Patent Publication Number: US-2021178907-A1

Title: Micro-mobility fleet vehicle powertrain systems and methods

Description:
TECHNICAL FIELD 
     One or more embodiments of the present disclosure relate generally to micro-mobility fleet vehicles and more particularly, for example, to systems and methods for a powertrain of a micro-mobility fleet vehicle. 
     BACKGROUND 
     Fleet vehicles of a fleet servicer, including battery powered stand-scooters, bicycles, and sit-scooters, typically include a powertrain including one or more batteries, a motor, and a motor controller. The motor controller is typically configured to draw power from the one or more batteries and control operation of the motor to provide motive force to the fleet vehicle based on various contextual control signals and sensor data. The speed, acceleration, and/or torque of the motor is typically controlled by adjusting the power provided by the one or more batteries to the motor. Such configurations may rely on other systems or even the user to brake, modulate, or otherwise control the fleet vehicle based on conditions and/or location of the fleet vehicle, which may be inefficient, reduce performance, reduce user experience, and/or be costly. 
     Therefore, there is a need in the art for systems and methods for an improved or alternative powertrain of a micro-mobility fleet vehicle, the powertrain providing a relatively wide range of traction control, immobilization, and/or braking features, among others. 
     SUMMARY 
     Techniques are disclosed for systems and methods associated with a powertrain for a micro-mobility fleet vehicle. In accordance with one or more embodiments, a micro-mobility fleet vehicle may include at least one drive wheel configured to provide tractive contact between the micro-mobility fleet vehicle and a road surface, an electric motor mechanically coupled to the at least one wheel and configured to provide motive force for the micro-mobility fleet vehicle, a brake resistor configured to provide dynamic braking of the motor, and a motor controller electronically coupling the brake resistor to the motor. The motor controller may be configured to control the motive force provided by the motor using the brake resistor. The motor controller may be configured to limit a speed, power, and/or acceleration of the motor using the brake resistor based on an operational environment of, and/or on a directive received by, the fleet vehicle or through a management system of the fleet vehicle. The motor controller may couple the brake resistor to the motor to provide a relatively wide range of traction control. The micro-mobility fleet vehicle may include a battery electronically coupled to the motor controller. The motor controller may be coupled and/or located adjacent to a back wall of the battery that is disposed between the battery and a rear wheel of the micro-mobility fleet vehicle. First and second frame members may extend along opposing sides of the fleet vehicle in a spaced relationship to define a vehicle frame space therebetween. A front deck may be defined at least partially by the vehicle frame space between the first and second frame members. The brake resistor may be disposed and/or coupled mechanically within the front deck. The battery and motor controller may be at least partially disposed within the vehicle frame space defined between the first and second frame members. 
     In accordance with one or more embodiments, a micro-mobility fleet vehicle includes a powertrain and at least one wheel in communication with the powertrain. The powertrain may include an electric motor configured to provide motive force for the micro-mobility fleet vehicle, a brake resistor, and a motor controller electronically coupling the brake resistor to the electric motor. The motor controller may be configured to control a motive force output provided by the motor using the brake resistor. The at least one wheel may be mechanically coupled to the electric motor. The motive force output of the electric motor may be based at least partially on a braking parameter of the micro-mobility fleet vehicle. The motor controller may be configured to control one or more dynamic characteristics of the motive force provided by the electric motor for the micro-mobility fleet vehicle using the brake resistor based, at least in part, on an operational environment of the micro-mobility fleet vehicle. The dynamic characteristics may include a speed, power, and/or acceleration of the micro-mobility fleet vehicle. The operational environment may include a location, charge state, and/or traffic congestion associated with the micro-mobility fleet vehicle. The motor controller may be configured to control one or more dynamic characteristics of the micro-mobility fleet vehicle using the brake resistor based, at least in part, on a directive received by the micro-mobility fleet vehicle. The directive may be a fleet servicer directive received from a fleet servicer management system/server. The directive may be a locale specific regulation, such as a speed limit. 
     In accordance with one or more embodiments, a method includes receiving data associated with an operation of a micro-mobility fleet vehicle, determining a braking action to take on the micro-mobility fleet vehicle based on the received data, and controlling an output of an electric motor using a brake resistor through a powertrain of the micro-mobility fleet vehicle. The powertrain may include the electric motor, the brake resistor, a motor controller electronically coupling the brake resistor to the electric motor, a battery electronically coupled to the motor controller, and a vehicle control unit (VCU) electronically coupled to the motor controller. Controlling an output of the motor may include limiting one or more dynamic characteristics of the micro-mobility fleet vehicle using the brake resistor based on an operational environment of and/or a directive received by the micro-mobility fleet vehicle. Controlling an output of the motor may include providing a traction control characteristic of the micro-mobility fleet vehicle using the brake resistor. 
     The scope of the invention is defined by the claims, which are incorporated into this section by reference. A more complete understanding of embodiments of the invention will be afforded to those skilled in the art, as well as a realization of additional advantages thereof, by a consideration of the following detailed description of one or more embodiments. Reference will be made to the appended sheets of drawings that will first be described briefly. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  illustrates a block diagram of a portion of a dynamic transportation matching system including a fleet vehicle in accordance with an embodiment of the disclosure. 
         FIG. 2  illustrates a block diagram of a dynamic transportation matching system incorporating a variety of transportation modalities in accordance with an embodiment of the disclosure. 
         FIGS. 3A-C  illustrate diagrams of micro-mobility fleet vehicles for use in a dynamic transportation matching system in accordance with an embodiment of the disclosure. 
         FIG. 3D  illustrates a diagram of a docking station for docking fleet vehicles in accordance with an embodiment of the disclosure. 
         FIG. 4  illustrates a diagram of a micro-mobility fleet vehicle in accordance with an embodiment of the disclosure. 
         FIG. 5A  illustrates a block diagram of a power system for a micro-mobility fleet vehicle and including a circuit architecture configured to electronically couple a battery and brake resistor to a motor in accordance with an embodiment of the disclosure. 
         FIG. 5B  illustrates a circuit architecture electronically coupling a battery and brake resistor to a motor and motor controller in accordance with an embodiment of the disclosure. 
         FIG. 5C  illustrates a diagram of an architecture for a motor controller in accordance with an embodiment of the disclosure. 
         FIG. 6  illustrates a diagram of a signal chain of the power system of  FIG. 5  in accordance with an embodiment of the disclosure. 
         FIG. 7  illustrates a diagram of an additional circuit architecture configured to electronically couple a battery and brake resistor to a motor in accordance with an embodiment of the disclosure. 
         FIG. 8  illustrates a diagram of a battery circuit architecture in accordance with an embodiment of the disclosure. 
         FIG. 9  illustrates a flow diagram of a process of controlling output of an electric motor using a brake resistor in accordance with an embodiment of the disclosure. 
     
    
    
     Embodiments of the invention and their advantages are best understood by referring to the detailed description that follows. It should be appreciated that like reference numerals are used to identify like elements illustrated in one or more of the figures. 
     DETAILED DESCRIPTION 
     In accordance with various embodiments of the present disclosure, sit-scooters, scooters, bicycles, and other micro-mobility fleet vehicles benefit from a distinctive powertrain configuration. The powertrain may include an electric motor, a brake resistor configured to provide dynamic braking of the motor, and a motor controller electronically coupling the brake resistor to the motor. The motor controller may be configured to control an output of the motor using the brake resistor. The motor controller may be configured to limit a speed, power, and/or acceleration of the motor using the brake resistor based on an operational environment of, and/or on a directive received by, the fleet vehicle. The motor controller may couple the brake resistor to the motor to provide a relatively wide range of traction control. The powertrain may include an anti-tamper feature that requires encrypted verification of at least two elements of the powertrain before power is supplied to, and/or dynamic braking is released from, the motor. 
       FIG. 1  illustrates a block diagram of a portion of a dynamic transportation matching system (e.g., system  100 ) including a fleet vehicle  110  in accordance with an embodiment of the disclosure. In the embodiment shown in  FIG. 1 , system  100  includes fleet vehicle  110  and optional user device  130 . In general, fleet vehicle  110  may be a passenger vehicle designed to transport a single user (e.g., a micro-mobility fleet vehicle) or a group of people (e.g., a typical car or truck). More specifically, fleet vehicle  110  may be implemented as a motorized or electric kick scooter, bicycle, and/or motor scooter designed to transport one or perhaps two people at once typically on a paved road (collectively, micro-mobility fleet vehicles), as a typical automobile configured to transport up to 4, 7, or 10 people at once, or according to a variety of different transportation modalities (e.g., transportation mechanisms). Fleet vehicles similar to fleet vehicle  110  may be owned, managed, and/or serviced primarily by a fleet manager/servicer providing fleet vehicle  110  for rental and use by the public as one or more types of transportation modalities offered by a dynamic transportation matching system, for example, or may be owned, managed, and/or serviced by a private owner using the dynamic transportation matching system to match their vehicle to a transportation request, such as with ridesharing or ridesourcing applications typically executed on a mobile user device, such as user device  130  as described herein. Optional user device  130  may be a smartphone, tablet, near field communication (NFC) or radio-frequency identification (RFID) enabled smart card, or other personal or portable computing and/or communication device that may be used to facilitate rental and/or operation of fleet vehicle  110 . 
     As shown in  FIG. 1 , fleet vehicle  110  may include one or more of a controller  112 , a user interface  113 , an orientation sensor  114 , a gyroscope/accelerometer  116 , a global navigation satellite system receiver (GNSS)  118 , a wireless communications module  120 , a camera  148 , a propulsion system  122 , an air quality sensor  150 , and other modules  126 . Operation of fleet vehicle  110  may be substantially manual, autonomous, and/or partially or completely controlled by optional user device  130 , which may include one or more of a user interface  132 , a wireless communications module  134 , a camera  138 , and other modules  136 . In other embodiments, fleet vehicle  110  may include any one or more of the elements of user device  130 . In some embodiments, one or more of the elements of system  100  may be implemented in a combined housing or structure that can be coupled to or within fleet vehicle  110  and/or held or carried by a user of system  100 . 
     Controller  112  may be implemented as any appropriate logic device (e.g., processing device, microcontroller, processor, application specific integrated circuit (ASIC), field programmable gate array (FPGA), memory storage device, memory reader, or other device or combinations of devices) that may be adapted to execute, store, and/or receive appropriate instructions, such as software instructions implementing a control loop for controlling various operations of fleet vehicle  110  and/or other elements of system  100 , for example. Such software instructions may also implement methods for processing images and/or other sensor signals or data, determining sensor information, providing user feedback (e.g., through user interface  113  or  132 ), querying devices for operational parameters, selecting operational parameters for devices, or performing any of the various operations described herein (e.g., operations performed by logic devices of various devices of system  100 ). 
     In addition, a non-transitory medium may be provided for storing machine readable instructions for loading into and execution by controller  112 . In these and other embodiments, controller  112  may be implemented with other components where appropriate, such as volatile memory, non-volatile memory, one or more interfaces, and/or various analog and/or digital components for interfacing with devices of system  100 . For example, controller  112  may be adapted to store sensor signals, sensor information, parameters for coordinate frame transformations, calibration parameters, sets of calibration points, and/or other operational parameters, over time, for example, and provide such stored data to a user via user interface  113  or  132 . In some embodiments, controller  112  may be integrated with one or more other elements of fleet vehicle  110 , for example, or distributed as multiple logic devices within fleet vehicle  110  and/or user device  130 . 
     In some embodiments, controller  112  may be configured to substantially continuously monitor and/or store the status of and/or sensor data provided by one or more elements of fleet vehicle  110  and/or user device  130 , such as the position and/or orientation of fleet vehicle  110  and/or user device  130 , for example, and the status of a communication link established between fleet vehicle  110  and/or user device  130 . Such communication links may be established and then provide for transmission of data between elements of system  100  substantially continuously throughout operation of system  100 , where such data includes various types of sensor data, control parameters, and/or other data. 
     User interface  113  of fleet vehicle  110  may be implemented as one or more of a display, a touch screen, a keyboard, a mouse, a joystick, a knob, a steering wheel, a yoke, and/or any other device capable of accepting user input and/or providing feedback to a user. In various embodiments, user interface  113  may be adapted to provide user input (e.g., as a type of signal and/or sensor information transmitted by wireless communications module  134  of user device  130 ) to other devices of system  100 , such as controller  112 . User interface  113  may also be implemented with one or more logic devices (e.g., similar to controller  112 ) that may be adapted to store and/or execute instructions, such as software instructions, implementing any of the various processes and/or methods described herein. For example, user interface  132  may be adapted to form communication links, transmit and/or receive communications (e.g., infrared images and/or other sensor signals, control signals, sensor information, user input, and/or other information), for example, or to perform various other processes and/or methods described herein. 
     In one embodiment, user interface  113  may be adapted to display a time series of various sensor information and/or other parameters as part of or overlaid on a graph or map, which may be referenced to a position and/or orientation of fleet vehicle  110  and/or other elements of system  100 . For example, user interface  113  may be adapted to display a time series of positions, headings, and/or orientations of fleet vehicle  110  and/or other elements of system  100  overlaid on a geographical map, which may include one or more graphs indicating a corresponding time series of actuator control signals, sensor information, and/or other sensor and/or control signals. In some embodiments, user interface  113  may be adapted to accept user input including a user-defined target heading, waypoint, route, and/or orientation, for example, and to generate control signals to cause fleet vehicle  110  to move according to the target heading, route, and/or orientation. In other embodiments, user interface  113  may be adapted to accept user input modifying a control loop parameter of controller  112 , for example. 
     Orientation sensor  114  may be implemented as one or more of a compass, float, accelerometer, and/or other device capable of measuring an orientation of fleet vehicle  110  (e.g., magnitude and direction of roll, pitch, and/or yaw, relative to one or more reference orientations such as gravity and/or Magnetic North), camera  148 , and/or other elements of system  100 , and providing such measurements as sensor signals and/or data that may be communicated to various devices of system  100 . Gyroscope/accelerometer  116  may be implemented as one or more electronic sextants, semiconductor devices, integrated chips, accelerometer sensors, accelerometer sensor systems, or other devices capable of measuring angular velocities/accelerations and/or linear accelerations (e.g., direction and magnitude) of fleet vehicle  110  and/or other elements of system  100  and providing such measurements as sensor signals and/or data that may be communicated to other devices of system  100  (e.g., user interface  132 , controller  112 ). 
     GNSS receiver  118  may be implemented according to any global navigation satellite system, including a GPS, GLONASS, and/or Galileo based receiver and/or other device capable of determining absolute and/or relative position of fleet vehicle  110  (e.g., or an element of fleet vehicle  110 ) based on wireless signals received from space-born and/or terrestrial sources (e.g., eLoran, and/or other at least partially terrestrial systems), for example, and capable of providing such measurements as sensor signals and/or data (e.g., coordinates) that may be communicated to various devices of system  100 . In some embodiments, GNSS  118  may include an altimeter, for example, or may be used to provide an absolute altitude. 
     Wireless communications module  120  may be implemented as any wireless communications module configured to transmit and receive analog and/or digital signals between elements of system  100 . For example, wireless communications module  120  may be configured to receive control signals and/or data from user device  130  and provide them to controller  112  and/or propulsion system  122 . In other embodiments, wireless communications module  120  may be configured to receive images and/or other sensor information (e.g., still images or video images) and relay the sensor data to controller  112  and/or user device  130 . In some embodiments, wireless communications module  120  may be configured to support spread spectrum transmissions, for example, and/or multiple simultaneous communications channels between elements of system  100 . Wireless communication links formed by wireless communications module  120  may include one or more analog and/or digital radio communication links, such as WiFi, Bluetooth, NFC, RFID, and others, as described herein, and may be direct communication links established between elements of system  100 , for example, or may be relayed through one or more wireless relay stations configured to receive and retransmit wireless communications. In various embodiments, wireless communications module  120  may be configured to support wireless mesh networking, as described herein. 
     In some embodiments, wireless communications module  120  may be configured to be physically coupled to fleet vehicle  110  and to monitor the status of a communication link established between fleet vehicle  110  and/or user device  130 . Such status information may be provided to controller  112 , for example, or transmitted to other elements of system  100  for monitoring, storage, or further processing, as described herein. In addition, wireless communications module  120  may be configured to determine a range to another device, such as based on time of flight, and provide such range to the other device and/or controller  112 . Communication links established by communication module  120  may be configured to transmit data between elements of system  100  substantially continuously throughout operation of system  100 , where such data includes various types of sensor data, control parameters, and/or other data, as described herein. 
     Propulsion system  122  may be implemented as one or more motor-based propulsion systems, and/or other types of propulsion systems that can be used to provide motive force to fleet vehicle  110  and/or to steer fleet vehicle  110 . In some embodiments, propulsion system  122  may include elements that can be controlled (e.g., by controller  112  and/or user interface  113 ) to provide motion for fleet vehicle  110  and to provide an orientation for fleet vehicle  110 . In various embodiments, propulsion system  122  may be implemented with a portable power supply, such as a battery and/or a combustion engine/generator and fuel supply. 
     For example, in some embodiments, such as when propulsion system  122  is implemented by an electric motor (e.g., as with many micro-mobility fleet vehicles), fleet vehicle  110  may include battery  124 . Battery  124  may be implemented by one or more battery cells (e.g., lithium ion battery cells) and be configured to provide electrical power to propulsion system  122  to propel fleet vehicle  110 , for example, as well as to various other elements of system  100 , including controller  112 , user interface  113 , and/or wireless communications module  120 . In some embodiments, battery  124  may be implemented with its own safety measures, such as thermal interlocks and a fire-resistant enclosure, for example, and may include one or more logic devices, sensors, and/or a display to monitor and provide visual feedback of a charge status of battery  124  (e.g., a charge percentage, a low charge indicator, etc.). 
     Other modules  126  may include other and/or additional sensors, actuators, communications modules/nodes, and/or user interface devices, for example, and may be used to provide additional environmental information related to operation of fleet vehicle  110 , for example. In some embodiments, other modules  126  may include a humidity sensor, a wind and/or water temperature sensor, a barometer, an altimeter, a radar system, a proximity sensor, a visible spectrum camera or infrared camera (with an additional mount), and/or other environmental sensors providing measurements and/or other sensor signals that can be displayed to a user and/or used by other devices of system  100  (e.g., controller  112 ) to provide operational control of fleet vehicle  110  and/or system  100 . In further embodiments, other modules  126  may include a light, such as a headlight or indicator light, and/or an audible alarm, both of which may be activated to alert passersby to possible theft, abandonment, and/or other critical statuses of fleet vehicle  110 . In particular, and as shown in  FIG. 1 , other modules  126  may include camera  148  and/or air quality sensor  150 . 
     Camera  148  may be implemented as an imaging device including an imaging module including an array of detector elements that can be arranged in a focal plane array. In various embodiments, camera  148  may include one or more logic devices (e.g., similar to controller  112 ) that can be configured to process imagery captured by detector elements of camera  148  before providing the imagery to communications module  120 . More generally, camera  148  may be configured to perform any of the operations or methods described herein, at least in part, or in combination with controller  112  and/or user interface  113  or  132 . 
     In various embodiments, air quality sensor  150  may be implemented as an air sampling sensor configured to determine an air quality of an environment about fleet vehicle  110  and provide corresponding air quality sensor data. Air quality sensor data provided by air quality sensor  150  may include particulate count, methane content, ozone content, and/or other air quality sensor data associated with common street level sensitivities and/or health monitoring typical when in a street level environment, such as that experienced when riding on a typical micro-mobility fleet vehicle, as described herein. 
     Fleet vehicles implemented as micro-mobility fleet vehicles may include a variety of additional features designed to facilitate fleet management and user and environmental safety. For example, as shown in  FIG. 1 , fleet vehicle  110  may include one or more of docking mechanism  140 , operator safety measures  142 , vehicle security device  144 , and/or user storage  146 , as described in more detail herein by reference to  FIGS. 3A-C . 
     User interface  132  of user device  130  may be implemented as one or more of a display, a touch screen, a keyboard, a mouse, a joystick, a knob, a steering wheel, a yoke, and/or any other device capable of accepting user input and/or providing feedback to a user. In various embodiments, user interface  132  may be adapted to provide user input (e.g., as a type of signal and/or sensor information transmitted by wireless communications module  134  of user device  130 ) to other devices of system  100 , such as controller  112 . User interface  132  may also be implemented with one or more logic devices (e.g., similar to controller  112 ) that may be adapted to store and/or execute instructions, such as software instructions, implementing any of the various processes and/or methods described herein. For example, user interface  132  may be adapted to form communication links, transmit and/or receive communications (e.g., infrared images and/or other sensor signals, control signals, sensor information, user input, and/or other information), for example, or to perform various other processes and/or methods described herein. 
     In one embodiment, user interface  132  may be adapted to display a time series of various sensor information and/or other parameters as part of or overlaid on a graph or map, which may be referenced to a position and/or orientation of fleet vehicle  110  and/or other elements of system  100 . For example, user interface  132  may be adapted to display a time series of positions, headings, and/or orientations of fleet vehicle  110  and/or other elements of system  100  overlaid on a geographical map, which may include one or more graphs indicating a corresponding time series of actuator control signals, sensor information, and/or other sensor and/or control signals. In some embodiments, user interface  132  may be adapted to accept user input including a user-defined target heading, waypoint, route, and/or orientation, for example, and to generate control signals to cause fleet vehicle  110  to move according to the target heading, route, and/or orientation. In other embodiments, user interface  132  may be adapted to accept user input modifying a control loop parameter of controller  112 , for example. 
     Wireless communications module  134  may be implemented as any wireless communications module configured to transmit and receive analog and/or digital signals between elements of system  100 . For example, wireless communications module  134  may be configured to transmit control signals from user interface  132  to wireless communications module  120  or  144 . In some embodiments, wireless communications module  134  may be configured to support spread spectrum transmissions, for example, and/or multiple simultaneous communications channels between elements of system  100 . In various embodiments, wireless communications module  134  may be configured to monitor the status of a communication link established between user device  130  and/or fleet vehicle  110  (e.g., including packet loss of transmitted and received data between elements of system  100 , such as with digital communication links), and/or determine a range to another device, as described herein. Such status information may be provided to user interface  132 , for example, or transmitted to other elements of system  100  for monitoring, storage, or further processing, as described herein. In various embodiments, wireless communications module  134  may be configured to support wireless mesh networking, as described herein. 
     Other modules  136  of user device  130  may include other and/or additional sensors, actuators, communications modules/nodes, and/or user interface devices used to provide additional environmental information associated with user device  130 , for example. In some embodiments, other modules  136  may include a humidity sensor, a wind and/or water temperature sensor, a barometer, a radar system, a visible spectrum camera, an infrared camera, a GNSS receiver, and/or other environmental sensors providing measurements and/or other sensor signals that can be displayed to a user and/or used by other devices of system  100  (e.g., controller  112 ) to provide operational control of fleet vehicle  110  and/or system  100  or to process sensor data to compensate for environmental conditions. As shown in  FIG. 1 , other modules  136  may include camera  138 . 
     Camera  138  may be implemented as an imaging device including an imaging module including an array of detector elements that can be arranged in a focal plane array. In various embodiments, camera  138  may include one or more logic devices (e.g., similar to controller  112 ) that can be configured to process imagery captured by detector elements of camera  138  before providing the imagery to communications module  120 . More generally, camera  138  may be configured to perform any of the operations or methods described herein, at least in part, or in combination with controller  138  and/or user interface  113  or  132 . 
     In general, each of the elements of system  100  may be implemented with any appropriate logic device (e.g., processing device, microcontroller, processor, application specific integrated circuit (ASIC), field programmable gate array (FPGA), memory storage device, memory reader, or other device or combinations of devices) that may be adapted to execute, store, and/or receive appropriate instructions, such as software instructions implementing a method for providing sensor data and/or imagery, for example, or for transmitting and/or receiving communications, such as sensor signals, sensor information, and/or control signals, between one or more devices of system  100 . 
     In addition, one or more non-transitory mediums may be provided for storing machine readable instructions for loading into and execution by any logic device implemented with one or more of the devices of system  100 . In these and other embodiments, the logic devices may be implemented with other components where appropriate, such as volatile memory, non-volatile memory, and/or one or more interfaces (e.g., inter-integrated circuit (I2C) interfaces, mobile industry processor interfaces (MIPI), joint test action group (JTAG) interfaces (e.g., IEEE 1149.1 standard test access port and boundary-scan architecture), and/or other interfaces, such as an interface for one or more antennas, or an interface for a particular type of sensor). 
     Sensor signals, control signals, and other signals may be communicated among elements of system  100  and/or elements of other systems similar to system  100  using a variety of wired and/or wireless communication techniques, including voltage signaling, Ethernet, WiFi, Bluetooth, Zigbee, Xbee, Micronet, Near-field Communication (NFC) or other medium and/or short range wired and/or wireless networking protocols and/or implementations, for example. In such embodiments, each element of system  100  may include one or more modules supporting wired, wireless, and/or a combination of wired and wireless communication techniques, including wireless mesh networking techniques. In some embodiments, various elements or portions of elements of system  100  may be integrated with each other, for example, or may be integrated onto a single printed circuit board (PCB) to reduce system complexity, manufacturing costs, power requirements, coordinate frame errors, and/or timing errors between the various sensor measurements. 
     Each element of system  100  may include one or more batteries, capacitors, or other electrical power storage devices, for example, and may include one or more solar cell modules or other electrical power generating devices. In some embodiments, one or more of the devices may be powered by a power source for fleet vehicle  110 , using one or more power leads. Such power leads may also be used to support one or more communication techniques between elements of system  100 . 
       FIG. 2  illustrates a block diagram of dynamic transportation matching system  200  incorporating a variety of transportation modalities in accordance with an embodiment of the disclosure. For example, as shown in  FIG. 2 , dynamic transportation matching system  200  may include multiple embodiments of system  100 . In the embodiment shown in  FIG. 2 , dynamic transportation matching system  200  includes management system/server  240  in communication with a number of fleet vehicles  110   a - d  and user devices  130   a - b  over a combination of a typical wide area network (WAN)  250 , WAN communication links  252  (solid lines), a variety of mesh network communication links  254  (curved dashed lines), and NFC, RFID, and/or other local communication links  256  (curved solid lines). Dynamic transportation matching system  200  also includes public transportation status system  242  in communication with a variety of public transportation vehicles, including one or more buses  210   a , trains  210   b , and/or other public transportation modalities, such as ships, ferries, light rail, subways, streetcars, trolleys, cable cars, monorails, tramways, and aircraft. As shown in  FIG. 2 , all fleet vehicles are able to communicate directly to WAN  250  and, in some embodiments, may be able to communicate across mesh network communication links  254 , to convey fleet data and/or fleet status data amongst themselves and/or to and from management system  240 . 
     In  FIG. 2 , a requestor may use user device  130   a  to hire or rent one of fleet vehicles  110   a - d  by transmitting a transportation request to management system  240  over WAN  250 , allowing management system  240  to poll status of fleet vehicles  110   a - d  and to select one of fleet vehicles  110   a - d  to fulfill the transportation request; receiving a fulfillment notice from management system  240  and/or from the selected fleet vehicle, and receiving navigation instructions to proceed to or otherwise meet with the selected fleet vehicle. A similar process may be used by a requestor using user device  130   b , but where the requestor is able to enable a fleet vehicle over local communication link  263 , as shown. 
     Management system  240  may be implemented as a server with controllers, user interfaces, communications modules, and/or other elements similar to those described with respect to system  100  of  FIG. 1 , but with sufficient processing and storage resources to manage operation of dynamic transportation matching system  200 , including monitoring statuses of fleet vehicles  110   a - d , as described herein. In some embodiments, management system  240  may be implemented in a distributed fashion and include multiple separate server embodiments linked communicatively to each other direction and/or through WAN  250 . WAN  250  may include one or more of the Internet, a cellular network, and/or other wired or wireless WANs. WAN communication links  252  may be wired or wireless WAN communication links, and mesh network communication links  254  may be wireless communication links between and among fleet vehicles  110   a - d , as described herein. 
     User device  130   a  in  FIG. 2  includes a display of user interface  132  that shows a planned route for a user attempting to travel from origination point  260  to destination  272  using different transportation modalities (e.g., a planned multimodal route), as depicted in route/street map  286  rendered by user interface  132 . For example, management system  240  may be configured to monitor statuses of all available transportation modalities (e.g., including fleet vehicles and public transportation vehicles) and provide a planned multimodal route from origination point  260  to destination  272 . Such planned multimodal route may include, for example, walking route  262  from origination point  260  to bus stop  264 , bus route  266  from bus stop  264  to bus stop  268 , and micro-mobility route  270  (e.g., using one of micro-mobility fleet vehicles  110   b ,  110   c , or  110   d ) from bus stop  268  to destination  272 . Also shown rendered by user interface  132  are present location indicator  280  (indicating a present absolute position of user device  130   a  on street map  486 ), navigation destination selector/indicator  282  (e.g., configured to allow a user to input a desired navigation destination), and notice window  284  (e.g., used to render fleet status data, including user notices and/or alerts, as described herein). For example, a user may use navigation destination selector/indicator  282  to provide and/or change destination  272 , as well as change any leg or modality of the multimodal route from origination point  260  to destination  272 . In some embodiments, notice window  284  may display instructions for traveling to a next waypoint along the determined multimodal route (e.g., directions to walk to a bus stop, directions to ride a micro-mobility fleet vehicle to a next stop along the route, etc.). 
     In various embodiments, management system  240  may be configured to provide or suggest an optimal multimodal route to a user (e.g., initially and/or while traversing a particular planned route), and a user may select or make changes to such route through manipulation of user device  130   a , as shown. For example, management system  240  may be configured to suggest a quickest route, a least expensive route, a most convenient route (to minimize modality changes or physical actions a user must take along the route), an inclement weather route (e.g., that keeps the user protected from inclement weather a maximum amount of time during route traversal), or some combination of those that is determined as best suited to the user, such as based on various user preferences. Such preferences may be based on prior use of system  200 , prior user trips, a desired arrival time and/or departure time (e.g., based on user input or obtained through a user calendar or other data source), or specifically input or set by a user for the specific route, for example, or in general. In one example, origination point  260  may be extremely congested or otherwise hard to access by a ride-share fleet vehicle, which could prevent or significantly increase a wait time for the user and a total trip time to arrive at destination  272 . In such circumstances, a planned multimodal route may include directing the user to walk and/or take a scooter/bike to an intermediate and less congested location to meet a reserved ride-share vehicle, which would allow the user to arrive at destination  272  quicker than if the ride-share vehicle was forced to meet the user at origination point  260 . It will be appreciated that numerous different transportation-relevant conditions may exist or dynamically appear or disappear along a planned route that may make it beneficial to use different modes of transportation to arrive at destination  272  efficiently, including changes in traffic congestion and/or other transportation-relevant conditions that occur mid-route, such as an accident along the planned route. Under such circumstances, management system  240  may be configured to adjust a modality or portion of the planned route dynamically in order to avoid or otherwise compensate for the changed conditions while the route is being traversed. 
       FIGS. 3A-C  illustrate diagrams of micro-mobility fleet vehicles  110   b ,  110   c , and  110   d , which may be integrated with mobile mesh network provisioning systems in accordance with an embodiment of the disclosure. For example, fleet vehicle  110   b  of  FIG. 3A  may correspond to a motorized bicycle for hire that is integrated with the various elements of system  100  and may be configured to participate in dynamic transportation matching system  200  of  FIG. 2 . As shown, fleet vehicle  110   b  includes controller/user interface/wireless communications module  112 / 113 / 120  (e.g., integrated with a rear fender of fleet vehicle  110   b ), propulsion system  122  configured to provide motive power to at least one of the wheels (e.g., a rear wheel  322 ) of fleet vehicle  110   b , battery  124  for powering propulsion system  122  and/or other elements of fleet vehicle  110   b , docking mechanism  140  (e.g., a spade lock assembly) for docking fleet vehicle  110   b  at a docking station, user storage  146  implemented as a handlebar basket, and vehicle security device (e.g., an embodiment of vehicle security device  144  of  FIG. 1 ), which may incorporate one or more of a locking cable  144   a , a pin  144   b  coupled to a free end of locking cable  144   a , a pin latch/insertion point  144   c , a frame mount  144   d , and a cable/pin holster  144   e , as shown (collectively, vehicle security device  144 ). In some embodiments, controller/user interface/wireless communications module  112 / 113 / 120  may alternatively be integrated on and/or within a handlebar enclosure  313 , as shown. 
     In some embodiments, vehicle security device  144  may be implemented as a wheel lock configured to immobilize rear wheel  322  of fleet vehicle  110   b , such as by engaging pin  144   b  with spokes of rear wheel  322 . In the embodiment shown in  FIG. 3A , vehicle security device  144  may be implemented as a cable lock configured to engage with a pin latch on a docking station, for example, or to wrap around and/or through a secure pole, fence, or bicycle rack and engage with pin latch  144   c . In various embodiments, vehicle security device  144  may be configured to immobilize fleet vehicle  110   b  by default, thereby requiring a user to transmit a hire request to management system  240  (e.g., via user device  130 ) to hire fleet vehicle  110   b  before attempting to use fleet vehicle  110   b . The hire request may identify fleet vehicle  110   b  based on an identifier (e.g., a QR code, a barcode, a serial number, etc.) presented on fleet vehicle  110   b  (e.g., such as by user interface  113  on a rear fender of fleet vehicle  110   b ). Once the hire request is approved (e.g., payment is processed), management system  240  may transmit an unlock signal to fleet vehicle  110   b  (e.g., via network  250 ). Upon receiving the unlock signal, fleet vehicle  110   b  (e.g., controller  112  of fleet vehicle  110   b ) may release vehicle security device  144  and unlock rear wheel  322  of fleet vehicle  110   b.    
     Fleet vehicle  110   c  of  FIG. 3B  may correspond to a motorized sit-scooter for hire that is integrated with the various elements of system  100  and may be configured to participate in dynamic transportation matching system  200  of  FIG. 2 . As shown in  FIG. 3B , fleet vehicle  110   c  includes many of the same elements as those discussed with respect to fleet vehicle  110   b  of  FIG. 3A . For example, fleet vehicle  110   c  may include user interface  113 , propulsion system  122 , battery  124 , controller/wireless communications module/cockpit enclosure  112 / 120 / 312 , user storage  146  (e.g., implemented as a storage recess), and operator safety measures  142   a  and  142   b , which may be implemented as various types of headlights, programmable light strips, and/or reflective strips. 
     Fleet vehicle  110   d  of  FIG. 3C  may correspond to a motorized stand or kick scooter for hire that is integrated with the various elements of system  100  and may be configured to participate in dynamic transportation matching system  200  of  FIG. 2 . As shown in  FIG. 3C , fleet vehicle  110   d  includes many of the same elements as those discussed with respect to fleet vehicle  110   b  of  FIG. 3A . For example, fleet vehicle  110   d  may include user interface  113 , propulsion system  122 , battery  124 , controller/wireless communications module/cockpit enclosure  112 / 120 / 312 , and operator safety measures  140 , which may be implemented as various types programmable light strips and/or reflective strips, as shown. 
       FIG. 3D  illustrates a docking station  300  for docking fleet vehicles (e.g., fleet vehicles  110   c ,  110   e , and  110   g , etc.) according to one embodiment. As shown, docking station  300  may include multiple bicycle docks, such as docks  302   a - e . In this example, a single fleet vehicle (e.g., any one of electric bicycles  304   a - d ) may dock in each of the docks  302   a - e  of the docking station  300 . Each of the docks  302   a - e  may include a lock mechanism for receiving and locking docking mechanism  140  of the electric bicycles  304   a - d . In some embodiments, once a fleet vehicle is docked in a bicycle dock, the dock may be electronically coupled to the fleet vehicle (e.g., controllers  312   a - d  of the fleet vehicle) via a link such that the fleet vehicle and the dock may communicate with each other via the link. 
     A user may use a user device (e.g., user device  130 ) to hire a fleet vehicle that is docked in one of the bicycle docks  302   a - e  by transmitting a hire request to management system  240 . Once the hire request is processed, management system  240  may transmit an unlock signal to the electric bicycle docked in the dock and/or the dock via network  250 . The dock may automatically unlock the lock mechanism to release the electric bicycle based on the unlock signal. In some embodiments, each of the docks  302   a - e  may also be configured to charge batteries (e.g., batteries  324   a - c ) of the electric bicycle  304   a - d , respectively, when the electric bicycle  304   a - d  are docked at the docks  302   a - e . In some embodiments, docking station  300  may also be configured to transmit information associated with the docking station  300  (e.g., a number of fleet vehicles docked at the docking station  300 , charge statuses of the docked fleet vehicles, etc.) to the management system  240 . 
       FIG. 4  illustrates a diagram of a micro-mobility fleet vehicle  400  in accordance with an embodiment of the disclosure. In the illustrated embodiment, micro-mobility fleet vehicle  400  is a two-wheeled sit-scooter with a front wheel  402  and a rear wheel  404 , though other configurations are contemplated, including bicycles, kick scooters, and the like (e.g., fleet vehicles  110  and  110   a - d , described above). As shown, fleet vehicle  400  includes a power system  406  including an electric motor  410 , a brake resistor  412 , and a motor controller  414  electronically coupling the brake resistor  412  and to the motor  410 . As described herein, “electronically coupling” or “electronically coupled” means electrically coupled (e.g., for power coupling), communicatively coupled (e.g., for sensor data communication), or both electrically coupled and communicatively coupled together. The power system  406  also includes a battery  416  coupled to the motor  410 , such as via the motor controller  414 . Depending on the application, the battery  416  may include any number or combination of batteries, capacitors, electrical generators, AC power source, or DC power source, among others, electronically coupled to the motor controller  414  to provide electrical power to the motor  410 . The battery  416  may be similar to battery  124 , described above. For instance, the battery  416  may be a lithium-ion battery, a nickel-cadmium battery, a nickel-metal hydride battery, or a lead acid battery, among others. 
     The motor  410  may include many configurations. For example, the motor  410  may be a 3-phase motor designed to run on three-phase alternating current (AC) power. In such embodiments, the motor  410  may include a rotor and a stator, with the stator including three pairs of coils spaced around the rotor. In such embodiments, each pair of coils of the motor  510  may be attached to a respective phase of power to set up a rotating magnetic field that spins around the stator at a continuous rate. The moving magnetic field creates a continuously moving and out-of-sync current in the rotor that causes the rotor to continuously rotate as the rotor chases the moving magnetic field of the stator. 
     The motor  410  may be selected to satisfy one or more requirements of the power system  406 . For example, the motor  410  may be selected to achieve a desired acceleration, torque (peak and/or continuous), torque response, speed (RPM), power, weight, size, configuration, or any combination thereof. Exemplary selection criteria may include one or more of the following: level of acceleration based on intended use; level of power based on weight, speed, and/or road grade requirements or specifications; torque response in relation to charge state and ambient temperatures; compatibility with other components of power system  406  (e.g., battery  416 , brake resistor  412 , motor controller  414 , etc.); or sound requirements or specifications, among others. Exemplary requirements or specifications may include one or more of the following: acceleration fast enough to feel confident in car traffic, but not so fast fleet vehicle feels out of place in bike lane; power sufficient to carry a 250 lb. person up a 15% grade at 12-15 mph; consistent torque response regardless of state of charge and ambient temperature (within defined range of operating conditions); effectively silent during operation; top speed of 20 mph on flat ground for all end-users; total weight for the ride (including user/rider and anything the user/rider has, such as groceries, backpack, merchandise, and the like), etc. Depending on the application, the motor  510  may supply a peak torque of between 70 Nm and 100 Nm, such as about 85 Nm, for 10 seconds, though other configurations are contemplated. In some embodiments, the motor  510  may supply a continuous torque of between 30 Nm and 60 Nm, such as about 45 Nm, though other configurations are contemplated. 
     As described herein, the brake resistor  412  may be configured to produce a braking torque on the motor  410  through electrical resistance, thereby decelerating the motor  410 . The braking torque, or dynamic braking, may be created through consumption or absorption of kinetic energy within the system. For instance, the brake resistor  412  may transform kinetic energy in the motor  410  (e.g., in the rotor) into electrical energy or thermal energy through one or more resistors. Depending on the application, the dynamic braking provided by the brake resistor  412  may be rheostatic or regenerative. In rheostatic applications, the consumed energy may be dissipated as heat through one or more rheostatic resistors. In regenerative applications, electrical power may be fed back into the system, such as to recharge the battery  416 , one or more capacitors, or the like. In some embodiments, the dynamic braking provided by the brake resistor  412  may be controlled by the motor controller  414 . For instance, depending on environment, fleet vehicle status, and/or directives received by the motor controller  414 , the motor controller  414  may control the level of dynamic braking applied to the motor  510  during use, as explained in detail below. 
     The brake resistor  412  may include many configurations. For instance, in some embodiments, the brake resistor  412  may have a low ohmic value and a high power rating. For instance, the brake resistor  412  may have an ohmic value between 0.25 Ohms and 0.75 Ohms, such as about 0.5 Ohms, though other configurations are contemplated. The brake resistor  412  may have a peak power rating between 1.5 kilowatts (kW) and 3.5 kW, such as about 2.5 kW, though other configurations are contemplated. In rheostatic applications, the brake resistor  412  may include a thermal dissipation assembly to facilitate dissipation of heat. In such embodiments, the heat dissipated by the rheostatic resistors may be transferred to the thermal dissipation assembly through one or more heat sinks or other thermal connection systems. 
     In some embodiments, the brake resistor  412  may be utilized to control movement of the fleet vehicle  400 . For example, the brake resistor  412  may control one or more characteristics of the fleet vehicle&#39;s speed, acceleration, deceleration, and/or traction of the fleet vehicle through dynamic braking of the motor  410 . For instance, the brake resistor  412  may be utilized to limit a top speed, acceleration, and/or undesired movement of the fleet vehicle, as detailed more fully below. In some embodiments, the brake resistor  412  may be used to aid or replace traditional friction brake systems of the fleet vehicle. For instance, the brake resistor  412  may increase the overall braking force provided by the fleet vehicle&#39;s brake system. Additionally, the brake resistor  412  may reduce maintenance costs associated with replacing components of traditional friction brake systems (e.g., discs, rotors, pads, shoes, etc.). 
     The battery  416  may be selected to satisfy one or more requirements of the power system  406 . For example, the battery  416  may be selected to provide a desired power, weight, size, or any combination thereof. In some embodiments, the battery  416  may be configured to provide a desired voltage, amperage, peak power supply, continuous power supply, power over a period of time, or the like. Depending on the application, the battery  416  may be rated at 48 volts (V) and 1700 Watt hours (Wh), with a peak power supply of 2.5 kW and a continuous power supply of 1.5 kW. Other configurations are contemplated. For example, the battery  416  may be rated to supply a continuous power of between 0.5 kW and 2.5 kW and a peak power supply of between 1 kW and 4 kW. The battery  416  may also be rated at greater than 48 V or less than 48 V, and may include a power rating between 1000 Wh and 2500 Wh. 
     The motor controller  414  may include many configurations governing the performance of the motor  410 . For instance, the motor controller  414  may include one or more circuitries for starting and stopping the motor  410 , selecting forward or reverse rotation of the motor  410 , selecting and regulating the speed of the motor  410 , regulating or limiting the torque supplied by the motor  410 , and/or protecting against overloads and faults, among others. In some embodiments, the motor controller  414  may include one or more microprocessors or logic devices to intelligently monitor and control the motor  410  and/or other components of the power system  402  (e.g., the brake resistor  414 , the battery  416 , etc.). 
     As described herein, the motor controller  414  may be configured to control an output of the motor  410  using the brake resistor  412 . For example, the motor controller  414  may be configured to draw power from the battery  416  and control, via the brake resistor  412 , operation of the motor  410  to provide motive forces to fleet vehicle  400 . As described more fully below, the motor controller  414  may modulate, limit, direct, or otherwise modify operation of the motor  410  via the brake resistor  412 . In this manner, the motor controller  414  may provide a relatively wide range of motor control, especially compared to solely adjusting the power provided to the motor  410  by the battery  416 . In some embodiments, the motor controller&#39;s operational control of the motor  410  using the brake resistor  412  may be based on one or more characteristics of the power system  406  and various contextual control signals and sensor data. For instance, the motor controller  414  may be configured to control operation of the motor  410  using the brake resistor  412  based on the status of the battery  416 , the location of the fleet vehicle  400 , locale regulations, or the like, as detailed for fully below. 
     According to one or more embodiments, the motor controller  414  may be configured to control a braking parameter of the fleet vehicle  400  to control one or more dynamic characteristics of the fleet vehicle  400  using the brake resistor  412  based on an operational environment of the fleet vehicle  400 . Dynamic characteristics of the fleet vehicle  400  may include a speed, power, power usage or depletion rate, and/or acceleration, among others of the fleet vehicle  400 . The operational environment of the fleet vehicle  400  may include a traffic congestion, a location, an anticipated route, terrain along the route, including condition of roads, and inclines and/or declines, temperature (both external and to sub-systems of the fleet vehicle  400  such as controllers, batteries, processors, brake pads, and tires), and/or charge state, among others, of or associated with the fleet vehicle  400 . For example, the motor controller  414  may dynamically brake the fleet vehicle  400  using the brake resistor  412  to govern the speed of the fleet vehicle  400  at a top speed. The top speed may be preset or adjusted based on the operational environment of the fleet vehicle  400 . For instance, in areas of higher traffic congestion the top speed may be reduced, or vice versa. Additionally, or alternatively, the top speed of fleet vehicle  400  may be set based on whether the fleet vehicle  400  is traveling on a city street (increased top speed) or a sidewalk (reduced top speed). The top speed may also be set based on the charge state of the battery  416 , such as reducing the top speed when the charge state of the battery  416  is low or critically low to conserve power. 
     In some embodiments, the motor controller  414  may dynamically brake the fleet vehicle  400  using the brake resistor  412  to govern the acceleration of the fleet vehicle  400  based on the operational environment of the fleet vehicle  400 . For example, higher traffic congestion may necessitate reduced acceleration in the interest of user and device safety. Acceleration of the fleet vehicle  400  may also be reduced via application of the brake resistor  412  when the charge state of the battery  416  is low or critically low to conserve power. In some embodiments, the motor controller  414  may dynamically brake the fleet vehicle  400  through the brake resistor  412  to limit spinning of the drive wheel on slick surfaces (e.g., wet pavement, dirt, gravel, ice, snow, etc.) due to excessive acceleration. Additionally, or alternatively, the motor controller  414  may dynamically brake the fleet vehicle  400  in a controlled manner to limit or prevent the drive wheel of the fleet vehicle  400  from locking up during braking, thereby maintaining tractive contact of the drive wheel with the road surface, similar to an anti-lock braking system. Further, based on road and/or weather conditions, braking may be adjusted, such as braking sooner, with less pressure, and/or with more constant pressure in wet or raining conditions than in normal conditions. In this manner, the motor controller  414  may be configured to control a traction control characteristic, such as an anti-lock braking characteristic, of the fleet vehicle  400  using the brake resistor  412 . 
     According to one or more embodiments, the motor controller  414  may be configured to control one or more dynamic characteristics of the fleet vehicle  400  using the brake resistor  412  based on a directive received by the fleet vehicle  400 , such as from a management server or a fleet servicer/manager. The directive may include a locale specific regulation. For instance, local traffic regulations may set speed limits for city streets, sidewalks, pathways, roads, or highways. In some embodiments, local traffic regulations or ordinances may set speed limits for different vehicle types. In these and other embodiments, the motor controller  414  may dynamically brake the fleet vehicle  400  using the brake resistor  412  to keep within the regulated speed limits or within speed limits based on current road and/or weather conditions. The dynamic braking may change as the fleet vehicle changes position. For instance, aided by GPS navigation, the motor controller  414  may reduce or increase the dynamic braking applied by the brake resistor  412  to match changing speed limits as the fleet vehicle  400  moves from street to street, street to sidewalk, municipality to municipality, or the like. Further, the motor controller  414  may dynamically brake the fleet vehicle  400  based on conditions of the tire(s) and/or weight of the vehicle and rider(s), such that a used tire with low treads and a lighter total weight of the vehicle and rider(s) may result in a lighter brake pressure. 
     The components of the power system  406  may be arranged in many configurations. For example, the motor  410  may be integrated with the rear wheel  404 , such as the rotor of the motor  410  being connected to or integrated with the rim of rear wheel  404  and the stator of the motor  410  positioned around or defining the axle of the rear wheel  404 . In some embodiments, the motor  410  may be coupled to the rear wheel  404  via gearing or other mechanical linkages. The battery  416  may be positioned within a compartment of or at least partially define a footboard  426  of the fleet vehicle  400 . As shown, the battery  416  may be at least partially disposed at least partially within a vehicle frame space  430  defined between first and second frame members  432 ,  434  extending in a spaced relationship along opposing sides of the fleet vehicle  400 . In such embodiments, the motor controller  414  may be at least partially disposed within the vehicle frame space  430  adjacent to the battery  416 , such as between the battery  416  and the rear wheel  404 . In some embodiments, the motor controller  414  may be coupled and/or located adjacent to a back or rear wall of the battery  416  or battery case. The brake resistor  412  may also be positioned within the vehicle frame space  430  between the first and second frame members  432 ,  434 . As shown, the brake resistor  412  may be positioned adjacent to the battery  416  on a side opposite of the motor controller  414 . For example, the brake resistor  412  may be positioned within the vehicle frame space  430  between the battery  416  and the front wheel  402 , such as within a front deck area  436  of the fleet vehicle  400 , though other configurations are contemplated. For instance, in some embodiments, the brake resistor  412  may be positioned on a rear portion of the fleet vehicle  400 , such as adjacent to the rear wheel  404  and/or the motor  410 . Depending on the application, one or more power and/or signal wires may run along or within a portion of the first frame member  432  and/or the second frame member  434 . For example, a signal harness may run along the second frame member  434  with motor controller to motor and motor controller to brake resistor lines running along the first frame member  432 , or vice versa, or any combination thereof. 
       FIG. 5A  illustrates a block diagram of a power system  500  for a micro-mobility fleet vehicle, such as any of micro-mobility fleet vehicles  110 ,  110   a - d , or  400 , described above, in accordance with an embodiment of the disclosure. The power system  500  may be similar to the power system  406  of  FIG. 4 , described above. As shown, the power system  500  includes a powertrain  502 . The powertrain  502  includes an electric motor  510 , a brake resistor  512 , and a motor controller  514  electronically coupling the brake resistor  512  to the motor  510 . In some embodiments, the powertrain  502  may include a power source  516  electronically coupled to the motor controller  514 . For example, the power source  516  may include a battery, a capacitor, an electrical generator, an AC power source, or a DC power source, among others, or any combination thereof, electronically coupled to the motor controller  514  to provide electrical power to the motor  510 . As described herein, the powertrain  502  may provide motive force to the fleet vehicle. For example, the motor  510 , as controlled by the motor controller  514  and from power supplied by the power source  516 , may drive at least drive wheel (e.g., front wheel  402  and/or rear wheel  404  of  FIG. 4 , described above) to transport the fleet vehicle from one location to another. For instance, the drive wheel may be configured to provide tractive contact between the micro-mobility fleet vehicle and a road surface. The motor  510 , brake resistor  512 , motor controller  514 , and power source  516  may be respectively similar to the motor  410 , brake resistor  412 , motor controller  414 , and battery  416  of  FIG. 4 , described above. 
       FIG. 5B  illustrates a circuit architecture electronically coupling a battery and brake resistor to a motor and motor controller in accordance with an embodiment of the disclosure. As shown in  FIGS. 5A and 5B , the motor controller  514  may include a circuit architecture  530  configured to electronically couple the battery  516  and brake resistor  512  to the motor  510 . The circuit architecture  530  may include many configurations. For instance, the circuit architecture  530  may include an inverter circuit  532  configured to change a direct current (DC) supplied by the battery  516  to an AC required by the motor  510 . As shown, the inverter circuit  532  includes three single-phase inverter switches (e.g., first, second, and third single-phase inverter switches  534 ,  536 ,  538 ) in parallel across a DC source (e.g., battery  516 ). Each single-phase inverter switch includes two transistors, such as n-channel metal oxide field-effect transistors (MOSFETs) in series, with a junction node therebetween for connection to a load terminal of the motor  510 . For example, the first single-phase inverter switch  534  may include a first pair of transistors Q 1 , Q 4  in series and a first junction node J 1  therebetween for connection to a first load terminal T 1  of the motor  510 . The second single-phase inverter switch  536  may include a second pair of transistors Q 2 , Q 5  in series and a second junction node J 2  therebetween for connection to a second load terminal T 2  of the motor  510 . The third single-phase inverter switch  538  may include a third pair of transistors Q 3 , Q 6  in series and a third junction node J 3  therebetween for connection to a third load terminal T 3  of the motor  510 . 
     The circuit architecture  530  may include other features or circuits. For instance, the inverter circuit  532  may also include a capacitor C 1 , such as a polarized capacitor across the DC source and in parallel with the first single-phase inverter switch  534 , the second single-phase inverter switch  536 , and the third single-phase inverter switch  538 . The circuit architecture  530  may electronically couple the brake resistor  512  to the inverter circuit  532 . For instance, the brake resistor  512  may be connected to the inverter circuit  532  across the battery  516  and in parallel with the capacitor C 1 , the first single-phase inverter switch  534 , the second single-phase inverter switch  536 , and the third single-phase inverter switch  538 . 
     With continued reference to  FIGS. 5A and 5B , the motor  510 , brake resistor  512 , and battery  516  may be electronically coupled to the motor controller  514  in many configurations. As shown, the battery  516  may be electronically coupled to the motor controller  514  via a plurality of signal and power wires or connections. For instance, as shown in  FIG. 5A , the connection between the battery  516  and the motor controller  514  may include a DC power supply connection  550 , a controller area network (CAN) connection  552  (e.g., CAN High (CANH) and CAN Low (CANL) or other differential signal connection) permitting signal communication between the battery  516  and the motor controller  514 , a constant 5 V power connection  554 , and a detect signal connection  556 . Depending on the application, the DC power supply connection  550  may be rated at or about 70 amps (A). As shown, the DC power supply connection may be at locations A and B of the motor controller  514 , which correspond to locations A and B of the circuit architecture  530 . 
     Similarly, the brake resistor  512  may be electronically coupled to the motor controller  514  via a plurality of signal and power wires or connections. For example, the connection between the brake resistor  512  and the motor controller  514  may include a load connection  560  and a thermal sense signal connection  562 . Depending on the application, the load connection  560  may be rated at or about 60 A. As shown, the load connection  560  may be at locations C and D of the motor controller  514 , which correspond to locations C and D of the circuit architecture  530 . The thermal sense signal  562  may supply the motor controller  514  with information related to the temperature of the brake resistor  512 . 
     The motor  510  may be electronically coupled to the motor controller  514  via a plurality of signal and power wires or connections. For instance, the connection between the motor  510  and the motor controller  514  may include an AC power supply connection  568 , a Hall effect sensor connection  570 , and a thermistor signal connection  572 . Depending on the application, the AC power supply connection  568  may be rated at or about 100 A. As shown, the AC power supply connection  568  may be at locations E, F, and G of the motor controller  514 , which correspond to locations E, F, and G of the circuit architecture  530 . The Hall effect sensor connection  570  may supply the motor controller  514  with information regarding the speed and/or position of the motor  510 . The Hall effect sensor connection  570  may include separate signals for each phase (U, V, W) of the motor  510 , a constant 5V power supply, and a ground connection. The thermistor signal  572  may supply the motor controller  514  with information related to the temperature of the motor  510 . 
       FIG. 5C  illustrates a diagram of an architecture for the motor controller  514  in accordance with an embodiment of the disclosure. As shown, the motor controller  514  may include a plurality of components, modules, or assemblies assembled together as a unit. For example, the motor controller  514  may include an enclosure  518  with an outer wall  520  defining an interior recess or compartment  522 . The motor controller  514  may include one or more components, modules, or assemblies positioned within the interior compartment  522  of the enclosure  518 . For instance, the control module  514  may include a printed circuit board assembly (PCBA)  524  with various chipsets, electronics, circuitries, and connectors. Positioned between the PCBA  524  and a bottom of the enclosure  518  may be a thermal interface material  526 . In such embodiments, the thermal interface material  526  may provide a heat sink characteristic between the PCBA  524  and the enclosure  518 . For example, heat generated by the PCBA  524  (e.g., in various MOSFETs, resistors, or other electronics) may be dissipated to the enclosure  518  via the thermal interface material  526 . In such embodiments, the enclosure  518 , which may be formed of aluminum material, may be mounted to the frame of the fleet vehicle to further dissipate heat. As shown, one or more power and/or signal wires (e.g., DC power supply connection  550 , load connection  560 , AC power supply connection  568 , etc.) may be soldered directly to the PCBA  524  to minimize packaging size. In some embodiments, the signal lines may have small board level connectors to the PCBA  524 . Depending on the application, the entire assembly may be overmolded in potting material  528  to protect the motor controller  514  from contamination. For example, the enclosure  518  may be overmolded in a nylon material providing water ingress protection. 
     With continued reference to  FIG. 5 , the power system  500  may include other features for convenience. For instance, the power system  500  may include a control module  576 . The control module  576  may be electronically coupled to the motor controller  514  to control the motor controller  514  and/or monitor one or more elements of the powertrain  502  (e.g., the battery  516 , the motor  510 , and/or the brake resistor  512 ). As shown, the control module  576  includes a vehicle control unit (VCU)  578 . The VCU  578  may be electronically coupled to the motor controller  514  via a plurality of signal and power wires or connections. For example, the connection between the VCU  578  and the motor controller  514  may include a CAN connection  580  (e.g., CANH and CANL) permitting signal communication between the VCU  578  and the motor controller  514 , a constant 5 V power connection  582 , and a ground connection  584 . The VCU  578  may control and/or monitor the status of the motor controller  514 . For instance, the VCU  578  may set the speed, torque, power, and/or acceleration limits, described above, as explained in more detail below. The VCU  578  may be disposed within the cockpit assembly  438  of  FIGS. 4A-E , described above. 
     In some embodiments, the control module  576  may include a cockpit interface  586 . The cockpit interface  586  may be electronically coupled to the VCU  578  via a plurality of signal and power wires or connections. For example, the connection between the VCU  578  and the cockpit interface  586  may include a CAN connection  588  (e.g., CANH and CANL) permitting signal communication between the VCU  578  and the cockpit interface, a constant 5 V power connection  590 , and a ground connection  592 . The cockpit interface  586  may monitor one or more controls received from a user during operation of the fleet vehicle. For instance, the cockpit interface  586  may monitor a throttle position, a brake position, a brake pressure, or the like, and pass such information to the motor controller  514  via the VCU  578 , as explained below. In some embodiments, the cockpit interface  586  may include a display or user interface, similar to display  444  or user interface  132 , described above. In such embodiments, the display may be configured to render status information of the fleet vehicle to the user. Like the VCU  578 , the cockpit interface  586  may be disposed within the cockpit assembly  438  of  FIGS. 4A-E , described above. In some embodiments, the cockpit interface  586  may be embodied within the VCU  578  such that the VCU  578  and cockpit interface  586  may be considered one element or module. 
     In some embodiments, an anti-tamper feature  594  may be defined between a plurality of components of the power system  500 . For instance, the anti-tamper feature  594  may be defined between the motor controller  514 , the battery  516 , and the VCU  578 , though other component combinations are contemplated. The anti-tamper feature  594  may be an authentication protocol that verifies the associated components of the power system  500 . For instance, the anti-tamper feature  594  may authenticate whether the motor controller  514 , the battery  516 , and the VCU  578 , among others, are verified components approved for use in the power system  500  and/or powertrain  502 . In this manner, should one of the components of the power system  500  be replaced with an unverified component, the anti-tamper feature  594  may limit or prevent use of the power system  500 , as explained more fully below. 
     In some embodiments, the anti-tamper feature  594  may limit power provided by the battery  516  to the motor  510  via the motor controller  514  and/or set full dynamic braking of the brake resistor  512  to the motor  510  unless an encrypted verification is completed between the motor controller  514 , the battery  516 , and the VCU  578 . For instance, the anti-tamper feature  594  may include a verification interface  596  configured to verify cryptographically secure component identifiers of the motor controller  514 , the battery  516 , and the VCU  578 . In such embodiments, the verification interface  596  may verify or authenticate the component identifiers of the motor controller  514 , the battery  516 , and the VCU  578  before the motor controller  514  can provide power to the motor  510  and/or before the dynamic braking of the brake resistor  512  to the motor  510  is released. Depending on the application, the verification interface  596  may be a separate module or component of the power system  500  or may be integrated with one of the motor controller  514 , the battery  516 , or the VCU  578 . For instance, the verification interface  596  may be part of a logic structure of the motor controller  514 , the battery  516 , or the VCU  578 . 
     During operation, such as before or at startup of the fleet vehicle, the verification interface  596  may detect whether each the motor controller  514 , the battery  516 , and the VCU  578  includes a cryptographically secure component identifier. If a component identifier is detected, the component identifier may be authenticated against a list of approved component identifiers. If each component identifier of the motor controller  514 , the battery  516 , and the VCU  578  is authenticated against the list of approved component identifiers, the motor controller  514  may be allowed to provide power from the battery  516  to the motor  510  and/or the dynamic braking provided by the brake resistor  512  may be released. If, however, any of the component identifiers of the motor controller  514 , the battery  516 , or the VCU  578  cannot be authenticated against the list of approved component identifiers, or if any of the motor controller  514 , the battery  516 , or the VCU  578  does not include a component identifier, power to the motor  510  may be limited and/or dynamic braking from the brake resistor  512  may be maintained. For instance, if any of the component identifiers cannot be authenticated, or if any of the components do not include a component identifier, power may not be provided to the motor  510  and/or full dynamic braking of the motor  510  may be set to immobilize or restrict use of the fleet vehicle. 
     In some embodiments, the verification interface  596  may receive an updated list of approved component identifiers. The updated list of approved component identifiers may be received by the verification interface  596  from a memory component. For example, the updated list of approved component identifiers may be provided by a newly installed component of the powertrain  502  or power system  500 . For example, through replacement of one of the components of the powertrain  502  or power system  500  (e.g., the battery  516 , the VCU  578 , the motor controller  514 , etc.), the new component may carry a list of approved component identifiers at the time of manufacture, such as within a memory device of the new component. When the new component is installed, the system may be updated with the new list of approved component identifiers within the new component. Additionally, or alternatively, the system (e.g., the battery  516 , the motor controller  514 , the VCU  578 , etc.) may include a removable memory device, such as an SD card, a micro-SD card, a USB flash drive, or the like. In such embodiments, the removable memory device may be removed and updated and/or a new removable memory device with an updated list of approved component identifiers may be installed. 
     In some embodiments, the updated list of approved component identifiers may be received through an encrypted communication link with a verification server of a fleet servicer, such as management system/server  240  of  FIG. 2 , described above. For example, at a request by the user or automatically after identification of a non-authenticated component identifier of the motor controller  514 , the battery  516 , or the VCU  578 , the verification interface  596  may query the verification server and receive an updated list of approved component identifiers, if available. In some embodiments, the verification interface  596  may query the verification server to verify an unknown component identifier of at least one of the motor controller  514 , the battery  516 , and the VCU  578 . In such embodiments, the verification server may receive permission from the verification server to allow operation of the unverified component. If permission is not granted by the verification server, however, power may not be provided to the motor  510  and/or full dynamic braking of the motor  510  may be set to immobilize or restrict use of the fleet vehicle. 
     In some embodiments, the anti-tamper feature  594  may be initiated even if each component identifier is authenticated. For instance, if any component of the power system  500  is tampered with, such as through vandalism or attempted theft, an override command may be given to immobilize or restrict use of the fleet vehicle. In addition, if an attempted theft of the entire fleet vehicle is detected, the override command may also be given to immobilize or restrict use of the fleet vehicle. The anti-tamper feature  594  may also inhibit free motion of the fleet vehicle when not in use or to make the fleet vehicle more difficult to steal or otherwise operate unsafely. For instance, the anti-tamper feature  594  may inhibit free motion of the fleet vehicle when parked or in an inactive state (i.e., without user authentication with the fleet servicer). 
       FIG. 6  illustrates a diagram of a signal chain  600  of the power system  500  of  FIG. 5  in accordance with an embodiment of the disclosure. The signal chain  600  illustrates the various signals used for real time control of a fleet vehicle, such as any of fleet vehicles  110 ,  110   a - h , or  400 , described above. As shown, signal chain  600  includes a cockpit interface  602 , a VCU  604 , a motor controller  606 , a motor  608 , a brake resistor  610 , and a battery  612 , which may be similar to the cockpit interface  586 , the VCU  578 , the motor controller  514 , the motor  510 , brake resistor  512 , and the battery  516  of  FIG. 5 , described above. Signal chain  600  also includes a throttle  614  and a brake lever  616 . In addition, signal chain  600  includes a server  618 , which may be similar to the management system/server  240  of  FIG. 2 , described above. 
     As shown, the signal chain  600  illustrates various communication signal paths between the throttle  614 , brake lever  616 , cockpit interface  602 , server  618 , VCU  604 , motor controller  606 , motor  608 , brake resistor  610 , and battery  612 . For example, the signal chain  600  may include one or more CAN signals  620 , network communication signals  622 , and/or other communication signals  624  between the various components. The CAN signals  620  may be part of a CAN bus that enables communication between the various components without dedicated wiring in between. The network communication signals  622  may be networking signals using wireless or other networking protocols (e.g., protobuf), such as via wireless communications module  120 , described above. The other communication signals  624  may be dedicated wired connections between the components. For convenience, the different signal types are illustrated in  FIG. 6  using different line weights and/or dashing. The CAN signals  620  are represented with a solid line, the network communication signals  622  are represented with a dash-dot line, and the other communication signals  624  are represented with a dash-dash line. The information conveyed through the signal paths are also displayed, though such information is exemplary only. For example, additional or other signals for alerts, logging, and/or control may be sent but are not captured individually in  FIG. 6 . The signal types are also exemplary only and the communications signal paths may be accomplished through methods other than those depicted in  FIG. 6 . 
     Starting at throttle  614 , the throttle  614  may communicate a throttle position with the cockpit interface  602  through a dedicated communication signal  624 . Brake lever  616  may also communicate a brake position and/or a brake pressure with the cockpit interface  602  through one or more dedicated communication signals  624 . In turn, the cockpit interface  602  may communicate the throttle position, brake position, and/or brake pressure to the motor controller  606  through one or more CAN signals  620 . The cockpit interface  602  may also communicate with the VCU  604  through a CAN signal. For instance, the cockpit interface  602  may provide cockpit logging and alerts to the VCU  604 . 
     The motor controller  606  and the VCU  604  may be communicatively coupled to each other via one or more CAN signal pathways. The motor controller  606  may provide motor information to the VCU  604 . For instance, the motor controller  606  may provide a motor speed, a motor torque, a torque available, and/or motor/motor controller logging and alerts, among others, to the VCU  604  through one or more CAN signals  620 . The VCU  604  may provide motor limits to the motor controller  606 . For example, the VCU  604  may provide a speed limit, a torque limit, a power limit, and/or an acceleration limit, among others, to the motor controller  606  through one or more CAN signals  620 . In some embodiments, the VCU  604  may provide other information and parameters to the motor controller  606 . For instance, the VCU  604  may provide throttle map parameters, an estimated mass (of the rider and/or the fleet vehicle), and/or an authenticated powertrain  502  state, among others, to the motor controller  606  through one or more CAN signals  620 . 
     The VCU  604  and the server  618  may be communicatively coupled to each other via one or more network communication signal pathways. For instance, the VCU  604  may provide signal logging, alerts, and/or a position of the fleet vehicle, among others, to the server  618  through one or more network communication signals  622 . Simultaneously, or using the information received from the VCU  604 , the server  618  may provide a speed limit, a power limit, an acceleration limit, and/or a vehicle mode, among others, to the VCU  604  through one or more network communication signals  622 . 
     The motor  608  and the motor controller  606  may be communicatively coupled to each other via one or more dedicated communication signal pathways. For instance, the motor  608  may provide a rotor position (such as from a Hall effect sensor), a stator temperature, and/or motor currents, among others, to the motor controller  606  using one or more dedicated communication signals  624 . Similarly, the brake resistor  610  and the motor controller  606  may be communicatively coupled to each other via one or more dedicated communication signal pathways. For example, the brake resistor  610  may provide a brake resistor temperature to the motor controller  606  through one or more dedicated communication signals  624 . 
     The battery  612  and the motor controller  606  may be communicatively coupled to each other via one or more CAN signal pathways. In some embodiments, the battery  612  may provide an available discharge power, an available regen power, a minimum recorded voltage, a maximum recorded voltage, a battery voltage, a battery current, and/or a battery state, among others, to the motor controller  606  through one or more CAN signals  620 . 
     The battery  612  and the VCU  604  may be communicatively coupled to each other via one or more CAN signal pathways. As shown, the battery  612  may provide a battery state, an energy remaining, a state of charge (SoC), and/or battery logging and alerts, among others, to the VCU  604  through one or more CAN signals  620 . In addition, the VCU  604  may provide an authenticated battery state request to the battery  612  through one or more CAN signals  620 . 
       FIG. 7  illustrates a diagram of an additional circuit architecture  700  configured to electronically couple a battery and brake resistor to a motor in accordance with an embodiment of the disclosure. The circuit architecture  700  includes an inverter circuit  702  including three single-phase inverter switches (e.g., first, second, and third single-phase inverter switches  704 ,  706 ,  708 ) in parallel across a DC source (e.g., battery), with each single-phase inverter switch including two transistors (e.g., n-channel MOSFETs) in series, with a junction node therebetween for connection to a load terminal of a motor. For example, the first single-phase inverter switch  704  may include a first pair of transistors Q 1 , Q 4  in series and a first junction node C p1  therebetween for connection to a first load terminal of the motor, the second single-phase inverter switch  706  may include a second pair of transistors Q 2 , Q 5  in series and a second junction node C p2  therebetween for connection to a second load terminal of the motor, and the third single-phase inverter switch  708  may include a third pair of transistors Q 3 , Q 6  in series and a third junction node C p3  therebetween for connection to a third load terminal of the motor. 
     Each inverter switch may also include an integrated circuit and a resistor to provide one or more measurements of the inverter switch. Specifically, the first single-phase inverter switch  704  may include a first resister R S1  for sensing a first current IU through a first phase of the motor and a first integrated circuit U U  for monitoring and/or controlling the first phase. The second single-phase inverter switch  706  may include a second resister R S2  for sensing a second current Iv through a second phase of the motor and a second integrated circuit U V  for monitoring and/or controlling the second phase. The third single-phase inverter switch  708  may include a third resister R S3  for sensing a third current I W  through a third phase of the motor and a third integrated circuit U W  for monitoring and/or controlling the third phase. 
     The circuit architecture  700  also includes a brake resistor circuit  720 . The brake resistor circuit  720  may include a brake resistor connection  722  and a transistor (e.g., a n-channel MOSFET) Q 7  in series across the DC source. The brake resistor connection  722  may include the brake resistor connected across a diode D. In  FIG. 7 , the connection to the brake resistor is represented by C b , and the connection to the battery is represented by C BAT . 
     The circuit architecture  700  may include other features or circuits. For example, the circuit architecture  700  may include a pair of capacitors C 1 , C 2  each connected across the battery in parallel with the first single-phase inverter switch  704 , the second single-phase inverter switch  706 , and the third single-phase inverter switch  708 . The circuit architecture  700  may also include a first capacitor C Y1  connected between one side of the circuit and ground, and a second capacitor C Y2  connected between the opposite side of the circuit and ground. In some embodiments, the circuit architecture  700  may include a battery integrated circuit U bat  connected to one side of the circuit for monitoring and/or controlling the battery. The circuit architecture  700  may also include a battery resistor R bat  for sensing a battery current I bat  provided by the battery to the inverter circuit  702 . In some embodiments, the circuit architecture  700  may include one or more gate drivers  730  connected to the gates of MOSFETs Q 1 -Q 7  to control the transistors. As shown, the circuit architecture  700  may include a motor control unit (MCU)  734 , which may be similar to the motor controllers  514 ,  606  and/or VCUs  578 ,  604  described above. The MCU  734  may receive control signals  736  (e.g., CAN signals from a VCU, etc.) and measurements  738  from each of the first integrated circuit U U , the second integrated circuit U V , the third integrated circuit U W , the battery integrated circuit U bat , the first current IU, the second current Iv, the third current I W , the battery current I bat , and a Hall effect sensor, or any combination thereof. Using the received measurements and under the direction of the control signals, the MCU  734  may provide a control signal  740  (e.g., a pulse width modulation (PWM) signal) to the one or more gate drivers  730  to control one or more of MOSFETs Q 1 -Q 7 . 
       FIG. 8  illustrates a diagram of a battery circuit architecture  800  in accordance with an embodiment of the disclosure. In some embodiments, the battery circuit architecture  800  may include one or more battery management features. For instance, the battery circuit architecture  800  may support any number of the following features: battery safety, state of charge, state of health, power estimation, energy estimation, thermal modeling, and thermal derating. As shown, the battery circuit architecture  800  may include a cell monitor  804  connected to each cell of the battery to monitor and/or balance the battery cells. Connected to the cell monitor  804  may be a gate driver  808  and a battery manager  810 . The gate driver  808  may be connected to one or more transistors (e.g., MOSFETs)  812  to control discharge of the battery. Across the transistors  812  may be a soft start switch  816  to further control a discharge characteristic of the battery. The battery manager  810  may be a logic device or integrated circuit configured to determine the battery&#39;s state of charge, state of health, power estimation, energy estimation, thermal modeling, thermal derating, or any combination thereof. 
     Connected to the battery manager  810  may be a low voltage module  820  and a first signal transmit/receive module  822 . The low voltage module  820  may be configured to provide low voltage power for high duty cycle loads. For example, the low voltage module  820  may be rated at 10 W DCDC 42V/5V. The first signal transmit/receive module  822  may be configured to transmit and receive one or more differential signals (e.g., CANH and CANL). For example, the first signal transmit/receive module  822  may receive CAN or other differential signals from the battery manager  810  and transmit CAN or other differential signals to one or more devices connected to the battery. 
     The battery circuit architecture  800  may include other features or modules. For instance, the battery circuit architecture  800  may include an insertion detect module  824  that provides a signal if the battery is properly inserted or connected. In some embodiments, the battery circuit architecture  800  may include an overvoltage protect (OVP) module or circuit  830  that controls a controllable fuse  832  to protect the battery against an overvoltage condition. In some embodiments the OVP circuit  830  may provide supplemental overvoltage protection of the battery. 
     In some embodiments, the battery circuit architecture  800  may include a CAN monitor  840 . The CAN monitor  840  may include a memory card  842 , a CAN manager  844 , and a second signal transmit/receive module  846 . The CAN manager  844  may monitor and log signals and alerts. In some embodiments, the CAN manager  844  may apply firmware updates to the battery circuit architecture  800 . In such embodiments, the memory card  842  may store the firmware updates and/or information regarding the signals/alerts logged by the CAN manager  844 . For example, the memory card  842 , which may be removable (e.g., an SD card or micro-SD card), may include a key repository of approved component identifiers for the anti-tamper feature  594  described above. The second signal transmit/receive module  846  may be configured to transmit and receive one or more differential signals (e.g., CANH and CANL). For example, the second signal transmit/receive module  846  may receive CAN or other differential signals from the CAN manager  844  and transmit CAN or other differential signals to one or more devices connected to the battery and/or the first signal transmit/receive module  822 . 
       FIG. 9  illustrates a flow diagram of a process  900  of controlling output of an electric motor using a brake resistor in accordance with an embodiment of the disclosure. It should be appreciated that any step, sub-step, sub-process, or block of process  900  may be performed in an order or arrangement different from the embodiments illustrated by  FIG. 9 . For example, one or more blocks may be omitted from or added to the process  900 . Although process  900  is described with reference to the embodiments of  FIGS. 1-8 , process  900  may be applied to other embodiments. 
     In block  902 , process  900  includes receiving data associated with an operation of a micro-mobility fleet vehicle. For instance, a speed, power, power usage or depletion rate, weight, sub-system status, and/or acceleration of the micro-mobility fleet vehicle may be received by a management system of the fleet vehicle (such as a VCU). In some embodiments, data associated with an operational environment of the micro-mobility fleet vehicle may be received by the fleet vehicle&#39;s management system. For example, a traffic congestion, a location, an anticipated route, terrain along the route (including conditions of roads, inclines, and/or declines), temperature (both external and of sub-systems of the fleet vehicle such as controllers, batteries, processors, brake pads, and tires), and/or charge state, among others, of the fleet vehicle may be received. In some embodiments, the fleet vehicle may receive local traffic regulations setting speed limits for city streets, sidewalks, pathways, roads, or highways. The micro-mobility fleet vehicle may be similar to any of micro-mobility fleet vehicles  110 ,  110   a - h , and  400 , described above. 
     In block  904 , process  900  includes determining a braking action to take on the micro-mobility fleet vehicle based on the received data. For instance, based on the received data, a braking action may be determined to keep the micro-mobility fleet vehicle within regulated speed limits or within speed limits based on current road and/or weather conditions. In some embodiments, a braking action may be determined to limit spinning of a drive wheel on slick surfaces and/or to limit the drive wheel from locking up during braking. In some embodiments, a braking action may be determined based on conditions of the tire(s) and/or combined weight of the fleet vehicle and rider(s). 
     In block  906 , process  900  includes controlling an output of an electric motor using a brake resistor through a powertrain of the micro-mobility fleet vehicle. The powertrain may include the electric motor, the brake resistor, a motor controller electronically coupling the brake resistor to the motor, a battery electronically coupled to the motor controller, and a VCU electronically coupled to the motor controller. The powertrain may be similar to powertrain  502  of  FIG. 5 , described above. For instance, the motor, brake resistor, motor controller, battery, and VCU may be similar to motor, brake resistor, motor controller, battery, and VCU of  FIG. 5 , described above. In addition, or alternatively, the motor, brake resistor, motor controller, battery, and VCU may be similar to motor, brake resistor, motor controller, battery, and VCU of  FIG. 6 , described above. 
     In some embodiments, the brake resistor may be used to limit one or more dynamic characteristics of the fleet vehicle. For instance, the brake resistor may be used to limit the speed, acceleration, and/or torque provided by the motor. In some embodiments, the brake resistor may be used to control a traction control characteristic. For instance, the brake resistor may dynamically brake the motor to limit spinning of the fleet vehicle&#39;s drive wheel on slick surfaces and/or to limit or prevent the drive wheel from locking up during deceleration. In some embodiments, the brake resistor may dynamically brake the motor based on an operational environment of the fleet vehicle and/or a directive received by the fleet vehicle. For example, the brake resistor may dynamically brake the motor based on traffic congestion, a position of the fleet vehicle (e.g., street vs. sidewalk), and/or to comply with a regulated speed limit or other locale regulations. In some embodiments, the brake resistor may dynamically brake the motor based on a charge state of the battery, such as to conserve energy or power. 
     In block  908 , the process may include defining an anti-tamper feature between components of the powertrain. For example, an authentication protocol may be defined to verify or authenticate the components of the powertrain are approved for use in the powertrain. The anti-tamper feature may limit power provided by the battery to the motor via the motor controller and/or set full dynamic braking of the brake resistor to the motor unless an encrypted verification is completed between at least two different elements of the powertrain. For instance, the anti-tamper feature may include a verification interface configured to verify cryptographically secure component identifiers of the powertrain components. If a component identifier is detected, the component identifier may be authenticated against a list of approved component identifiers. If each component identifier is authenticated against the list of approved component identifiers, the motor controller may be allowed to provide power from the battery to the motor and/or the dynamic braking provided by the brake resistor may be released. If, however, any of the component identifiers cannot be authenticated against the list of approved component identifiers, or if any of the components do not include a component identifier, power to the motor may be limited and/or dynamic braking from the brake resistor may be maintained. 
     In block  910 , the process may include establishing an encrypted communication link between a verification interface and a verification server of a fleet servicer. In block  912 , process may include verifying an unknown component identifier of a powertrain component. For example, at a request by the user or automatically after identification of a non-authenticated component identifier, the verification interface may query the verification server and receive an updated list of approved component identifiers, if available. In block  914 , process may include receiving permission from the verification server to allow operation of an unverified component. For instance, if the component identifier is not on the list of approved component identifiers, even after receiving an updated list from the verification server, the verification server may still nonetheless provide permission rights for the unverified component. For example, if the powertrain component is from a reputable manufacture, if immobilization of the fleet vehicle would pose a danger to the vehicle and/or the user, and/or if the fleet vehicle is being transported by an employee of the fleet servicer for maintenance, or the like, the verification server may provide temporary permission rights for the unverified component. 
     Where applicable, various embodiments provided by the present disclosure can be implemented using hardware, software, or combinations of hardware and software. Also, where applicable, the various hardware components and/or software components set forth herein can be combined into composite components comprising software, hardware, and/or both without departing from the spirit of the present disclosure. Where applicable, the various hardware components and/or software components set forth herein can be separated into sub-components comprising software, hardware, or both without departing from the spirit of the present disclosure. In addition, where applicable, it is contemplated that software components can be implemented as hardware components, and vice-versa. 
     Software in accordance with the present disclosure, such as non-transitory instructions, program code, and/or data, can be stored on one or more non-transitory machine-readable mediums. It is also contemplated that software identified herein can be implemented using one or more general purpose or specific purpose computers and/or computer systems, networked and/or otherwise. Where applicable, the ordering of various steps described herein can be changed, combined into composite steps, and/or separated into sub-steps to provide features described herein. 
     Embodiments described above illustrate but do not limit the invention. It should also be understood that numerous modifications and variations are possible in accordance with the principles of the invention. Accordingly, the scope of the invention is defined only by the following claims.