Patent Publication Number: US-10328853-B2

Title: Method and system for providing an escape route from a vehicle

Description:
FIELD 
     The present disclosure is generally directed to vehicle systems, in particular, toward vehicle charging systems. 
     BACKGROUND 
     In recent years, transportation methods have changed substantially. This change is due in part to a concern over the limited availability of natural resources, a proliferation in personal technology, and a societal shift to adopt more environmentally friendly transportation solutions. These considerations have encouraged the development of a number of new flexible-fuel vehicles, hybrid-electric vehicles, and electric vehicles. 
     While these vehicles appear to be new they are generally implemented as a number of traditional subsystems that are merely tied to an alternative power source. In fact, the design and construction of the vehicles is limited to standard frame sizes, shapes, materials, and transportation concepts. Among other things, these limitations fail to take advantage of the benefits of new technology, power sources, and support infrastructure. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  shows a vehicle in accordance with embodiments of the present disclosure; 
         FIG. 2  shows a plan view of the vehicle in accordance with at least some embodiments of the present disclosure; 
         FIG. 3A  is a block diagram of an embodiment of a communication environment of the vehicle in accordance with embodiments of the present disclosure; 
         FIG. 3B  is a block diagram of an embodiment of interior sensors within the vehicle in accordance with embodiments of the present disclosure; 
         FIG. 3C  is a block diagram of an embodiment of a navigation system of the vehicle in accordance with embodiments of the present disclosure; 
         FIG. 4  shows an embodiment of the instrument panel of the vehicle according to one embodiment of the present disclosure; 
         FIG. 5  is a block diagram of an embodiment of a communications subsystem of the vehicle; 
         FIG. 6  is a block diagram of a computing environment associated with the embodiments presented herein; 
         FIG. 7  is a block diagram of a computing device associated with one or more components described herein; 
         FIG. 8  shows a plan view of the vehicle in accordance with at least some embodiments of the present disclosure; 
         FIG. 9  shows a plan view of the vehicle in accordance with embodiments of the present disclosure; 
         FIG. 10  is a block diagram of an embodiment of an electrical system of the vehicle; 
         FIG. 11  is a block diagram of an embodiment of a power generation unit associated with the electrical system of the vehicle; 
         FIG. 12  is a block diagram of an embodiment of power storage associated with the electrical system of the vehicle; 
         FIG. 13  is a block diagram of an embodiment of loads associated with the electrical system of the vehicle; 
         FIG. 14  is a flow diagram of a method for autonomously driving a vehicle in accordance with embodiments of the present disclosure; 
         FIG. 15  is a flow diagram of a method for providing an escape route to an occupant within a vehicle in accordance with embodiments of the present disclosure; 
         FIG. 16  illustrates an example of an escape route environment for an occupant of a vehicle in accordance with embodiments of the present disclosure; 
         FIG. 17A  shows a first state of a graphical user interface used in presenting an escape route to an occupant of a vehicle in accordance with embodiments of the present disclosure; 
         FIG. 17B  shows a second state of the graphical user interface of  FIG. 17A ; 
         FIG. 18  is a flow diagram of a method for assisting limited capability individuals in a vehicle in accordance with embodiments of the present disclosure; 
         FIG. 19  is a flow diagram of a first method for disconnecting a charging connector from a vehicle in accordance with embodiments of the present disclosure; 
         FIG. 20  is a flow diagram of a second method for disconnecting a charging connector from a vehicle in accordance with embodiments of the present disclosure; 
         FIG. 21A  is a side view of an electric vehicle charging system in accordance with embodiments of the present disclosure; 
         FIG. 21B  is an end view of a charging handle of the electric vehicle charging system of  FIG. 21A ; 
         FIG. 22  is a section view of a charging receptacle in accordance with embodiments of the present disclosure; 
         FIG. 23A  is a section view of a charging connector aligning with a charging receptacle for engagement in accordance with embodiments of the present disclosure; 
         FIG. 23B  is a section view of a charging connector in a first engagement state with a charging receptacle in accordance with embodiments of the present disclosure; 
         FIG. 23C  is a section view of a charging connector connected to a charging receptacle in accordance with embodiments of the present disclosure; 
         FIG. 24A  is a section view of a charging connector and charging receptacle in a first ejection state in accordance with embodiments of the present disclosure; 
         FIG. 24B  is a section view of a charging connector and charging receptacle in a second ejection state in accordance with embodiments of the present disclosure; 
         FIG. 25A  is a section view of a charging connector and charging receptacle in a first disconnection state in accordance with embodiments of the present disclosure; and 
         FIG. 25B  is a section view of a charging connector and charging receptacle in a second disconnection state in accordance with embodiments of the present disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     Embodiments of the present disclosure will be described in connection with a vehicle, and in some embodiments, an electric vehicle, rechargeable electric vehicle, and/or hybrid-electric vehicle and associated systems. 
       FIG. 1  shows a perspective view of a vehicle  100  in accordance with embodiments of the present disclosure. The electric vehicle  100  comprises a vehicle front  110 , vehicle aft or rear  120 , vehicle roof  130 , at least one vehicle side  160 , a vehicle undercarriage  140 , and a vehicle interior  150 . In any event, the vehicle  100  may include a frame  104  and one or more body panels  108  mounted or affixed thereto. The vehicle  100  may include one or more interior components (e.g., components inside an interior space  150 , or user space, of a vehicle  100 , etc.), exterior components (e.g., components outside of the interior space  150 , or user space, of a vehicle  100 , etc.), drive systems, controls systems, structural components, etc. 
     Although shown in the form of a car, it should be appreciated that the vehicle  100  described herein may include any conveyance or model of a conveyance, where the conveyance was designed for the purpose of moving one or more tangible objects, such as people, animals, cargo, and the like. The term “vehicle” does not require that a conveyance moves or is capable of movement. Typical vehicles may include but are in no way limited to cars, trucks, motorcycles, busses, automobiles, trains, railed conveyances, boats, ships, marine conveyances, submarine conveyances, airplanes, space craft, flying machines, human-powered conveyances, and the like. 
     In some embodiments, the vehicle  100  may include a number of sensors, devices, and/or systems that are capable of assisting in driving operations, e.g., autonomous or semi-autonomous control. Examples of the various sensors and systems may include, but are in no way limited to, one or more of cameras (e.g., independent, stereo, combined image, etc.), infrared (IR) sensors, radio frequency (RF) sensors, ultrasonic sensors (e.g., transducers, transceivers, etc.), RADAR sensors (e.g., object-detection sensors and/or systems), LIDAR (Light Imaging, Detection, And Ranging) systems, odometry sensors and/or devices (e.g., encoders, etc.), orientation sensors (e.g., accelerometers, gyroscopes, magnetometer, etc.), navigation sensors and systems (e.g., GPS, etc.), and other ranging, imaging, and/or object-detecting sensors. The sensors may be disposed in an interior space  150  of the vehicle  100  and/or on an outside of the vehicle  100 . In some embodiments, the sensors and systems may be disposed in one or more portions of a vehicle  100  (e.g., the frame  104 , a body panel, a compartment, etc.). 
     The vehicle sensors and systems may be selected and/or configured to suit a level of operation associated with the vehicle  100 . Among other things, the number of sensors used in a system may be altered to increase or decrease information available to a vehicle control system (e.g., affecting control capabilities of the vehicle  100 ). Additionally or alternatively, the sensors and systems may be part of one or more advanced driver assistance systems (ADAS) associated with a vehicle  100 . In any event, the sensors and systems may be used to provide driving assistance at any level of operation (e.g., from fully-manual to fully-autonomous operations, etc.) as described herein. 
     The various levels of vehicle control and/or operation can be described as corresponding to a level of autonomy associated with a vehicle  100  for vehicle driving operations. For instance, at Level 0, or fully-manual driving operations, a driver (e.g., a human driver) may be responsible for all the driving control operations (e.g., steering, accelerating, braking, etc.) associated with the vehicle. Level 0 may be referred to as a “No Automation” level. At Level 1, the vehicle may be responsible for a limited number of the driving operations associated with the vehicle, while the driver is still responsible for most driving control operations. An example of a Level 1 vehicle may include a vehicle in which the throttle control and/or braking operations may be controlled by the vehicle (e.g., cruise control operations, etc.). Level 1 may be referred to as a “Driver Assistance” level. At Level 2, the vehicle may collect information (e.g., via one or more driving assistance systems, sensors, etc.) about an environment of the vehicle (e.g., surrounding area, roadway, traffic, ambient conditions, etc.) and use the collected information to control driving operations (e.g., steering, accelerating, braking, etc.) associated with the vehicle. In a Level 2 autonomous vehicle, the driver may be required to perform other aspects of driving operations not controlled by the vehicle. Level 2 may be referred to as a “Partial Automation” level. It should be appreciated that Levels 0-2 all involve the driver monitoring the driving operations of the vehicle. 
     At Level 3, the driver may be separated from controlling all the driving operations of the vehicle except when the vehicle makes a request for the operator to act or intervene in controlling one or more driving operations. In other words, the driver may be separated from controlling the vehicle unless the driver is required to take over for the vehicle. Level 3 may be referred to as a “Conditional Automation” level. At Level 4, the driver may be separated from controlling all the driving operations of the vehicle and the vehicle may control driving operations even when a user fails to respond to a request to intervene. Level 4 may be referred to as a “High Automation” level. At Level 5, the vehicle can control all the driving operations associated with the vehicle in all driving modes. The vehicle in Level 5 may continually monitor traffic, vehicular, roadway, and/or environmental conditions while driving the vehicle. In Level 5, there is no human driver interaction required in any driving mode. Accordingly, Level 5 may be referred to as a “Full Automation” level. It should be appreciated that in Levels 3-5 the vehicle, and/or one or more automated driving systems associated with the vehicle, monitors the driving operations of the vehicle and the driving environment. 
     As shown in  FIG. 1 , the vehicle  100  may, for example, include at least one of a ranging and imaging system  112  (e.g., LIDAR, etc.), an imaging sensor  116 A,  116 F (e.g., camera, IR, etc.), a radio object-detection and ranging system sensors  116 B (e.g., RADAR, RF, etc.), ultrasonic sensors  116 C, and/or other object-detection sensors  116 D,  116 E. In some embodiments, the LIDAR system  112  and/or sensors may be mounted on a roof  130  of the vehicle  100 . In one embodiment, the RADAR sensors  116 B may be disposed at least at a front  110 , aft  120 , or side  160  of the vehicle  100 . Among other things, the RADAR sensors may be used to monitor and/or detect a position of other vehicles, pedestrians, and/or other objects near, or proximal to, the vehicle  100 . While shown associated with one or more areas of a vehicle  100 , it should be appreciated that any of the sensors and systems  116 A-K,  112  illustrated in  FIGS. 1 and 2  may be disposed in, on, and/or about the vehicle  100  in any position, area, and/or zone of the vehicle  100 . 
     Referring now to  FIG. 2 , a plan view of a vehicle  100  will be described in accordance with embodiments of the present disclosure. In particular,  FIG. 2  shows a vehicle sensing environment  200  at least partially defined by the sensors and systems  116 A-K,  112  disposed in, on, and/or about the vehicle  100 . Each sensor  116 A-K may include an operational detection range R and operational detection angle. The operational detection range R may define the effective detection limit, or distance, of the sensor  116 A-K. In some cases, this effective detection limit may be defined as a distance from a portion of the sensor  116 A-K (e.g., a lens, sensing surface, etc.) to a point in space offset from the sensor  116 A-K. The effective detection limit may define a distance, beyond which, the sensing capabilities of the sensor  116 A-K deteriorate, fail to work, or are unreliable. In some embodiments, the effective detection limit may define a distance, within which, the sensing capabilities of the sensor  116 A-K are able to provide accurate and/or reliable detection information. The operational detection angle may define at least one angle of a span, or between horizontal and/or vertical limits, of a sensor  116 A-K. As can be appreciated, the operational detection limit and the operational detection angle of a sensor  116 A-K together may define the effective detection zone  216 A-D (e.g., the effective detection area, and/or volume, etc.) of a sensor  116 A-K. 
     In some embodiments, the vehicle  100  may include a ranging and imaging system  112  such as LIDAR, or the like. The ranging and imaging system  112  may be configured to detect visual information in an environment surrounding the vehicle  100 . The visual information detected in the environment surrounding the ranging and imaging system  112  may be processed (e.g., via one or more sensor and/or system processors, etc.) to generate a complete 360-degree view of an environment  200  around the vehicle. The ranging and imaging system  112  may be configured to generate changing 360-degree views of the environment  200  in real-time, for instance, as the vehicle  100  drives. In some cases, the ranging and imaging system  112  may have an effective detection limit  204  that is some distance from the center of the vehicle  100  outward over 360 degrees. The effective detection limit  204  of the ranging and imaging system  112  defines a view zone  208  (e.g., an area and/or volume, etc.) surrounding the vehicle  100 . Any object falling outside of the view zone  208  is in the undetected zone  212  and would not be detected by the ranging and imaging system  112  of the vehicle  100 . 
     Sensor data and information may be collected by one or more sensors or systems  116 A-K,  112  of the vehicle  100  monitoring the vehicle sensing environment  200 . This information may be processed (e.g., via a processor, computer-vision system, etc.) to determine targets (e.g., objects, signs, people, markings, roadways, conditions, etc.) inside one or more detection zones  208 ,  216 A-D associated with the vehicle sensing environment  200 . In some cases, information from multiple sensors  116 A-K may be processed to form composite sensor detection information. For example, a first sensor  116 A and a second sensor  116 F may correspond to a first camera  116 A and a second camera  116 F aimed in a forward traveling direction of the vehicle  100 . In this example, images collected by the cameras  116 A,  116 F may be combined to form stereo image information. This composite information may increase the capabilities of a single sensor in the one or more sensors  116 A-K by, for example, adding the ability to determine depth associated with targets in the one or more detection zones  208 ,  216 A-D. Similar image data may be collected by rear view cameras (e.g., sensors  116 G,  116 H) aimed in a rearward traveling direction vehicle  100 . 
     In some embodiments, multiple sensors  116 A-K may be effectively joined to increase a sensing zone and provide increased sensing coverage. For instance, multiple RADAR sensors  116 B disposed on the front  110  of the vehicle may be joined to provide a zone  216 B of coverage that spans across an entirety of the front  110  of the vehicle. In some cases, the multiple RADAR sensors  116 B may cover a detection zone  216 B that includes one or more other sensor detection zones  216 A. These overlapping detection zones may provide redundant sensing, enhanced sensing, and/or provide greater detail in sensing within a particular portion (e.g., zone  216 A) of a larger zone (e.g., zone  216 B). Additionally or alternatively, the sensors  116 A-K of the vehicle  100  may be arranged to create a complete coverage, via one or more sensing zones  208 ,  216 A-D around the vehicle  100 . In some areas, the sensing zones  216 C of two or more sensors  116 D,  116 E may intersect at an overlap zone  220 . In some areas, the angle and/or detection limit of two or more sensing zones  216 C,  216 D (e.g., of two or more sensors  116 E,  116 J,  116 K) may meet at a virtual intersection point  224 . 
     The vehicle  100  may include a number of sensors  116 E,  116 G,  116 H,  116 J,  116 K disposed proximal to the rear  120  of the vehicle  100 . These sensors can include, but are in no way limited to, an imaging sensor, camera, IR, a radio object-detection and ranging sensors, RADAR, RF, ultrasonic sensors, and/or other object-detection sensors. Among other things, these sensors  116 E,  116 G,  116 H,  116 J,  116 K may detect targets near or approaching the rear of the vehicle  100 . For example, another vehicle approaching the rear  120  of the vehicle  100  may be detected by one or more of the ranging and imaging system (e.g., LIDAR)  112 , rear-view cameras  116 G,  116 H, and/or rear facing RADAR sensors  116 J,  116 K. As described above, the images from the rear-view cameras  116 G,  116 H may be processed to generate a stereo view (e.g., providing depth associated with an object or environment, etc.) for targets visible to both cameras  116 G,  116 H. As another example, the vehicle  100  may be driving and one or more of the ranging and imaging system  112 , front-facing cameras  116 A,  116 F, front-facing RADAR sensors  116 B, and/or ultrasonic sensors  116 C may detect targets in front of the vehicle  100 . This approach may provide critical sensor information to a vehicle control system in at least one of the autonomous driving levels described above. For instance, when the vehicle  100  is driving autonomously (e.g., Level 3, Level 4, or Level 5) and detects other vehicles stopped in a travel path, the sensor detection information may be sent to the vehicle control system of the vehicle  100  to control a driving operation (e.g., braking, decelerating, etc.) associated with the vehicle  100  (in this example, slowing the vehicle  100  as to avoid colliding with the stopped other vehicles). As yet another example, the vehicle  100  may be operating and one or more of the ranging and imaging system  112 , and/or the side-facing sensors  116 D,  116 E (e.g., RADAR, ultrasonic, camera, combinations thereof, and/or other type of sensor), may detect targets at a side of the vehicle  100 . It should be appreciated that the sensors  116 A-K may detect a target that is both at a side  160  and a front  110  of the vehicle  100  (e.g., disposed at a diagonal angle to a centerline of the vehicle  100  running from the front  110  of the vehicle  100  to the rear  120  of the vehicle). Additionally or alternatively, the sensors  116 A-K may detect a target that is both, or simultaneously, at a side  160  and a rear  120  of the vehicle  100  (e.g., disposed at a diagonal angle to the centerline of the vehicle  100 ). 
       FIGS. 3A-3C  are block diagrams of an embodiment of a communication environment  300  of the vehicle  100  in accordance with embodiments of the present disclosure. The communication system  300  may include one or more vehicle driving vehicle sensors and systems  304 , sensor processors  340 , sensor data memory  344 , vehicle control system  348 , communications subsystem  350 , control data  364 , computing devices  368 , display devices  372 , and other components  374  that may be associated with a vehicle  100 . These associated components may be electrically and/or communicatively coupled to one another via at least one bus  360 . In some embodiments, the one or more associated components may send and/or receive signals across a communication network  352  to at least one of a navigation source  356 A, a control source  356 B, or some other entity  356 N. 
     In accordance with at least some embodiments of the present disclosure, the communication network  352  may comprise any type of known communication medium or collection of communication media and may use any type of protocols, such as SIP, TCP/IP, SNA, IPX, AppleTalk, and the like, to transport messages between endpoints. The communication network  352  may include wired and/or wireless communication technologies. The Internet is an example of the communication network  352  that constitutes an Internet Protocol (IP) network consisting of many computers, computing networks, and other communication devices located all over the world, which are connected through many telephone systems and other means. Other examples of the communication network  104  include, without limitation, a standard Plain Old Telephone System (POTS), an Integrated Services Digital Network (ISDN), the Public Switched Telephone Network (PSTN), a Local Area Network (LAN), such as an Ethernet network, a Token-Ring network and/or the like, a Wide Area Network (WAN), a virtual network, including without limitation a virtual private network (“VPN”); the Internet, an intranet, an extranet, a cellular network, an infra-red network; a wireless network (e.g., a network operating under any of the IEEE 802.9 suite of protocols, the Bluetooth® protocol known in the art, and/or any other wireless protocol), and any other type of packet-switched or circuit-switched network known in the art and/or any combination of these and/or other networks. In addition, it can be appreciated that the communication network  352  need not be limited to any one network type, and instead may be comprised of a number of different networks and/or network types. The communication network  352  may comprise a number of different communication media such as coaxial cable, copper cable/wire, fiber-optic cable, antennas for transmitting/receiving wireless messages, and combinations thereof. 
     The driving vehicle sensors and systems  304  may include at least one navigation  308  (e.g., global positioning system (GPS), etc.), orientation  312 , odometry  316 , LIDAR  320 , RADAR  324 , ultrasonic  328 , camera  332 , infrared (IR)  336 , and/or other sensor or system  338 . These driving vehicle sensors and systems  304  may be similar, if not identical, to the sensors and systems  116 A-K,  112  described in conjunction with  FIGS. 1 and 2 . 
     The navigation sensor  308  may include one or more sensors having receivers and antennas that are configured to utilize a satellite-based navigation system including a network of navigation satellites capable of providing geolocation and time information to at least one component of the vehicle  100 . Examples of the navigation sensor  308  as described herein may include, but are not limited to, at least one of Garmin® GLO™ family of GPS and GLONASS combination sensors, Garmin® GPS 15x™ family of sensors, Garmin® GPS 16x™ family of sensors with high-sensitivity receiver and antenna, Garmin® GPS 18x OEM family of high-sensitivity GPS sensors, Dewetron DEWE-VGPS series of GPS sensors, GlobalSat 1-Hz series of GPS sensors, other industry-equivalent navigation sensors and/or systems, and may perform navigational and/or geolocation functions using any known or future-developed standard and/or architecture. 
     The orientation sensor  312  may include one or more sensors configured to determine an orientation of the vehicle  100  relative to at least one reference point. In some embodiments, the orientation sensor  312  may include at least one pressure transducer, stress/strain gauge, accelerometer, gyroscope, and/or geomagnetic sensor. Examples of the navigation sensor  308  as described herein may include, but are not limited to, at least one of Bosch Sensortec BMX 160 series low-power absolute orientation sensors, Bosch Sensortec BMX055 9-axis sensors, Bosch Sensortec BMI055 6-axis inertial sensors, Bosch Sensortec BMI160 6-axis inertial sensors, Bosch Sensortec BMF055 9-axis inertial sensors (accelerometer, gyroscope, and magnetometer) with integrated Cortex M0+ microcontroller, Bosch Sensortec BMP280 absolute barometric pressure sensors, Infineon TLV493D-A1B6 3D magnetic sensors, Infineon TLI493D-W1B6 3D magnetic sensors, Infineon TL family of 3D magnetic sensors, Murata Electronics SCC2000 series combined gyro sensor and accelerometer, Murata Electronics SCC1300 series combined gyro sensor and accelerometer, other industry-equivalent orientation sensors and/or systems, which may perform orientation detection and/or determination functions using any known or future-developed standard and/or architecture. 
     The odometry sensor and/or system  316  may include one or more components that is configured to determine a change in position of the vehicle  100  over time. In some embodiments, the odometry system  316  may utilize data from one or more other sensors and/or systems  304  in determining a position (e.g., distance, location, etc.) of the vehicle  100  relative to a previously measured position for the vehicle  100 . Additionally or alternatively, the odometry sensors  316  may include one or more encoders, Hall speed sensors, and/or other measurement sensors/devices configured to measure a wheel speed, rotation, and/or number of revolutions made over time. Examples of the odometry sensor/system  316  as described herein may include, but are not limited to, at least one of Infineon TLE4924/26/27/28C high-performance speed sensors, Infineon TL4941plusC(B) single chip differential Hall wheel-speed sensors, Infineon TL5041plusC Giant Mangnetoresistance (GMR) effect sensors, Infineon TL family of magnetic sensors, EPC Model 25SP Accu-CoderPro™ incremental shaft encoders, EPC Model 30M compact incremental encoders with advanced magnetic sensing and signal processing technology, EPC Model 925 absolute shaft encoders, EPC Model 958 absolute shaft encoders, EPC Model MA36S/MA63S/SA36S absolute shaft encoders, Dynapar™ F18 commutating optical encoder, Dynapar™ HS35R family of phased array encoder sensors, other industry-equivalent odometry sensors and/or systems, and may perform change in position detection and/or determination functions using any known or future-developed standard and/or architecture. 
     The LIDAR sensor/system  320  may include one or more components configured to measure distances to targets using laser illumination. In some embodiments, the LIDAR sensor/system  320  may provide 3D imaging data of an environment around the vehicle  100 . The imaging data may be processed to generate a full 360-degree view of the environment around the vehicle  100 . The LIDAR sensor/system  320  may include a laser light generator configured to generate a plurality of target illumination laser beams (e.g., laser light channels). In some embodiments, this plurality of laser beams may be aimed at, or directed to, a rotating reflective surface (e.g., a mirror) and guided outwardly from the LIDAR sensor/system  320  into a measurement environment. The rotating reflective surface may be configured to continually rotate 360 degrees about an axis, such that the plurality of laser beams is directed in a full 360-degree range around the vehicle  100 . A photodiode receiver of the LIDAR sensor/system  320  may detect when light from the plurality of laser beams emitted into the measurement environment returns (e.g., reflected echo) to the LIDAR sensor/system  320 . The LIDAR sensor/system  320  may calculate, based on a time associated with the emission of light to the detected return of light, a distance from the vehicle  100  to the illuminated target. In some embodiments, the LIDAR sensor/system  320  may generate over 2.0 million points per second and have an effective operational range of at least 100 meters. Examples of the LIDAR sensor/system  320  as described herein may include, but are not limited to, at least one of Velodyne® LiDAR™ HDL-64E 64-channel LIDAR sensors, Velodyne® LiDAR™ HDL-32E 32-channel LIDAR sensors, Velodyne® LiDAR™ PUCK™ VLP-16 16-channel LIDAR sensors, Leica Geosystems Pegasus: Two mobile sensor platform, Garmin® LIDAR-Lite v3 measurement sensor, Quanergy M8 LiDAR sensors, Quanergy S3 solid state LiDAR sensor, LeddarTech® LeddarVU compact solid state fixed-beam LIDAR sensors, other industry-equivalent LIDAR sensors and/or systems, and may perform illuminated target and/or obstacle detection in an environment around the vehicle  100  using any known or future-developed standard and/or architecture. 
     The RADAR sensors  324  may include one or more radio components that are configured to detect objects/targets in an environment of the vehicle  100 . In some embodiments, the RADAR sensors  324  may determine a distance, position, and/or movement vector (e.g., angle, speed, etc.) associated with a target over time. The RADAR sensors  324  may include a transmitter configured to generate and emit electromagnetic waves (e.g., radio, microwaves, etc.) and a receiver configured to detect returned electromagnetic waves. In some embodiments, the RADAR sensors  324  may include at least one processor configured to interpret the returned electromagnetic waves and determine locational properties of targets. Examples of the RADAR sensors  324  as described herein may include, but are not limited to, at least one of Infineon RASIC™ RTN7735PL transmitter and RRN7745PL/46PL receiver sensors, Autoliv ASP Vehicle RADAR sensors, Delphi L2C0051TR 77 GHz ESR Electronically Scanning Radar sensors, Fujitsu Ten Ltd. Automotive Compact 77 GHz 3D Electronic Scan Millimeter Wave Radar sensors, other industry-equivalent RADAR sensors and/or systems, and may perform radio target and/or obstacle detection in an environment around the vehicle  100  using any known or future-developed standard and/or architecture. 
     The ultrasonic sensors  328  may include one or more components that are configured to detect objects/targets in an environment of the vehicle  100 . In some embodiments, the ultrasonic sensors  328  may determine a distance, position, and/or movement vector (e.g., angle, speed, etc.) associated with a target over time. The ultrasonic sensors  328  may include an ultrasonic transmitter and receiver, or transceiver, configured to generate and emit ultrasound waves and interpret returned echoes of those waves. In some embodiments, the ultrasonic sensors  328  may include at least one processor configured to interpret the returned ultrasonic waves and determine locational properties of targets. Examples of the ultrasonic sensors  328  as described herein may include, but are not limited to, at least one of Texas Instruments TIDA-00151 automotive ultrasonic sensor interface IC sensors, MaxBotix® MB8450 ultrasonic proximity sensor, MaxBotix® ParkSonar™-EZ ultrasonic proximity sensors, Murata Electronics MA40H1S-R open-structure ultrasonic sensors, Murata Electronics MA40S4R/S open-structure ultrasonic sensors, Murata Electronics MA58MF14-7N waterproof ultrasonic sensors, other industry-equivalent ultrasonic sensors and/or systems, and may perform ultrasonic target and/or obstacle detection in an environment around the vehicle  100  using any known or future-developed standard and/or architecture. 
     The camera sensors  332  may include one or more components configured to detect image information associated with an environment of the vehicle  100 . In some embodiments, the camera sensors  332  may include a lens, filter, image sensor, and/or a digital image processor. It is an aspect of the present disclosure that multiple camera sensors  332  may be used together to generate stereo images providing depth measurements. Examples of the camera sensors  332  as described herein may include, but are not limited to, at least one of ON Semiconductor® MT9V024 Global Shutter VGA GS CMOS image sensors, Teledyne DALSA Falcon2 camera sensors, CMOSIS CMV50000 high-speed CMOS image sensors, other industry-equivalent camera sensors and/or systems, and may perform visual target and/or obstacle detection in an environment around the vehicle  100  using any known or future-developed standard and/or architecture. 
     The infrared (IR) sensors  336  may include one or more components configured to detect image information associated with an environment of the vehicle  100 . The IR sensors  336  may be configured to detect targets in low-light, dark, or poorly-lit environments. The IR sensors  336  may include an IR light emitting element (e.g., IR light emitting diode (LED), etc.) and an IR photodiode. In some embodiments, the IR photodiode may be configured to detect returned IR light at or about the same wavelength to that emitted by the IR light emitting element. In some embodiments, the IR sensors  336  may include at least one processor configured to interpret the returned IR light and determine locational properties of targets. The IR sensors  336  may be configured to detect and/or measure a temperature associated with a target (e.g., an object, pedestrian, other vehicle, etc.). Examples of IR sensors  336  as described herein may include, but are not limited to, at least one of Opto Diode lead-salt IR array sensors, Opto Diode OD-850 Near-IR LED sensors, Opto Diode SA/SHA727 steady state IR emitters and IR detectors, FLIR® LS microbolometer sensors, FLIR® TacFLIR 380-HD InSb MWIR FPA and HD MWIR thermal sensors, FLIR® VOx 640×480 pixel detector sensors, Delphi IR sensors, other industry-equivalent IR sensors and/or systems, and may perform IR visual target and/or obstacle detection in an environment around the vehicle  100  using any known or future-developed standard and/or architecture. 
     The vehicle  100  can also include one or more interior sensors  337 . Interior sensors  337  can measure characteristics of the inside environment of the vehicle  100 . The interior sensors  337  may be as described in conjunction with  FIG. 3B . 
     A navigation system  302  can include any hardware and/or software used to navigate the vehicle either manually or autonomously. The navigation system  302  may be as described in conjunction with  FIG. 3C . 
     In some embodiments, the driving vehicle sensors and systems  304  may include other sensors  338  and/or combinations of the sensors  306 - 337  described above. Additionally or alternatively, one or more of the sensors  306 - 337  described above may include one or more processors configured to process and/or interpret signals detected by the one or more sensors  306 - 337 . In some embodiments, the processing of at least some sensor information provided by the vehicle sensors and systems  304  may be processed by at least one sensor processor  340 . Raw and/or processed sensor data may be stored in a sensor data memory  344  storage medium. In some embodiments, the sensor data memory  344  may store instructions used by the sensor processor  340  for processing sensor information provided by the sensors and systems  304 . In any event, the sensor data memory  344  may be a disk drive, optical storage device, solid-state storage device such as a random access memory (“RAM”) and/or a read-only memory (“ROM”), which can be programmable, flash-updateable, and/or the like. 
     The vehicle control system  348  may receive processed sensor information from the sensor processor  340  and determine to control an aspect of the vehicle  100 . Controlling an aspect of the vehicle  100  may include presenting information via one or more display devices  372  associated with the vehicle, sending commands to one or more computing devices  368  associated with the vehicle, and/or controlling a driving operation of the vehicle. In some embodiments, the vehicle control system  348  may correspond to one or more computing systems that control driving operations of the vehicle  100  in accordance with the Levels of driving autonomy described above. In one embodiment, the vehicle control system  348  may operate a speed of the vehicle  100  by controlling an output signal to the accelerator and/or braking system of the vehicle. In this example, the vehicle control system  348  may receive sensor data describing an environment surrounding the vehicle  100  and, based on the sensor data received, determine to adjust the acceleration, power output, and/or braking of the vehicle  100 . The vehicle control system  348  may additionally control steering and/or other driving functions of the vehicle  100 . 
     The vehicle control system  348  may communicate, in real-time, with the driving sensors and systems  304  forming a feedback loop. In particular, upon receiving sensor information describing a condition of targets in the environment surrounding the vehicle  100 , the vehicle control system  348  may autonomously make changes to a driving operation of the vehicle  100 . The vehicle control system  348  may then receive subsequent sensor information describing any change to the condition of the targets detected in the environment as a result of the changes made to the driving operation. This continual cycle of observation (e.g., via the sensors, etc.) and action (e.g., selected control or non-control of vehicle operations, etc.) allows the vehicle  100  to operate autonomously in the environment. 
     In some embodiments, the one or more components of the vehicle  100  (e.g., the driving vehicle sensors  304 , vehicle control system  348 , display devices  372 , etc.) may communicate across the communication network  352  to one or more entities  356 A-N via a communications subsystem  350  of the vehicle  100 . Embodiments of the communications subsystem  350  are described in greater detail in conjunction with  FIG. 5 . For instance, the navigation sensors  308  may receive global positioning, location, and/or navigational information from a navigation source  356 A. In some embodiments, the navigation source  356 A may be a global navigation satellite system (GNSS) similar, if not identical, to NAVSTAR GPS, GLONASS, EU Galileo, and/or the BeiDou Navigation Satellite System (BDS) to name a few. 
     In some embodiments, the vehicle control system  348  may receive control information from one or more control sources  356 B. The control source  356  may provide vehicle control information including autonomous driving control commands, vehicle operation override control commands, and the like. The control source  356  may correspond to an autonomous vehicle control system, a traffic control system, an administrative control entity, and/or some other controlling server. It is an aspect of the present disclosure that the vehicle control system  348  and/or other components of the vehicle  100  may exchange communications with the control source  356  across the communication network  352  and via the communications subsystem  350 . 
     Information associated with controlling driving operations of the vehicle  100  may be stored in a control data memory  364  storage medium. The control data memory  364  may store instructions used by the vehicle control system  348  for controlling driving operations of the vehicle  100 , historical control information, autonomous driving control rules, and the like. In some embodiments, the control data memory  364  may be a disk drive, optical storage device, solid-state storage device such as a random access memory (“RAM”) and/or a read-only memory (“ROM”), which can be programmable, flash-updateable, and/or the like. 
     In addition to the mechanical components described herein, the vehicle  100  may include a number of user interface devices. The user interface devices receive and translate human input into a mechanical movement or electrical signal or stimulus. The human input may be one or more of motion (e.g., body movement, body part movement, in two-dimensional or three-dimensional space, etc.), voice, touch, and/or physical interaction with the components of the vehicle  100 . In some embodiments, the human input may be configured to control one or more functions of the vehicle  100  and/or systems of the vehicle  100  described herein. User interfaces may include, but are in no way limited to, at least one graphical user interface of a display device, steering wheel or mechanism, transmission lever or button (e.g., including park, neutral, reverse, and/or drive positions, etc.), throttle control pedal or mechanism, brake control pedal or mechanism, power control switch, communications equipment, etc. 
       FIG. 3B  shows a block diagram of an embodiment of interior sensors  337  for a vehicle  100 . The interior sensors  337  may be arranged into one or more groups, based at least partially on the function of the interior sensors  337 . For example, the interior space of a vehicle  100  may include environmental sensors, user interface sensor(s), and/or safety sensors. Additionally or alternatively, there may be sensors associated with various devices inside the vehicle (e.g., smart phones, tablets, mobile computers, wearables, etc.) 
     Environmental sensors may comprise sensors configured to collect data relating to the internal environment of a vehicle  100 . Examples of environmental sensors may include one or more of, but are not limited to: oxygen/air sensors  301 , temperature sensors  303 , humidity sensors  305 , light/photo sensors  307 , and more. The oxygen/air sensors  301  may be configured to detect a quality or characteristic of the air in the interior space  108  of the vehicle  100  (e.g., ratios and/or types of gasses comprising the air inside the vehicle  100 , dangerous gas levels, safe gas levels, etc.). Temperature sensors  303  may be configured to detect temperature readings of one or more objects, users  216 , and/or areas of a vehicle  100 . Humidity sensors  305  may detect an amount of water vapor present in the air inside the vehicle  100 . The light/photo sensors  307  can detect an amount of light present in the vehicle  100 . Further, the light/photo sensors  307  may be configured to detect various levels of light intensity associated with light in the vehicle  100 . 
     User interface sensors may comprise sensors configured to collect data relating to one or more users (e.g., a driver and/or passenger(s)) in a vehicle  100 . As can be appreciated, the user interface sensors may include sensors that are configured to collect data from users  216  in one or more areas of the vehicle  100 . Examples of user interface sensors may include one or more of, but are not limited to: infrared sensors  309 , motion sensors  311 , weight sensors  313 , wireless network sensors  315 , biometric sensors  317 , camera (or image) sensors  319 , audio sensors  321 , and more. 
     Infrared sensors  309  may be used to measure IR light irradiating from at least one surface, user, or other object in the vehicle  100 . Among other things, the Infrared sensors  309  may be used to measure temperatures, form images (especially in low light conditions), identify users  216 , and even detect motion in the vehicle  100 . 
     The motion sensors  311  may detect motion and/or movement of objects inside the vehicle  104 . Optionally, the motion sensors  311  may be used alone or in combination to detect movement. For example, a user may be operating a vehicle  100  (e.g., while driving, etc.) when a passenger in the rear of the vehicle  100  unbuckles a safety belt and proceeds to move about the vehicle  10 . In this example, the movement of the passenger could be detected by the motion sensors  311 . In response to detecting the movement and/or the direction associated with the movement, the passenger may be prevented from interfacing with and/or accessing at least some of the vehicle control features. As can be appreciated, the user may be alerted of the movement/motion such that the user can act to prevent the passenger from interfering with the vehicle controls. Optionally, the number of motion sensors in a vehicle may be increased to increase an accuracy associated with motion detected in the vehicle  100 . 
     Weight sensors  313  may be employed to collect data relating to objects and/or users in various areas of the vehicle  100 . In some cases, the weight sensors  313  may be included in the seats and/or floor of a vehicle  100 . Optionally, the vehicle  100  may include a wireless network sensor  315 . This sensor  315  may be configured to detect one or more wireless network(s) inside the vehicle  100 . Examples of wireless networks may include, but are not limited to, wireless communications utilizing Bluetooth®, Wi-Fi™, ZigBee, IEEE 802.11, and other wireless technology standards. For example, a mobile hotspot may be detected inside the vehicle  100  via the wireless network sensor  315 . In this case, the vehicle  100  may determine to utilize and/or share the mobile hotspot detected via/with one or more other devices associated with the vehicle  100 . 
     Biometric sensors  317  may be employed to identify and/or record characteristics associated with a user. It is anticipated that biometric sensors  317  can include at least one of image sensors, IR sensors, fingerprint readers, weight sensors, load cells, force transducers, heart rate monitors, blood pressure monitors, and the like as provided herein. 
     The camera sensors  319  may record still images, video, and/or combinations thereof. Camera sensors  319  may be used alone or in combination to identify objects, users, and/or other features, inside the vehicle  100 . Two or more camera sensors  319  may be used in combination to form, among other things, stereo and/or three-dimensional (3D) images. The stereo images can be recorded and/or used to determine depth associated with objects and/or users in a vehicle  100 . Further, the camera sensors  319  used in combination may determine the complex geometry associated with identifying characteristics of a user. For example, the camera sensors  319  may be used to determine dimensions between various features of a user&#39;s face (e.g., the depth/distance from a user&#39;s nose to a user&#39;s cheeks, a linear distance between the center of a user&#39;s eyes, and more). These dimensions may be used to verify, record, and even modify characteristics that serve to identify a user. The camera sensors  319  may also be used to determine movement associated with objects and/or users within the vehicle  100 . It should be appreciated that the number of image sensors used in a vehicle  100  may be increased to provide greater dimensional accuracy and/or views of a detected image in the vehicle  100 . 
     The audio sensors  321  may be configured to receive audio input from a user of the vehicle  100 . The audio input from a user may correspond to voice commands, conversations detected in the vehicle  100 , phone calls made in the vehicle  100 , and/or other audible expressions made in the vehicle  100 . Audio sensors  321  may include, but are not limited to, microphones and other types of acoustic-to-electric transducers or sensors. Optionally, the interior audio sensors  321  may be configured to receive and convert sound waves into an equivalent analog or digital signal. The interior audio sensors  321  may serve to determine one or more locations associated with various sounds in the vehicle  100 . The location of the sounds may be determined based on a comparison of volume levels, intensity, and the like, between sounds detected by two or more interior audio sensors  321 . For instance, a first audio sensors  321  may be located in a first area of the vehicle  100  and a second audio sensors  321  may be located in a second area of the vehicle  100 . If a sound is detected at a first volume level by the first audio sensors  321  A and a second, higher, volume level by the second audio sensors  321  in the second area of the vehicle  100 , the sound may be determined to be closer to the second area of the vehicle  100 . As can be appreciated, the number of sound receivers used in a vehicle  100  may be increased (e.g., more than two, etc.) to increase measurement accuracy surrounding sound detection and location, or source, of the sound (e.g., via triangulation, etc.). 
     The safety sensors may comprise sensors configured to collect data relating to the safety of a user and/or one or more components of a vehicle  100 . Examples of safety sensors may include one or more of, but are not limited to: force sensors  325 , mechanical motion sensors  327 , orientation sensors  329 , restraint sensors  331 , and more. 
     The force sensors  325  may include one or more sensors inside the vehicle  100  configured to detect a force observed in the vehicle  100 . One example of a force sensor  325  may include a force transducer that converts measured forces (e.g., force, weight, pressure, etc.) into output signals. Mechanical motion sensors  327  may correspond to encoders, accelerometers, damped masses, and the like. Optionally, the mechanical motion sensors  327  may be adapted to measure the force of gravity (i.e., G-force) as observed inside the vehicle  100 . Measuring the G-force observed inside a vehicle  100  can provide valuable information related to a vehicle&#39;s acceleration, deceleration, collisions, and/or forces that may have been suffered by one or more users in the vehicle  100 . Orientation sensors  329  can include accelerometers, gyroscopes, magnetic sensors, and the like that are configured to detect an orientation associated with the vehicle  100 . 
     The restraint sensors  331  may correspond to sensors associated with one or more restraint devices and/or systems in a vehicle  100 . Seatbelts and airbags are examples of restraint devices and/or systems. As can be appreciated, the restraint devices and/or systems may be associated with one or more sensors that are configured to detect a state of the device/system. The state may include extension, engagement, retraction, disengagement, deployment, and/or other electrical or mechanical conditions associated with the device/system. 
     The associated device sensors  323  can include any sensors that are associated with a device in the vehicle  100 . As previously stated, typical devices may include smart phones, tablets, laptops, mobile computers, and the like. It is anticipated that the various sensors associated with these devices can be employed by the vehicle control system  348 . For example, a typical smart phone can include, an image sensor, an IR sensor, audio sensor, gyroscope, accelerometer, wireless network sensor, fingerprint reader, and more. It is an aspect of the present disclosure that one or more of these associated device sensors  323  may be used by one or more subsystems of the vehicle  100 . 
       FIG. 3C  illustrates a GPS/Navigation subsystem(s)  302 . The navigation subsystem(s)  302  can be any present or future-built navigation system that may use location data, for example, from the Global Positioning System (GPS), to provide navigation information or control the vehicle  100 . The navigation subsystem(s)  302  can include several components, such as, one or more of, but not limited to: a GPS Antenna/receiver  331 , a location module  333 , a maps database  335 , etc. Generally, the several components or modules  331 - 335  may be hardware, software, firmware, computer readable media, or combinations thereof. 
     A GPS Antenna/receiver  331  can be any antenna, GPS puck, and/or receiver capable of receiving signals from a GPS satellite or other navigation system. The signals may be demodulated, converted, interpreted, etc. by the GPS Antenna/receiver  331  and provided to the location module  333 . Thus, the GPS Antenna/receiver  331  may convert the time signals from the GPS system and provide a location (e.g., coordinates on a map) to the location module  333 . Alternatively, the location module  333  can interpret the time signals into coordinates or other location information. 
     The location module  333  can be the controller of the satellite navigation system designed for use in the vehicle  100 . The location module  333  can acquire position data, as from the GPS Antenna/receiver  331 , to locate the user or vehicle  100  on a road in the unit&#39;s map database  335 . Using the road database  335 , the location module  333  can give directions to other locations along roads also in the database  335 . When a GPS signal is not available, the location module  333  may apply dead reckoning to estimate distance data from sensors  304  including one or more of, but not limited to, a speed sensor attached to the drive train of the vehicle  100 , a gyroscope, an accelerometer, etc. Additionally or alternatively, the location module  333  may use known locations of Wi-Fi hotspots, cell tower data, etc. to determine the position of the vehicle  100 , such as by using time difference of arrival (TDOA) and/or frequency difference of arrival (FDOA) techniques. 
     The maps database  335  can include any hardware and/or software to store information about maps, geographical information system (GIS) information, location information, etc. The maps database  335  can include any data definition or other structure to store the information. Generally, the maps database  335  can include a road database that may include one or more vector maps of areas of interest. Street names, street numbers, house numbers, and other information can be encoded as geographic coordinates so that the user can find some desired destination by street address. Points of interest (waypoints) can also be stored with their geographic coordinates. For example, a point of interest may include speed cameras, fuel stations, public parking, and “parked here” (or “you parked here”) information. The maps database  335  may also include road or street characteristics, for example, speed limits, location of stop lights/stop signs, lane divisions, school locations, etc. The map database contents can be produced or updated by a server connected through a wireless system in communication with the Internet, even as the vehicle  100  is driven along existing streets, yielding an up-to-date map. 
       FIG. 4  shows one embodiment of the instrument panel  400  of the vehicle  100 . The instrument panel  400  of vehicle  100  comprises a steering wheel  410 , a vehicle operational display  420  (e.g., configured to present and/or display driving data such as speed, measured air resistance, vehicle information, entertainment information, etc.), one or more auxiliary displays  424  (e.g., configured to present and/or display information segregated from the operational display  420 , entertainment applications, movies, music, etc.), a heads-up display  434  (e.g., configured to display any information previously described including, but in no way limited to, guidance information such as route to destination, or obstacle warning information to warn of a potential collision, or some or all primary vehicle operational data such as speed, resistance, etc.), a power management display  428  (e.g., configured to display data corresponding to electric power levels of vehicle  100 , reserve power, charging status, etc.), and an input device  432  (e.g., a controller, touchscreen, or other interface device configured to interface with one or more displays in the instrument panel or components of the vehicle  100 . The input device  432  may be configured as a joystick, mouse, touchpad, tablet, 3D gesture capture device, etc.). In some embodiments, the input device  432  may be used to manually maneuver a portion of the vehicle  100  into a charging position (e.g., moving a charging plate to a desired separation distance, etc.). 
     While one or more of displays of instrument panel  400  may be touch-screen displays, it should be appreciated that the vehicle operational display may be a display incapable of receiving touch input. For instance, the operational display  420  that spans across an interior space centerline  404  and across both a first zone  408 A and a second zone  408 B may be isolated from receiving input from touch, especially from a passenger. In some cases, a display that provides vehicle operation or critical systems information and interface may be restricted from receiving touch input and/or be configured as a non-touch display. This type of configuration can prevent dangerous mistakes in providing touch input where such input may cause an accident or unwanted control. 
     In some embodiments, one or more displays of the instrument panel  400  may be mobile devices and/or applications residing on a mobile device such as a smart phone. Additionally or alternatively, any of the information described herein may be presented to one or more portions  420 A-N of the operational display  420  or other display  424 ,  428 ,  434 . In one embodiment, one or more displays of the instrument panel  400  may be physically separated or detached from the instrument panel  400 . In some cases, a detachable display may remain tethered to the instrument panel. 
     The portions  420 A-N of the operational display  420  may be dynamically reconfigured and/or resized to suit any display of information as described. Additionally or alternatively, the number of portions  420 A-N used to visually present information via the operational display  420  may be dynamically increased or decreased as required, and are not limited to the configurations shown. 
       FIG. 5  illustrates a hardware diagram of communications componentry that can be optionally associated with the vehicle  100  in accordance with embodiments of the present disclosure. 
     The communications componentry can include one or more wired or wireless devices such as a transceiver(s) and/or modem that allows communications not only between the various systems disclosed herein but also with other devices, such as devices on a network, and/or on a distributed network such as the Internet and/or in the cloud and/or with other vehicle(s). 
     The communications subsystem  350  can also include inter- and intra-vehicle communications capabilities such as hotspot and/or access point connectivity for any one or more of the vehicle occupants and/or vehicle-to-vehicle communications. 
     Additionally, and while not specifically illustrated, the communications subsystem  350  can include one or more communications links (that can be wired or wireless) and/or communications busses (managed by the bus manager  574 ), including one or more of CAN FD, OBD-II, ARCINC 429, Byteflight, CAN (Controller Area Network), D2B (Domestic Digital Bus), FlexRay, DC-BUS, IDB-1394, IEBus, I2C, ISO 9141-1/-2, J1708, J1587, J1850, J1939, ISO 11783, Keyword Protocol 2000, LIN (Local Interconnect Network), MOST (Media Oriented Systems Transport), Multifunction Vehicle Bus, SMARTwireX, SPI, VAN (Vehicle Area Network), Ethernet bus, and the like or in general any communications protocol and/or standard(s). 
     The various protocols and communications can be communicated one or more of wirelessly and/or over transmission media such as single wire, twisted pair, fiber optic, IEEE 1394, MIL-STD-1553, MIL-STD-1773, power-line communication, or the like. (All of the above standards and protocols are incorporated herein by reference in their entirety). 
     As discussed, the communications subsystem  350  enables communications between any of the inter-vehicle systems and subsystems as well as communications with non-collocated resources, such as those reachable over a network such as the Internet. 
     The communications subsystem  350 , in addition to well-known componentry (which has been omitted for clarity), includes interconnected elements including one or more of: one or more antennas  504 , an interleaver/deinterleaver  508 , an analog front end (AFE)  512 , memory/storage/cache  516 , controller/microprocessor  520 , MAC circuitry  522 , modulator/demodulator  524 , encoder/decoder  528 , a plurality of connectivity managers  534 ,  558 ,  562 ,  566 , GPU  540 , accelerator  544 , a multiplexer/demultiplexer  552 , transmitter  570 , receiver  572  and additional wireless radio components such as a Wi-Fi PHY/Bluetooth® module  580 , a Wi-Fi/BT MAC module  584 , additional transmitter(s)  588  and additional receiver(s)  592 . The various elements in the device  350  are connected by one or more links/busses  5  (not shown, again for sake of clarity). 
     The device  350  can have one more antennas  504 , for use in wireless communications such as multi-input multi-output (MIMO) communications, multi-user multi-input multi-output (MU-MIMO) communications Bluetooth®, LTE, 4G, 5G, Near-Field Communication (NFC), etc., and in general for any type of wireless communications. The antenna(s)  504  can include, but are not limited to one or more of directional antennas, omnidirectional antennas, monopoles, patch antennas, loop antennas, microstrip antennas, dipoles, and any other antenna(s) suitable for communication transmission/reception. In an exemplary embodiment, transmission/reception using MIMO may require particular antenna spacing. In another exemplary embodiment, MIMO transmission/reception can enable spatial diversity allowing for different channel characteristics at each of the antennas. In yet another embodiment, MIMO transmission/reception can be used to distribute resources to multiple users for example within the vehicle  100  and/or in another vehicle. 
     Antenna(s)  504  generally interact with the Analog Front End (AFE)  512 , which is needed to enable the correct processing of the received modulated signal and signal conditioning for a transmitted signal. The AFE  512  can be functionally located between the antenna and a digital baseband system in order to convert the analog signal into a digital signal for processing and vice-versa. 
     The subsystem  350  can also include a controller/microprocessor  520  and a memory/storage/cache  516 . The subsystem  350  can interact with the memory/storage/cache  516  which may store information and operations necessary for configuring and transmitting or receiving the information described herein. The memory/storage/cache  516  may also be used in connection with the execution of application programming or instructions by the controller/microprocessor  520 , and for temporary or long term storage of program instructions and/or data. As examples, the memory/storage/cache  520  may comprise a computer-readable device, RAM, ROM, DRAM, SDRAM, and/or other storage device(s) and media. 
     The controller/microprocessor  520  may comprise a general purpose programmable processor or controller for executing application programming or instructions related to the subsystem  350 . Furthermore, the controller/microprocessor  520  can perform operations for configuring and transmitting/receiving information as described herein. The controller/microprocessor  520  may include multiple processor cores, and/or implement multiple virtual processors. Optionally, the controller/microprocessor  520  may include multiple physical processors. By way of example, the controller/microprocessor  520  may comprise a specially configured Application Specific Integrated Circuit (ASIC) or other integrated circuit, a digital signal processor(s), a controller, a hardwired electronic or logic circuit, a programmable logic device or gate array, a special purpose computer, or the like. 
     The subsystem  350  can further include a transmitter(s)  570 ,  588  and receiver(s)  572 ,  592  which can transmit and receive signals, respectively, to and from other devices, subsystems and/or other destinations using the one or more antennas  504  and/or links/busses. Included in the subsystem  350  circuitry is the medium access control or MAC Circuitry  522 . MAC circuitry  522  provides for controlling access to the wireless medium. In an exemplary embodiment, the MAC circuitry  522  may be arranged to contend for the wireless medium and configure frames or packets for communicating over the wired/wireless medium. 
     The subsystem  350  can also optionally contain a security module (not shown). This security module can contain information regarding but not limited to, security parameters required to connect the device to one or more other devices or other available network(s), and can include WEP or WPA/WPA-2 (optionally+AES and/or TKIP) security access keys, network keys, etc. The WEP security access key is a security password used by Wi-Fi networks. Knowledge of this code can enable a wireless device to exchange information with an access point and/or another device. The information exchange can occur through encoded messages with the WEP access code often being chosen by the network administrator. WPA is an added security standard that is also used in conjunction with network connectivity with stronger encryption than WEP. 
     In some embodiments, the communications subsystem  350  also includes a GPU  540 , an accelerator  544 , a Wi-Fi/BT/BLE (Bluetooth® Low-Energy) PHY module  580  and a Wi-Fi/BT/BLE MAC module  584  and optional wireless transmitter  588  and optional wireless receiver  592 . In some embodiments, the GPU  540  may be a graphics processing unit, or visual processing unit, comprising at least one circuit and/or chip that manipulates and changes memory to accelerate the creation of images in a frame buffer for output to at least one display device. The GPU  540  may include one or more of a display device connection port, printed circuit board (PCB), a GPU chip, a metal-oxide-semiconductor field-effect transistor (MOSFET), memory (e.g., single data rate random-access memory (SDRAM), double data rate random-access memory (DDR) RAM, etc., and/or combinations thereof), a secondary processing chip (e.g., handling video out capabilities, processing, and/or other functions in addition to the GPU chip, etc.), a capacitor, heatsink, temperature control or cooling fan, motherboard connection, shielding, and the like. 
     The various connectivity managers  534 ,  558 ,  562 ,  566  manage and/or coordinate communications between the subsystem  350  and one or more of the systems disclosed herein and one or more other devices/systems. The connectivity managers  534 ,  558 ,  562 ,  566  include a charging connectivity manager  534 , a vehicle database connectivity manager  558 , a remote operating system connectivity manager  562 , and a sensor connectivity manager  566 . 
     The charging connectivity manager  534  can coordinate not only the physical connectivity between the vehicle  100  and a charging device/vehicle, but can also communicate with one or more of a power management controller, one or more third parties and optionally a billing system(s). As an example, the vehicle  100  can establish communications with the charging device/vehicle to one or more of coordinate interconnectivity between the two (e.g., by spatially aligning the charging receptacle on the vehicle with the charger on the charging vehicle) and optionally share navigation information. Once charging is complete, the amount of charge provided can be tracked and optionally forwarded to, for example, a third party for billing. In addition to being able to manage connectivity for the exchange of power, the charging connectivity manager  534  can also communicate information, such as billing information to the charging vehicle and/or a third party. This billing information could be, for example, the owner of the vehicle, the driver/occupant(s) of the vehicle, company information, or in general any information usable to charge the appropriate entity for the power received. 
     The vehicle database connectivity manager  558  allows the subsystem to receive and/or share information stored in the vehicle database. This information can be shared with other vehicle components/subsystems and/or other entities, such as third parties and/or charging systems. The information can also be shared with one or more vehicle occupant devices, such as an app (application) on a mobile device the driver uses to track information about the vehicle  100  and/or a dealer or service/maintenance provider. In general, any information stored in the vehicle database can optionally be shared with any one or more other devices optionally subject to any privacy or confidentially restrictions. 
     The remote operating system connectivity manager  562  facilitates communications between the vehicle  100  and any one or more autonomous vehicle systems. These communications can include one or more of navigation information, vehicle information, other vehicle information, weather information, occupant information, or in general any information related to the remote operation of the vehicle  100 . 
     The sensor connectivity manager  566  facilitates communications between any one or more of the vehicle sensors (e.g., the driving vehicle sensors and systems  304 , etc.) and any one or more of the other vehicle systems. The sensor connectivity manager  566  can also facilitate communications between any one or more of the sensors and/or vehicle systems and any other destination, such as a service company, app, or in general to any destination where sensor data is needed. 
     In accordance with one exemplary embodiment, any of the communications discussed herein can be communicated via the conductor(s) used for charging. One exemplary protocol usable for these communications is Power-line communication (PLC). PLC is a communication protocol that uses electrical wiring to simultaneously carry both data, and Alternating Current (AC) electric power transmission or electric power distribution. It is also known as power-line carrier, power-line digital subscriber line (PDSL), mains communication, power-line telecommunications, or power-line networking (PLN). For DC environments in vehicles PLC can be used in conjunction with CAN-bus, LIN-bus over power line (DC-LIN) and DC-BUS. 
     The communications subsystem can also optionally manage one or more identifiers, such as an IP (Internet Protocol) address(es), associated with the vehicle and one or other system or subsystems or components and/or devices therein. These identifiers can be used in conjunction with any one or more of the connectivity managers as discussed herein. 
       FIG. 6  illustrates a block diagram of a computing environment  600  that may function as the servers, user computers, or other systems provided and described herein. The computing environment  600  includes one or more user computers, or computing devices, such as a vehicle computing device  604 , a communication device  608 , and/or more  612 . The computing devices  604 ,  608 ,  612  may include general purpose personal computers (including, merely by way of example, personal computers, and/or laptop computers running various versions of Microsoft Corp.&#39;s Windows® and/or Apple Corp.&#39;s Macintosh® operating systems) and/or workstation computers running any of a variety of commercially-available UNIX® or UNIX-like operating systems. These computing devices  604 ,  608 ,  612  may also have any of a variety of applications, including for example, database client and/or server applications, and web browser applications. Alternatively, the computing devices  604 ,  608 ,  612  may be any other electronic device, such as a thin-client computer, Internet-enabled mobile telephone, and/or personal digital assistant, capable of communicating via a network  352  and/or displaying and navigating web pages or other types of electronic documents or information. Although the exemplary computing environment  600  is shown with two computing devices, any number of user computers or computing devices may be supported. 
     The computing environment  600  may also include one or more servers  614 ,  616 . In this example, server  614  is shown as a web server and server  616  is shown as an application server. The web server  614 , which may be used to process requests for web pages or other electronic documents from computing devices  604 ,  608 ,  612 . The web server  614  can be running an operating system including any of those discussed above, as well as any commercially-available server operating systems. The web server  614  can also run a variety of server applications, including SIP (Session Initiation Protocol) servers, HTTP(s) servers, FTP servers, CGI servers, database servers, Java® servers, and the like. In some instances, the web server  614  may publish operations available operations as one or more web services. 
     The computing environment  600  may also include one or more file and or/application servers  616 , which can, in addition to an operating system, include one or more applications accessible by a client running on one or more of the computing devices  604 ,  608 ,  612 . The server(s)  616  and/or  614  may be one or more general purpose computers capable of executing programs or scripts in response to the computing devices  604 ,  608 ,  612 . As one example, the server  616 ,  614  may execute one or more web applications. The web application may be implemented as one or more scripts or programs written in any programming language, such as Java®, C, C#®, or C++, and/or any scripting language, such as Perl, Python, or TCL, as well as combinations of any programming/scripting languages. The application server(s)  616  may also include database servers, including without limitation those commercially available from Oracle®, Microsoft®, Sybase®, IBM® and the like, which can process requests from database clients running on a computing device  604 ,  608 ,  612 . 
     The web pages created by the server  614  and/or  616  may be forwarded to a computing device  604 ,  608 ,  612  via a web (file) server  614 ,  616 . Similarly, the web server  614  may be able to receive web page requests, web services invocations, and/or input data from a computing device  604 ,  608 ,  612  (e.g., a user computer, etc.) and can forward the web page requests and/or input data to the web (application) server  616 . In further embodiments, the server  616  may function as a file server. Although for ease of description,  FIG. 6  illustrates a separate web server  614  and file/application server  616 , those skilled in the art will recognize that the functions described with respect to servers  614 ,  616  may be performed by a single server and/or a plurality of specialized servers, depending on implementation-specific needs and parameters. The computer systems  604 ,  608 ,  612 , web (file) server  614  and/or web (application) server  616  may function as the system, devices, or components described in  FIGS. 1-6 . 
     The computing environment  600  may also include a database  618 . The database  618  may reside in a variety of locations. By way of example, database  618  may reside on a storage medium local to (and/or resident in) one or more of the computers  604 ,  608 ,  612 ,  614 ,  616 . Alternatively, it may be remote from any or all of the computers  604 ,  608 ,  612 ,  614 ,  616 , and in communication (e.g., via the network  352 ) with one or more of these. The database  618  may reside in a storage-area network (“SAN”) familiar to those skilled in the art. Similarly, any necessary files for performing the functions attributed to the computers  604 ,  608 ,  612 ,  614 ,  616  may be stored locally on the respective computer and/or remotely, as appropriate. The database  618  may be a relational database, such as Oracle 20i®, that is adapted to store, update, and retrieve data in response to SQL-formatted commands. 
       FIG. 7  illustrates one embodiment of a computer system  700  upon which the servers, user computers, computing devices, or other systems or components described above may be deployed or executed. The computer system  700  is shown comprising hardware elements that may be electrically coupled via a bus  704 . The hardware elements may include one or more central processing units (CPUs)  708 ; one or more input devices  712  (e.g., a mouse, a keyboard, etc.); and one or more output devices  716  (e.g., a display device, a printer, etc.). The computer system  700  may also include one or more storage devices  720 . By way of example, storage device(s)  720  may be disk drives, optical storage devices, solid-state storage devices such as a random access memory (“RAM”) and/or a read-only memory (“ROM”), which can be programmable, flash-updateable and/or the like. 
     The computer system  700  may additionally include a computer-readable storage media reader  724 ; a communications system  728  (e.g., a modem, a network card (wireless or wired), an infra-red communication device, etc.); and working memory  736 , which may include RAM and ROM devices as described above. The computer system  700  may also include a processing acceleration unit  732 , which can include a DSP, a special-purpose processor, and/or the like. 
     The computer-readable storage media reader  724  can further be connected to a computer-readable storage medium, together (and, optionally, in combination with storage device(s)  720 ) comprehensively representing remote, local, fixed, and/or removable storage devices plus storage media for temporarily and/or more permanently containing computer-readable information. The communications system  728  may permit data to be exchanged with a network and/or any other computer described above with respect to the computer environments described herein. Moreover, as disclosed herein, the term “storage medium” may represent one or more devices for storing data, including read only memory (ROM), random access memory (RAM), magnetic RAM, core memory, magnetic disk storage mediums, optical storage mediums, flash memory devices and/or other machine readable mediums for storing information. 
     The computer system  700  may also comprise software elements, shown as being currently located within a working memory  736 , including an operating system  740  and/or other code  744 . It should be appreciated that alternate embodiments of a computer system  700  may have numerous variations from that described above. For example, customized hardware might also be used and/or particular elements might be implemented in hardware, software (including portable software, such as applets), or both. Further, connection to other computing devices such as network input/output devices may be employed. 
     Examples of the processors  340 ,  708  as described herein may include, but are not limited to, at least one of Qualcomm® Snapdragon® 800 and 801, Qualcomm® Snapdragon® 620 and 615 with 4G LTE Integration and 64-bit computing, Apple® A7 processor with 64-bit architecture, Apple® M7 motion coprocessors, Samsung® Exynos® series, the Intel® Core™ family of processors, the Intel® Xeon® family of processors, the Intel® Atom™ family of processors, the Intel Itanium® family of processors, Intel® Core® i5-4670K and i7-4770K 22 nm Haswell, Intel® Core® i5-3570K 22 nm Ivy Bridge, the AMD® FX™ family of processors, AMD® FX-4300, FX-6300, and FX-8350 32 nm Vishera, AMD® Kaveri processors, Texas Instruments® Jacinto C6000™ automotive infotainment processors, Texas Instruments® OMAP™ automotive-grade mobile processors, ARM® Cortex™-M processors, ARM® Cortex-A and ARM926EJ-S™ processors, other industry-equivalent processors, and may perform computational functions using any known or future-developed standard, instruction set, libraries, and/or architecture. 
     Referring now to  FIG. 8 , a plan view of a vehicle  100  will be described in accordance with embodiments of the present disclosure. As provided above, the vehicle  100  may comprise a number of electrical and/or mechanical systems, subsystems, etc. The mechanical systems of the vehicle  100  can include structural, power, safety, and communications subsystems, to name a few. While each subsystem may be described separately, it should be appreciated that the components of a particular subsystem may be shared between one or more other subsystems of the vehicle  100 . 
     The structural subsystem includes the frame  104  of the vehicle  100 . The frame  104  may comprise a separate frame and body construction (i.e., body-on-frame construction), a unitary frame and body construction (i.e., a unibody construction), or any other construction defining the structure of the vehicle  100 . The frame  104  may be made from one or more materials including, but in no way limited to steel, titanium, aluminum, carbon fiber, plastic, polymers, etc., and/or combinations thereof. In some embodiments, the frame  104  may be formed, welded, fused, fastened, pressed, etc., combinations thereof, or otherwise shaped to define a physical structure and strength of the vehicle  100 . In any event, the frame  104  may comprise one or more surfaces, connections, protrusions, cavities, mounting points, tabs, slots, or other features that are configured to receive other components that make up the vehicle  100 . For example, the body panels  108 , powertrain subsystem, controls systems, interior components, communications subsystem, and safety subsystem may interconnect with, or attach to, the frame  104  of the vehicle  100 . 
     The frame  104  may include one or more modular system and/or subsystem connection mechanisms. These mechanisms may include features that are configured to provide a selectively interchangeable interface for one or more of the systems and/or subsystems described herein. The mechanisms may provide for a quick exchange, or swapping, of components while providing enhanced security and adaptability over conventional manufacturing or attachment. For instance, the ability to selectively interchange systems and/or subsystems in the vehicle  100  allow the vehicle  100  to adapt to the ever-changing technological demands of society and advances in safety. Among other things, the mechanisms may provide for the quick exchange of batteries, capacitors, power sources  808 A,  808 B, motors  812 , engines, safety equipment, controllers, user interfaces, interiors exterior components, body panels  108 , bumpers  816 , sensors, etc., and/or combinations thereof. Additionally or alternatively, the mechanisms may provide unique security hardware and/or software embedded therein that, among other things, can prevent fraudulent or low quality construction replacements from being used in the vehicle  100 . Similarly, the mechanisms, subsystems, and/or receiving features in the vehicle  100  may employ poka-yoke, or mistake-proofing, features that ensure a particular mechanism is always interconnected with the vehicle  100  in a correct position, function, etc. 
     By way of example, complete systems or subsystems may be removed and/or replaced from a vehicle  100  utilizing a single-minute exchange (“SME”) principle. In some embodiments, the frame  104  may include slides, receptacles, cavities, protrusions, and/or a number of other features that allow for quick exchange of system components. In one embodiment, the frame  104  may include tray or ledge features, mechanical interconnection features, locking mechanisms, retaining mechanisms, etc., and/or combinations thereof. In some embodiments, it may be beneficial to quickly remove a used power source  808 A,  808 B (e.g., battery unit, capacitor unit, etc.) from the vehicle  100  and replace the used power source  808 A,  808 B with a charged or new power source. Continuing this example, the power source  808 A,  808 B may include selectively interchangeable features that interconnect with the frame  104  or other portion of the vehicle  100 . For instance, in a power source  808 A,  808 B replacement, the quick release features may be configured to release the power source  808 A,  808 B from an engaged position and slide or move in a direction away from the frame  104  of a vehicle  100 . Once removed, or separated from, the vehicle, the power source  808 A,  808 B may be replaced (e.g., with a new power source, a charged power source, etc.) by engaging the replacement power source into a system receiving position adjacent to the vehicle  100 . In some embodiments, the vehicle  100  may include one or more actuators configured to position, lift, slide, or otherwise engage the replacement power source with the vehicle  100 . In one embodiment, the replacement power source may be inserted into the vehicle  100  or vehicle frame  104  with mechanisms and/or machines that are external and/or separate from the vehicle  100 . 
     The power system of the vehicle  100  may include the powertrain, power distribution system, accessory power system, and/or any other components that store power, provide power, convert power, and/or distribute power to one or more portions of the vehicle  100 . The powertrain may include the one or more electric motors  812  of the vehicle  100 . The electric motors  812  are configured to convert electrical energy provided by a power source into mechanical energy. This mechanical energy may be in the form of a rotational or other output force that is configured to propel or otherwise provide a motive force for the vehicle  100 . 
     In some embodiments, the vehicle  100  may include one or more drive wheels  820  that are driven by the one or more electric motors  812  and motor controllers  814 . In some cases, the vehicle  100  may include an electric motor  812  configured to provide a driving force for each drive wheel  820 . In other cases, a single electric motor  812  may be configured to share an output force between two or more drive wheels  820  via one or more power transmission components. It is an aspect of the present disclosure that the powertrain may include one or more power transmission components, motor controllers  814 , and/or power controllers that can provide a controlled output of power to one or more of the drive wheels  820  of the vehicle  100 . The power transmission components, power controllers, or motor controllers  814  may be controlled by at least one other vehicle controller, vehicle control system  348 , or computer system as described herein. 
     As provided above, the powertrain of the vehicle  100  may include one or more power sources  808 A,  808 B. These one or more power sources  808 A,  808 B may be configured to provide drive power, system and/or subsystem power, accessory power, etc. While described herein as a single power source  808  for sake of clarity, embodiments of the present disclosure are not so limited. For example, it should be appreciated that independent, different, or separate power sources  808 A,  808 B may provide power to various systems of the vehicle  100 . For instance, a drive power source may be configured to provide the power for the one or more electric motors  812  of the vehicle  100 , while a system power source may be configured to provide the power for one or more other systems and/or subsystems of the vehicle  100 . Other power sources may include an accessory power source, a backup power source, a critical system power source, and/or other separate power sources. Separating the power sources  808 A,  808 B in this manner may provide a number of benefits over conventional vehicle systems. For example, separating the power sources  808 A,  808 B allow one power source  808  to be removed and/or replaced independently without requiring that power be removed from all systems and/or subsystems of the vehicle  100  during a power source  808  removal/replacement. For instance, one or more of the accessories, communications, safety equipment, and/or backup power systems, etc., may be maintained even when a particular power source  808 A,  808 B is depleted, removed, or becomes otherwise inoperable. 
     In some embodiments, the drive power source may be separated into two or more cells, units, sources, and/or systems. By way of example, a vehicle  100  may include a first drive power source  808 A and a second drive power source  808 B. The first drive power source  808 A may be operated independently from or in conjunction with the second drive power source  808 B and vice versa. Continuing this example, the first drive power source  808 A may be removed from a vehicle while a second drive power source  808 B can be maintained in the vehicle  100  to provide drive power. This approach allows the vehicle  100  to significantly reduce weight (e.g., of the first drive power source  808 A, etc.) and improve power consumption, even if only for a temporary period of time. In some cases, a vehicle  100  running low on power may automatically determine that pulling over to a rest area, emergency lane, and removing, or “dropping off,” at least one power source  808 A,  808 B may reduce enough weight of the vehicle  100  to allow the vehicle  100  to navigate to the closest power source replacement and/or charging area. In some embodiments, the removed, or “dropped off,” power source  808 A may be collected by a collection service, vehicle mechanic, tow truck, or even another vehicle or individual. 
     The power source  808  may include a GPS or other geographical location system that may be configured to emit a location signal to one or more receiving entities. For instance, the signal may be broadcast or targeted to a specific receiving party. Additionally or alternatively, the power source  808  may include a unique identifier that may be used to associate the power source  808  with a particular vehicle  100  or vehicle user. This unique identifier may allow an efficient recovery of the power source  808  dropped off. In some embodiments, the unique identifier may provide information for the particular vehicle  100  or vehicle user to be billed or charged with a cost of recovery for the power source  808 . 
     The power source  808  may include a charge controller  824  that may be configured to determine charge levels of the power source  808 , control a rate at which charge is drawn from the power source  808 , control a rate at which charge is added to the power source  808 , and/or monitor a health of the power source  808  (e.g., one or more cells, portions, etc.). In some embodiments, the charge controller  824  or the power source  808  may include a communication interface. The communication interface can allow the charge controller  824  to report a state of the power source  808  to one or more other controllers of the vehicle  100  or even communicate with a communication device separate and/or apart from the vehicle  100 . Additionally or alternatively, the communication interface may be configured to receive instructions (e.g., control instructions, charge instructions, communication instructions, etc.) from one or more other controllers or computers of the vehicle  100  or a communication device that is separate and/or apart from the vehicle  100 . 
     The powertrain includes one or more power distribution systems configured to transmit power from the power source  808  to one or more electric motors  812  in the vehicle  100 . The power distribution system may include electrical interconnections  828  in the form of cables, wires, traces, wireless power transmission systems, etc., and/or combinations thereof. It is an aspect of the present disclosure that the vehicle  100  include one or more redundant electrical interconnections  832  of the power distribution system. The redundant electrical interconnections  832  can allow power to be distributed to one or more systems and/or subsystems of the vehicle  100  even in the event of a failure of an electrical interconnection portion of the vehicle  100  (e.g., due to an accident, mishap, tampering, or other harm to a particular electrical interconnection, etc.). In some embodiments, a user of a vehicle  100  may be alerted via a user interface associated with the vehicle  100  that a redundant electrical interconnection  832  is being used and/or damage has occurred to a particular area of the vehicle electrical system. In any event, the one or more redundant electrical interconnections  832  may be configured along completely different routes than the electrical interconnections  828  and/or include different modes of failure than the electrical interconnections  828  to, among other things, prevent a total interruption power distribution in the event of a failure. 
     In some embodiments, the power distribution system may include an energy recovery system  836 . This energy recovery system  836 , or kinetic energy recovery system, may be configured to recover energy produced by the movement of a vehicle  100 . The recovered energy may be stored as electrical and/or mechanical energy. For instance, as a vehicle  100  travels or moves, a certain amount of energy is required to accelerate, maintain a speed, stop, or slow the vehicle  100 . In any event, a moving vehicle has a certain amount of kinetic energy. When brakes are applied in a typical moving vehicle, most of the kinetic energy of the vehicle is lost as the generation of heat in the braking mechanism. In an energy recovery system  836 , when a vehicle  100  brakes, at least a portion of the kinetic energy is converted into electrical and/or mechanical energy for storage. Mechanical energy may be stored as mechanical movement (e.g., in a flywheel, etc.) and electrical energy may be stored in batteries, capacitors, and/or some other electrical storage system. In some embodiments, electrical energy recovered may be stored in the power source  808 . For example, the recovered electrical energy may be used to charge the power source  808  of the vehicle  100 . 
     The vehicle  100  may include one or more safety systems. Vehicle safety systems can include a variety of mechanical and/or electrical components including, but in no way limited to, low impact or energy-absorbing bumpers  816 A,  816 B, crumple zones, reinforced body panels, reinforced frame components, impact bars, power source containment zones, safety glass, seatbelts, supplemental restraint systems, air bags, escape hatches, removable access panels, impact sensors, accelerometers, vision systems, radar systems, etc., and/or the like. In some embodiments, the one or more of the safety components may include a safety sensor or group of safety sensors associated with the one or more of the safety components. For example, a crumple zone may include one or more strain gages, impact sensors, pressure transducers, etc. These sensors may be configured to detect or determine whether a portion of the vehicle  100  has been subjected to a particular force, deformation, or other impact. Once detected, the information collected by the sensors may be transmitted or sent to one or more of a controller of the vehicle  100  (e.g., a safety controller, vehicle controller, etc.) or a communication device associated with the vehicle  100  (e.g., across a communication network, etc.). 
       FIG. 9  shows a plan view of the vehicle  100  in accordance with embodiments of the present disclosure. In particular,  FIG. 9  shows a broken section  902  of a charging system  900  for the vehicle  100 . The charging system  900  may include at least one plug or receptacle  904  configured to receive power from an external power source (e.g., a source of power that is external to and/or separate from the vehicle  100 , etc.). An example of an external power source may include the standard industrial, commercial, or residential power that is provided across power lines. Another example of an external power source may include a proprietary power system configured to provide power to the vehicle  100 . In any event, power received at the plug/receptacle  904  may be transferred via at least one power transmission interconnection  908 . Similar, if not identical, to the electrical interconnections  828  described above, the at least one power transmission interconnection  908  may be one or more cables, wires, traces, wireless power transmission systems, etc., and/or combinations thereof. Electrical energy in the form of charge can be transferred from the external power source to the charge controller  824 . As provided above, the charge controller  824  may regulate the addition of charge to at least one power source  808  of the vehicle  100  (e.g., until the at least one power source  808  is full or at a capacity, etc.). 
     In some embodiments, the vehicle  100  may include an inductive charging system and inductive charger  912 . The inductive charger  912  may be configured to receive electrical energy from an inductive power source external to the vehicle  100 . In one embodiment, when the vehicle  100  and/or the inductive charger  912  is positioned over an inductive power source external to the vehicle  100 , electrical energy can be transferred from the inductive power source to the vehicle  100 . For example, the inductive charger  912  may receive the charge and transfer the charge via at least one power transmission interconnection  908  to the charge controller  924  and/or the power source  908  of the vehicle  100 . The inductive charger  912  may be concealed in a portion of the vehicle  100  (e.g., at least partially protected by the frame  104 , one or more body panels  108 , a shroud, a shield, a protective cover, etc., and/or combinations thereof) and/or may be deployed from the vehicle  100 . In some embodiments, the inductive charger  912  may be configured to receive charge only when the inductive charger  912  is deployed from the vehicle  100 . In other embodiments, the inductive charger  912  may be configured to receive charge while concealed in the portion of the vehicle  100 . 
     An embodiment of the electrical system  1000  associated with the vehicle  100  may be as shown in  FIG. 10 . The electrical system  1000  can include power source(s) that generate power, power storage that stores power, and/or load(s) that consume power. Power sources may be associated with a power generation unit  1004 . Power storage may be associated with a power storage system  808 . Loads may be associated with loads  1008 . The electrical system  1000  may be managed by a power management controller  824 . Further, the electrical system  1000  can include one or more other interfaces or controllers, which can include the billing and cost control unit  1012 . 
     The power generation unit  1004  may be as described in conjunction with  FIG. 11 . The power storage component  808  may be as described in conjunction with  FIG. 12 . The loads  1008  may be as described in conjunction with  FIG. 13 . 
     The billing and cost control unit  1012  may interface with the power management controller  824  to determine the amount of charge or power provided to the power storage  808  through the power generation unit  1004 . The billing and cost control unit  1012  can then provide information for billing the vehicle owner. Thus, the billing and cost control unit  1012  can receive and/or send power information to third party system(s) regarding the received charge from an external source. The information provided can help determine an amount of money required, from the owner of the vehicle, as payment for the provided power. Alternatively, or in addition, if the owner of the vehicle provided power to another vehicle (or another device/system), that owner may be owed compensation for the provided power or energy, e.g., a credit. 
     The power management controller  824  can be a computer or computing system(s) and/or electrical system with associated components, as described herein, capable of managing the power generation unit  1004  to receive power, routing the power to the power storage  808 , and then providing the power from either the power generation unit  1004  and/or the power storage  808  to the loads  1008 . Thus, the power management controller  824  may execute programming that controls switches, devices, components, etc. involved in the reception, storage, and provision of the power in the electrical system  1000 . 
     An embodiment of the power generation unit  1004  may be as shown in  FIG. 11 . Generally, the power generation unit  1004  may be electrically coupled to one or more power sources  808 . The power sources  808  can include power sources internal and/or associated with the vehicle  100  and/or power sources external to the vehicle  100  to which the vehicle  100  electrically connects. One of the internal power sources can include an on board generator  1104 . The generator  1104  may be an alternating current (AC) generator, a direct current (DC) generator or a self-excited generator. The AC generators can include induction generators, linear electric generators, and/or other types of generators. The DC generators can include homopolar generators and/or other types of generators. The generator  1104  can be brushless or include brush contacts and generate the electric field with permanent magnets or through induction. The generator  1104  may be mechanically coupled to a source of kinetic energy, such as an axle or some other power take-off. The generator  1104  may also have another mechanical coupling to an exterior source of kinetic energy, for example, a wind turbine. 
     Another power source  808  may include wired or wireless charging  1108 . The wireless charging system  1108  may include inductive and/or resonant frequency inductive charging systems that can include coils, frequency generators, controllers, etc. Wired charging may be any kind of grid-connected charging that has a physical connection, although, the wireless charging may be grid connected through a wireless interface. The wired charging system can include connectors, wired interconnections, the controllers, etc. The wired and wireless charging systems  1108  can provide power to the power generation unit  1004  from external power sources  808 . 
     Internal sources for power may include a regenerative braking system  1112 . The regenerative braking system  1112  can convert the kinetic energy of the moving car into electrical energy through a generation system mounted within the wheels, axle, and/or braking system of the vehicle  100 . The regenerative braking system  1112  can include any coils, magnets, electrical interconnections, converters, controllers, etc. required to convert the kinetic energy into electrical energy. 
     Another source of power  808 , internal to or associated with the vehicle  100 , may be a solar array  1116 . The solar array  1116  may include any system or device of one or more solar cells mounted on the exterior of the vehicle  100  or integrated within the body panels of the vehicle  100  that provides or converts solar energy into electrical energy to provide to the power generation unit  1004 . 
     The power sources  808  may be connected to the power generation unit  1004  through an electrical interconnection  1118 . The electrical interconnection  1118  can include any wire, interface, bus, etc. between the one or more power sources  808  and the power generation unit  1004 . 
     The power generation unit  1004  can also include a power source interface  1120 . The power source interface  1120  can be any type of physical and/or electrical interface used to receive the electrical energy from the one or more power sources  808 ; thus, the power source interface  1120  can include an electrical interface  1124  that receives the electrical energy and a mechanical interface  1128  which may include wires, connectors, or other types of devices or physical connections. The mechanical interface  1108  can also include a physical/electrical connection  1134  to the power generation unit  1004   
     The electrical energy from the power source  808  can be processed through the power source interface  1124  to an electric converter  1132 . The electric converter  1132  may convert the characteristics of the power from one of the power sources into a useable form that may be used either by the power storage  808  or one or more loads  1008  within the vehicle  100 . The electrical converter  1124  may include any electronics or electrical devices and/or component that can change electrical characteristics, e.g., AC frequency, amplitude, phase, etc. associated with the electrical energy provided by the power source  808 . The converted electrical energy may then be provided to an optional conditioner  1138 . The conditioner  1138  may include any electronics or electrical devices and/or component that may further condition the converted electrical energy by removing harmonics, noise, etc. from the electrical energy to provide a more stable and effective form of power to the vehicle  100 . 
     An embodiment of the power storage  808  may be as shown in  FIG. 12 . The power storage unit can include an electrical converter  1132   b , one or more batteries, one or more rechargeable batteries, one or more capacitors, one or more accumulators, one or more supercapacitors, one or more ultrabatteries, and/or superconducting magnetics  1204 , and/or a charge management unit  1208 . The converter  1132   b  may be the same or similar to the electrical converter  1132   a  shown in  FIG. 11 . The converter  1132   b  may be a replacement for the electric converter  1132   a  shown in  FIG. 11  and thus eliminate the need for the electrical converter  1132   a  as shown in  FIG. 11 . However, if the electrical converter  1132   a  is provided in the power generation unit  1004 , the converter  1132   b , as shown in the power storage unit  808 , may be eliminated. The converter  1132   b  can also be redundant or different from the electrical converter  1132   a  shown in  FIG. 11  and may provide a different form of energy to the battery and/or capacitors  1204 . Thus, the converter  1132   b  can change the energy characteristics specifically for the battery/capacitor  1204 . 
     The energy storage or battery  1204  can be any type of battery for storing electrical energy, for example, a lithium ion battery, a lead acid battery, a nickel cadmium battery, etc. Further, the battery  1204  may include different types of power storage systems, such as, ionic fluids or other types of fuel cell systems. The energy storage  1204  may also include one or more high-capacity capacitors  1204 . The capacitors  1204  may be used for long-term or short-term storage of electrical energy. The input into the battery or capacitor  1204  may be different from the output, and thus, the capacitor  1204  may be charged quickly but drain slowly. The functioning of the converter  1132  and battery capacitor  1204  may be monitored or managed by a charge management unit  1208 . 
     The charge management unit  1208  can include any hardware (e.g., any electronics or electrical devices and/or components), software, or firmware operable to adjust the operations of the converter  1132  or batteries/capacitors  1204 . The charge management unit  1208  can receive inputs or periodically monitor the converter  1132  and/or battery/capacitor  1204  from this information; the charge management unit  1208  may then adjust settings or inputs into the converter  1132  or battery/capacitor  1204  to control the operation of the power storage system  808 . 
     An embodiment of one or more loads  1008  associated with the vehicle  100  may be as shown in  FIG. 13 . The loads  1008  may include a bus or electrical interconnection system  1302 , which provides electrical energy to one or more different loads within the vehicle  100 . The bus  1302  can be any number of wires or interfaces used to connect the power generation unit  1004  and/or power storage  808  to the one or more loads  1008 . The converter  1132   c  may be an interface from the power generation unit  1004  or the power storage  808  into the loads  1008 . The converter  1132   c  may be the same or similar to electric converter  1132   a  as shown in  FIG. 11 . Similar to the discussion of the converter  1132   b  in  FIG. 12 , the converter  1132   c  may be eliminated, if the electric converter  1132   a , shown in  FIG. 11 , is present. However, the converter  1132   c  may further condition or change the energy characteristics for the bus  1302  for use by the loads  1008 . The converter  1132   c  may also provide electrical energy to electric motor  1304 , which may power the vehicle  100 . 
     The electric motor  1304  can be any type of DC or AC electric motor. The electric motor may be a direct drive or induction motor using permanent magnets and/or winding either on the stator or rotor. The electric motor  1304  may also be wireless or include brush contacts. The electric motor  1304  may be capable of providing a torque and enough kinetic energy to move the vehicle  100  in traffic. In some embodiments, the electric motor  1304  may be similar, if not identical, to the electric motor  812  described in conjunction with  FIG. 8 . 
     The different loads  1008  may also include environmental loads  1312 , sensor loads  1316 , safety loads  1320 , user interaction loads  1308 , etc. User interaction loads  1308  can be any energy used by user interfaces or systems that interact with the driver and/or passenger(s) of the vehicle  100 . These loads  1308  may include, for example, the heads up display  434 , the dash display  420 ,  424 ,  428 , the radio, user interfaces on the head unit, lights, radio, and/or other types of loads that provide or receive information from the occupants of the vehicle  100 . The environmental loads  1312  can be any loads used to control the environment within the vehicle  100 . For example, the air conditioning or heating unit of the vehicle  100  can be environmental loads  1312 . Other environmental loads can include lights, fans, and/or defrosting units, etc. that may control the environment within, and/or outside of, the vehicle  100 . The sensor loads  1316  can be any loads used by sensors, for example, air bag sensors, GPS, and other such sensors used to either manage or control the vehicle  100  and/or provide information or feedback to the vehicle occupants. The safety loads  1320  can include any safety equipment, for example, seat belt alarms, airbags, headlights, blinkers, etc. that may be used to manage the safety of the occupants of the vehicle  100 . There may be more or fewer loads than those described herein, although they may not be shown in  FIG. 13 . 
       FIG. 14  is a flow diagram of a method  1400  for autonomously driving a vehicle  100  in response to detecting a power system fault (e.g., a battery fault, a thermal fault, etc.). While a general order for the steps of the method  1400  is shown in  FIG. 14 , the method  1400  can include more or fewer steps or can arrange the order of the steps differently than those shown in  FIG. 14 . Generally, the method  1400  starts with a start operation  1404  and ends with an end operation  1452 . The method  1400  can be executed as a set of computer-executable instructions executed by a computer system and encoded or stored on a computer readable medium. Hereinafter, the method  1400  shall be explained with reference to the systems, components, assemblies, devices, user interfaces, environments, software, etc. described in conjunction with  FIGS. 1-13 . 
     Current day electric vehicles may be prone to thermal events or power system faults. These events may be due to the immature nature of battery cell chemistry. Ideally, a thermal event occurs when the user is present and able to escape from the vehicle  100  safely. In a non-ideal situation, the user may be charging the vehicle  100  at their home and while the user is sleeping, the vehicle  100  may catch fire which could possibly spread to the home of the user causing damage and/or death. In some embodiments, the vehicle  100  may be charging in a public place (e.g., at work, at a shopping area, at a park, etc.) where the vehicle  100  may be surrounded by, or in a vicinity to, people. 
     It is an aspect of the present disclosure to provide an autonomous vehicle  100  that is capable of recognizing a thermal fault, rejecting a charging connection, and autonomously driving to a safe location or zone where the vehicle  100  can “self-destruct.” During this process, the vehicle may attempt to keep a user safe while preventing, or lessening, damage to surrounding environments, objects, and/or structures. Upon reaching a safe location, the vehicle  100  may evaluate the location to determine whether the safe location is free of obstructions, hazards, objects, people, animals, and/or structures. In some cases, the vehicle  100  may send commands, instructions, and/or information to a third party (e.g., fire, police, medical, local authorities, etc.) to assist in lessening or preventing harm to the vehicle  100 , any occupant, and/or any other area. 
     In one embodiment, the method  1400  may begin at step  1404  and proceed by detecting a power system fault (step  1408 ). The power system fault may correspond to any fault associated with the power source  808 ,  808 A-B, charge controller  824 , motor  812 , electrical interconnections  828 ,  832 ,  908 , energy recovery system  836 , charger  912 , power receptacle  904 , and/or any other component of the power distribution system of the vehicle  100  (e.g., as described in conjunction with  FIGS. 8 and 9 , etc.). In some embodiments, the power system fault may be an electrical disturbance, thermal event, charging error, electric arc, component or system fire, component or system smoking/smoldering, insulation failure, electrical short, etc., and/or combinations thereof. For the sake of example, the power system fault may be described as corresponding to a thermal event (e.g., fire, smoke, explosion, etc.) associated with the power source  808  or related component of the vehicle  100 . It should be appreciated, however, that the embodiments described herein are not limited to thermal events associated with the power source  808  of the vehicle  100 . 
     In any event, the method  1400  may detect the power system fault (e.g., thermal event, etc.) based on one or more signals received from thermocouples, pressure sensors, temperature sensors, smoke detectors, electrical continuity circuits, etc., and/or other sensors or devices associated with the vehicle  100  and/or the power source  808 . In some embodiments, these sensors or devices may be integral to the power source  808 , the vehicle  100 , and/or combinations thereof. The sensors or devices, upon detecting a fault condition (e.g., receiving a signal indicative of a pressure, temperature, electrical signal, etc.) of the power source  808  and/or vehicle  100  may report the condition (e.g., in the form of an output, etc.) to one or more sensor processors  340  of the vehicle  100 . The sensor processors  340  can interpret the fault condition and determine whether the fault condition falls inside or outside of acceptable parameters. In some embodiments, a system fault may be detected when a value of the fault condition exceeds, or fails to meet, a predetermined threshold value. The predetermined threshold value may be set to include safe operable limits for the power system, the vehicle  100 , the occupants of the vehicle  100 , the surroundings of the vehicle  100 , and the like. 
     In some embodiments, the method  1400  may optionally determine a severity of the power system fault (step  1412 ). For instance, the fault condition, or fault observed, at the power system may be graded, rated, classified, or otherwise categorized based on the value associated with the fault condition. In one embodiment, the sensor processors  340  may compare the value of the fault condition and compare it to a number of predetermined threshold values or ranges of values. By way of example, a first predetermined threshold value may be set at a first severity level. The first severity level may correspond to a minimum fault condition that may affect an operation or capability of the vehicle  100  but that would not, or cannot, affect a health of a person in or about the vehicle  100 . At the first predetermined threshold value, the power system fault would not be considered “severe.” In some embodiments, however, a fault condition may be considered severe if the health of a person is at risk. For instance, a second predetermined threshold value may be set at a second severity level. The second severity level may indicate that the fault could pose a safety hazard to one or more people, structures, objects, etc., in proximity to the vehicle  100  (e.g., inside and/or outside of the vehicle  100 ). In some embodiments, a fault condition may be considered urgent and severe if the health of a person is immediately at risk. In this case, a third predetermined threshold value may be set at a third severity level. The third severity level may indicate that the fault could poses an immediate safety hazard to one or more people, structures, objects, etc., in proximity to the vehicle  100  (e.g., inside and/or outside of the vehicle  100 ). The methods and systems disclosed herein may alter a presentation or response to the power system fault based on the determined severity level. 
     In some cases, these and/or additional predetermined threshold values may be set that can be used in identifying the urgency associated with the power system fault. As an example, each severity level may include timing information associated with the observed fault. In this case, the sensor processors  340  can determine an amount of time until the power system fault poses an immediate threat to a person, structure, object, etc. When there is a shorter amount of time until the power system fault poses an immediate threat, the severity level may increase. In some embodiments, this increase to the severity level may alter an output by one or more components of the vehicle  100 . For instance, a first severity level may cause the vehicle  100  to provide only a warning of the fault (e.g., to a display or other output device associated with the vehicle, etc.). The second severity level may cause the vehicle  100  to provide the warning of the fault as described in conjunction with the first severity level, or a warning with increased urgency (e.g., greater emphasis, font size, enhanced graphics, color changing presentation of information, outputting to more than one display, etc., and/or combinations thereof), and may additionally provide exit instructions, autonomous vehicle control, vehicle component actuation, charging connection ejection, etc. The third severity level may cause the vehicle  100  to provide an urgent warning (e.g., having a greater emphasis or effect, etc.) to devices associated with the vehicle, notify third parties (e.g., via wireless communication, exterior output devices, etc.), and provide exit instructions, autonomous vehicle control, vehicle component actuation, charging connection ejection, etc., and/or take immediate action to prevent harm to people, structures, and/or objects in proximity to the vehicle  100  (e.g., inside and/or outside of the vehicle  100 ). In some embodiments, the vehicle  100  may use the horn, external hazard lights/blinkers, and/or other device to alert people of a power system fault. 
     In the event the power system fault is determined not to be severe or only at a first severity level, the method  1400  may proceed by sending a fault message to one or more devices associated with the vehicle  100  (step  1414 ). The fault message may be rendered to a display device associated with the vehicle  100 . In some embodiments, the fault message may be sent to a device that is associated with an owner, occupant, or user of the vehicle  100 . The fault message may include information regarding the fault detected, the location of the fault detected, a severity of the fault, and/or other fault information. 
     In the event that the power system fault is determined to be severe or at a second or higher severity level, the method  1400  may proceed by determining a state of the vehicle  100 , for example, whether the vehicle  100  is in a connected charging state (step  1416 ). In some embodiments, the connected charging state may correspond to a state where the vehicle  100  is receiving power from a power supply, or charging, system (e.g., whether inductively or physically interconnected to the charging system). In one embodiment, the connected charging state may correspond to a state where the vehicle  100  is physically interconnected with a charging system (e.g., via a charging connector and receptacle coupling or interface, etc.). 
     The connection may be determined from one or more charging sensors, charge controllers  824 , proximity sensors, and/or some other switch or sensor associated with the charging receptacle of the vehicle  100  and/or the charging system. For instance, where the one or more switches and/or sensors provide a signal indicating the vehicle  100  is connected to a charging system. In some embodiments, the connection may be determined based on a flow of charge monitored by the charge controller  824  of the vehicle  100 . This monitored flow of charge may indicate that the vehicle  100  is receiving charge from a connected charging system. 
     In the event that the vehicle  100  is determined to be in a connected charging state, the method  1400  may continue by rejecting the charging connection (step  1420 ). In some embodiments, rejection of the charging connection may include one or more of interrupting the charging operation (e.g., ceasing the flow of charge from the charging system, etc.), informing the charging system of the fault, disconnecting the charging connection, ejecting the charging connector from the vehicle  100 , and/or the like. Additional details of rejecting the charging connection are described in conjunction with  FIGS. 19-25B . 
     Next, the method  1400  may proceed by determining whether the vehicle  100  is in a safe location to suffer through the power system fault, safely contain the fault, or otherwise destruct (step  1424 ). For instance, if the power system fault is a thermal event (e.g., fire, explosion, smoking, etc.), the method  1400  may determine whether the vehicle  100  is close to any people and/or flammable objects/structures. As another example, if the power system fault is an electrical event, battery leak, or other chemical event, the method  1400  may determine whether the vehicle  100  is close to any people, plants, water sources, etc. In any event, the method  1400  may use one or more sensors or systems associated with the vehicle  100  in making this determination. In some embodiments, the vehicle  100  may use any of the driving vehicle sensors  304 , or environment sensors, described in conjunction with  FIG. 3A  to evaluate an environment around the vehicle  100 . For example, the vehicle  100  may use one or more cameras  332 , LIDAR  320 , or IR sensors  336  to view an area or zone adjacent to the vehicle  100 . In this view, the imaging sensors  332 ,  320 ,  336  may detect whether one or more people, structures, and/or objects are in close proximity to the vehicle  100  (e.g., at an unsafe distance from the vehicle  100  where an effect of the power system fault may spread to the nearby people, structures, or objects, etc.). Additionally or alternatively, the vehicle  100  may utilize one or more proximity sensors (e.g., RADAR  324 , ultrasonic  328 , etc.) to determine whether an object is close to the vehicle  100 . In some embodiments, the vehicle  100  may use a redundant or backup battery to operate the vehicle  100  if a primary battery is under threat. In one embodiment, firewalls may be used to protect other electronic systems to continue to operate in case of a thermal event. 
     In the event that the vehicle  100  is not determined to be in a safe location, the method  1400  may proceed by identifying a safe location to which the vehicle  100  may travel (step  1428 ). Identification of a safe location may include referring to a memory associated with the vehicle  100 . The memory may include one or more geographical locations (e.g., identified by GPS coordinates, etc.) or zones (e.g., identified by map position, waypoints, etc.) stored therein that are identified as “safe” for vehicle destruction. In some cases, a vehicle owner may have previously identified one or more safe locations (e.g., prior to the power system fault occurring, etc.) for the vehicle  100  to destruct. In one embodiment, the safe location may be stored in a database of recognized safe locations. The database may be stored locally with the vehicle  100  or remotely across a communication network. In some embodiments, the vehicle  100  may identify the safe location based on visual/image data obtained by one or more sensors associated with the vehicle  100 . Examples of safe locations may include, but are in no way limited to, a driveway, nearby fire station, reserved area, parking lot, remote area, inert location, designated destruction zone, etc. 
     Next, the method  1400  continues by determining whether any of the identified safe locations are within a range of travel for the vehicle  100  (step  1432 ). The range of travel for the vehicle  100  may depend on a state of charge (e.g., empty, near-empty, reserve power, backup power only, near full, full, etc.) associated with the vehicle power source  808 . Additionally or alternatively, the range of travel may depend on a severity or timing associated with the power system fault. The more severe the power system fault, the shorter the range of travel. The less severe the power system fault, the longer the range of travel. By way of example, a power system fault may be determined to be destroying components of the vehicle  100  required for autonomous driving at a rate of speed that would prevent the vehicle  100  from reliably or safely driving beyond a first distance or range. In another example, the power system fault may be determined to be confined to, or contained within, a particular area of the vehicle  100  (e.g., a less severe fault than the previous example) and the vehicle  100  may be capable of safely driving beyond the first distance or range. It should be appreciated that the severity and corresponding range of travel for the vehicle  100  may change as time passes. 
     In some embodiments, if the power source  808  is near-empty, the vehicle  100  may calculate a range of travel for the vehicle  100  based on this state of charge. As can be appreciated, a range of travel for a power source  808  that is near-empty (e.g., a power source  808  having 1%, 5%, or 10% remaining charge, and/or values therebetween, etc.) is less than a range of travel for a power source  808  that is near-full (e.g., a power source  808  having 75%, 90%, or 99% remaining charge, and/or values therebetween, etc.). 
     The state of charge and the severity of the power system fault may be used alone, separately, and/or in conjunction to determine an appropriate range of travel for the vehicle  100 . This range of travel may dynamically change in response to a change in detected conditions, state of charge, and/or severity of the fault. In some embodiments, the safe locations provided to the vehicle  100  may be filtered based on the range of travel determined. 
     In the event that at least one safe location is determined to be in a range of travel for the vehicle  100 , the method  1400  may proceed by autonomously driving (e.g., automatically, without human interaction, etc.) to the identified safe location (step  1436 ). The vehicle  100  may autonomously drive using one or more sensors and systems described in conjunction with  FIGS. 3A-3C . Upon reaching the identified safe location, the method  1400  may proceed by evaluating the identified safe location as described in conjunction with step  1424 . In some embodiments, this evaluation may include determining whether the identified safe location is safe and free of people, objects, obstructions, hazards, etc. 
     In the event that no safe locations are determined to be in a range of travel for the vehicle  100 , the method  1400  may continue by autonomously driving to a location having a least amount of impact or damage (step  1440 ). This location may be referred to as an alternative, or non-optimal, location. In some embodiments, the alternative location may be a non-optimal location that is selected to mitigate an amount of damage or effect from the power system fault from harming people or animals, but may not be optimal to mitigating damage to one or more object, structure, or environment surrounding the vehicle  100 . For example, a vehicle  100  may have suffered a severe thermal fault in the form of a battery fire consuming components of the vehicle at a rapid rate of speed. In this example, the fire may be producing noxious gasses that are harmful to people and/or other animals. Based at least partially on the severity of this fault, the vehicle  100  may not have the time to reach an optimal safe location. In this case, the vehicle  100  may determine to minimize the harm to people at the expense of harming one or more objects, structures, and/or environments. Continuing this example, the vehicle  100  may determine that a nearby pool, pond, lake, river, stream, ocean, or sea is capable of extinguishing the fire at the sacrifice of major (if not irreparable) damage to the vehicle  100 . In this example, the vehicle  100  may self-destruct and mitigate human harm by autonomously driving into the water source, drowning the vehicle  100  and extinguishing the fire. The locations of various water sources, beaches, etc. may be stored in the memory (e.g., maps database  335 , etc.) associated with the vehicle  100  or identified by one or more sensors (e.g., imaging sensors, etc.) associated with the vehicle  100  as the vehicle  100  moves in an environment. 
     In some embodiments, the vehicle  100  may provide a vehicle destruction warning indicating that the vehicle  100  is suffering a power system fault (steps  1438  and  1444 ). The vehicle destruction warning may include, but is in no way limited to, an audible alert (e.g., an alarm, siren, tone, etc.), a visual alert (e.g., graphics rendered to a display device, flashing lights, strobes, etc.), tactile alerts (e.g., vibrating seats, body panels, etc., of the vehicle  100 ), and/or combinations thereof. In some embodiments, the vehicle destruction warning may include information about the power system fault. For instance, the information may describe the type of power system fault (e.g., thermal event, electrical event, chemical event, etc.), the severity of the power system fault, a location of the power system fault, a time until destruction, and/or the like. In any event, the warnings may be provided to at least one area inside and/or outside of the interior space  150  of the vehicle  100 . 
     The method  1400  may optionally proceed by sending a destruction message to at least one receiving party (step  1448 ). The destruction message may be sent across a wireless communication network to a receiving device of at least one receiving party (e.g., emergency entity, owner, occupant, mechanic, etc.). Similar, if not identical, to the destruction warning, the destruction message may include information about the power system fault. For instance, the information may describe the type of power system fault (e.g., thermal event, electrical event, chemical event, etc.), the severity of the power system fault, a location of the power system fault, a time until destruction, and/or the like. Additionally or alternatively, the destruction message may provide location information for the vehicle  100  in distress. This location information may be in the form of a beacon, radio communication, GPS coordinates, and/or other mapping information. In some embodiments, this location information may allow a responding entity (e.g., police, fire, ambulance, etc.) to reach the vehicle  100  and assist in mitigating or controlling the effect from the power system fault. The method  1400  may end at step  1452 . 
       FIG. 15  is a flow diagram of a method  1500  for providing an escape route to an occupant within a vehicle  100  in response to detecting a power system fault (e.g., a battery fault, a thermal fault, etc.). While a general order for the steps of the method  1500  is shown in  FIG. 15 , the method  1500  can include more or fewer steps or can arrange the order of the steps differently than those shown in  FIG. 15 . Generally, the method  1500  starts with a start operation  1504  and ends with an end operation  1540 . The method  1500  can be executed as a set of computer-executable instructions executed by a computer system and encoded or stored on a computer readable medium. Hereinafter, the method  1500  shall be explained with reference to the systems, components, assemblies, devices, user interfaces, environments, software, etc. described in conjunction with  FIGS. 1-14 . 
     In some embodiments, the vehicle  100  may detect a power system fault while a user is inside the vehicle  100 . In this scenario, the user may need to make a quick escape or exit from the vehicle  100  to be free from harm. It is an aspect of the present disclosure that the vehicle  100  may identify a location of the power system fault and indicate to a user the best exit route for the user (e.g., which door to exit from inside the vehicle  100 , etc.). The best exit route may be the route providing the safest escape for, or lowest risk of harm to, the user when exiting from the vehicle  100 . The vehicle  100  may utilize one or more sensors and systems to determine this best exit route. For example, the vehicle  100  may use LIDAR  320 , RADAR  324 , ultrasonic  328 , cameras  332 , IR  336 , and/or other sensors to determine a safe area of exit to an environment around the vehicle  100 . Additionally or alternatively, the vehicle may provide escape cues by automatically opening an escape door, window, hatch, etc., and/or by displaying the escape route to one or more display devices associated with users or occupants in the vehicle  100 . 
     In one embodiment, the method  1500  may begin at step  1504  and proceed by detecting a power system fault (step  1508 ). Similar, if not identical, to the power system fault described in conjunction with  FIG. 14 , the power system fault may correspond to any fault associated with the power source  808 ,  808 A-B, charge controller  824 , motor  812 , electrical interconnections  828 ,  832 ,  908 , energy recovery system  836 , charger  912 , power receptacle  904 , and/or any other component of the power distribution system of the vehicle  100  (e.g., as described in conjunction with  FIGS. 8 and 9 , etc.). In some embodiments, the power system fault may be an electrical disturbance, thermal event, charging error, electric arc, component or system fire, component or system smoking/smoldering, insulation failure, electrical short, etc., and/or combinations thereof. For the sake of example, the power system fault may be described as corresponding to a thermal event (e.g., fire, smoke, explosion, etc.) associated with the power source  808  or related component of the vehicle  100 . It should be appreciated, however, that the embodiments described herein are not limited to thermal events associated with the power source  808  of the vehicle  100 . 
     The power system fault may be detected in a similar, if not identical, manner as described in conjunction with step  1408  of  FIG. 14 . 
     The method  1500  may proceed by determining information associated with the power system fault (step  1512 ). This information may include a location of the fault detected, a severity of the fault detected, a type of fault for the fault detected, and/or other fault information. The location of the fault detected may correspond to a location of the fault inside the vehicle  100 . In one embodiment, the location may be determined based on signals received from one or more fault detecting sensors. Each of the fault detecting sensors may be identified as being associated with a particular location or area of the power system, vehicle  100 , and/or power source  808 . In some embodiments, this sensor identification may be cross-referenced against a signal anomaly (i.e., a signal provided by one or more sensors indicating a fault) to identify one or more physical locations in or about the vehicle  100  that are associated with the power system fault. 
     The severity of the fault may be determined as described in conjunction with  FIG. 14 . The type of the fault included in the information may indicate whether the fault is a thermal fault (e.g., fire, smoke, explosion, etc.), an electrical fault (e.g., electric arcing, circuit short, circuit open, etc.), a chemical fault (e.g., battery leak, acid leak, gas leak, etc.), and/or some other fault capable of causing a harm to one or more occupants of the vehicle  100 , the vehicle  100 , and/or objects surrounding the vehicle  100 . 
     In any event, the location, severity, and/or the type of fault may be used by the vehicle control system  348  and/or the sensor processors  340  in determining an escape route for one or more occupants of the vehicle  100 . 
     The method  1500  continues by determining a state of the vehicle  100  (step  1516 ). The state of the vehicle  100  may include, but is in no way limited to, whether the vehicle is stationary, parked, being charged, moving, driving at one or more autonomous levels, driving to a destination, driving at a particular speed, driving in traffic, etc. The state of the vehicle  100  may be determined based on signals received from one or more driving vehicle sensors  304 , navigation information used by the navigation system  302 , electrical interconnection sensor information, etc., and/or combinations thereof. In some embodiments, the method may determine that the vehicle  100  is in a connected charging state where the vehicle  100  is receiving power from a power supply, or charging, system (e.g., whether inductively or physically interconnected to the charging system). In one embodiment, the connected charging state may correspond to a state where the vehicle  100  is physically interconnected with a charging system (e.g., via a charging connector and receptacle coupling or interface, etc.). This connection may be determined from one or more charging sensors, charge controllers  824 , proximity sensors, and/or some other switch or sensor associated with the charging receptacle of the vehicle  100  and/or the charging system. For instance, where the one or more switches and/or sensors provide a signal indicating the vehicle  100  is connected to a charging system. In some embodiments, the connection may be determined based on a flow of charge monitored by the charge controller  824  of the vehicle  100 . This monitored flow of charge may indicate that the vehicle  100  is receiving charge from a connected charging system. 
     The method  1500  continues by determining whether an occupant is inside the vehicle  100  (step  1520 ). If no occupant is determined to be inside the vehicle  100 , the method  1500  may end at step  1540 . However, in some embodiments, one or more interior sensors  337  may be used to determine whether a person or animal is inside the vehicle  100  (e.g., in an interior space  150  of the vehicle  100 ). By way of example, one or more of the infrared sensors  309 , motion sensors  311 , weight sensors  313 , biometric sensors  317 , camera sensors  319 , audio sensors  321 , and/or other sensors in the vehicle  100  may determine that a living being (e.g., person, animal, etc.) is inside the vehicle  100 . 
     Next, the method  1500  may proceed by determining a location of the one or more occupants in the vehicle  100  (step  1524 ). In some embodiments, one or more interior sensors  337  sensors may determine a position of the occupant within the vehicle (e.g., front left-hand seat, front right-hand seat, rear left-hand seat, rear right-hand seat, and/or other seating positions inside the vehicle). For instance, the infrared sensors  309 , motion sensors  311 , weight sensors  313 , biometric sensors  317 , camera sensors  319 , audio sensors  321 , and/or other sensors in the vehicle  100  may observe that a living being (e.g., person, animal, etc.) or animate object is inside the vehicle  100 . 
     In some embodiments, the method  1500  may determine a physical location of the power system fault in relation to the physical location or position of an occupant determined to be inside the vehicle  100  (step  1528 ). This location may correspond to a location of the fault inside the vehicle  100 . In one embodiment, the location may be determined based on signals received from one or more fault detecting sensors. In some embodiments, the location of the fault may be based on the information about the power system fault determined in step  1512 . For instance, the physical location of the fault may correspond to the location of the fault in or about the vehicle  100 . 
     Next, the method  1500  may determine a safe escape route for each occupant detected inside the vehicle  100  (step  1532 ). The safe escape route may be the same or different for two or more occupants inside the vehicle  100 . In some embodiments, the safe escape route may be based at least partially on the location of the occupant and the location of the fault determined. Additionally or alternatively, the safe escape route may be based at least partially on an environment outside of the vehicle  100 . In some cases, the best escape route may provide an escape route for an occupant or user that has the lowest risk of harm, dismemberment, or death. By way of example, a vehicle  100  may be traveling in a high-traffic environment where vehicular traffic is constant along at least one side of the vehicle  100 . In this example, the vehicle  100  may determine that escape from the vehicle  100  along that side of the vehicle  100  poses too great a risk for an occupant. Continuing this example, the vehicle  100  may provide an escape route to the occupant that is on an opposite or different side of the vehicle  100 . In some cases, the escape route may determine that it is less risky to direct a user or occupant to escape from the vehicle  100  at an area that is adjacent to, or includes, the location of the fault detected than direct the user to exit the vehicle  100  into a dangerous (e.g., high-traffic, obstructed, hazardous, etc.) environment outside of the vehicle  100 . 
     The method  1500  may proceed by providing escape route information to the one or more occupants of the vehicle  100  (step  1536 ). The escape route information may be provided by rendering a graphical image or information about the escape route to at least one display device associated with the vehicle  100 . In this example, the rendered images may include a direction or arrow the user can follow, information about the fault, and/or instructions to follow to safely exit the vehicle  100 . In some embodiments, the vehicle  100  may provide other cues by, for example, opening a door, window, or hatch of the vehicle  100  from which the occupant can safely exit the vehicle. In some cases, the escape route may be provided via a number of output devices including vehicle devices (e.g., display devices, speakers, lights, etc.) and/or other connected devices (e.g., smart phones, tablets, etc.) associated with the vehicle  100  or occupant inside the vehicle  100 . The method  1500  may continue until all occupants have escaped the vehicle  100 . Once no occupants are determined to be inside the vehicle  100 , the method  1500  may end at step  1540 . 
       FIG. 16  illustrates an example of an escape route environment  1600  for an occupant  1612 A-C of a vehicle  100  in accordance with embodiments of the present disclosure. As shown in  FIG. 16 , the vehicle  100  is traveling on a road  1636  divided by a road marking  1634  (e.g., divider, lane identifier, painted line, etc.). The vehicle  100  is shown traveling in a first direction  1616  along with a following vehicle  1620  disposed at the rear of the vehicle  100 . The other side of the road  1636  and road marking  1634  shows an approaching vehicle  1624  that is traveling in a second direction  1618  (e.g., opposite the first direction  1616 ) and generally toward the vehicle  100 . A broken-out schematic view of the interior  150  of the vehicle  100  is shown revealing at least one dash display, or instrument panel,  400  and two occupants  1612 B,  1612 C in different seating positions inside the vehicle  100 . In addition, the broken-out view shows an identified fault location  1602  for an example power system fault. 
     As described above, the vehicle  100 , upon detecting a power system fault, may determine the location of the fault  1602  relative to one or more areas, references, and/or datum of the vehicle  100 . In one embodiment, the location of the fault  1602  may be determined relative to one or more occupants  1612 A-C of the vehicle  100 . In the example fault shown in  FIG. 16 , the power system fault is determined to be in a fault location  1602  corresponding to a rear right-hand seat of the vehicle  100 . In some embodiments, the vehicle  100  may determine a location for one or more occupants inside the vehicle  100  using one or more interior sensors  337 . For instance, a first occupant  1612 A may have been determined to be in a first location in the front right-hand side of the vehicle  100 , a second occupant  1612 B may be determined to be in a second location in the front left-hand side of the vehicle  100 , and a third occupant  1612 C may be determined to be in a third location in the rear left-hand side of the vehicle  100 . 
     Based at least partially on the location of the fault and/or the occupants  1612 A-C, the vehicle  100  (e.g., the processors and/or systems associated with the vehicle  100 , etc.) may determine an appropriate escape route for the occupants  1612 A-C. The escape route may include directing one or more of the occupants  1612 A-C to identified safe zones  1608  outside of the vehicle  100 . In some embodiments, the vehicle  100  may determine the state of an environment surrounding the vehicle  100  prior to recommending or providing the escape route. For instance, the vehicle  100  may use one or more sensors to detect objects, vehicles, structures, obstructions, and/or hazards in a view zone  208  surrounding at least a portion of the vehicle  100 . The view zone  208  may correspond to an effective detection zone for the sensors of the vehicle  100 . The sensors may include one or more of the driving vehicle sensors  304 ,  116 A-K,  112  described in conjunction with  FIGS. 1-3A . 
     In  FIG. 16 , the vehicle  100  detects a first and second unmoving objects  1628 ,  1632  (e.g., buildings, structures, etc., and/or other objects) on a right-hand side of the vehicle  100 . In addition, the vehicle  100  detects a following vehicle  1620  behind the vehicle  100  and an approaching vehicle  1624  on a different side of the road  1636  than the vehicle  100 . It is an aspect of the present disclosure that the vehicle  100  may determine the speed, direction, behavior, and/or movement characteristics associated with one or more objects inside the detection view zone  208 . At times, a possible escape route  1606  to a zone  1610  outside of the vehicle  100  may be determined to be unsafe or pose a risk of harm to an occupant  1612 A-C. For instance, the vehicle  100  may determine that instructing the occupants  1612 A-C to exit on the left-hand side of the vehicle  100  may place the occupants in a path of travel associated with the approaching vehicle  1624 . Accordingly, the vehicle  100  may interpret this possible escape route  1606  and/or zone  1610  as being unsafe. 
     In some embodiments, when a particular exit point from a vehicle  100  is determined to be unsafe or pose a threat or risk of death and/or dismemberment to an occupant  1612 A-C, the vehicle  100  may take action and prevent the occupant from exiting the vehicle from the unsafe exit point. In some cases, upon determining an exit point is unsafe, the vehicle  100  may automatically lock the door associated with the unsafe exit point from the inside via an automatic locking mechanism. This locking mechanism may be similar, if not identical, to an automatically locking child safety door. In this case, the user may not voluntarily exit the vehicle into a greater danger but the locking mechanism may allow opening from the outside by a rescuer, other person, authority, etc. In some embodiments, as the conditions around the vehicle  100  change, the locking mechanism and/or escape route may change dynamically. For example, the vehicle  100  may detect the approaching vehicle  1624  slowing to a stop. In this example, the vehicle  100  may change an escape route rendered to one or more displays of the vehicle  100 , unlock previously locked doors or exit points, automatically open doors, windows, or escape hatches, etc., and/or inform one or more occupants of an optimal or best escape route given the current state of the fault and the environment outside of the vehicle  100 . 
     The risk of harm to an occupant  1612 A-C due to the power system fault may be continually evaluated and reevaluated as conditions change or time passes. The risk evaluation may include determining a percentage of probable harm and/or a severity of the harm that an occupant may suffer if escaping the vehicle  100  at one or more exit points of the vehicle  100 . For instance, the vehicle  100  may determine that the exit point on the left-hand side of the vehicle  100  would pose a risk of probable harm above an acceptable level or value due to the motion characteristics of the approaching vehicle  1624 . In this instance, the vehicle  100  would recommend a different escape route to the occupant  1612 C. In some cases, the vehicle  100  may determine that a previously unsafe exit point determined at a first time has become a safe exit point at a second later time. For example, the percentage of probable harm associated with an exit point may decrease from a high-risk value (e.g., defined as likely to cause harm to an occupant  1612 A-C upon exiting the vehicle  100 ) to a low-risk value (e.g., defined as unlikely to cause harm, or major harm, to an occupant  1612 A-C upon exiting the vehicle  100 ). 
     Referring to  FIG. 16 , an escape route  1604  to a safe zone  1608  outside of the vehicle  100  may be provided to the occupants of the vehicle  100 . In some embodiments, the escape route  1604  may be rendered to at least one display  400  associated with the vehicle  100 . The first occupant  1612 A is shown outside of the vehicle  100  in the safe zone  1608  identified by the vehicle  100 . In this example, the second and third occupants  1612 B,  1612 C may be instructed to follow the same or different escape route as the first occupant. Here, the occupants  1612 B,  1612 C are instructed to escape the vehicle  100  using the route  1604  taken by the first occupant  1612 A avoiding the fault location  1602  and dangers or hazards detected around the vehicle  100 . 
       FIGS. 17A and 17B  show embodiments of a graphical user interface used in presenting an escape route from the vehicle  100  to at least one occupant inside the vehicle  100 . The graphical user interface  1704  may comprise a display or display device associated with the vehicle  100 . The graphical user interface  1704  may be configured to render one or more images, characters, text, etc. to at least a portion of the display. The display may be the operational display  420  or other displays  424 ,  428 ,  434  described in conjunction with  FIG. 4  above. In some embodiments, the display and graphical user interface  1704  may be associated with a smart phone. In any event, the graphical user interface  1704  may include a warning indication  1708  configured to alert a user of a power system fault. The warning indication  1708  may be rendered to the display upon detection of the power system fault. In some cases, the warning indication  1708  may include graphic alert features including, but in no way limited to, scrolling, scaling, flashing, colored, etc., and/or other presentation effect for the text and/or graphics. 
     The graphical user interface  1704  may include a schematic representation  1710  of the vehicle  100  rendered to a portion of the display. The schematic representation  1710  may be configured as a virtual image of the vehicle  100  and identify a location of the power system fault detected with a target or fault marker  1712 C. In some embodiments, the location of the power system fault may be shown relative to a position of one or more occupants inside the vehicle  100 . The location of each detected occupant may be shown on the graphical user interface  1704  with schematic occupant identifiers  1712 A-C. The graphical user interface  1704  may provide, or render, an escape route  1728  to the display illustrating the route for one or more occupants inside the vehicle  100  to follow to safely escape danger from the power system fault. In some embodiments, the escape route  1728  presented to the display may be different between occupants. For instance, a first occupant may be directed to follow an escape route directing the first occupant out of a right-hand side of the vehicle  100 , while a second occupant may be directed to follow an escape route directing the second occupant out of a left-hand side of the vehicle  100 . These different routes may be simultaneously rendered to the same display or rendered to different displays associated with different positions in the vehicle  100 . 
       FIG. 17A  shows a first state  1700 A of a graphical user interface  1704  used in presenting an escape route to an occupant of a vehicle  100  in accordance with embodiments of the present disclosure. The first state  1700 A shows the schematic representation  1710  of the vehicle  100  and identifies a location of the power system fault. In the first state  1700 A, the graphical user interface  1704  includes a first information message  1716 A describing information associated with the fault, for example, describing that the fault is a battery thermal fault detected at a rear right-hand portion of the vehicle  100 . Depending on the severity of the detected power system fault, the graphical user interface  1704  may include a second information message  1720 . The second information message  1720  may be configured to inform the occupants of the vehicle  100  of any danger associated with the detected power system fault and/or provide instructions regarding the fault. In the first state  1700 A, the second information message  1720  is instructing the occupants to follow the escape route to safely exit the vehicle  100 . 
     As the instructions are provided, the first information message  1716 A may move to a secondary position on the display and can even change to a third information message  1716 B. In some cases, the third information message may be a modification to the first information message  1716 A. As shown in  FIG. 17B , in the second state  1700 B the graphical user interface  1704  shows an abbreviated information message  1716 B describing the identified location and type of the fault detected.  FIG. 17B  shows an escape route  1728  rendered to the display  1704  and illustrating an exit path, direction, and exit point for one or more occupants to follow. In some embodiments, the escape route  1728  may be connected to one or more occupant identifiers  1712 A-C illustrating that the connected occupant should follow the escape route  1728 . In one embodiment, a fourth information message  1724  may be caused to render to the display of the graphical user interface  1704 . The fourth information message  1724  may include information about the escape route  1728 . This information may be specific to a particular occupant or to all of the occupants inside the vehicle  100 . 
     Referring now to  FIG. 18 , a flow diagram of a method  1800  for assisting limited capability individuals in a vehicle  100  is shown in accordance with embodiments of the present disclosure. While a general order for the steps of the method  1800  is shown in  FIG. 18 , the method  1800  can include more or fewer steps or can arrange the order of the steps differently than those shown in  FIG. 18 . Generally, the method  1800  starts with a start operation  1804  and ends with an end operation  1840 . The method  1800  can be executed as a set of computer-executable instructions executed by a computer system and encoded or stored on a computer readable medium. Hereinafter, the method  1800  shall be explained with reference to the systems, components, assemblies, devices, user interfaces, environments, software, etc. described in conjunction with  FIGS. 1-17 . 
     The method  1800  begins at step  1804  and proceeds by determining an age and/or capability of one or more occupants in a risk location (step  1808 ). In some embodiments, this step may be a part of the determination step  1520  described in conjunction with  FIG. 15 . The age and/or capability of an occupant may be determined by an identification of each occupant using one or more interior sensors  337  associated with the vehicle  100 . For example, the one or more interior sensors  337  may determine that an occupant is in a child seat, booster seat, etc. This determination may indicate that the occupant is incapable of exiting the vehicle  100  alone. In some embodiments, the interior sensors  337  (e.g., infrared sensors  309 , motion sensors  311 , weight sensors  313 , biometric sensors  317 , camera sensors  319 , audio sensors  321 , etc.) may identify that the occupant has a particular handicap, injury, or other incapability that could adversely affect the occupant&#39;s ability to safely exit the vehicle  100 . By way of example, the camera sensors  319  inside the vehicle  100  may observe that an occupant is wearing an orthopedic cast, body cast, bandage, or some other accessory indicative of a limited capability for the occupant. In this example, the observation may indicate that the occupant is incapable of exiting the vehicle  100  alone. 
     Next, the method  1800  continues by determining whether the determined age and capability of the occupant could limit, impair, or prevent the occupant from exiting the vehicle  100  (step  1812 ). The capability of an occupant may be defined by rules stored in a memory of the vehicle  100 . These rules may determine a limited escape capability when the occupant is determined to be a child, baby, elderly person, injured person, handicapped person, etc. If the escape capability of the occupant is not limited in any way, the method  1800  may continue by proceeding to step  1524  of  FIG. 15 . 
     In the event that the occupant is determined to have a limited escape capability, the method  1800  may proceed by determining an alternative occupant inside the vehicle  100  who is capable, or available, to assist the limited capability occupant (step  1816 ). In some embodiments, these individuals or alternative occupants may be those who were identified in step  1812  as having no limited capability. 
     The method  1800  may continue by notifying the alternative occupant of a required assistance action (step  1820 ). The notification may include instructions rendered to a graphical user interface or display associated with the vehicle  100 . In some cases the instructions may be output via at least one speaker associated with the vehicle  100 . The assistance action may include moving, rescuing, or assisting the limited capability occupant in escaping from the vehicle  100 . 
     The vehicle  100  may determine whether any assistance action has been taken (step  1832 ). In the event that the assistance action is taken, such that the limited capability occupant is being assisted in escaping from the vehicle  100 , the method  1800  may continue by proceeding to step  1524  of  FIG. 15 . However, if no assistance action is taken by any alternative occupant in the vehicle  100 , the vehicle  100  may notify one or more parties external to the vehicle  100  of the assistance action requirement (step  1828 ). This notification may include instructions directing at least one person to assist the limited capability occupant. The notification may be provided to one or more people in proximity to the vehicle  100 . The notification may be provided via an external speaker, alarm, and/or display associated with the vehicle  100 . In one embodiment, the notification may be rendered to a display of a smart phone associated with a person in proximity to the vehicle  100 . In some embodiments, the notification may be broadcast or sent to specific people in proximity to the vehicle  100  (e.g., sent across a wireless network to a receiving device or smart phone, etc.). Additionally or alternatively, the notification may be sent to people in vehicles close to the vehicle  100  having the limited capability occupant. 
     The vehicle  100  may again determine whether any assistance action has been taken (step  1832 ). In some cases, this determination may be based on a timing associated with the assistance. For instance, the assistance action may be required to be taken within a predetermined time period. In the event that the assistance action is taken within the time period, such that the limited capability occupant is being assisted in escaping from the vehicle  100 , the method  1800  may continue by proceeding to step  1524  of  FIG. 15 . However, if no assistance action is provided within the time period, the vehicle  100  may determine to protect the limited capability occupant (step  1836 ). In some cases, protecting the limited capability occupant may include ejecting the limited capability occupant safely from the vehicle  100 , activating airbags adjacent to the limited capability occupant, or activating a fire suppressant inside the vehicle  100 . In some embodiments, when the power system fault is associated with a component or system of the vehicle  100  that can be separated from the vehicle  100 , the vehicle  100  may proceed to automatically separate the component or system. For example, in the event the fault is associated with one of two power sources  808 A,  808 B associated with the vehicle  100 , the vehicle  100  may disconnect the faulty power source  808 A or  808 B, separate the faulty power source  808 A or  808 B from the vehicle  100 , and autonomously drive away from the fault and take the limited capability occupant to a safe location. The method  1800  may end at step  1840 . 
       FIG. 19  is a flow diagram of a method  1900  for disconnecting a charging connector from a vehicle  100  in accordance with embodiments of the present disclosure. While a general order for the steps of the method  1900  is shown in  FIG. 19 , the method  1900  can include more or fewer steps or can arrange the order of the steps differently than those shown in  FIG. 19 . Generally, the method  1900  starts with a start operation  1904  and ends with an end operation  1940 . The method  1900  can be executed as a set of computer-executable instructions executed by a computer system and encoded or stored on a computer readable medium. Hereinafter, the method  1900  shall be explained with reference to the systems, components, assemblies, devices, user interfaces, environments, software, etc. described in conjunction with  FIGS. 1-18 . 
     The method  1900  begins at step  1904  and proceeds by detecting a connection to a charging unit or station (step  1908 ). In particular, the method  1900  is directed to physically disconnecting a charging connector from a vehicle  100  via a disconnection device associated with the charging connector. In some embodiments, a charging connection may be detected via one or more proximity sensors or switches detecting a position of connection between the charging connector and a charging receptacle of a vehicle  100 . The detection may be made by the vehicle  100  and/or the charging unit/station. 
     Next, the method  1900  continues by detecting a power system fault (step  1912 ). In some embodiments, detecting the power system fault may be similar, if not identical, to the detection of the power system fault described at steps  1408  and  1412  in conjunction with  FIG. 14 . Additionally or alternatively, detecting the power system fault may be similar, if not identical, to the detection of the power system fault described at steps  1508  in conjunction with  FIG. 15 . 
     The method  1900  may proceed by informing the charging unit/station of the detected power system fault (step  1916 ). This information may be communicated from the communications subsystem  350  of the vehicle  100  to a receiving communications system associated with the charging unit/station. In some embodiments, the information may be communicated in the form of a message sent via a wired communications connection between the charging connector and the charging receptacle. In one embodiment, the information message may be sent to the charging unit/station across a wireless communication network. In some embodiments, the message may include information about the fault as described above. 
     The method  1900  may proceed by instructing the charging unit/station to disconnect the charging connector from the vehicle  100  (step  1920 ). In some embodiments, the charging unit/station may respond to this instruction by sending a disconnect signal to at least one ejection or disconnection component and/or mechanism associated with the charging connector and/or charging handle. Embodiments of the charging connection, ejection components, and or other ejection mechanisms are described in greater detail in conjunction with  FIGS. 21A-25B . 
       FIG. 20  is a flow diagram of a method  2000  for disconnecting a charging connector from a vehicle  100  in accordance with embodiments of the present disclosure. While a general order for the steps of the method  2000  is shown in  FIG. 20 , the method  2000  can include more or fewer steps or can arrange the order of the steps differently than those shown in  FIG. 20 . Generally, the method  2000  starts with a start operation  2004  and ends with an end operation  2040 . The method  2000  can be executed as a set of computer-executable instructions executed by a computer system and encoded or stored on a computer readable medium. Hereinafter, the method  2000  shall be explained with reference to the systems, components, assemblies, devices, user interfaces, environments, software, etc. described in conjunction with  FIGS. 1-19 . 
     The method  2000  begins at step  2004  and proceeds by detecting a connection to a charging unit or station (step  2008 ). In particular, the method  2000  is directed to physically disconnecting a charging connector from a vehicle  100  via a disconnection device associated with the charging receptacle and/or vehicle  100 . In some embodiments, a charging connection may be detected via one or more proximity sensors or switches detecting a position of connection between the charging connector and a charging receptacle of a vehicle  100 . The detection may be made by the vehicle  100  and/or the charging unit/station. 
     Next, the method  2000  continues by detecting a power system fault (step  2012 ). In some embodiments, detecting the power system fault may be similar, if not identical, to the detection of the power system fault described at steps  1408  and  1412  in conjunction with  FIG. 14 . Additionally or alternatively, detecting the power system fault may be similar, if not identical, to the detection of the power system fault described at steps  1508  in conjunction with  FIG. 15 . 
     The method  2000  may optionally proceed by informing the charging unit/station of the detected power system fault (step  2016 ). This information may be communicated from the communications subsystem  350  of the vehicle  100  to a receiving communications system associated with the charging unit/station. In some embodiments, the information may be communicated in the form of a message sent via a wired communications connection between the charging connector and the charging receptacle. In one embodiment, the information message may be sent to the charging unit/station across a wireless communication network. In some embodiments, the message may include information about the fault as described above. 
     The method  2000  may proceed by instructing a charging connector rejection device to physically disconnect, eject, and/or separate the charging connector from the charging receptacle of the vehicle  100  (step  2020 ). In some embodiments, the charging connector rejection device may include one or more mechanisms, devices, and/or systems configured to automatically disconnect the charging connector from the charging receptacle. Embodiments of the charging connection, ejection components, and or other ejection mechanisms are described in greater detail in conjunction with  FIGS. 21A-25B . 
       FIG. 21A  shows a side view of an embodiment of an electric vehicle charging system  2100  in accordance with embodiments of the present disclosure. In some embodiments, the charging system  2100  may comprise a power supply  2104 , a charging handle  2112  having a charging plug or connector  2120  (e.g., disposed at an end of the charging handle  2112 ), and at least one electrically conductive line  2108  electrically coupling the charging connector  2120  to the power supply  2104 . In some embodiments, the charging handle  2112  may include a latch  2116  or other device that is configured to selectively interconnect with a retaining feature of a charging receptacle. In one embodiment, the latch  2116  may be manually actuated via a latch release button  2112  disposed on a side of the charging handle  2112 . 
     The power supply  2104  may be a charging station that is configured to provide charging power to a power storage system and/or power source  808  of the vehicle  100 . The power supply  2104  may be configured to provide wired charging power via the charging handle  2112  and electrically conductive line  2108 . The power supply  2104  may be any kind of grid-connected charging station. The charging system  2100  can include connectors, wired interconnections, controllers, etc. In some embodiments, the charging system  2100  can provide power to the power generation unit  1004  of the vehicle  100  from external power sources. Depending on the configuration, the power supply  2104  may be configured to provide power at one or more charging levels. 
     The charging handle  2112  may be configured as a single or multi-piece housing at least partially surrounding a portion of the electrical connections of the charging connector  2120 . The housing may incorporate one or more ergonomic features for handling by a user. 
     The charging connector  2120  may include at least one electrical connector configured to provide power to a vehicle power source  808  when interconnected at a charging receptacle of the vehicle  100 . Examples of the charging connectors  2120  as described herein may include, but are not limited to, at least one of the SAE J1772 connector, SAE J1772 combined charging system (CCS) connector, IEC 62196 type 2 connector, IEC 62196-3 CCS combo 2 connector, CHAdeMO connector, proprietary connectors, etc., and/or combinations thereof. 
     Referring now to  FIG. 21B , an end view of an embodiment of the charging handle  2112  of the electric vehicle charging system  2100  is shown. The charging handle  2112  may include a charging connector  2120  having a number of electrical ports  2132 A,  2132 B,  2136 ,  2140 ,  2144 , a connector shroud or housing  2124 , an alignment or key feature  2128 , and a latch  2116 , etc. In some embodiments, the connector housing  2124  may be configured to protect the electrical ports  2132 A,  2132 B,  2136 ,  2140 ,  2144  from damage during use, connection, disconnection, and/or when the charging handle  2112  is stored. The key feature  2128  may serve as an alignment feature to aid in physically connecting the charging connector  2120  with a charging receptacle of a vehicle  100 . For example, the key feature  2128  may mate with a keyway feature associated with the charging receptacle of the vehicle  100  ensuring a proper orientation of the electrical ports to mating electrical connections associated with the vehicle  100 . 
     In one embodiment, the first port  2132 A may correspond to a first line connection to an electrical power supply, the second port  2132 B may correspond to a second line connection to the electrical power supply, and the third port  2132 C may correspond to a ground connection. In some embodiments, the first and second ports  2132 A,  2132 B may provide AC or DC power. In one embodiment, one of the first and second ports  2132 A,  2132 B may be a line connection while the other of the first and second ports  2132 A,  2132 B may be a neutral connection. 
     In some embodiments, the charging connector  2120  may include a communications port  2136  and/or a connection detection port  2140 . The communications port  2136  may be used to exchange information between the charging system  2100  and a connected vehicle  100 . The information may include charging specifics associated with the vehicle  100  and/or power source  808 , details of the charge transfer, vehicle identification, detected system faults, and/or other data. The connection detection port  2140  may include one or more devices, sensors, and/or systems that are configured to detect when the charging connector  2120  is physically interconnected with a charging receptacle of a vehicle  100 . In one embodiment, the connection detection port  2140  may include a mechanical proximity switch that is activated when the charging connector  2120  is physically interconnected with a charging receptacle of a vehicle  100 . 
       FIG. 22  is a section view of a charging receptacle  2200  in accordance with embodiments of the present disclosure. The charging receptacle  2200  may include a number of features that mate with corresponding features of the charging connector  2120 . Examples of the charging receptacle  2200  as described herein may include, but are not limited to, at least one of the SAE J1772 receptacle, SAE J1772 combined charging system (CCS) receptacle, IEC 62196 type 2 receptacle, IEC 62196-3 CCS combo 2 receptacle, CHAdeMO receptacle, proprietary receptacles, etc., and/or combinations thereof. 
     The charging receptacle  2200  may include a receptacle housing  2204 , for example, a substantially cylindrical housing, disposed around at least one electrical connector  2224 . The receptacle housing  2204  may include a keyway  2212  or other feature configured to mate with a key feature  2128  of a charging connector  2120 . In some embodiments, the charging receptacle  2200  may include a receptacle core  2208  including one or more electrical connectors  2224 . Each of the one or more connectors  2224  may be recessed in a counterbored hole, recess  2220 , indent, or other shrouded area disposed at least partially in the receptacle housing  2204 . The one or more connectors  2224  may mate with a corresponding port of a mating charging connector. At least one of the one or more connectors  2224  may be connected to the vehicle power source  808  via at least one wire, cable, or other electrical interconnection  2228 . In some embodiments, the receptacle core  2208  and/or the receptacle housing  2204  may be made from an electrically insulative material (e.g., an insulator, or other non-conductive material, etc.). 
     In some embodiments, the receptacle housing  2204  may include a latch interface including a latch ramp  2232 , a latch retaining area  2236 , and in some cases a latch release mechanism  2240 . When aligned with the charging receptacle  2200 , the latch  2116  of the charging handle  2112  may engage with the latch ramp  2232  and pivot against a spring force included in the charging handle  2112  until the latch positively engages with the latch retaining area  2236 . 
     In one embodiment, the charging receptacle  2200  may include a spring-loaded annulus  2244  disposed between the receptacle housing  2204  and the receptacle core  2208 . The spring-loaded annulus may be configured as a ring-shaped member surrounding the receptacle core  2208  and configured to move or linearly displace along a central axis of the core  2208 . In some embodiments, as a charging connector  2120  is engaged with the charging receptacle  2200 , the connector housing  2124  may contact the spring-loaded annulus  2244  and displace the spring-loaded annulus (e.g., against a spring force pushing in a direction against the engagement direction of the charging handle  2112 ) etc. In one embodiment, when the charging connector  2120  is fully engaged with a charging receptacle  2200 , the charging handle  2112  may be retained by the latch  2116  until the latch  2116  is released. In this embodiment, when the latch  2116  is released, the charging handle  2112  may be physically forced apart from the charging receptacle  2200  via a spring force pushing the spring-loaded annulus  2244  against the connector housing  2124  of the charging handle  2112  in a disengaging direction (e.g., a direction opposite to the engagement direction, etc.). 
       FIGS. 23A-C  show section views of charging connector  2120  of a charging system  2100  engaging with a charging receptacle  2200  of a vehicle  100 . The section views may be taken through a center of the charging connector  2120  and the charging receptacle  2200 . For the sake of clarity, only one electrical port  2132  of the charging connector  2120  and only one electrical connector  2224  of the charging receptacle  2200  is shown in  FIGS. 23A-C . The electrical port of the charging connector  2120  may correspond to any one or more of the electrical ports  2132 A-C described in conjunction with  FIGS. 21A and 21B . As described above, the electrical port  2132  of the charging connector  2120  may be electrical interconnected to a line of the power supply  2104  via at least one conductive line  2130  (e.g., wire, cable, etc.). 
     Referring to  FIG. 23A , a section view of the charging connector  2120  in an alignment state  2300 A is shown where charging connector  2120  is oriented into a pre-engagement position apart from the charging receptacle  2200 . In  FIG. 23A , the key feature  2128  of the connector housing  2124  is aligned with the keyway  2212  of the receptacle housing  2204 . From this aligned position, the charging connector  2120  may be moved in an engagement direction  2304  toward the charging receptacle  2200 . 
     Next, and as shown in the first engagement state  2300 B of  FIG. 23B , as the charging connector  2120  is moved in the engagement direction  2304  closer to the charging receptacle  2200 , the connector housing  2124  may contact the spring-loaded annulus  2244 , forcing the annulus  2244  to displace (e.g., axially, downward, etc.) against a spring force. Additionally or alternatively, as the charging connector  2120  is moved toward the charging receptacle  2200 , the connector housing  2124  surrounds a portion of the receptacle core  2208  while the key feature  2128  rides along the keyway  2212 . Among other things, this combination of features ensures the electrical port  2132  of the charging connector  2120  is aligned with the mating electrical connector  2224  of the charging receptacle  2200 . As the as the charging connector  2120  moves closer to a fully engaged position, the latch  2116  may be pivoted, or otherwise moved, in a direction  2308  away from a center of the charging receptacle  2200 . In some embodiments, the movement of the latch  2116  along the angled latch ramp  2232  may cause this pivoting action. In one embodiment, the latch  2116  may be forced against a latch return spring (e.g., inside the charging handle  2112 , etc.) providing a counter force to the movement or pivoting of the latch  2116 . 
     Once the charging connector  2120  is fully-engaged with the charging receptacle, as shown in the second engagement state  2300 C of  FIG. 23C , the annulus  2244  may be displaced to a maximum spring force position (e.g., axially, downward, etc.) and the latch  2116  may spring into the latch retaining area  2236 . The latch retaining area  2236  may include one or more features configured to retain the latch  2116  and the charging connector  2120  in a fully-engaged or connected state with the charging receptacle  2200 . 
     In some embodiments, the charging handle  2112  may be armed with a device for self-ejecting from a connected state to a disconnected state. For instance, in the event of an incident or detected fault, the charging handle  2112  may automatically physically disconnect from the vehicle  100 . The disconnection or ejection may be achieved via one or more of a spring-loaded mechanism, CO2 canister within the handle  2112  or other component, and/or using strong electromagnetic coupling and decoupling. In some cases, the charging connector  2120  may be connected to the charging receptacle  2200  and retained using one or more electromagnets. In this example, when the charging connector  2120  is to be separated from the charging receptacle  2200 , the electromagnet may turn off. In one embodiment, two opposing electromagnets may be provide the retaining force, where a first electromagnet provides a magnetic field in a first polarity and a second electromagnet provides an opposing magnetic field polarity. In this example, an emergency disconnection may be achieved by reversing the polarity of one of the opposing electromagnets providing a repelling force between the charging connector  2120  may be connected to the charging receptacle  2200 . 
       FIGS. 24A and 24B  show section views of charging connector  2120  of a charging system  2100  being disengaged from a charging receptacle  2200  of a vehicle  100  in accordance with embodiments of the present disclosure. In one embodiment,  FIGS. 24A and 24B  may show a charging connector  2120  ejection mechanism associated with the vehicle  100 . 
     For example,  FIG. 24A  shows a section view of a charging connector  2120  in a first ejection state  2400 A. In the first ejection state  2400 A, a latch release mechanism  2240  of the charging receptacle  2200  may actuate to contact the latch  2116  of the charging connector  2120 . The actuation may be provided in a direction  2404  that moves a portion of the latch release mechanism  2240  into a portion of the latch retaining area  2236  and releasing the latch  2116  from a retained position. In some embodiments, as the latch release mechanism  2240  is actuated, the latch  2116  may be forced to pivot, or otherwise move, out of the latch retaining area  2236  in a direction  2408  away from the center of the charging receptacle  2200 . 
     In one embodiment, the latch release mechanism  2240  may be configured as a solenoid, piston, air cylinder, hydraulic cylinder, lever, and/or other actuator configured to selectively translate in a direction toward a portion of the latch  2116 . Once the latch release mechanism  2240  is actuated to an extended position, or to a position where a portion of the mechanism  2240  is disposed inside the latch retaining area  2236 , the charging connector  2120  and handle  2112  are no longer locked to the charging receptacle  2200  of the vehicle  100 . 
     In some embodiments, (e.g., in the method  1500  described in conjunction with  FIG. 15 , etc.) the vehicle  100  may drive away (e.g., autonomously, etc.) from the charging system  2100  when the latch release mechanism  2240  is actuated (and the latch  2116  is released) allowing the movement of the vehicle  100  relative to the charging system  2100  to physically disconnect or disengage the charging connector  2120  from the charging receptacle  2200  of the vehicle  100 . 
     In some embodiments, the charging connector  2120  may be forcibly ejected from the charging receptacle  2200  via an ejection mechanism of the vehicle  100 . For instance,  FIG. 24B  shows a section view of a charging connector  2120  in a second ejection state  2400 B where the latch release mechanism  2240  is actuated and the spring-loaded annulus  2244  is caused to eject the charging connector  2120  from the charging receptacle  2200  in a disengagement direction  2416 . In one embodiment, the connector housing  2124  may be moved axially in the disengagement direction  2416  via an ejection force  2412  associated with the spring-loaded annulus  2244 . The ejection force  2412  may be provided via a mechanical spring, solenoid, actuator, gas spring, compressed air spring, leaf spring, compression spring, die spring, extension spring, and/or some other force-transmitting element. 
       FIGS. 25A and 25B  show section views of charging connector  2120  of a charging system  2100  being disengaged from a charging receptacle  2200  of a vehicle  100  in accordance with an embodiment of the present disclosure. In one embodiment,  FIGS. 25A and 25B  may show a charging connector  2120  ejection mechanism where the ejection mechanism is associated with the charging system  2100 . 
       FIG. 25A  shows a section view of an embodiment of the charging connector  2120  in a first ejection state  2500 A. In  FIG. 25A , the charging connector  2120  may be physically and/or electrically interconnected with the charging receptacle  2200 . In the first ejection state  2500 A, the latch  2116  of the charging connector  2120  may be actuated to move the latch  2116  from the latch retaining area  2236  of the charging receptacle  2200 . This actuation may be caused by at least one actuation element in the charging connector  2120  or charging handle  2112  and may be configured to release the latch  2116  from a retained position. In some embodiments, the latch  2116  may be pivoted, or otherwise moved, out of the latch retaining area  2236  in a direction  2504  away from the center of the charging receptacle  2200 . 
     In one embodiment, the latch  2116  may be released via one or more solenoid, piston, air cylinder, hydraulic cylinder, lever, and/or other actuator configured to open the latch  2116 . Once the latch  2116  is no longer retained inside the latch retaining area  2236 , the charging connector  2120  and handle  2112  are no longer locked to the charging receptacle  2200  of the vehicle  100 . 
     In some embodiments, (e.g., in the method  1500  described in conjunction with  FIG. 15 , etc.) the vehicle  100  may drive away (e.g., autonomously, etc.) from the charging system  2100  when the latch  2116  is moved from the retained position allowing the driving movement of the vehicle  100  relative to the charging system  2100  to physically disconnect or disengage the charging connector  2120  from the charging receptacle  2200  of the vehicle  100 . 
     In some embodiments, the charging connector  2120  may forcibly eject itself from the charging receptacle  2200  via one or more ejection mechanisms  2512  associated with the charging handle  2112 . The ejection mechanism  2512  may be at least partially disposed within the charging handle  2112  and/or the charging connector  2120 . As shown in  FIG. 25A , the ejection mechanism  2512  may provide an actuation force  2508  in a direction of the charging receptacle  2200 . The actuation force  2508  may be applied in a volume  2510 , or area, in between the charging connector  2120  and the charging receptacle  2200 . The actuation force  2508  may be configured to physically separate the charging connector  2120  from the charging receptacle  2200 . 
     In some embodiments, the ejection mechanism  2512  may include a compressed gas canister (e.g., a CO2 canister or cartridge) that, when activated, releases the compressed gas from a nozzle into the volume  2510 . This release of gas may cause the charging connector  2120  to physically disconnect and/or separate from the charging receptacle  2200 . In one embodiment, the ejection mechanism  2512  may include one or more of a solenoid, piston, air cylinder, hydraulic cylinder, lever, spring-loaded plunger, and/or other actuator configured to physically push or force the charging connector  2120  from the charging receptacle  2200 . In any event,  FIG. 25B  shows the embodiment of the charging connector  2120  in a second ejection state  2500 A moving apart from the charging receptacle  2200  in a disengagement direction  2416 . 
     Although shown as having separate ejection mechanisms in  FIGS. 24A-25B , it is anticipated that one or more of the spring-loaded annulus  2244 , latch release mechanism  2240 , actuating latch  2116 , and/or charging system ejection mechanism  2512 , may be used alone or together in various combinations. Additionally or alternatively, the disconnection or rejection of the charging connection described in conjunction with step  1420  of  FIG. 14 , step  1920  of  FIG. 19 , and/or step  2020  of  FIG. 20  may be achieved via at least one of the ejection mechanisms described in conjunction with  FIGS. 24A-25B . 
     Any of the steps, functions, and operations discussed herein can be performed continuously and automatically. 
     The exemplary systems and methods of this disclosure have been described in relation to vehicle systems and electric vehicles. However, to avoid unnecessarily obscuring the present disclosure, the preceding description omits a number of known structures and devices. This omission is not to be construed as a limitation of the scope of the claimed disclosure. Specific details are set forth to provide an understanding of the present disclosure. It should, however, be appreciated that the present disclosure may be practiced in a variety of ways beyond the specific detail set forth herein. 
     Furthermore, while the exemplary embodiments illustrated herein show the various components of the system collocated, certain components of the system can be located remotely, at distant portions of a distributed network, such as a LAN and/or the Internet, or within a dedicated system. Thus, it should be appreciated, that the components of the system can be combined into one or more devices, such as a server, communication device, or collocated on a particular node of a distributed network, such as an analog and/or digital telecommunications network, a packet-switched network, or a circuit-switched network. It will be appreciated from the preceding description, and for reasons of computational efficiency, that the components of the system can be arranged at any location within a distributed network of components without affecting the operation of the system. 
     Furthermore, it should be appreciated that the various links connecting the elements can be wired or wireless links, or any combination thereof, or any other known or later developed element(s) that is capable of supplying and/or communicating data to and from the connected elements. These wired or wireless links can also be secure links and may be capable of communicating encrypted information. Transmission media used as links, for example, can be any suitable carrier for electrical signals, including coaxial cables, copper wire, and fiber optics, and may take the form of acoustic or light waves, such as those generated during radio-wave and infra-red data communications. 
     While the flowcharts have been discussed and illustrated in relation to a particular sequence of events, it should be appreciated that changes, additions, and omissions to this sequence can occur without materially affecting the operation of the disclosed embodiments, configuration, and aspects. 
     A number of variations and modifications of the disclosure can be used. It would be possible to provide for some features of the disclosure without providing others. 
     In yet another embodiment, the systems and methods of this disclosure can be implemented in conjunction with a special purpose computer, a programmed microprocessor or microcontroller and peripheral integrated circuit element(s), an ASIC or other integrated circuit, a digital signal processor, a hard-wired electronic or logic circuit such as discrete element circuit, a programmable logic device or gate array such as PLD, PLA, FPGA, PAL, special purpose computer, any comparable means, or the like. In general, any device(s) or means capable of implementing the methodology illustrated herein can be used to implement the various aspects of this disclosure. Exemplary hardware that can be used for the present disclosure includes computers, handheld devices, telephones (e.g., cellular, Internet enabled, digital, analog, hybrids, and others), and other hardware known in the art. Some of these devices include processors (e.g., a single or multiple microprocessors), memory, nonvolatile storage, input devices, and output devices. Furthermore, alternative software implementations including, but not limited to, distributed processing or component/object distributed processing, parallel processing, or virtual machine processing can also be constructed to implement the methods described herein. 
     In yet another embodiment, the disclosed methods may be readily implemented in conjunction with software using object or object-oriented software development environments that provide portable source code that can be used on a variety of computer or workstation platforms. Alternatively, the disclosed system may be implemented partially or fully in hardware using standard logic circuits or VLSI design. Whether software or hardware is used to implement the systems in accordance with this disclosure is dependent on the speed and/or efficiency requirements of the system, the particular function, and the particular software or hardware systems or microprocessor or microcomputer systems being utilized. 
     In yet another embodiment, the disclosed methods may be partially implemented in software that can be stored on a storage medium, executed on programmed general-purpose computer with the cooperation of a controller and memory, a special purpose computer, a microprocessor, or the like. In these instances, the systems and methods of this disclosure can be implemented as a program embedded on a personal computer such as an applet, JAVA® or CGI script, as a resource residing on a server or computer workstation, as a routine embedded in a dedicated measurement system, system component, or the like. The system can also be implemented by physically incorporating the system and/or method into a software and/or hardware system. 
     Although the present disclosure describes components and functions implemented in the embodiments with reference to particular standards and protocols, the disclosure is not limited to such standards and protocols. Other similar standards and protocols not mentioned herein are in existence and are considered to be included in the present disclosure. Moreover, the standards and protocols mentioned herein and other similar standards and protocols not mentioned herein are periodically superseded by faster or more effective equivalents having essentially the same functions. Such replacement standards and protocols having the same functions are considered equivalents included in the present disclosure. 
     The present disclosure, in various embodiments, configurations, and aspects, includes components, methods, processes, systems and/or apparatus substantially as depicted and described herein, including various embodiments, subcombinations, and subsets thereof. Those of skill in the art will understand how to make and use the systems and methods disclosed herein after understanding the present disclosure. The present disclosure, in various embodiments, configurations, and aspects, includes providing devices and processes in the absence of items not depicted and/or described herein or in various embodiments, configurations, or aspects hereof, including in the absence of such items as may have been used in previous devices or processes, e.g., for improving performance, achieving ease, and/or reducing cost of implementation. 
     The foregoing discussion of the disclosure has been presented for purposes of illustration and description. The foregoing is not intended to limit the disclosure to the form or forms disclosed herein. In the foregoing Detailed Description for example, various features of the disclosure are grouped together in one or more embodiments, configurations, or aspects for the purpose of streamlining the disclosure. The features of the embodiments, configurations, or aspects of the disclosure may be combined in alternate embodiments, configurations, or aspects other than those discussed above. This method of disclosure is not to be interpreted as reflecting an intention that the claimed disclosure requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment, configuration, or aspect. Thus, the following claims are hereby incorporated into this Detailed Description, with each claim standing on its own as a separate preferred embodiment of the disclosure. 
     Moreover, though the description of the disclosure has included description of one or more embodiments, configurations, or aspects and certain variations and modifications, other variations, combinations, and modifications are within the scope of the disclosure, e.g., as may be within the skill and knowledge of those in the art, after understanding the present disclosure. It is intended to obtain rights, which include alternative embodiments, configurations, or aspects to the extent permitted, including alternate, interchangeable and/or equivalent structures, functions, ranges, or steps to those claimed, whether or not such alternate, interchangeable and/or equivalent structures, functions, ranges, or steps are disclosed herein, and without intending to publicly dedicate any patentable subject matter. 
     Embodiments include a vehicle control system, comprising: a microprocessor; and a computer readable medium coupled to the microprocessor and comprising instructions stored thereon that cause the microprocessor to: receive output from sensors associated with a power system in a vehicle monitoring a state of the power system; determine, based on at least one output from the sensors exceeding a predetermined threshold value, that the state of the power system includes a power system fault; determine whether a current location of the vehicle is in a safe destruction location; and autonomously drive the vehicle to an identified safe vehicle destruction location when the vehicle is determined not to be in a safe destruction location. 
     Aspects of the above vehicle control system include wherein prior to determining whether the current location of the vehicle is in a safe destruction location, the instructions further cause the microprocessor to: determine a severity level associated with the power system fault from a plurality of predetermined severity levels, wherein a first severity level indicates the power system fault is capable of only damaging the vehicle and a second severity level indicates the power system fault is capable of harming one or more objects other than the vehicle. Aspects of the above vehicle control system include wherein the current location of the vehicle is determined not to be in a safe destruction location when the severity level is the second severity level and the one or more objects are in proximity to the vehicle. Aspects of the above vehicle control system include wherein the current location of the vehicle is determined to be in a safe destruction location when the severity level is the second severity level and the one or more objects are not in proximity to the vehicle. Aspects of the above vehicle control system include wherein prior to determining whether the current location of the vehicle is in a safe destruction location, the instructions further cause the microprocessor to: determine that the vehicle is in a connected charging state, wherein a charging connector of a charging system is physically connected with charging receptacle of the vehicle; and disconnect the charging connector from the charging receptacle of the vehicle. Aspects of the above vehicle control system include wherein the severity level is the second severity level and the one or more objects are in proximity to the vehicle. Aspects of the above vehicle control system include wherein prior to autonomously driving the vehicle to an identified safe vehicle destruction location, the instructions further cause the microprocessor to: refer to a computer readable memory of the vehicle having one or more possible safe vehicle destruction locations stored thereon; and identify a safe vehicle destruction location from the one or more possible safe vehicle destruction locations. Aspects of the above vehicle control system include wherein prior to identifying the safe vehicle destruction location, the instructions further cause the microprocessor to: determine a range of travel for the vehicle; and filter the one or more possible safe vehicle destruction locations to include only those within the range of travel for the vehicle. Aspects of the above vehicle control system include wherein identifying the safe vehicle destruction location includes selecting the safe vehicle destruction location from the filtered one or more possible safe vehicle destruction locations. Aspects of the above vehicle control system include wherein there is no safe vehicle destruction location within the range of travel for the vehicle. Aspects of the above vehicle control system include wherein the vehicle autonomously drives to an alternative location other than the current location of the vehicle and the safe vehicle destruction location. Aspects of the above vehicle control system include wherein prior to the vehicle destructing the instructions further cause the microprocessor to: provide a vehicle destruction warning via an output from one or more devices associated with the vehicle, wherein the vehicle destruction warning is configured to notify one or more people of the destruction. Aspects of the above vehicle control system include wherein the vehicle destruction warning includes information about the power system fault. 
     Embodiments include a method, comprising: receiving, via a processor, output from sensors associated with a power system in a vehicle monitoring a state of the power system; determining, via the processor and based on at least one output from the sensors exceeding a predetermined threshold value, that the state of the power system includes a power system fault; determining, via the processor, whether a current location of the vehicle is in a safe destruction location; and autonomously driving the vehicle to an identified safe vehicle destruction location when the vehicle is determined not to be in a safe destruction location. 
     Aspects of the above method include wherein prior to determining whether the current location of the vehicle is in a safe destruction location, the method further comprises: determining, via the processor, a severity level associated with the power system fault from a plurality of predetermined severity levels, wherein a first severity level indicates the power system fault is capable of only damaging the vehicle and a second severity level indicates the power system fault is capable of harming one or more objects other than the vehicle. Aspects of the above method include wherein the current location of the vehicle is determined not to be in a safe destruction location when the severity level is the second severity level and the one or more objects are in proximity to the vehicle. Aspects of the above method include wherein prior to determining whether the current location of the vehicle is in a safe destruction location, the method further comprises: determining, via the processor, that the vehicle is in a connected charging state, wherein a charging connector of a charging system is physically connected with charging receptacle of the vehicle; and disconnecting, automatically, the charging connector from the charging receptacle of the vehicle. Aspects of the above method include wherein the severity level is the second severity level and the one or more objects are in proximity to the vehicle, wherein the vehicle autonomously drives to the identified safe vehicle destruction location and wherein the method further comprises: determining, via the processor and based on an output from one or more imaging sensors of the vehicle, that the identified safe vehicle destruction location is unsafe; referring, via the processor, to a computer readable memory of the vehicle having one or more possible alternate safe vehicle destruction locations stored thereon; identifying, via the processor, an alternate safe vehicle destruction location from the one or more possible safe vehicle destruction locations; and autonomously driving the vehicle to the identified alternate safe vehicle destruction location. 
     Embodiments include a vehicle, comprising: a power system comprising one or more electrical components; at least one sensor associated with the power system, wherein the at least one sensor is configured to monitor a state of the power system; a location module configured to determine a geographical location or position of the vehicle; and a vehicle control system, comprising: a microprocessor; and a computer readable medium coupled to the microprocessor and comprising instructions stored thereon that cause the microprocessor to: receive output from the at least one sensor associated with the power system; determine, based on at least one output from the at least one sensor exceeding a predetermined threshold value, that the state of the power system includes a power system fault; determine, based at least partially on information received from the location module, whether a current location of the vehicle is in a safe destruction location; and autonomously drive the vehicle to an identified safe vehicle destruction location when the vehicle is determined not to be in a safe destruction location. 
     Aspects of the above vehicle include at least one imaging sensor configured to detect objects in a viewing zone of the at least one imaging sensor and in an environment around the vehicle. 
     Embodiments include a vehicle control system, comprising: a microprocessor; and a computer readable medium coupled to the microprocessor and comprising instructions stored thereon that cause the microprocessor to: detect, based on output received from one or more sensors associated with a power system of a vehicle, a power system fault; determine, based on the output received from the one or more sensors, information about the power system fault, wherein the information about the power system fault includes a location of the power system fault in the vehicle; determine a state of the vehicle; determine that an occupant is inside the vehicle; determine an escape route from the vehicle for the occupant; and render the escape route to at least one display device associated with the vehicle. 
     Aspects of the above vehicle control system include wherein prior to determining an escape route from the vehicle for the occupant, the instructions further cause the microprocessor to: receive sensor data from one or more environment sensors associated with the vehicle, wherein the environment sensors monitor an environment around at least a portion of the vehicle. Aspects of the above vehicle control system include wherein the instructions further cause the microprocessor to: determine, based on the sensor data, whether the environment includes a threat to a safety of the occupant. Aspects of the above vehicle control system include wherein the instructions further cause the microprocessor to: determine a severity level of the power system fault, wherein the severity level defines whether the power system fault poses a safety hazard to the occupant inside the vehicle. Aspects of the above vehicle control system include wherein the instructions further cause the microprocessor to: determine a position of the occupant inside the vehicle. Aspects of the above vehicle control system include wherein determining the escape route from the vehicle for the occupant further comprises instructions to cause the microprocessor to: determine an exit point from the vehicle based on at least one area in the environment including at least one threat to the safety of the occupant; and determine the escape route from the position of the occupant inside the vehicle to the exit point. Aspects of the above vehicle control system include wherein the escape route avoids the location of the power system fault. Aspects of the above vehicle control system include wherein the instructions further cause the microprocessor to: determine a different occupant is inside the vehicle; and determine the different occupant is in a different position inside the vehicle. Aspects of the above vehicle control system include wherein the instructions further cause the microprocessor to: determine a different escape route from the vehicle for the different occupant; and render the different escape route to at least one display device associated with the vehicle. Aspects of the above vehicle control system include wherein the different escape route is rendered to a graphical user interface associated with the different occupant. Aspects of the above vehicle control system include wherein a smart phone comprises the graphical user interface. 
     Embodiments include a method, comprising: detecting, via a processor and based on output received from one or more sensors associated with a power system of a vehicle, a power system fault; determining, via the processor and based on the output received from the one or more sensors, information about the power system fault, wherein the information about the power system fault includes a location of the power system fault in the vehicle; determining, via the processor, a state of the vehicle; determining, via the processor, that an occupant is inside the vehicle; determining, via the processor, an escape route from the vehicle for the occupant; and rendering, via the processor, the escape route to at least one display device associated with the vehicle. 
     Aspects of the above method further comprise: receiving, via the processor, sensor data from one or more environment sensors associated with the vehicle, wherein the environment sensors monitor an environment around at least a portion of the vehicle; and determining, via the processor and based on the sensor data, whether the environment includes a threat to a safety of the occupant. Aspects of the above method further comprise: determining, via the processor, a severity level of the power system fault, wherein the severity level defines whether the power system fault poses a safety hazard to the occupant inside the vehicle. Aspects of the above method further comprise: determining, via the processor and based on interior space information received from one or more interior vehicle sensors, a position of the occupant inside the vehicle. Aspects of the above method further comprise: determining, via the processor, an exit point from the vehicle based on at least one area in the environment including at least one threat to the safety of the occupant; determining, via the processor, the escape route from the position of the occupant inside the vehicle to the exit point, wherein the escape route avoids the location of the power system fault. 
     Embodiments include a vehicle, comprising: a power system comprising one or more electrical components; one or more sensors associated with the power system, wherein the one or more sensors monitor a state of the power system; at least one display device; and a vehicle control system, comprising: a microprocessor; and a computer readable medium coupled to the microprocessor and comprising instructions stored thereon that cause the microprocessor to: detect, based on output received from the one or more sensors, a power system fault; determine, based on the output received from the one or more sensors, information about the power system fault, wherein the information about the power system fault includes a location of the power system fault in the vehicle; determine a state of the vehicle; determine that an occupant is inside the vehicle; determine an escape route from the vehicle for the occupant; and render the escape route to the at least one display device associated with the vehicle. 
     Aspects of the above vehicle include wherein determining the state of the vehicle includes determining whether the vehicle is stationary or moving at a particular rate of speed. Aspects of the above vehicle include wherein determining the escape route from the vehicle for the occupant further comprises instructions to cause the microprocessor to: receive sensor data from one or more environment sensors associated with the vehicle, wherein the environment sensors monitor an environment around at least a portion of the vehicle; determine, based on the sensor data, whether the environment includes a threat to a safety of the occupant; determine a severity level of the power system fault, wherein the severity level defines whether the power system fault poses a safety hazard to the occupant inside the vehicle; determine a position of the occupant inside the vehicle; determine an exit point from the vehicle based on at least one area in the environment including at least one threat to the safety of the occupant; and determine the escape route from the position of the occupant inside the vehicle to the exit point, wherein the escape route avoids the location of the power system fault. Aspects of the above vehicle include wherein the instructions further cause the microprocessor to: actuate, based on rules stored in the computer readable medium, a locking mechanism associated with at least one door of the vehicle, wherein the rules include instructions for actuating a locking state of the at least one door based on the exit point and the at least one area in the environment including the at least one threat to the safety of the occupant, wherein a door adjacent to the at least one area in the environment including the at least one threat to the safety of the occupant is actuated into a locked condition, and wherein a door associated with the exit point is actuated into an unlocked state; and automatically open the door associated with the exit point. 
     Embodiments include a vehicle, comprising: a power storage system; a charging receptacle including at least one connector electrically coupled to the power storage system and configured to selectively interconnect with a charging connector of an external vehicle charging system; a charging connection separation mechanism, comprising: an ejection actuator configured to provide a separation force between the charging receptacle and a connected charging connector; a microprocessor; and a computer readable medium coupled to the microprocessor and comprising instructions stored thereon that cause the microprocessor to: detect an interconnection between the charging receptacle and charging connector; receive a signal to automatically disconnect the interconnection between the charging receptacle and the charging connector; and actuate the charging connection separation mechanism to disconnect the interconnection between the charging receptacle and the charging connector. 
     Aspects of the above vehicle include wherein the charging receptacle includes the charging connection separation mechanism. Aspects of the above vehicle include wherein the charging receptacle further comprises: a housing surrounding the at least one connector; and a latch retaining feature having at least one latch contact and retaining surface. Aspects of the above vehicle include wherein the charging receptacle further comprises: an annulus disposed between the housing and the at least one connector, wherein the annulus is moveable along an axis of the charging receptacle; and a spring in contact with the annulus, wherein the spring compresses as the annulus is moved along the axis of the charging receptacle in a direction toward the vehicle. Aspects of the above vehicle include wherein the charging receptacle further comprises: a latch actuator having a retracted state and an extended state, wherein in the retracted state a latch of the charging connector engages the latch retaining feature and in the extended state the latch actuator disengages the latch of the charging connector from the latch retaining feature. Aspects of the above vehicle include wherein a connection of the charging connector to the charging receptacle moves the annulus of the charging receptacle in a direction toward the vehicle and compresses the spring. Aspects of the above vehicle include wherein the instructions that cause the microprocessor to actuate the charging connection separation mechanism to disconnect the interconnection between the charging receptacle and the charging connector actuate the latch actuator from the retracted state to the extended state. 
     Embodiments include a method, comprising: detecting, via a processor, an interconnection between a charging receptacle of a vehicle and charging connector of an external vehicle charging system; receiving, via the processor, a signal to automatically disconnect the interconnection between the charging receptacle and the charging connector; and actuating, via the processor, a charging connection separation mechanism disconnecting the interconnection between the charging receptacle and the charging connector. 
     Aspects of the above method include wherein the signal to automatically disconnect the interconnection between the charging receptacle and the charging connector is received in response to the processor detecting a fault with the power system of the vehicle. Aspects of the above method further comprise determining, via the processor, information about the fault with the power system; and sending, via the processor, a message from a communication system of with the vehicle to a communication device of the external vehicle charging system, wherein the message includes at least a portion of the information about the fault. Aspects of the above method include wherein the signal to automatically disconnect the interconnection between the charging receptacle and the charging connector is sent from the vehicle to the external vehicle charging system. Aspects of the above method include wherein the signal to automatically disconnect the interconnection between the charging receptacle and the charging connector is sent from the external vehicle charging system to the vehicle. Aspects of the above method include wherein the message is sent across a wired communication connection that is associated with the interconnection between the charging receptacle and the charging connector. Aspects of the above method include wherein the charging connection separation mechanism is integral with a portion of the vehicle. Aspects of the above method include wherein the charging connection separation mechanism is integral with a portion of the external vehicle charging system. 
     Embodiments include a charging connection separation mechanism, comprising: an ejection actuator configured to provide a separation force between a charger of an external vehicle charging system and a charging receptacle of an electric vehicle; a microprocessor; and a computer readable medium coupled to the microprocessor and comprising instructions stored thereon that cause the microprocessor to: detect a connection between the charger and the charging receptacle; receive a signal to automatically eject the charger from the charging receptacle; and actuate the ejection actuator to disconnect and physically separate the charger from the charging receptacle. 
     Aspects of the above charging connection separation mechanism include wherein the ejection actuator includes a spring-loaded member that when actuated releases from a compressed state to an extended state ejecting the charger from the charging receptacle. Aspects of the above charging connection separation mechanism include wherein the ejection actuator is a compressed gas canister, and wherein actuation of the compressed gas canister expels gas from a nozzle having an exit port in an area between the charger and the charging receptacle providing a pressure ejecting the charger from the charging receptacle. Aspects of the above charging connection separation mechanism include wherein the ejection actuator is integral with the charging receptacle of the electric vehicle. Aspects of the above charging connection separation mechanism include wherein the ejection actuator is integral with the charger of the external vehicle charging system. 
     Any one or more of the aspects/embodiments as substantially disclosed herein. 
     Any one or more of the aspects/embodiments as substantially disclosed herein optionally in combination with any one or more other aspects/embodiments as substantially disclosed herein. 
     One or means adapted to perform any one or more of the above aspects/embodiments as substantially disclosed herein. 
     The phrases “at least one,” “one or more,” “or,” and “and/or” are open-ended expressions that are both conjunctive and disjunctive in operation. For example, each of the expressions “at least one of A, B and C,” “at least one of A, B, or C,” “one or more of A, B, and C,” “one or more of A, B, or C,” “A, B, and/or C,” and “A, B, or C” means A alone, B alone, C alone, A and B together, A and C together, B and C together, or A, B and C together. 
     The term “a” or “an” entity refers to one or more of that entity. As such, the terms “a” (or “an”), “one or more,” and “at least one” can be used interchangeably herein. It is also to be noted that the terms “comprising,” “including,” and “having” can be used interchangeably. 
     The term “automatic” and variations thereof, as used herein, refers to any process or operation, which is typically continuous or semi-continuous, done without material human input when the process or operation is performed. However, a process or operation can be automatic, even though performance of the process or operation uses material or immaterial human input, if the input is received before performance of the process or operation. Human input is deemed to be material if such input influences how the process or operation will be performed. Human input that consents to the performance of the process or operation is not deemed to be “material.” 
     Aspects of the present disclosure may take the form of an embodiment that is entirely hardware, an embodiment that is entirely software (including firmware, resident software, micro-code, etc.) or an embodiment combining software and hardware aspects that may all generally be referred to herein as a “circuit,” “module,” or “system.” Any combination of one or more computer-readable medium(s) may be utilized. The computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. 
     A computer-readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer-readable storage medium may be any tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device. 
     A computer-readable signal medium may include a propagated data signal with computer-readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer-readable signal medium may be any computer-readable medium that is not a computer-readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer-readable medium may be transmitted using any appropriate medium, including, but not limited to, wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing. 
     The terms “determine,” “calculate,” “compute,” and variations thereof, as used herein, are used interchangeably and include any type of methodology, process, mathematical operation or technique. 
     The term “electric vehicle” (EV), also referred to herein as an electric drive vehicle, may use one or more electric motors or traction motors for propulsion. An electric vehicle may be powered through a collector system by electricity from off-vehicle sources, or may be self-contained with a battery or generator to convert fuel to electricity. An electric vehicle generally includes a rechargeable electricity storage system (RESS) (also called Full Electric Vehicles (FEV)). Power storage methods may include: chemical energy stored on the vehicle in on-board batteries (e.g., battery electric vehicle or BEV), on board kinetic energy storage (e.g., flywheels), and/or static energy (e.g., by on-board double-layer capacitors). Batteries, electric double-layer capacitors, and flywheel energy storage may be forms of rechargeable on-board electrical storage. 
     The term “hybrid electric vehicle” refers to a vehicle that may combine a conventional (usually fossil fuel-powered) powertrain with some form of electric propulsion. Most hybrid electric vehicles combine a conventional internal combustion engine (ICE) propulsion system with an electric propulsion system (hybrid vehicle drivetrain). In parallel hybrids, the ICE and the electric motor are both connected to the mechanical transmission and can simultaneously transmit power to drive the wheels, usually through a conventional transmission. In series hybrids, only the electric motor drives the drivetrain, and a smaller ICE works as a generator to power the electric motor or to recharge the batteries. Power-split hybrids combine series and parallel characteristics. A full hybrid, sometimes also called a strong hybrid, is a vehicle that can run on just the engine, just the batteries, or a combination of both. A mid hybrid is a vehicle that cannot be driven solely on its electric motor, because the electric motor does not have enough power to propel the vehicle on its own. 
     The term “rechargeable electric vehicle” or “REV” refers to a vehicle with on board rechargeable energy storage, including electric vehicles and hybrid electric vehicles.