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 temperature, pressure, and the like, into a sensed signal. 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.

Still referring to FIG. 15B, in some embodiments, connector 1500 may additionally include an isolation monitor conductor configured to conduct an isolation monitoring signal. In some cases, power systems for example charging battery or electric aircraft batteries must remain electrically isolated from communication, control, and/or sensor signals. As used in this disclosure, “isolation” is a state where substantially no communication of a certain type is possible between to components, for example electrical isolation refers to elements which are not in electrical communication. Often signal carrying conductors and components (e.g., sensors) may need to be in relatively close proximity with power systems and/or power carrying conductors. For instance, battery sensors which sense characteristics of batteries, for example batteries within an electric aircraft, are often by virtue of their function placed in close proximity with a battery. A battery sensor that measures battery charge and communicates a signal associated with battery charge back to controller 1540 is at risk of becoming unisolated from the battery. In some cases, an isolation monitoring signal will indicate isolation of one or more components. In some cases, an isolation monitoring signal may be generated by an isolation monitoring sensor. Isolation monitoring sensor may include any sensor described in this disclosure, such as without limitation a multi-meter, an impedance meter, and/or a continuity meter. In some cases, isolation from an electrical power (e.g., battery and/or charging battery) may be required for housing of connector 1500 and a ground. Isolation monitoring signal may, in some cases, communication information about isolation between an electrical power and ground, for example along a flow path that includes connector 1500.

Referring now to FIG. 16, an exemplary embodiment of an aircraft 1600 is illustrated. Aircraft 1600 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. 16, aircraft 1600 may include a fuselage 1604. 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 1604 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 1604 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. 16, aircraft 1600 may include a plurality of actuators 1608. Actuator 1608 may include any motor and/or propulsor described in this disclosure, for instance in reference to FIGS. 1-15. In an embodiment, actuator 1608 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. 16, a plurality of actuators 1608 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 1608 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 1608 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 1608 may include other flight control surfaces such as propulsors, rotating flight controls, or any other structural features which can adjust movement of aircraft 1600. Plurality of actuators 1608 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. 16, plurality of actuators 1608 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. 16, 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 airfoil-section 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. 16, 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. 16, plurality of actuators 1608 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 1608 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. 16, plurality of actuators 1608 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. Tn an embodiment, and still referring to FIG 16, an energy source may be used to provide a steady supply of electrical power to a load over a flight by an electric aircraft 1600. 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. 16, 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. 16, 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. 16, 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 1600 is not in flight.

Still referring to FIG. 16, aircraft 1600 may include a pilot control 1612, 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 1608. 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 1612 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 1600 as a function of controlling and/or maneuvering ailerons. In an embodiment, pilot control 1612 may include one or more footbrakes, control sticks, pedals, throttle levels, and the like thereof. In another embodiment, and without limitation, pilot control 1612 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 1600 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 1600 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. 16, pilot control 1612 may be configured to modify a variable pitch angle. For example, and without limitation, pilot control 1612 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 1612 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 1612 may be configured to translate a pilot desired torque for flight component 308. For example, and without limitation, pilot control 1612 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 1612 may introduce a pilot’s desired torque for a propulsor to be 290 lb. ft. of torque.

Still referring to FIG. 16, aircraft 1600 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 1600 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. 16, aircraft 1600 may include a sensor 1616. Sensor 1616 may include any sensor or noise monitoring circuit described in this disclosure, for instance in reference to FIGS. 1-15. Sensor 1616 may be configured to sense a characteristic of pilot control 1612. 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 1612, 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 1616 may be mechanically and/or communicatively coupled to aircraft 1200, including, for instance, to at least a pilot control 1612. Sensor 1616 may be configured to sense a characteristic associated with at least a pilot control 1612. 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 1616 may include at least a geospatial sensor. Sensor 1616 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 1600 for both critical and non-critical functions. Sensor may be incorporated into vehicle or aircraft or be remote.

Still referring to FIG. 16, in some embodiments, sensor 1616 may be configured to sense a characteristic associated with any pilot control described in this disclosure. Non-limiting examples of a sensor 1616 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 1616 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 1616 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 1616 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 1600, for instance without limitation a computing system, a pilot display, and a memory component. Alternatively or additionally, sensor 1616 may sense a characteristic of a pilot control 1612 digitally. For instance in some embodiments, sensor 1616 may sense a characteristic through a digital means or digitize a sensed signal natively. In some cases, for example, sensor 1616 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. 16, electric aircraft 1600 may include at least a motor 1624, which may be mounted on a structural feature of the aircraft. Design of motor 1624 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 1624 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 1600. For example, and without limitation structural feature may be any portion of a vehicle incorporating motor 1624, 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. 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. 16, electric aircraft 1600 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. 16, a number of aerodynamic forces may act upon the electric aircraft 1600 during flight. Forces acting on electric aircraft 1600 during flight may include, without limitation, thrust, the forward force produced by the rotating element of the electric aircraft 1600 and acts parallel to the longitudinal axis. Another force acting upon electric aircraft 1600 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 1600 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 1600 may include, without limitation, weight, which may include a combined load of the electric aircraft 1600 itself, crew, baggage, and/or fuel. Weight may pull electric aircraft 1600 downward due to the force of gravity. An additional force acting on electric aircraft 1600 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 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 1600 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 1600, including without limitation propulsors and/or propulsion assemblies. In an embodiment, motor may eliminate need for many external structural features that otherwise might be needed to join one component to another component. Motor 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 1600 and/or propulsors.

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), system on module (SOM), 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 1394 (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.