Patent Publication Number: US-2021188043-A1

Title: Thermal management system topology with cascaded refrigerant and coolant circuits

Description:
FIELD 
     The present disclosure is generally directed toward vehicle thermal management systems, and more particularly, toward thermal management systems for electric and/or hybrid-electric vehicles. 
     BACKGROUND 
     The thermal system topology is deployed in a vehicle to maintain temperature of powertrain components within specified limits and to facilitate ambient cabin comfort. Unlike internal combustion engine vehicles, electric vehicles are very sensitive to thermal and electrical usage for auxiliary systems and cabin comfort. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  shows a vehicle in accordance with embodiments of the present disclosure; 
         FIG. 2  shows a bottom plan view of the vehicle in accordance with at least some embodiments of the present disclosure; 
         FIG. 3  shows a top plan view of the vehicle in accordance with embodiments of the present disclosure; 
         FIG. 4A  is a block diagram illustrating a first portion of a communication environment of the vehicle in accordance with embodiments of the present disclosure; 
         FIG. 4B  is a block diagram illustrating a second portion of a communication environment of the vehicle in accordance with embodiments of the present disclosure; 
         FIG. 5  is a diagram of a thermal management system in accordance with embodiments of the present disclosure; 
         FIG. 6A  is a diagram of the thermal management system of  FIG. 5  in a first cooling mode in accordance with embodiments of the present disclosure; 
         FIG. 6B  is a diagram of the thermal management system of  FIG. 5  in a second cooling mode in accordance with embodiments of the present disclosure; 
         FIG. 6C  is a diagram of the thermal management system of  FIG. 5  in a first pump failure mode in accordance with embodiments of the present disclosure; 
         FIG. 6D  is a diagram of the thermal management system of  FIG. 5  in a second pump failure mode in accordance with embodiments of the present disclosure; 
         FIG. 7A  is a diagram of the thermal management system of  FIG. 5  in a first heating mode in accordance with embodiments of the present disclosure; 
         FIG. 7B  is a diagram of the thermal management system of  FIG. 5  in a second heating mode in accordance with embodiments of the present disclosure; 
         FIG. 7C  is a diagram of the thermal management system of  FIG. 5  in a third heating mode in accordance with embodiments of the present disclosure; 
         FIG. 7D  is a diagram of the thermal management system of  FIG. 5  in a first dehumidification mode in accordance with embodiments of the present disclosure; 
         FIG. 7E  is a diagram of the thermal management system of  FIG. 5  in a second dehumidification mode in accordance with embodiments of the present disclosure; 
         FIG. 7F  is a diagram of the thermal management system of  FIG. 5  in a third dehumidification mode in accordance with embodiments of the present disclosure; 
         FIG. 7G  is a diagram of the thermal management system of  FIG. 5  in a heat pump mode in accordance with embodiments of the present disclosure; 
         FIG. 8A  is a diagram of the thermal management system of  FIG. 5  in a first deicing mode in accordance with embodiments of the present disclosure; 
         FIG. 8B  is a diagram of the thermal management system of  FIG. 5  in a second deicing mode in accordance with embodiments of the present disclosure; and 
         FIG. 8C  is a diagram of the thermal management system of  FIG. 5  in a third deicing mode in accordance with embodiments of the present disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     Embodiments of the present disclosure will be described in connection with a vehicle, and in some embodiments, an electric vehicle, rechargeable electric vehicle, and/or hybrid-electric vehicle and associated systems. 
       FIG. 1  shows a perspective view of a vehicle  100  (e.g., an electric vehicle, etc.) in accordance with embodiments of the present disclosure. The vehicle  100  comprises a vehicle front  110 , vehicle aft  120 , vehicle roof  130 , at least one vehicle side  160 , a vehicle undercarriage  140 , and a vehicle interior or cabin  150 . In any event, the vehicle  100  may include a frame  104  and one or more body panels  108  mounted or affixed thereto. The vehicle  100  may include one or more interior components (e.g., components inside an interior space or cabin  150 , or user space, of a vehicle  100 , etc.), exterior components (e.g., components outside of the interior space or cabin  150 , or user space, of a vehicle  100 , etc.), drive systems, controls systems, structural components, etc. 
     Although shown in the form of a car, it should be appreciated that the vehicle  100  described herein may include any conveyance or model of a conveyance, where the conveyance was designed for the purpose of moving one or more tangible objects, such as people, animals, cargo, and the like. Typical vehicles may include but are in no way limited to cars, trucks, motorcycles, busses, automobiles, trains, railed conveyances, boats, ships, marine conveyances, submarine conveyances, airplanes, space craft, flying machines, human-powered conveyances, and the like. 
     Referring now to  FIG. 2 , a plan view of a vehicle  100  will be described in accordance with embodiments of the present disclosure. As provided above, the vehicle  100  may comprise a number of electrical and/or mechanical systems, subsystems, etc. The mechanical systems of the vehicle  100  can include structural, power, safety, and communications subsystems, to name a few. While each subsystem may be described separately, it should be appreciated that the components of a particular subsystem may be shared between one or more other subsystems of the vehicle  100 . 
     The structural subsystem includes the frame  104  of the vehicle  100 . The frame  104  may comprise a separate frame and body construction (i.e., body-on-frame construction), a unitary frame and body construction (i.e., a unibody construction), or any other construction defining the structure of the vehicle  100 . The frame  104  may be made from one or more materials including, but in no way limited to steel, titanium, aluminum, carbon fiber, plastic, polymers, etc., and/or combinations thereof. In some embodiments, the frame  104  may be, for example, formed, welded, fused, fastened, pressed, combinations thereof, or otherwise shaped to define a physical structure and strength of the vehicle  100 . In any event, the frame  104  may comprise one or more surfaces, connections, protrusions, cavities, mounting points, tabs, slots, or other features that are configured to receive other components that make up the vehicle  100 . For example, the body panels  108 , powertrain subsystem, controls systems, interior components, communications subsystem, and safety subsystem may interconnect with, or attach to, the frame  104  of the vehicle  100 . 
     The frame  104  may include one or more modular system and/or subsystem connection mechanisms. These mechanisms may include features that are configured to provide a selectively interchangeable interface for one or more of the systems and/or subsystems described herein. The mechanisms may provide for a quick exchange, or swapping, of components while providing enhanced security and adaptability over conventional manufacturing or attachment. For instance, the ability to selectively interchange systems and/or subsystems in the vehicle  100  allows the vehicle  100  to adapt to the ever-changing technological demands of society and advances in safety. Among other things, the mechanisms may provide for the quick exchange of, for example, batteries, capacitors, power sources  208 A,  208 B (e.g., energy storage systems, etc.), motors  212 , engines, safety equipment, controllers, user interfaces, interior or exterior components, body panels  108 , bumpers  216 , sensors, and/or combinations thereof. Additionally or alternatively, the mechanisms may provide unique security hardware and/or software embedded therein that, among other things, can prevent fraudulent or low quality construction replacements from being used in the vehicle  100 . Similarly, the mechanisms, subsystems, and/or receiving features in the vehicle  100  may employ poka-yoke, or mistake-proofing, features that ensure a particular mechanism is always interconnected with the vehicle  100  in a correct position, function, etc. 
     By way of example, complete systems or subsystems may be removed and/or replaced from a vehicle  100  utilizing a single-minute exchange (“SME”) principle. In some embodiments, for example, the frame  104  may include slides, receptacles, cavities, protrusions, and/or a number of other features that allow for quick exchange of system components. In one embodiment, the frame  104  may include, for example, tray or ledge features, mechanical interconnection features, locking mechanisms, retaining mechanisms, and/or combinations thereof. In some embodiments, it may be beneficial to quickly remove a used power source  208 A,  208 B (e.g., battery unit, capacitor unit) from the vehicle  100  and replace the used power source  208 A,  208 B with a charged or new power source. Continuing this example, the power source  208 A,  208 B may include selectively interchangeable features that interconnect with the frame  104  or other portion of the vehicle  100 . For instance, in a power source  208 A,  208 B replacement, the quick release features may be configured to release the power source  208 A,  208 B from an engaged position and slide or move in a direction away from the frame  104  of a vehicle  100 . Once removed, or separated from, the vehicle, the power source  208 A,  208 B may be replaced (e.g., with a new power source, a charged power source, etc.) by engaging the replacement power source into a system receiving position adjacent to the vehicle  100 . In some embodiments, the vehicle  100  may include one or more actuators configured to position, lift, slide, or otherwise engage the replacement power source with the vehicle  100 . In one embodiment, the replacement power source may be inserted into the vehicle  100  or vehicle frame  104  with mechanisms and/or machines that are external and/or separate from the vehicle  100 . 
     In some embodiments, the frame  104  may include one or more features configured to selectively interconnect with other vehicles and/or portions of vehicles. These selectively interconnecting features can allow for one or more vehicles to selectively couple together and decouple for a variety of purposes. For example, it is an aspect of the present disclosure that a number of vehicles may be selectively coupled together to share energy, increase power output, provide security, decrease power consumption, provide towing services, and/or provide a range of other benefits. Continuing this example, the vehicles may be coupled together based on travel route, destination, preferences, settings, sensor information, and/or some other data. The coupling may be initiated by at least one controller of the vehicle and/or traffic control system upon determining that a coupling is beneficial to one or more vehicles in a group of vehicles or a traffic system. As can be appreciated, the power consumption for a group of vehicles traveling in a same direction may be reduced or decreased by removing any aerodynamic separation between vehicles. In this case, the vehicles may be coupled together to subject only the foremost vehicle in the coupling to air and/or wind resistance during travel. In one embodiment, the power output by the group of vehicles may be proportionally or selectively controlled to provide a specific output from each of the one or more of the vehicles in the group. 
     The interconnecting, or coupling, features may be configured, for example, as electromagnetic mechanisms, mechanical couplings, electromechanical coupling mechanisms, and/or combinations thereof. The features may be selectively deployed from a portion of the frame  104  and/or body of the vehicle  100 . In some cases, the features may be built into the frame  104  and/or body of the vehicle  100 . In any event, the features may deploy from an unexposed position to an exposed position or may be configured to selectively engage/disengage without requiring an exposure or deployment of the mechanism from the frame  104  and/or body of the vehicle  100 . In some embodiments, the interconnecting features may be configured to interconnect one or more of power, communications, electrical energy, fuel, and/or the like. One or more of the power, mechanical, and/or communications connections between vehicles may be part of a single interconnection mechanism. In some embodiments, the interconnection mechanism may include multiple connection mechanisms. In any event, the single interconnection mechanism or the interconnection mechanism may employ the poka-yoke features as described above. 
     The power system of the vehicle  100  may include the powertrain, power distribution system, accessory power system, and/or any other components that store power, provide power, convert power, and/or distribute power to one or more portions of the vehicle  100 . The powertrain may include the one or more electric motors  212  of the vehicle  100 . The electric motors  212  are configured to convert electrical energy provided by a power source into mechanical energy. This mechanical energy may be in the form of a rotational or other output force that is configured to propel or otherwise provide a motive force for the vehicle  100 . 
     In some embodiments, the vehicle  100  may include one or more drive wheels  220  that are driven by the one or more electric motors  212  and motor controllers  214 . In some cases, the vehicle  100  may include an electric motor  212  configured to provide a driving force for each drive wheel  220 . In other cases, a single electric motor  212  may be configured to share an output force between two or more drive wheels  220  via one or more power transmission components. It is an aspect of the present disclosure that the powertrain may include one or more power transmission components, motor controllers  214 , and/or power controllers that can provide a controlled output of power to one or more of the drive wheels  220  of the vehicle  100 . The power transmission components, power controllers, or motor controllers  214  may be controlled by at least one other vehicle controller or computer system as described herein. 
     As provided above, the powertrain of the vehicle  100  may include one or more power sources  208 A,  208 B. These one or more power sources  208 A,  208 B may be configured to provide drive power, system and/or subsystem power, accessory power, etc. While described herein as a single power source  208  for sake of clarity, embodiments of the present disclosure are not so limited. For example, it should be appreciated that independent, different, or separate power sources  208 A,  208 B may provide power to various systems of the vehicle  100 . For instance, a drive power source may be configured to provide the power for the one or more electric motors  212  of the vehicle  100 , while a system power source may be configured to provide the power for one or more other systems and/or subsystems of the vehicle  100 . Other power sources may include an accessory power source, a backup power source, a critical system power source, and/or other separate power sources. Separating the power sources  208 A,  208 B in this manner may provide a number of benefits over conventional vehicle systems. For example, separating the power sources  208 A,  208 B allows one power source  208  to be removed and/or replaced independently without requiring that power be removed from all systems and/or subsystems of the vehicle  100  during a power source  208  removal/replacement. For instance, one or more of the accessories, communications, safety equipment, and/or backup power systems, etc., may be maintained even when a particular power source  208 A,  208 B is depleted, removed, or becomes otherwise inoperable. 
     In some embodiments, the drive power source may be separated into two or more cells, units, sources, and/or systems. By way of example, a vehicle  100  may include a first drive power source  208 A and a second drive power source  208 B. The first drive power source  208 A may be operated independently from or in conjunction with the second drive power source  208 B and vice versa. Continuing this example, the first drive power source  208 A may be removed from a vehicle while a second drive power source  208 B can be maintained in the vehicle  100  to provide drive power. This approach allows the vehicle  100  to significantly reduce weight (e.g., of the first drive power source  208 A, etc.) and improve power consumption, even if only for a temporary period of time. In some cases, a vehicle  100  running low on power may automatically determine that pulling over to a rest area, emergency lane, and removing, or “dropping off,” at least one power source  208 A,  208 B may reduce enough weight of the vehicle  100  to allow the vehicle  100  to navigate to the closest power source replacement and/or charging area. In some embodiments, the removed, or “dropped off,” power source  208 A may be collected by a collection service, vehicle mechanic, tow truck, or even another vehicle or individual. 
     The power source  208  may include a GPS or other geographical location system that may be configured to emit a location signal to one or more receiving entities. For instance, the signal may be broadcast or targeted to a specific receiving party. Additionally or alternatively, the power source  208  may include a unique identifier that may be used to associate the power source  208  with a particular vehicle  100  or vehicle user. This unique identifier may allow an efficient recovery of the power source  208  dropped off. In some embodiments, the unique identifier may provide information for the particular vehicle  100  or vehicle user to be billed or charged with a cost of recovery for the power source  208 . 
     The power source  208  may include a charge controller  224  that may be configured to determine charge levels of the power source  208 , control a rate at which charge is drawn from the power source  208 , control a rate at which charge is added to the power source  208 , and/or monitor a health of the power source  208  (e.g., one or more cells, portions, etc.). In some embodiments, the charge controller  224  or the power source  208  may include a communication interface. The communication interface can allow the charge controller  224  to report a state of the power source  208  to one or more other controllers of the vehicle  100  or even communicate with a communication device separate and/or apart from the vehicle  100 . Additionally or alternatively, the communication interface may be configured to receive instructions (e.g., control instructions, charge instructions, communication instructions, etc.) from one or more other controllers or computers of the vehicle  100  or a communication device that is separate and/or apart from the vehicle  100 . 
     The powertrain includes one or more power distribution systems configured to transmit power from the power source  208  to one or more electric motors  212  in the vehicle  100 . The power distribution system may include electrical interconnections  228  in the form of cables, wires, traces, wireless power transmission systems, etc., and/or combinations thereof. It is an aspect of the present disclosure that the vehicle  100  includes one or more redundant electrical interconnections  232  of the power distribution system. The redundant electrical interconnections  232  can allow power to be distributed to one or more systems and/or subsystems of the vehicle  100  even in the event of a failure of an electrical interconnection portion of the vehicle  100  (e.g., due to an accident, mishap, tampering, or other harm to a particular electrical interconnection, etc.). In some embodiments, a user of a vehicle  100  may be alerted via a user interface associated with the vehicle  100  that a redundant electrical interconnection  232  is being used and/or damage has occurred to a particular area of the vehicle electrical system. In any event, the one or more redundant electrical interconnections  232  may be configured along completely different routes than the electrical interconnections  228  and/or include different modes of failure than the electrical interconnections  228  to, among other things, prevent a total interruption of power distribution in the event of a failure. 
     In some embodiments, the power distribution system may include an energy recovery system  236 . This energy recovery system  236 , or kinetic energy recovery system, may be configured to recover energy produced by the movement of a vehicle  100 . The recovered energy may be stored as electrical and/or mechanical energy. For instance, as a vehicle  100  travels or moves, a certain amount of energy is required to accelerate, maintain a speed, stop, or slow the vehicle  100 . In any event, a moving vehicle has a certain amount of kinetic energy. When brakes are applied in a typical moving vehicle, most of the kinetic energy of the vehicle is lost as the generation of heat in the braking mechanism. In an energy recovery system  236 , when a vehicle  100  brakes, at least a portion of the kinetic energy is converted into electrical and/or mechanical energy for storage. Mechanical energy may be stored, for example, as mechanical movement (e.g., in a flywheel, etc.) and electrical energy may be stored, for example, in batteries, capacitors, and/or some other electrical storage system. In some embodiments, electrical energy recovered may be stored in the power source  208 . For example, the recovered electrical energy may be used to charge the power source  208  of the vehicle  100 . 
     The vehicle  100  may include one or more safety systems. Vehicle safety systems can include a variety of mechanical and/or electrical components including, but in no way limited to, low impact or energy-absorbing bumpers  216 A,  216 B, crumple zones, reinforced body panels, reinforced frame components, impact bars, power source containment zones, safety glass, seatbelts, supplemental restraint systems, air bags, escape hatches, removable access panels, impact sensors, accelerometers, vision systems, radar systems, etc., and/or the like. In some embodiments, the one or more of the safety components may include a safety sensor or group of safety sensors associated with the one or more of the safety components. For example, a crumple zone may include one or more strain gages, impact sensors, pressure transducers, etc. These sensors may be configured to detect or determine whether a portion of the vehicle  100  has been subjected to a particular force, deformation, or other impact. Once detected, the information collected by the sensors may be transmitted or sent to one or more of a controller of the vehicle  100  (e.g., a safety controller, vehicle controller, etc.) or a communication device associated with the vehicle  100  (e.g., across a communication network, etc.). 
       FIG. 3  shows a plan view of the vehicle  100  in accordance with embodiments of the present disclosure. In particular,  FIG. 3  shows a broken section  302  of a charging system  300  for the vehicle  100 . The charging system  300  may include a plug or receptacle  304  configured to receive power from an external power source (e.g., a source of power that is external to and/or separate from the vehicle  100 , etc.). An example of an external power source may include the standard industrial, commercial, or residential power that is provided across power lines. Another example of an external power source may include a proprietary power system configured to provide power to the vehicle  100 . In any event, power received at the plug/receptacle  304  may be transferred via at least one power transmission interconnection  308 . Similar, if not identical, to the electrical interconnections  228  described above, the at least one power transmission interconnection  308  may be one or more cables, wires, traces, wireless power transmission systems, etc., and/or combinations thereof. Electrical energy in the form of charge can be transferred from the external power source to the charge controller  224 . As provided above, the charge controller  224  may regulate the addition of charge to at least one power source  208  of the vehicle  100  (e.g., until the at least one power source  208  is full or at a capacity, etc.). 
     In some embodiments, the vehicle  100  may include an inductive charging system and inductive charger  312 . The inductive charger  312  may be configured to receive electrical energy from an inductive power source external to the vehicle  100 . In one embodiment, when the vehicle  100  and/or the inductive charger  312  is positioned over an inductive power source external to the vehicle  100 , electrical energy can be transferred from the inductive power source to the vehicle  100 . For example, the inductive charger  312  may receive the charge and transfer the charge via at least one power transmission interconnection  308  to the charge controller  324  and/or the power source  208  of the vehicle  100 . The inductive charger  312  may be concealed in a portion of the vehicle  100  (e.g., at least partially protected by the frame  104 , one or more body panels  108 , a shroud, a shield, a protective cover, etc., and/or combinations thereof) and/or may be deployed from the vehicle  100 . In some embodiments, the inductive charger  312  may be configured to receive charge only when the inductive charger  312  is deployed from the vehicle  100 . In other embodiments, the inductive charger  312  may be configured to receive charge while concealed in the portion of the vehicle  100 . 
     In addition to the mechanical components described herein, the vehicle  100  may include a number of user interface devices. The user interface devices receive and translate human input into a mechanical movement or electrical signal or stimulus. The human input may be one or more of motion (e.g., body movement, body part movement, in two-dimensional or three-dimensional space), voice, touch, and/or physical interaction with the components of the vehicle  100 . In some embodiments, the human input may be configured to control one or more functions of the vehicle  100  and/or systems of the vehicle  100  described herein. User interfaces may include, but are in no way limited to, at least one graphical user interface of a display device, steering wheel or mechanism, transmission lever or button (e.g., including park, neutral, reverse, and/or drive positions, etc.), throttle control pedal or mechanism, brake control pedal or mechanism, power control switch, communications equipment, etc. 
     The vehicle sensors and systems may be selected and/or configured to suit a level of operation associated with the vehicle  100 . Among other things, the number of sensors used in a system may be altered to increase or decrease information available to a vehicle control system (e.g., affecting control capabilities of the vehicle  100 ). Additionally or alternatively, the sensors and systems may be part of one or more advanced driver assistance systems (ADAS) associated with a vehicle  100 . In any event, the sensors and systems may be used to provide driving assistance at any level of operation (e.g., from fully-manual to fully-autonomous operations, etc.) as described herein. 
     The various levels of vehicle control and/or operation can be described as corresponding to a level of autonomy associated with a vehicle  100  for vehicle driving operations. For instance, at Level 0, or fully-manual driving operations, a driver (e.g., a human driver) may be responsible for all the driving control operations (e.g., steering, accelerating, braking, etc.) associated with the vehicle. Level 0 may be referred to as a “No Automation” level. At Level 1, the vehicle may be responsible for a limited number of the driving operations associated with the vehicle, while the driver is still responsible for most driving control operations. An example of a Level 1 vehicle may include a vehicle in which the throttle control and/or braking operations may be controlled by the vehicle (e.g., cruise control operations, etc.). Level 1 may be referred to as a “Driver Assistance” level. At Level 2, the vehicle may collect information (e.g., via one or more driving assistance systems, sensors, etc.) about an environment of the vehicle (e.g., surrounding area, roadway, traffic, ambient conditions, etc.) and use the collected information to control driving operations (e.g., steering, accelerating, braking, etc.) associated with the vehicle. In a Level 2 autonomous vehicle, the driver may be required to perform other aspects of driving operations not controlled by the vehicle. Level 2 may be referred to as a “Partial Automation” level. It should be appreciated that Levels 0-2 all involve the driver monitoring the driving operations of the vehicle. 
     At Level 3, the driver may be separated from controlling all the driving operations of the vehicle except when the vehicle makes a request for the operator to act or intervene in controlling one or more driving operations. In other words, the driver may be separated from controlling the vehicle unless the driver is required to take over for the vehicle. Level 3 may be referred to as a “Conditional Automation” level. At Level 4, the driver may be separated from controlling all the driving operations of the vehicle and the vehicle may control driving operations even when a user fails to respond to a request to intervene. Level 4 may be referred to as a “High Automation” level. At Level 5, the vehicle can control all the driving operations associated with the vehicle in all driving modes. The vehicle in Level 5 may continually monitor traffic, vehicular, roadway, and/or environmental conditions while driving the vehicle. In Level 5, there is no human driver interaction required in any driving mode. Accordingly, Level 5 may be referred to as a “Full Automation” level. It should be appreciated that in Levels 3-5 the vehicle, and/or one or more automated driving systems associated with the vehicle, monitors the driving operations of the vehicle and the driving environment. 
       FIG. 4A  is a block diagram illustrating a first portion of a communication environment  400  of the vehicle  100  in accordance with embodiments of the present disclosure. The communication system  400  may include one or more vehicle sensors and systems  404 , sensor processors  440 , sensor data memory  444 , vehicle control system  448 , communications subsystem  450 , control data  464 , computing devices  468 , display devices  472 , and other components  474  that may be associated with a vehicle  100 . These associated components may be electrically and/or communicatively coupled to one another via at least one bus  460 . In some embodiments, the one or more associated components may send and/or receive signals across a communication network  452  to at least one of a navigation source  456 A, a control source  456 B, or some other entity  456 N. 
     In accordance with at least some embodiments of the present disclosure, the communication network  452  may comprise any type of known communication medium or collection of communication media and may use any type of protocols, such as SIP, TCP/IP, SNA, IPX, AppleTalk, and the like, to transport messages between endpoints. The communication network  452  may include wired and/or wireless communication technologies. The Internet is an example of the communication network  452  that constitutes an Internet Protocol (IP) network consisting of many computers, computing networks, and other communication devices located all over the world, which are connected through many telephone systems and other means. Other examples of the communication network  104  include, without limitation, a standard Plain Old Telephone System (POTS), an Integrated Services Digital Network (ISDN), the Public Switched Telephone Network (PSTN), a Local Area Network (LAN), such as an Ethernet network, a Token-Ring network and/or the like, a Wide Area Network (WAN), a virtual network, including without limitation a virtual private network (“VPN”); the Internet, an intranet, an extranet, a cellular network, an infra-red network; a wireless network (e.g., a network operating under any of the IEEE 802.9 suite of protocols, the Bluetooth® protocol known in the art, and/or any other wireless protocol), and any other type of packet-switched or circuit-switched network known in the art and/or any combination of these and/or other networks. In addition, it can be appreciated that the communication network  452  need not be limited to any one network type, and instead may be comprised of a number of different networks and/or network types. The communication network  452  may comprise a number of different communication media such as coaxial cable, copper cable/wire, fiber-optic cable, antennas for transmitting/receiving wireless messages, and combinations thereof. 
     The vehicle sensors and systems  404  may include at least one navigation  408  (e.g., global positioning system (GPS), etc.), orientation  412 , odometry  416 , LIDAR  420 , RADAR  424 , ultrasonic  428 , camera  432 , thermal control system sensors  433 , infrared (IR)  436 , interior  437 , and/or other sensor or system  438 . 
     The navigation sensor  408  may include one or more sensors having receivers and antennas that are configured to utilize a satellite-based navigation system including a network of navigation satellites capable of providing geolocation and time information to at least one component of the vehicle  100 . Examples of the navigation sensor  408  as described herein may include, but are not limited to, at least one of Garmin® GLO™ family of GPS and GLONASS combination sensors, Garmin® GPS 15x™ family of sensors, Garmin® GPS 16x™ family of sensors with high-sensitivity receiver and antenna, Garmin® GPS 18x OEM family of high-sensitivity GPS sensors, Dewetron DEWE-VGPS series of GPS sensors, GlobalSat 1-Hz series of GPS sensors, other industry-equivalent navigation sensors and/or systems, and may perform navigational and/or geolocation functions using any known or future-developed standard and/or architecture. 
     The orientation sensor  412  may include one or more sensors configured to determine an orientation of the vehicle  100  relative to at least one reference point. In some embodiments, the orientation sensor  412  may include at least one pressure transducer, stress/strain gauge, accelerometer, gyroscope, and/or geomagnetic sensor. Examples of the navigation sensor  408  as described herein may include, but are not limited to, at least one of Bosch Sensortec BMX 160 series low-power absolute orientation sensors, Bosch Sensortec BMX055 9-axis sensors, Bosch Sensortec BMI055 6-axis inertial sensors, Bosch Sensortec BMI160 6-axis inertial sensors, Bosch Sensortec BMF055 9-axis inertial sensors (accelerometer, gyroscope, and magnetometer) with integrated Cortex M0+ microcontroller, Bosch Sensortec BMP280 absolute barometric pressure sensors, Infineon TLV493D-A1B6 3D magnetic sensors, Infineon TLI493D-W1B6 3D magnetic sensors, Infineon TL family of 3D magnetic sensors, Murata Electronics SCC2000 series combined gyro sensor and accelerometer, Murata Electronics SCC1300 series combined gyro sensor and accelerometer, other industry-equivalent orientation sensors and/or systems, which may perform orientation detection and/or determination functions using any known or future-developed standard and/or architecture. 
     The odometry sensor and/or system  416  may include one or more components configured to determine a change in position of the vehicle  100  over time. In some embodiments, the odometry system  416  may utilize data from one or more other sensors and/or systems  404  in determining a position (e.g., distance, location, etc.) of the vehicle  100  relative to a previously measured position for the vehicle  100 . Additionally or alternatively, the odometry sensors  416  may include one or more encoders, Hall speed sensors, and/or other measurement sensors/devices configured to measure a wheel speed, rotation, and/or number of revolutions made over time. Examples of the odometry sensor/system  416  as described herein may include, but are not limited to, at least one of Infineon TLE4924/26/27/28C high-performance speed sensors, Infineon TL4941plusC(B) single chip differential Hall wheel-speed sensors, Infineon TL5041plusC Giant Magnetoresistance (GMR) effect sensors, Infineon TL family of magnetic sensors, EPC Model 25SP Accu-CoderPro™ incremental shaft encoders, EPC Model 30M compact incremental encoders with advanced magnetic sensing and signal processing technology, EPC Model 925 absolute shaft encoders, EPC Model 958 absolute shaft encoders, EPC Model MA36S/MA63S/SA36S absolute shaft encoders, Dynapar™ F18 commutating optical encoder, Dynapar™ HS35R family of phased array encoder sensors, other industry-equivalent odometry sensors and/or systems, and may perform change in position detection and/or determination functions using any known or future-developed standard and/or architecture. 
     The LIDAR sensor/system  420  may include one or more components configured to measure distances to targets using laser illumination. In some embodiments, the LIDAR sensor/system  420  may provide 3D imaging data of an environment around the vehicle  100 . The imaging data may be processed to generate a full 360-degree view of the environment around the vehicle  100 . The LIDAR sensor/system  420  may include a laser light generator configured to generate a plurality of target illumination laser beams (e.g., laser light channels). In some embodiments, this plurality of laser beams may be aimed at, or directed to, a rotating reflective surface (e.g., a mirror) and guided outwardly from the LIDAR sensor/system  420  into a measurement environment. The rotating reflective surface may be configured to continually rotate 360 degrees about an axis, such that the plurality of laser beams is directed in a full 360-degree range around the vehicle  100 . A photodiode receiver of the LIDAR sensor/system  420  may detect when light from the plurality of laser beams emitted into the measurement environment returns (e.g., reflected echo) to the LIDAR sensor/system  420 . The LIDAR sensor/system  420  may calculate, based on a time associated with the emission of light to the detected return of light, a distance from the vehicle  100  to the illuminated target. In some embodiments, the LIDAR sensor/system  420  may generate over 2.0 million points per second and have an effective operational range of at least 100 meters. Examples of the LIDAR sensor/system  420  as described herein may include, but are not limited to, at least one of Velodyne® LiDAR™ HDL-64E 64-channel LIDAR sensors, Velodyne® LiDAR™ HDL-32E 32-channel LIDAR sensors, Velodyne® LiDAR™ PUCK™ VLP-16 16-channel LIDAR sensors, Leica Geosystems Pegasus:Two mobile sensor platform, Garmin® LIDAR-Lite v3 measurement sensor, Quanergy M8 LiDAR sensors, Quanergy S3 solid state LiDAR sensor, LeddarTech® LeddarVU compact solid state fixed-beam LIDAR sensors, other industry-equivalent LIDAR sensors and/or systems, and may perform illuminated target and/or obstacle detection in an environment around the vehicle  100  using any known or future-developed standard and/or architecture. 
     The RADAR sensors  424  may include one or more radio components that are configured to detect objects/targets in an environment of the vehicle  100 . In some embodiments, the RADAR sensors  424  may determine a distance, position, and/or movement vector (e.g., angle, speed, etc.) associated with a target over time. The RADAR sensors  424  may include a transmitter configured to generate and emit electromagnetic waves (e.g., radio, microwaves, etc.) and a receiver configured to detect returned electromagnetic waves. In some embodiments, the RADAR sensors  424  may include at least one processor configured to interpret the returned electromagnetic waves and determine locational properties of targets. Examples of the RADAR sensors  424  as described herein may include, but are not limited to, at least one of Infineon RASIC™ RTN7735PL transmitter and RRN7745PL/46PL receiver sensors, Autoliv ASP Vehicle RADAR sensors, Delphi L2C0051TR 77 GHz ESR Electronically Scanning Radar sensors, Fujitsu Ten Ltd. Automotive Compact 77 GHz 3D Electronic Scan Millimeter Wave Radar sensors, other industry-equivalent RADAR sensors and/or systems, and may perform radio target and/or obstacle detection in an environment around the vehicle  100  using any known or future-developed standard and/or architecture. 
     The ultrasonic sensors  428  may include one or more components that are configured to detect objects/targets in an environment of the vehicle  100 . In some embodiments, the ultrasonic sensors  428  may determine a distance, position, and/or movement vector (e.g., angle, speed, etc.) associated with a target over time. The ultrasonic sensors  428  may include an ultrasonic transmitter and receiver, or transceiver, configured to generate and emit ultrasound waves and interpret returned echoes of those waves. In some embodiments, the ultrasonic sensors  428  may include at least one processor configured to interpret the returned ultrasonic waves and determine locational properties of targets. Examples of the ultrasonic sensors  428  as described herein may include, but are not limited to, at least one of Texas Instruments TIDA-00151 automotive ultrasonic sensor interface IC sensors, MaxBotix® MB8450 ultrasonic proximity sensor, MaxBotix® ParkSonar™-EZ ultrasonic proximity sensors, Murata Electronics MA40H1S-R open-structure ultrasonic sensors, Murata Electronics MA40S4R/S open-structure ultrasonic sensors, Murata Electronics MA58MF14-7N waterproof ultrasonic sensors, other industry-equivalent ultrasonic sensors and/or systems, and may perform ultrasonic target and/or obstacle detection in an environment around the vehicle  100  using any known or future-developed standard and/or architecture. 
     The camera sensors  432  may include one or more components configured to detect image information associated with an environment of the vehicle  100 . In some embodiments, the camera sensors  432  may include a lens, filter, image sensor, and/or a digital image processer. It is an aspect of the present disclosure that multiple camera sensors  432  may be used together to generate stereo images providing depth measurements. Examples of the camera sensors  432  as described herein may include, but are not limited to, at least one of ON Semiconductor® MT9V024 Global Shutter VGA GS CMOS image sensors, Teledyne DALSA Falcon2 camera sensors, CMOSIS CMV50000 high-speed CMOS image sensors, other industry-equivalent camera sensors and/or systems, and may perform visual target and/or obstacle detection in an environment around the vehicle  100  using any known or future-developed standard and/or architecture. 
     The infrared (IR) sensors  436  may include one or more components configured to detect image information associated with an environment of the vehicle  100 . The IR sensors  436  may be configured to detect targets in low-light, dark, or poorly-lit environments. The IR sensors  436  may include an IR light emitting element (e.g., IR light emitting diode (LED), etc.) and an IR photodiode. In some embodiments, the IR photodiode may be configured to detect returned IR light at or about the same wavelength to that emitted by the IR light emitting element. In some embodiments, the IR sensors  436  may include at least one processor configured to interpret the returned IR light and determine locational properties of targets. The IR sensors  436  may be configured to detect and/or measure a temperature associated with a target (e.g., an object, pedestrian, other vehicle, etc.). Examples of IR sensors  436  as described herein may include, but are not limited to, at least one of Opto Diode lead-salt IR array sensors, Opto Diode OD-850 Near-IR LED sensors, Opto Diode SA/SHA727 steady state IR emitters and IR detectors, FLIR® LS microbolometer sensors, FLIR® TacFLIR 380-HD InSb MWIR FPA and HD MWIR thermal sensors, FLIR® VOx 640×480 pixel detector sensors, Delphi IR sensors, other industry-equivalent IR sensors and/or systems, and may perform IR visual target and/or obstacle detection in an environment around the vehicle  100  using any known or future-developed standard and/or architecture. 
     The interior sensors  437  may include passenger compartment temperature sensors (utilized, e.g., in connection with a vehicle climate control system), passenger compartment occupancy sensors (utilized, e.g., in connection with vehicle safety systems, including passive and active restraint systems); wheel-speed sensors (utilized, e.g., in connection with an anti-lock braking system and/or an electronic traction control system); door sensors (utilized, e.g., to communicate to a vehicle operator whether the vehicle doors are locked or unlocked, and/or open or closed); light sensors (utilized, e.g., to automatically adjust the brightness of instrument panel lighting); electronic system temperature sensors (utilized, e.g., to determine whether vehicle electronic systems are within appropriate operating temperature ranges, and, in some embodiments, to enable a vehicle cooling system to route coolant to electronic systems within the vehicle that are most in need of cooling); coolant temperature sensors (utilized, e.g., to facilitate efficient vehicle thermal management); and pressure-temperature transducers (also utilized, e.g., to facilitate efficient vehicle thermal management). 
     A navigation system  402  can include any hardware and/or software used to navigate the vehicle either manually or autonomously. 
     In some embodiments, the driving vehicle sensors and systems  404  may include other sensors  438  and/or combinations of the sensors  408 - 437  described above. Additionally or alternatively, one or more of the sensors  408 - 437  described above may include one or more processors or controllers configured to process and/or interpret signals detected by the one or more sensors  408 - 437 . In some embodiments, the processing of at least some sensor information provided by the vehicle sensors and systems  404  may be processed by at least one sensor processor  440 . Raw and/or processed sensor data may be stored in a sensor data memory  444  storage medium. In some embodiments, the sensor data memory  444  may store instructions used by the sensor processor  440  for processing sensor information provided by the sensors and systems  404 . In any event, the sensor data memory  444  may be a disk drive, optical storage device, solid-state storage device such as a random-access memory (“RAM”) and/or a read-only memory (“ROM”), which can be programmable, flash-updateable, and/or the like. 
     The vehicle control system  448  may receive processed sensor information from the sensor processor  440  and determine to control an aspect of the vehicle  100 . Controlling an aspect of the vehicle  100  may include presenting information via one or more display devices  472  associated with the vehicle, sending commands to one or more computing devices  468  associated with the vehicle, and/or controlling a driving operation of the vehicle. In some embodiments, the vehicle control system  448  may correspond to one or more computing systems that control driving operations of the vehicle  100  in accordance with the Levels of driving autonomy described above. In one embodiment, the vehicle control system  448  may operate a speed of the vehicle  100  by controlling an output signal to the accelerator and/or braking system of the vehicle. In this example, the vehicle control system  448  may receive sensor data describing an environment surrounding the vehicle  100  and, based on the sensor data received, determine to adjust the acceleration, power output, and/or braking of the vehicle  100 . The vehicle control system  448  may additionally control steering and/or other driving functions of the vehicle  100 . 
     The vehicle control system  448  may communicate, in real-time, with the driving sensors and systems  404  forming a feedback loop. In particular, upon receiving sensor information describing a condition of targets in the environment surrounding the vehicle  100 , the vehicle control system  448  may autonomously make changes to a driving operation of the vehicle  100 . The vehicle control system  448  may then receive subsequent sensor information describing any change to the condition of the targets detected in the environment as a result of the changes made to the driving operation. This continual cycle of observation (e.g., via the sensors, etc.) and action (e.g., selected control or non-control of vehicle operations, etc.) allows the vehicle  100  to operate autonomously in the environment. 
     In some embodiments, the one or more components of the vehicle  100  (e.g., the driving vehicle sensors  404 , vehicle control system  448 , display devices  472 , etc.) may communicate across the communication network  452  to one or more entities  456 A-N via a communications subsystem  450  of the vehicle  100 . For instance, the navigation sensors  408  may receive global positioning, location, and/or navigational information from a navigation source  456 A. In some embodiments, the navigation source  456 A may be a global navigation satellite system (GNSS) similar, if not identical, to NAVSTAR GPS, GLONASS, EU Galileo, and/or the BeiDou Navigation Satellite System (BDS) to name a few. 
     In some embodiments, the vehicle control system  448  may receive control information from one or more control sources  456 B. The control source  456  may provide vehicle control information including autonomous driving control commands, vehicle operation override control commands, and the like. The control source  456  may correspond to an autonomous vehicle control system, a traffic control system, an administrative control entity, and/or some other controlling server. It is an aspect of the present disclosure that the vehicle control system  448  and/or other components of the vehicle  100  may exchange communications with the control source  456  across the communication network  452  and via the communications subsystem  450 . 
     Information associated with controlling driving operations of the vehicle  100  may be stored in a control data memory  464  storage medium. The control data memory  464  may store instructions used by the vehicle control system  448  for controlling driving operations of the vehicle  100 , historical control information, autonomous driving control rules, and the like. In some embodiments, the control data memory  464  may be a disk drive, optical storage device, solid-state storage device such as a random-access memory (“RAM”) and/or a read-only memory (“ROM”), which can be programmable, flash-updateable, and/or the like. 
     Referring to  FIG. 4B , a block diagram illustrating a second portion of a communication system  400  of the vehicle  100  is shown in accordance with embodiments of the present disclosure. The communication system  400  may comprise one or more components, devices, systems, and interfaces that are associated with the thermal management system of the vehicle  100 . For instance, the communication system, as shown in  FIG. 4B , may comprise the thermal control system sensors  433 , the user interface device(s)  488 , one or more thermal control system processors  490 , flow control hardware  492 , active thermal control elements  498 , and/or the like. The various components shown in  FIG. 4B  may be in communication with one another and/or in communication with the components illustrated in  FIG. 4A  (e.g., via the bus  460 , etc.). The bus  460  may be configured as a power and/or a communications bus. 
     The thermal control system sensors  433  may comprise pressure sensors  480 , temperature sensors  482 , combination pressure-temperature sensors  484 , component monitoring sensors  486 , and/or other measurement/monitoring sensors  487 . 
     The pressure sensors  480  may include, but are in no way limited to, absolute pressure sensors (e.g., where a first side of the sensor is exposed to the fluid to be measured and where the second, opposite, side of the sensor is sealed, etc.), differential pressure sensors (e.g., where the difference between two points disposed on opposite sides of the sensor are measured, etc.), gauge pressure sensors (e.g., where a pressure measurement is made relative to atmosphere or some other known local pressure, etc.), pressure transducers, combinations thereof, and/or the like. The pressure measured and/or reported by the pressure sensors  480  may be represented in units of force per unit of surface area, such as, pounds per square inch (PSI), pascals (Pa) or Newtons per square meter (N/m 2 ), kilopascals (kPa), bar, atmospheres (atm), millimeters of mercury (mmHg), etc., and/or the like. 
     The temperature sensors  482  may include, but are in no way limited to, resistive temperature detectors, thermistors (e.g., positive temperature coefficient (PTC) thermistors, negative temperature coefficient (NTC) thermistors, etc.), thermocouples, thermometers, thermostats, etc., and/or combinations thereof. In some embodiments, the temperature sensors  482  may measure and even report a potential difference between two dissimilar metals that are exposed to a temperature sensing environment. In one embodiment, the temperature sensors  482  may monitor a change in the volume of a fluid that is subjected to a change in temperature (e.g., a mercury or alcohol thermometer, etc.) via a photosensor and a measurement scale or reference. 
     The pressure-temperature sensors  484  may comprise a combination of one or more of the sensors described in conjunction with the pressure sensors  480  and the temperature sensors  482 . 
     The component monitoring sensors  486  may comprise one or more sensors that measure an operation and/or functionality of one or more components in the thermal management system via optical sensing, mechanical sensing, electrical sensing, etc., and/or various combinations of sensing. For instance, the component monitoring sensors  486  may comprise one or more strain gauge, flow meter, electrical measurement sensor, operatively interconnected with one or more components in the thermal management system. These components may include but are in no way limited to, the thermal control system processors  490 , flow control hardware  492 , and/or the active thermal control elements  498  in the thermal management system (e.g., the communication environment  400 , etc.). 
     The user interface device(s)  488  may receive and translate human input into a mechanical movement or electrical signal or stimulus. The human input may be one or more of motion (e.g., body movement, body part movement, in two-dimensional or three-dimensional space, etc.), voice, touch, and/or physical interaction with the components of the vehicle  100 . In some embodiments, the human input may be configured to control one or more functions of the vehicle  100  and/or systems of the vehicle  100  described herein. For instance, a user input provided via one or more of the user interface device(s)  488  may, in conjunction with the thermal control system processor(s)  490 , control a behavior of the thermal management system. User interfaces may include, but are in no way limited to, at least one graphical user interface of a display device (e.g., touchscreen, etc.), button, switch, lever, smartphone, portable computing touchscreen, communications equipment, etc. 
     Information measured by the thermal control system sensors  433  and/or input received via the user interface device(s)  488  may be communicated (e.g., via a bus  460 ) to the thermal control system processor(s)  490 . The thermal control system processor(s)  490  may determine based on the information received (e.g., from the thermal control system sensors  433  and/or the user interface device(s)  488 , etc.) to control one or more of the flow control hardware  492  and/or the active thermal control elements  498 . 
     The flow control hardware  492  may comprise one or more components that stop, start, change, or otherwise control the flow of fluid (e.g., air, coolant, refrigerant, water, etc.) in the thermal management system. The flow control hardware  492  may comprise one or more valves  494 , pumps  496 , and/or the like. The valves  494  may include, but are in no way limited to, solenoid valves, pneumatically-actuated valves, expansion valves, thermostatic expansion valves, ball valves, check valves, automatic control valves (e.g., relief valves, flow control valves, back-pressure sustaining valves, pressure control valves, etc.), four-way valves, three-way valves, proportional valves, etc., and/or combinations thereof. In some embodiments, one or more of the valves  494  may be controlled (e.g., opened, closed, flow restricted, etc.) via an electrical signal sent, or output, from the thermal control system processor(s)  490 . In some embodiments, the valves  494  may be turned on, off, or otherwise adjusted by the thermal control system processor(s)  490  based on information received from the thermal control system sensors  433 , the user interface device(s)  488 , and/or a combination thereof. 
     The pumps  496  may comprise one or more components that mechanical move a fluid (e.g., air, coolant, refrigerant, water, etc.) through one or more pipes, tubes, or other fluid lines in the thermal management system. These pumps  496  may include, but are in no way limited to, centrifugal pumps, gear pumps, peristaltic pumps, positive displacement pumps, reciprocating pumps, rotary pumps, screw pumps, velocity pumps, etc., and/or combinations thereof. The pumps  496  may be controlled via on an electrical signal sent, or output, from the thermal control system processor(s)  490 . For instance, the electrical signal may selectively start the pumps  496 , stop the pumps  496 , alter a speed of the pumps  496 , and/or otherwise control an operation of the pumps  496 . In some embodiments, the pumps  496  may be turned on, off, or otherwise adjusted by the thermal control system processor(s)  490  based on information received from the thermal control system sensors  433 , the user interface device(s)  488 , and/or a combination thereof. 
     In some embodiments, the thermal management system may comprise one or more active thermal control elements  498 . Active thermal control elements  498  may include, but are in no way limited to, heaters, condensers, compressors, chillers, air conditioners, accumulators, blowers, fans, evaporators, etc., combinations thereof, and/or the like. The active thermal control elements  498  may be controlled via an electrical signal sent, or output, from the thermal control system processor(s)  490 . In one embodiment, the active thermal control elements  498  may be turned on, off, or otherwise adjusted based on information received from the thermal control system sensors  433 , the user interface device(s)  488 , and/or a combination thereof. 
     The thermal system topology is deployed in a vehicle  100  to maintain temperature of powertrain components within specified limits and to facilitate ambient cabin comfort. The topology of the thermal management system described herein is designed for an electric vehicle  100  to facilitate battery cooling, car cabin comfort, and cooling all electronic/electrical components of an electric powertrain vehicle (e.g., autonomous driving computer, inverter motor, wireless charger, etc.). The topology is unique with different thermal operation modes respect to heating, cooling, heat pump capability, heat recovery, and failure mode operation. 
       FIG. 5  is a diagram of a thermal management system  500  in accordance with embodiments of the present disclosure. The thermal topology illustrated in the schematic diagram of  FIG. 5  is designed to facilitate thermal energy management of a pure electric and/or self-driving electric car. This topology and the associated operational modes comprise coolant loops, refrigerant loops, and combinations thereof, which offer a number of benefits over conventional thermal management systems. For instance, the present disclosure allows coolant waste heat recovery to the refrigerant loop thereby operating the heat pump at lower temperatures (e.g., refrigerant) and then heating the cabin  150  with the refrigerant control loop (e.g., resulting in coefficient of performance gains). Additionally or alternatively, the present disclosure describes a topology that provides an air-to-air (e.g., direct) heat pump (in waste heat mode coolant to refrigerant to air) versus an air-to-coolant (e.g., indirect) heat pump. The present disclosure provides a heat pump mode flow reversal for enhanced performance and/or efficiency. It is an aspect of the present disclosure that either, or both, of the energy storage system (ESS) and/or the electric drive system (EDS) can provide waste heat to the cabin  150  (e.g., together or individually and separately). In some embodiments, the EDS can heat the ESS. As described herein, if the EDS loop pump fails, flow can be reversed to achieve redundancy and allow the ESS loop pump to operate for the EDS loop and the ESS loop. Moreover, the ESS/EDS waste heat recovery and cooling can be controlled either on the refrigerant side (e.g., via an expansion valve, etc.) or on the coolant side (e.g., via a 3-way valve, etc.) for the coolant/refrigerant heat exchange. Other benefits include an optimized topology design having a limited number of pumps and coolant loops, as well as a topology that does not require multiple (e.g., dual) refrigerant-to-coolant heat exchangers and only requires a single component. 
     As illustrated in  FIG. 5 , the thermal management system  500  includes a coolant system and a separate refrigeration system. Each system is interconnectable with a chiller  568 . In some embodiments, the chiller  568  may exchange heat between the separate systems. The coolant system can control the temperature (e.g., heat and/or cool) of the ESS and/or the EDS and the refrigeration system can control the temperature (e.g., heat and/or cool) of the cabin  150  of the vehicle  100 . While each system can be controlled separately, or independently, the coolant system and the refrigerant system may cooperate in controlling the temperature of their respective, or collective, components. In some embodiments, the components of the thermal management system  500  may be controlled with one or more thermal control system processor(s)  490 . 
     The topology of the thermal management system  500  includes the various nodes N 1 -N 13 , fluid lines (e.g., shown as double-line arrows and single-line arrows in  FIG. 5 ), valves  510 ,  536 ,  596 ,  598 , etc., and components of the coolant system and the refrigerant system. As provided above, the radiator  504  may interconnect with the valve  510  at node N 9  via a first fluid flow line, or path. The fluid flow lines, or paths, described herein may correspond to any conduit, pipe, tube, or line that is capable of conveying a fluid (e.g., coolant, refrigerant, water, etc.) from one point to another. 
     The coolant system may comprise the radiator  504 , radiator overflow tank  506 , one or more valves  510  (e.g., three-way valves, proportional valves, etc.), one or more temperature sensors  514 , an ESS loop (e.g., comprising at least one of the first pump  518 A, the battery  582 , cooling plate  584 , etc.), an EDS loop (e.g., comprising at least one the second pump  518 B, the electronic control unit  586 , DC-DC converter  588 , high-voltage DC-DC converter  590 , on-board battery charging module  592 , front motor electronics  594 A, rear motor electronics  594 B, etc.), a first proportional valve  596  (e.g., a four-way valve, etc.), and a plurality of fluid lines connecting the components of the ESS and the EDS with the coolant loop and the radiator  504 . As provided above, the coolant system controls the temperature of the ESS and/or the EDS of the vehicle  100 . 
     A fluid flow line may run from the valve  510  at node N 9 , through the multi-port valve  522  at N 13 , to the first pump  518 A disposed at an inlet side of the ESS  580 . In some embodiments, coolant may be directed from the radiator  504  along at least one fluid path toward the radiator overflow tank  506  and the valve  510  at node N 9 . The valves  510  illustrated in  FIG. 5  may correspond to the valves  494  described in conjunction with  FIG. 4B , T-joints, and/or the like. For instance, the valve  510  at node N 9  may correspond to a three-way valve. In any event, this valve  510  may allow coolant, or a portion thereof, to flow from the radiator  504  toward the multi-port valve  522  disposed at the inlet side of the ESS  580 . Additionally or alternatively, the valve  510  may allow coolant, or a portion thereof, to flow from the radiator  504  to the inlet side of the EDS  585 . In some embodiments, the valve  510  may operate in at least one reverse condition, where coolant from the EDS  585  passes through the valve  510  toward the multi-port valve  522  at node N 13 . The multi-port valve  522  may comprise two or more valves  510  that are operatively interconnected with one another. In some embodiments, the multi-port valve  522  may correspond to a four-way, or other proportional, valve. The multi-port valve  522  may correspond to any one or more of the valves  494  described in conjunction with  FIG. 4B . 
     In some embodiments, the first pump  518 A may be configured to pump the coolant through the cooling plate  584  to control the temperature of the battery  582  of the vehicle  100 . The battery  582  may correspond to one or more of the power sources  208 ,  208 A,  208 B described in conjunction with  FIGS. 2-3 . Once the coolant passes through the ESS  580 , the coolant may be directed along a fluid flow line to a proportional valve  596 . As shown in  FIGS. 5-8C , the proportional valve  596  is configured as a four-way valve. The proportional valve  596  is connected to the fluid line exiting the ESS  580 , the fluid line disposed at an exit of the EDS  585 , the high-voltage heater  578 , and the valve  510  at node N 12 . The valve  510  at node N 12  is disposed at an inlet side of the chiller  568 . The proportional valve  596  is shown with each port labeled from 1 to 4. The direction of fluid flow through the proportional valve  596  may be controlled between any combination of ports  1  to  4 . In some embodiments, the proportional valve  596  may be controlled to restrict any flow through the valve  596  (e.g., turning the proportional valve  596  to an “off” position). In some embodiments, a portion of the coolant exiting the ESS  580  may be directed to the high-voltage heater  578  along a fluid path extending from port  4  of the proportional valve  596  to the high-voltage heater  578 . The high-voltage heater  578  may be fluidly connect to the multi-port valve  522  at node N 13  via a fluid line. 
     Additionally or alternatively, a fluid flow line may run from the valve  510  at node N 9  to the second pump  518 B disposed at an inlet side of the EDS  585 . The inlet side of the EDS  585  may be defined as the side of the EDS  585  adjacent the valve  510  at node N 10 . In some embodiments, a temperature sensor  514  may be arranged between the valve  510  at node N 9  and the second pump  518 B. The temperature sensor  514  may correspond to one or more of the temperature sensors  482  described in conjunction with  FIG. 4B . This temperature sensor  514  may measure and report a temperature at the inlet side of the EDS  585  to the thermal control system processor(s)  490 . Among other things, this measurement may be used by the thermal control system processor(s)  490  in controlling at least one of the flow control hardware  492  and active thermal control elements  498  of the thermal management system  500 . 
     From the valve  510  at node N 10 , a fluid line may run to a front motor electronics  594 A and/or a rear motor electronics  594 B. In some embodiments, the fluid lines may be separate and split from the valve  510  at node N 10  and reconnect at the multi-port valve  522  at node N 11  (e.g., disposed at the exit side of the EDS  585 ). The fluid line associated with the front motor electronics  594 A may be configured to direct at least a portion of coolant along, or through, the electronic control unit  586 , and the high-voltage DC-DC converter  59 . The fluid line associated with the rear motor electronics  594 B may be configured to direct at least a portion of coolant along, or through, the DC-DC converter  588 , and the on-board battery charging module  592 . The front motor electronics  594 A may comprise at least one front motor and a front motor power electronics unit (e.g., F. PEU). The rear motor electronics  594 B may comprise at least one rear motor and a rear motor power electronics unit (e.g., R. PEU). As shown and described above, a fluid line from the exit side of the EDS  585  (e.g., adjacent the multi-port valve  522  at node N 11 ) may interconnect with the proportional valve  596  at port  2 . In some embodiments, a fluid line may extend from the exit side of the EDS  585  to a loop control valve  598 . The loop control valve  598  may be fluidly interconnectable with the chiller  568  along a fluid line and also interconnectable with the radiator  504  along another fluid line. The loop control valve  598  may be controlled by the thermal control system processor(s)  490  to separate at least a portion of the ESS loop and/or the EDS loop from the radiator  504 . In some embodiments, a temperature sensor  514  may be arranged between the loop control valve  598  and the multi-port valve  522  at node N 11 . This temperature sensor  514  may measure and report a temperature at the exit side of the EDS  585  to the thermal control system processor(s)  490 . Among other things, this measurement may be used by the thermal control system processor(s)  490  in controlling at least one of the flow control hardware  492  (e.g., the first pump  518 A, second pump  518 B, loop control valve  598 , multi-port valve  522 , proportional valve  596 , and/or other valve  510 , etc.) and the active thermal control elements  498  (e.g., the high-voltage heater  578 , etc.) of the thermal management system  500 . 
     The refrigerant system may comprise the condenser  508 , blower  512 , at least one pressure and temperature sensor  516 , a check valve  520 , an expansion valve  524 , an accumulator  528  (e.g., air conditioning accumulator, etc.), an compressor  532 , a multi-port control valve  536 , a reservoir  540 , an internal heat exchanger  544 , at least one fan  548 , a thermostatic expansion valve  552 , at least one evaporator  556 , and positive temperature coefficient heater  564 . The refrigerant system may be interconnectable to the chiller  568 . The refrigerant system may include a front HVAC system  550  (e.g., configured to control the temperature associated with a front compartment of the cabin  150  of the vehicle  100 ) and a separate rear HVAC system  570  (e.g., configured to control the temperature associated with a rear compartment of the cabin  150  of the vehicle  100 ). In some embodiments, one of the front HVAC system  550  and the rear HVAC system  570  may control the temperature associated with an entirety of the cabin  150  of the vehicle  100 . 
     In some embodiments, the nodes N 1 -N 8  described in conjunction with the refrigerant system may correspond to one or more of the valves  494  described in conjunction with  FIG. 4B , connections, junctions, T-joints, and/or the like. For instance, the nodes N 1 -N 8  may include one or more passive or actively controlled connections between fluid lines. In some embodiments, the control of fluid flow along any fluid path, or line, may be controlled by one or more nodes associated with the path, or line. 
     A fluid line may run from the condenser  508  to node N 1 . From node N 1 , a fluid line may run to node N 2 . In some embodiments, a check valve  520  may be disposed between node N 1  and node N 2 . The check valve  520  may prevent backflow, or fluid flow, in a direction running from node N 2  to node N 1  and only allow fluid flow in a direction running from node N 1  to node N 2 . From node N 2 , a fluid line may run to a first inlet of the internal heat exchanger  544 . In some embodiments, a reservoir  540  may be interconnected along the fluid line between node N 2  and the internal heat exchanger  544 . 
     From the internal heat exchanger  544  two outlets may exit to other components in the refrigerant system. In one embodiment, the first inlet may interconnect with the first outlet which is interconnectable to node N 3 . The second outlet of the internal heat exchanger  544  may be interconnectable to the accumulator  528 , the compressor  532 , and the multi-port control valve  536 . The multi-port control valve  536  is shown as a four-way valve with ports labeled 1 to 4 lines. The direction of fluid flow through the multi-port control valve  536  may be controlled between any combination of ports  1  to  4 . In some embodiments, flow may be restricted through any one or more ports  1  to  4  of the multi-port control valve  536 . The multi-port control valve  536  may be controlled by the thermal control system processor(s)  490  based on information from the thermal control system sensors  433  and/or the user interface device(s)  488 . Port  2  of the multi-port control valve  536  may run to the condenser  508 . Port  3  of the multi-port control valve  536  may run to node N 8  (e.g., disposed at the second inlet of the internal heat exchanger  544 ). Port  4  of the multi-port control valve  536  may run to the inner condenser  560  of the front HVAC system  550 . 
     A fluid line runs from node N 3  to the expansion valve  524  arranged adjacent to node N 1 . In addition, a fluid line runs from node N 3  to node N 4 . At node N 4  a fluid line runs to the expansion valve  524  associated with the evaporator  556  of the front HVAC system  550 . A fluid line runs from the evaporator  556  of the front HVAC system  550  to node N 7 . In addition to the fluid line running to the expansion valve  524  of the front HVAC system  550 , a fluid line runs from node N 4  to node N 5 . At node N 5  a first fluid line may run to the thermostatic expansion valve  552  of the evaporator  556  of the rear HVAC system  570 . A fluid line runs from the evaporator  556  of the rear HVAC system  570  to node N 6 . A second fluid line runs from node N 5  to the expansion valve  524  associated with the chiller  568 . Upon exiting the chiller  568 , a fluid line runs to node N 6 . A fluid line runs from node N 6  to node N 7  and another fluid line runs from node N 7  to node N 8 . A fluid line runs from node N 8  to the second inlet of the internal heat exchanger  544 . The second inlet of the internal heat exchanger  544  is interconnected with the second outlet of the internal heat exchanger  544 . 
     The thermal management system  500  is configured to transfer heat between or among a coolant circulating through the coolant system of thermal management system  500  and the refrigerant system of the thermal management system  500 . 
     It should be appreciated that the thermal management systems described herein may be used in non-autonomous, semi-autonomous, and autonomous vehicles alike. 
     The first and second pumps  518 A,  518 B may be any pumps suitable for circulating coolant through the thermal management system  500 . The pumps  518 A,  518 B may be selected based on the type of coolant being used (e.g., water, refrigerant, coolant, etc.); the total length of the coolant conduits (e.g., fluid lines, etc.) of the thermal management system  500 ; the flow rate(s) required to achieve sufficient thermal management of the components of the vehicle  100  and/or of the cabin  150  air temperature in the various operating modes of the thermal management system  500 ; the volume of coolant contained within the thermal management system  500 ; the total pressure drop across the components of the thermal management system  500 ; and the available power (whether from the battery  582  or elsewhere) for running the pumps  518 A,  518 B. The pumps  518 A,  518 B may each be independently capable of creating a pressure differential sufficient to circulate coolant through the thermal management system  500  in one or more configurations. 
     The high voltage heater  578  converts electrical energy into heat, which heat is transferred to water or other coolant being circulated through the thermal management system  500 . The chiller  568  removes heat from the thermal management system coolant, and may be a vapor-compression chiller. The chiller  568  may comprise, for example, a reciprocating compressor, a scroll compressor, a screw-driven compressor, and/or a centrifugal compressor. The chiller  568  may utilize a refrigerant (separate from the coolant of the thermal management system  500 ) as a working fluid for extracting heat from the thermal management system coolant. 
     The battery  582  may be any battery or other power source that provides power to the vehicle  100 . The battery  582  may operate most efficiently (and/or most safely) within certain temperature ranges, and therefore may require preheating before use (e.g., in cold temperatures) and/or cooling before and/or during use. The battery  582  may be the same as or similar to the power sources  208 ,  208 A,  208 B discussed above. 
     The radiator  504  may be any radiator known in the art that is suitable for transferring heat from coolant flowing therethrough to the surrounding atmosphere. The particular design and specifications of the radiator  504  may be selected, for example, based on the type of coolant being used in the thermal management system  500 , and the needed volume flow rate of air to achieve the desired amount of cooling. In some embodiments, the radiator  504  may comprise an electrically operated fan or other device for generating airflow past the radiator  508  (e.g., the blower  512 ). The fan, or blower  512 , may be used, for example, when the vehicle  100  is not moving, but the radiator is being used for extracting heat from coolant flowing therethrough. 
     Various modes of operation of the thermal management system  500  will now be described with respect to  FIGS. 6A-8C , in which active coolant flow paths are shown in solid lines between numbered elements, and inactive coolant flow paths are shown in dashed lines between numbered elements. Additionally, one or more of the pumps  518 A,  518 B may be shown with an overlapping “X” to indicate that the component is not functional in the particular mode being illustrated and described, even though coolant may still be routed therethrough. 
     With reference, then, to  FIG. 6A , the thermal management system  500  may be placed in a first cooling mode that includes cooling the cabin  150  (e.g., via air conditioning), actively cooling the ESS  580 , and passively cooling the EDS  585 . In this mode, the refrigerant system, or AC loop, serves the front and rear HVAC systems  550 ,  570  as well as the chiller  568 . Two expansion valves  524 , one disposed at front HVAC system  550  and another disposed at the chiller  568 , allow the load to be balanced and shut off to either the ESS  580  or cabin  150  to ensure cabin comfort and ESS  580  cooling can be achieved. In some embodiments, the primary control of the ESS  580  cooling load is made via the proportional valve  596 . The rear HVAC system  570  includes a thermostatic expansion valve  552 , that can be shut off if the front HVAC system  550  or ESS  580  requires additional capacity. In this mode, the coolant loop is separated into an ESS  580  loop that exchanges heat via the chiller  568 , and an EDS  585  loop that exchanges heat via the low-temperature radiator (LTR) in the CRFM (e.g., the radiator  504 , the condenser  508 , and the blower  512 , etc.). 
     In  FIG. 6A , the multi-port control valve  536  directs fluid flow from port  1  to port  2  in a direction toward the condenser  508 . The proportional valve  596  directs coolant flow received at port  1  from the exit side of the ESS  580  to port  2  in a direction toward the multi-port valve  522  at node N 11 . As shown in  FIG. 6A , the coolant from the radiator  504  is directed to the valve  510  at node N 9  and then diverted to the ESS  580  and the EDS  585 . The flow of coolant through the EDS  585  is shown as being routed from the inlet side of the EDS  585  (e.g., at node N 10 ) in a direction toward the outlet side of the EDS  585  (e.g., at node N 11 ). 
     Referring to  FIG. 6B , a diagram of the thermal management system  500  is shown in a second cooling mode in accordance with embodiments of the present disclosure. The second cooling mode includes cooling the cabin  150 , passively cooling the ESS  580 , and passively cooling the EDS  585 . The refrigerant system, or AC loop, serves the front and rear HVAC systems  550 ,  570 . In this second cooling mode, the expansion valve  524  at the front HVAC system  550  controls cabin comfort, the expansion valve  524  at the chiller  568  is closed, and the rear HVAC system  570  includes the thermostatic expansion valve  552  (e.g., a solenoid operated and controlled valve, etc.) that it can be shut off, if required. The coolant system bypasses the chiller  568  and the high-voltage heater  578  in this mode, placing the ESS  580  in parallel with each branch of the EDS  585 . The coolant loop in this mode exchanges heat via the LTR in the CRFM. 
     In the mode illustrated in  FIG. 6B , the multi-port control valve  536  directs fluid flow from port  1  to port  2  in a direction toward the condenser  508 . The proportional valve  596  directs coolant flow received at port  1  from the exit side of the ESS  580  to port  2  in a direction toward the multi-port valve  522  at node N 11 . As shown in  FIG. 6A , the coolant from the radiator  504  is directed to the valve  510  at node N 9  and then diverted to the ESS  580  and the EDS  585 . The flow of coolant through the EDS  585  is shown as being routed from the inlet side of the EDS  585  (e.g., at node N 10 ) in a direction toward the outlet side of the EDS  585  (e.g., at node N 11 ). 
       FIG. 6C  is a diagram of the thermal management system  500 , in a first pump  518 A (e.g., ESS  580  loop pump) failure mode in accordance with embodiments of the present disclosure. In the event that the first pump  518 A fails, this mode ensures that ESS  580 , EDS  585 , and other electronic equipment (e.g., including at least one ADAS component, etc.) temperatures can be controlled until the vehicle  100  can come to a safe stop (e.g., fail operational). For instance, in this failure mode, the ESS  580  is completely bypassed. Due to the large thermal mass of the ESS  580 , a critical operating point will not be reached in 2 minutes (fail operational requirement). The refrigerant system and various AC loops maintain the function of serving front and rear HVAC systems  550 ,  570 . The expansion valve  524  at front HVAC system  550  controls cabin comfort and the expansion valve  524  at the chiller  568  is closed. The rear HVAC system  570  has a solenoid-operated thermostatic expansion valve  552  that it can be shut off, if required. 
     In  FIG. 6C , the multi-port control valve  536  directs fluid flow from port  1  to port  2  in a direction toward the condenser  508 . The proportional valve  596 , in the first pump  518 A failure mode, directs no coolant flow. The coolant, in this mode, is routed from the radiator  504  to the valve  510  at node N 9  and then to the EDS  585  (bypassing the ESS  580 ). The flow of coolant through the EDS  585  is shown as being routed from the inlet side of the EDS  585  (e.g., at node N 10 ) in a direction toward the outlet side of the EDS  585  (e.g., at node N 11 ). 
       FIG. 6D  is a diagram of the thermal management system  500  in a second pump  518 B failure mode in accordance with embodiments of the present disclosure. In the event that the second pump  518 B fails, this failure mode ensures that the ESS  580 , EDS  585 , and other electronic equipment (e.g., including at least one ADAS component, etc.) temperatures can be controlled until the vehicle  100  can come to a safe stop (e.g., fail operational). In this mode, the refrigerant system, or AC loop, maintains the function of serving front and rear HVAC systems  550 ,  570  as well as the chiller  568 , but depending on the coolant temperature, the chiller  568  may need to be prioritized to maintain the EDS  585  and electronics coolant loop or the ESS  580  loop target temperatures. The expansion valves  524  at front HVAC system  550  and the chiller  568  facilitates this control. The rear HVAC system includes a solenoid-operated thermostatic expansion valve  552  that can be shut off, if required. 
     As illustrated in  FIG. 6D , the coolant loop flow is reversed through the EDS  585 . Coolant flow through the chiller  568  is in parallel to the EDS  585  coolant loop such that heat is exchanged via the chiller  568  to the refrigerant system, or circuit. The flow is combined through the first pump  518 A (e.g., the ESS  580  pump) and then the ESS  580 . In this mode, the high-voltage heater  578  is bypassed. The multi-port control valve  536  directs fluid flow from port  1  to port  2  in a direction toward the condenser  508 . The proportional valve  596  directs coolant flow received at port  1  from the exit side of the ESS  580  to port  2  in a direction toward the multi-port valve  522  at node N 11 . From this point, a portion of the coolant is directed to node N 11  and the flow of coolant through the EDS  585  is shown as being routed from the outlet side of the EDS  585  (e.g., at node N 11 ) in a direction toward the inlet side of the EDS  585  (e.g., at node N 10 ), referred to herein as a reverse flow. The coolant from the radiator  504  is directed to the valve  510  at node N 9  and then directed to the ESS  580  via the multi-port valve  522  at node N 13 . Coolant that has been directed in the reverse flow through the EDS  585  is received at the valve  510  at node N 9  and is then directed to the ESS  580  via the multi-port valve  522  at node N 13 . 
       FIG. 7A  is a diagram of the thermal management system  500  in a first heating mode in accordance with embodiments of the present disclosure. The first heating mode may correspond to a maximum heating mode for the cabin  150  and the ESS  580 . As illustrated in  FIG. 7A , the positive temperature coefficient heaters  564  in the front and rear HVAC systems  550 ,  570  are used to heat the cabin  150  of the vehicle  100 . When the ambient temperature (e.g., in a surrounding environment of the vehicle  100 , etc.) is below −20° C. then a heat pump mode is not available and the positive temperature coefficient heaters  564  are the primary heating source. The high-voltage heater  578  in the ESS  580  coolant loop is used to heat the battery  582 . The coolant in the EDS  585  loop is circulated via the radiator  504  (e.g., with no airflow) to maintain uniform temperature distribution in the components of the EDS  585 . 
     The multi-port control valve  536 , in  FIG. 7A , is not actively directing fluid flow. The proportional valve  596  directs coolant flow received from the ESS  580  at port  1  to port  4  and then to the high-voltage heater  578 . In this mode, the ESS  580  is isolated from the EDS  585  and the refrigerant system. The flow of coolant through the EDS  585  is shown as being routed from the inlet side of the EDS  585  (e.g., at node N 10 ) in a direction toward the outlet side of the EDS  585  (e.g., at node N 11 ). 
       FIG. 7B  is a diagram of the thermal management system  500  in a second heating mode in accordance with embodiments of the present disclosure. The second heating mode may correspond to a heat pump and positive temperature coefficient heater  564  maximum heating mode, without heat harvest (e.g., cold start). As illustrated in  FIG. 7B , the heat pump functionality is used at the lowest effective temperature to minimize electric power consumption. In this mode, the positive temperature coefficient heater  564  heating at the front HVAC system  550  will be primary heat source at lower temperatures. The rear HVAC system  570  heating is realized entirely over the positive temperature coefficient heater  564  associated therewith. In some embodiments, the front HVAC system  550  uses the positive temperature coefficient heater  564  associated therewith as necessary to supplement the inner condenser  560 . 
     As illustrated in  FIG. 7B , the multi-port control valve  536  directs fluid flow from port  1  to port  4  in a direction toward the inner condenser  560 . Further, the multi-port control valve  536  directs refrigerant received from the condenser  508  at port  2  to port  3  in a direction toward node N 8  and the internal heat exchanger  544 . The proportional valve  596  directs coolant flow received from the ESS  580  at port  1  to port  4  and then to the high-voltage heater  578 . In this mode, the ESS  580  is isolated from the EDS  585  and the refrigerant system. As shown in  FIG. 7B , the coolant from the radiator  504  is directed to the valve  510  at node N 9  and then directed to the EDS  585 . The flow of coolant through the EDS  585  in this mode is shown as being routed from the inlet side of the EDS  585  (e.g., at node N 10 ) in a direction toward the outlet side of the EDS  585  (e.g., at node N 11 ). 
       FIG. 7C  is a diagram of the thermal management system  500  in a third heating mode in accordance with embodiments of the present disclosure. The third heating mode may correspond to a heat pump with heat harvest mode. As illustrated in  FIG. 7C , the heat pump functionality is used at the lowest effective temperature to minimize electric power consumption, for example, by using waste heat from the EDS  585  components, the minimum ambient operating temperature of the heat pump can be lowered, reducing the positive temperature coefficient heater  564  use. The heat is transferred to the refrigerant from the EDS  585  coolant loop via the chiller  568 . The ESS  580  loop is isolated and the ESS  585  is heated with the high-voltage heater  578 . The LTR in this mode is completely bypassed. Moreover, the rear HVAC system  570  heating is realized entirely over the positive temperature coefficient heater  564  associated therewith, and the front HVAC system  550  uses the positive temperature coefficient heater  564  associated therewith as necessary to supplement the inner condenser  560 . 
     In  FIG. 7C , the multi-port control valve  536  directs fluid flow from port  1  to port  4  in a direction toward the inner condenser  560 . Further, the multi-port control valve  536  directs refrigerant received from the condenser  508  at port  2  to port  3  in a direction toward node N 8  and the internal heat exchanger  544 . The proportional valve  596  directs coolant flow received from the ESS  580  at port  1  to port  4  and then to the high-voltage heater  578 . In this mode, the ESS  580  is interconnected with at least the EDS  585  coolant loop and the refrigerant system. As shown in  FIG. 7B , the coolant from the radiator  504  is directed to the valve  510  at node N 9  and then directed to the EDS  585 . The flow of coolant through the EDS  585  in this mode is shown as being routed from the inlet side of the EDS  585  (e.g., at node N 10 ) in a direction toward the outlet side of the EDS  585  (e.g., at node N 11 ). 
     Referring to  FIG. 7D , a diagram of the thermal management system  500  in a first dehumidification mode is shown in accordance with embodiments of the present disclosure. The first dehumidification mode may correspond to a mode in which dehumidification is made without the heat pump (e.g., AC mode with positive temperature coefficient heater  564 ). In this mode, the dehumidification at the front HVAC system  550  is achieved using cooling at the evaporator  556  of the front HVAC system  550  and reheating via the positive temperature coefficient heater  564  of the front HVAC system  550 . 
     In this first dehumidification mode, the multi-port control valve  536  directs fluid flow from port  1  to port  2  in a direction toward the condenser  508 . The proportional valve  596  directs coolant flow received from the ESS  580  at port  1  to port  4  and then to the high-voltage heater  578 . In this mode, the ESS  580  is isolated from the EDS  585  and the refrigerant system. As shown in  FIG. 7B , the coolant from the radiator  504  is directed to the valve  510  at node N 9  and then directed to the EDS  585 . The flow of coolant through the EDS  585  in this mode is shown as being routed from the inlet side of the EDS  585  (e.g., at node N 10 ) in a direction toward the outlet side of the EDS  585  (e.g., at node N 11 ). The chiller  568  is not actively used in this first dehumidification mode. 
       FIG. 7E  is a diagram of the thermal management system  500  in a second dehumidification mode in accordance with embodiments of the present disclosure. The second dehumidification mode may correspond to a mode in which dehumidification is made with heat pump and without heat harvest. Dehumidification is achieved at the front HVAC system  550  using heat pump. In this mode, the condenser  508  is used as an evaporating device. Air at evaporator  556  associated with the front HVAC system  550  is cooled (e.g., dehumidified) and reheated at the inner condenser  560 . 
     The multi-port control valve  536  in this mode directs fluid flow from port  1  to port  4  in a direction toward the inner condenser  560 . Further, the multi-port control valve  536  directs refrigerant received from the condenser  508  at port  2  to port  3  in a direction toward node N 8  and the internal heat exchanger  544 . The proportional valve  596  directs coolant flow received from the ESS  580  at port  1  to port  4  and then to the high-voltage heater  578 . In this mode, the ESS  580  is isolated from the EDS  585  and the refrigerant system. Coolant from the radiator  504  is directed to the valve  510  at node N 9  and then directed to the EDS  585 . The flow of coolant through the EDS  585  in this mode is shown as being routed from the inlet side of the EDS  585  (e.g., at node N 10 ) in a direction toward the outlet side of the EDS  585  (e.g., at node N 11 ). 
       FIG. 7F  is a diagram of the thermal management system  500  in a third dehumidification mode in accordance with embodiments of the present disclosure. The third dehumidification mode may correspond to a mode in which dehumidification is made with heat pump and heat harvest. Dehumidification is achieved at the front HVAC system  550  using heat pump. The condenser  508  is used as an evaporating device. Air at the evaporator  556  of the front HVAC system  550  is cooled (e.g., dehumidified) and reheated at the inner condenser  560 . The chiller  568  is used for harvesting waste heat from the EDS  585 . 
     In the mode illustrated in  FIG. 7F , the multi-port control valve  536  directs fluid flow from port  1  to port  4  in a direction toward the inner condenser  560 . Further, the multi-port control valve  536  directs refrigerant received from the condenser  508  at port  2  to port  3  in a direction toward node N 8  and the internal heat exchanger  544 . The proportional valve  596  directs coolant flow received from the ESS  580  at port  1  to port  4  and then to the high-voltage heater  578 . The valve  510  at node N 9  receives coolant from the multi-port valve  522  at node N 13  and directs the coolant to the EDS  585 . The flow of coolant through the EDS  585  in this mode is shown as being routed from the inlet side of the EDS  585  (e.g., at node N 10 ) in a direction toward the outlet side of the EDS  585  (e.g., at node N 11 ). 
       FIG. 7G  is a diagram of the thermal management system  500  in a heat pump mode in accordance with embodiments of the present disclosure. The heat pump mode may correspond to a heat pump mode in which heat from the EDS  585  is used to heat the ESS  580 . In this mode, the proportional valve  596  and the loop control valve  598  in the coolant loop are configured to deliver the flow from EDS  585  (e.g., the front and rear motor electronics  594 A,  594 B loop) to the battery  582  via the chiller  568 . The multi-port control valve  536  directs fluid flow from port  1  to port  4  in a direction toward the inner condenser  560 . Further, the multi-port control valve  536  directs refrigerant received from the condenser  508  at port  2  to port  3  in a direction toward node N 8  and the internal heat exchanger  544 . 
     Referring now to  FIG. 8A , a diagram of the thermal management system  500  in a first deicing mode is shown in accordance with embodiments of the present disclosure. This first deicing mode may correspond to an outside condenser (e.g., condenser  508 ) deicing mode with heat harvesting at the chiller  568 . In this heat pump mode, the condenser  508  deicing is achieved via switching off the refrigerant flow to the condenser  508  and balancing the inner condenser  560  heat transfer with waste heat received at chiller  568 . The multi-port control valve  536  directs fluid flow from port  1  to port  4  in a direction toward the inner condenser  560 . The proportional valve  596  directs coolant flow received from the ESS  580  at port  1  to port  4  and then to the high-voltage heater  578 . The valve  510  at node N 9  receives coolant from the multi-port valve  522  at node N 13  and directs the coolant to the EDS  585 . The flow of coolant through the EDS  585  in this mode is shown as being routed from the inlet side of the EDS  585  (e.g., at node N 10 ) in a direction toward the outlet side of the EDS  585  (e.g., at node N 11 ). 
       FIG. 8B  is a diagram of the thermal management system  500  in a second deicing mode in accordance with embodiments of the present disclosure. This second deicing mode may correspond to an outside condenser (e.g., condenser  508 ) deicing in dehumidification mode. In this deicing and dehumidification mode with heat pump, the condenser  508  deicing is achieved via switching off the refrigerant flow to condenser  508  and balancing the inner condenser  560  heat transfer with cooling (e.g., dehumidification) at the evaporator  556  of the front HVAC system  550  plus waste heat at the chiller  568 . The multi-port control valve  536  directs fluid flow from port  1  to port  4  in a direction toward the inner condenser  560 . The proportional valve  596  directs coolant flow received from the ESS  580  at port  1  to port  4  and then to the high-voltage heater  578 . The valve  510  at node N 9  receives coolant from the multi-port valve  522  at node N 13  and directs the coolant to the EDS  585 . The flow of coolant through the EDS  585  in this mode is shown as being routed from the inlet side of the EDS  585  (e.g., at node N 10 ) in a direction toward the outlet side of the EDS  585  (e.g., at node N 11 ). 
       FIG. 8C  is a diagram of the thermal management system  500  in a third deicing mode in accordance with embodiments of the present disclosure. This third deicing mode may correspond to an outside condenser (e.g., condenser  508 ) active deicing with heat harvesting at the chiller  568 . In this mode, the condenser  508  deicing is achieved via switching on the AC mode, where hot refrigerant from the compressor  532  enters the condenser  508  (e.g., via the multi-port control valve  536  directing fluid flow from port  1  to port  2  in a direction toward the condenser  508 ) and hence deicing the condenser  508 . The evaporation load in the system  500  comes from waste heat at the chiller  568 . In addition to directing fluid flow from port  1  to port  2 , the multi-port control valve  536  may direct at least a portion of the fluid from port  1  to port  4  in a direction toward the inner condenser  560 . The proportional valve  596  directs coolant flow received from the ESS  580  at port  1  to port  4  and then to the high-voltage heater  578 . The valve  510  at node N 9  receives coolant from the multi-port valve  522  at node N 13  and directs the coolant to the EDS  585 . The flow of coolant through the EDS  585  in this mode is shown as being routed from the inlet side of the EDS  585  (e.g., at node N 10 ) in a direction toward the outlet side of the EDS  585  (e.g., at node N 11 ). 
     As may be appreciated given the foregoing description and accompanying drawings, many of the operational modes of thermal management systems of the present disclosure utilize only one pump. The inclusion of two pumps in such systems, then, allows for enhanced operation when both pumps are utilized, but also enables the thermal management systems of the present disclosure to continue to operate in numerous modes even if one of the two pumps fails. At the same time, thermal management systems of the present disclosure may in some embodiments have no more than two pumps, because the system can be safely operated, with sufficient redundancy, with only two pumps. 
     Additionally, the present disclosure encompasses thermal management systems that comprise additional elements beyond those described herein, including both additional elements to be heated and/or cooled, as well as additional elements for heating and/or cooling the coolant flowing through the system. 
     Any of the foregoing thermal management system embodiments may utilize water as the coolant thereof. In some embodiments, other coolants may be used, including water-chemical mixtures (e.g., water mixed with ethylene glycol), glycol-based fluids without water, 
     A number of variations and modifications of the disclosure can be used. It would be possible to provide for some features of the disclosure without providing others. 
     In some embodiments, one or more aspects of the present disclosure can be implemented in conjunction with a special purpose computer, a programmed microprocessor or microcontroller and peripheral integrated circuit element(s), an ASIC or other integrated circuit, a digital signal processor, a hard-wired electronic or logic circuit such as discrete element circuit, a programmable logic device or gate array such as PLD, PLA, FPGA, PAL, special purpose computer, any comparable means, or the like. In general, any device(s) or means capable of implementing one or more aspects of the present disclosure illustrated herein can be used to implement the one or more aspects of this disclosure. 
     Examples provided herein are intended to be illustrative and non-limiting. Thus, any example or set of examples provided to illustrate one or more aspects of the present disclosure should not be considered to comprise the entire set of possible embodiments of the aspect in question. Examples may be identified by the use of such language as “for example,” “such as,” “by way of example,” “e.g.,” and other language commonly understood to indicate that what follows is an example. 
     Although the present disclosure describes components and functions implemented in the embodiments with reference to particular standards and protocols, the disclosure is not limited to such standards and protocols. Other similar standards and protocols not mentioned herein are in existence and are considered to be included in the present disclosure. Moreover, the standards and protocols mentioned herein, and other similar standards and protocols not mentioned herein are periodically superseded by faster or more effective equivalents having essentially the same functions. Such replacement standards and protocols having the same functions are considered equivalents included in the present disclosure. 
     The present disclosure, in various embodiments, configurations, and aspects, includes components, methods, processes, systems and/or apparatus substantially as depicted and described herein, including various embodiments, subcombinations, and subsets thereof. Those of skill in the art will understand how to make and use the systems and methods disclosed herein after understanding the present disclosure. The present disclosure, in various embodiments, configurations, and aspects, includes providing devices and processes in the absence of items not depicted and/or described herein or in various embodiments, configurations, or aspects hereof, including in the absence of such items as may have been used in previous devices or processes, e.g., for improving performance, achieving ease, and/or reducing cost of implementation. 
     The foregoing discussion of the disclosure has been presented for purposes of illustration and description. The foregoing is not intended to limit the disclosure to the form or forms disclosed herein. In the foregoing Detailed Description for example, various features of the disclosure are grouped together in one or more embodiments, configurations, or aspects for the purpose of streamlining the disclosure. The features of the embodiments, configurations, or aspects of the disclosure may be combined in alternate embodiments, configurations, or aspects other than those discussed above. This method of disclosure is not to be interpreted as reflecting an intention that the claimed disclosure requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment, configuration, or aspect. Thus, the following claims are hereby incorporated into this Detailed Description, with each claim standing on its own as a separate preferred embodiment of the disclosure. 
     Moreover, though the description of the disclosure has included description of one or more embodiments, configurations, or aspects and certain variations and modifications, other variations, combinations, and modifications are within the scope of the disclosure, e.g., as may be within the skill and knowledge of those in the art, after understanding the present disclosure. It is intended to obtain rights, which include alternative embodiments, configurations, or aspects to the extent permitted, including alternate, interchangeable and/or equivalent structures, functions, ranges, or steps to those claimed, whether or not such alternate, interchangeable and/or equivalent structures, functions, ranges, or steps are disclosed herein, and without intending to publicly dedicate any patentable subject matter. 
     Embodiments of the present disclosure include a thermal management system comprising: a chiller; a coolant system, comprising: a first coolant loop comprising a radiator having a first port and a second port, the first coolant loop configured to route coolant from the second port to the first port via a first fluid path; a second coolant loop separate from the first coolant loop and comprising a first pump, an energy storage system (ESS), and a high-voltage heater; and a third coolant loop separate from the first and second coolant loops, the third coolant loop comprising a second pump and an electrical drive system (EDS); wherein the first coolant loop is interconnectable with at least one of the second coolant loop and the third coolant loop via a first valve, the second coolant loop is interconnectable with the third coolant loop via a first four-way valve, the first coolant loop is interconnectable with the chiller via a chiller fluid path, and at least one of the second coolant loop and the third coolant loop is interconnectable with the chiller; and a refrigerant system separate from the coolant system, the refrigerant system comprising: a condenser; and an internal heat exchanger interconnectable with the condenser and the chiller. 
     Aspects of the above thermal management system include: wherein the refrigerant system further comprises: a first heating, ventilation, and air conditioning (HVAC) system interconnectable with the internal heat exchanger; wherein the refrigerant system further comprises: a second HVAC system interconnectable with the internal heat exchanger; wherein the refrigerant system further comprises: a second four-way valve disposed between the internal heat exchanger and the condenser, comprising a first port, a second port, a third port, and a fourth port, and wherein one outlet of the internal heat exchanger is interconnectable with the condenser via the first and second ports of the second four-way valve; wherein the third port of the second four-way valve is interconnectable with one inlet of the internal heat exchanger, and wherein the fourth port of the second four-way valve is interconnectable with an inner condenser of the first HVAC system; wherein the first valve is configured to route the coolant from the first coolant loop into the second coolant and the third coolant loop; wherein coolant exiting the ESS enters the first four-way valve and is directed to an exit side of the third coolant loop, and wherein coolant exiting the EDS and the coolant exiting the ESS is routed to the radiator in the first coolant loop; wherein the first valve is configured to route the coolant from the first coolant loop into the third coolant loop without routing the coolant from the first coolant loop into the second coolant loop, wherein coolant exiting the EDS is routed to the radiator in the first coolant loop, and wherein any coolant or refrigerant is prevented from flowing through the chiller; wherein the first coolant loop is separated from the second and third coolant loops, wherein coolant is pumped across the ESS and the coolant exiting the ESS is routed to an exit side of the EDS and split between a first route through the chiller and toward an inlet side of the ESS and a second route through the EDS flowing in a direction from the exit side of the EDS to an inlet side of the EDS across the second pump and toward the first valve, and wherein the first valve is configured to route a portion of the coolant from the EDS back into the second coolant loop at the inlet side of the ESS; and wherein the first HVAC system further comprises a first fan, a first evaporator, and a first positive temperature coefficient heater, wherein an other outlet of the internal heat exchanger is interconnectable with the first evaporator via a refrigerant line, wherein the second HVAC system comprises a second fan, a second evaporator, and a second positive temperature coefficient heater, wherein the other outlet of the internal heat exchanger is interconnectable with the second evaporator via a refrigerant line, and wherein the refrigerant line is interconnectable with the chiller. 
     Embodiments of the present disclosure also include an electric vehicle comprising: an energy storage system (ESS) comprising a battery; an electrical drivetrain system (EDS) comprising at least one motor, the EDS powered by the ESS; and a thermal management system, the thermal management system comprising: a chiller; a coolant system, comprising: a first coolant loop comprising a radiator having a first port and a second port, the first coolant loop configured to route coolant from the second port to the first port via a first fluid path; a second coolant loop separate from the first coolant loop and comprising a first pump, the ESS, and a high-voltage heater; and a third coolant loop separate from the first and second coolant loops, the third coolant loop comprising a second pump and the EDS; wherein the first coolant loop is interconnectable with at least one of the second coolant loop and the third coolant loop via a first valve, the second coolant loop is interconnectable with the third coolant loop via a first four-way valve, the first coolant loop is interconnectable with the chiller via a chiller fluid path, and at least one of the second coolant loop and the third coolant loop is interconnectable with the chiller; and a refrigerant system separate from the coolant system, the refrigerant system comprising: a condenser; and an internal heat exchanger interconnectable with the condenser and the chiller. 
     Aspects of the above electric vehicle include any of the aspects of the thermal management system described above, as well as: wherein the refrigerant system further comprises: a first heating, ventilation, and air conditioning (HVAC) system interconnectable with the internal heat exchanger; wherein the refrigerant system further comprises: a second HVAC system interconnectable with the internal heat exchanger; wherein the refrigerant system further comprises: a second four-way valve disposed between the internal heat exchanger and the condenser, comprising a first port, a second port, a third port, and a fourth port, and wherein a first outlet of the internal heat exchanger is interconnectable with the condenser via the first and second ports of the second four-way valve; wherein the third port of the second four-way valve is interconnectable with a first inlet of the internal heat exchanger, and wherein the fourth port of the second four-way valve is interconnectable with an inner condenser of the first HVAC system; wherein the first valve is configured to route the coolant from the first coolant loop into the second coolant and the third coolant loop; wherein coolant exiting the ESS enters the first four-way valve and is directed to an exit side of the third coolant loop, and wherein coolant exiting the EDS and the coolant exiting the ESS is routed to the radiator in the first coolant loop; wherein the first valve is configured to route the coolant from the first coolant loop into the third coolant loop without routing the coolant from the first coolant loop into the second coolant loop, wherein coolant exiting the EDS is routed to the radiator in the first coolant loop, and wherein any coolant or refrigerant is prevented from flowing through the chiller; and wherein the first coolant loop is separated from the second and third coolant loops, wherein coolant is pumped across the ESS and the coolant exiting the ESS is routed to an exit side of the EDS and split between a first route through the chiller and toward an inlet side of the ESS and a second route through the EDS flowing in a direction from the exit side of the EDS to an inlet side of the EDS across the second pump and toward the first valve, and wherein the first valve is configured to route a portion of the coolant from the EDS back into the second coolant loop at the inlet side of the ESS. 
     Embodiments of the present disclosure further include a system for managing thermal energy in an electric vehicle, comprising: a chiller; a coolant system configured to extract heat from at least one of an energy storage system (ESS) and an electrical drive system (EDS), the coolant system comprising: a first coolant loop comprising a radiator having a first port and a second port, the first coolant loop configured to route coolant from the second port to the first port via a first fluid path; a second coolant loop separate from the first coolant loop and comprising a first pump, the ESS, and a high-voltage heater; and a third coolant loop separate from the first and second coolant loops, the third coolant loop comprising a second pump and the EDS; wherein the first coolant loop is interconnectable with at least one of the second coolant loop and the third coolant loop via a first valve, the second coolant loop is interconnectable with the third coolant loop via a first four-way valve, the first coolant loop is interconnectable with the chiller via a chiller fluid path, and at least one of the second coolant loop and the third coolant loop is interconnectable with the chiller; and a refrigerant system separate from the coolant system and configured to control a temperature of a cabin of the vehicle, the refrigerant system comprising: a condenser; and an internal heat exchanger interconnectable with the condenser and the chiller. 
     Aspects of the above system for managing thermal energy in the vehicle include any of the aspects of the thermal management system and of the electric vehicle listed above. 
     Any one or more of the aspects/embodiments as substantially disclosed herein. 
     Any one or more of the aspects/embodiments as substantially disclosed herein optionally in combination with any one or more other aspects/embodiments as substantially disclosed herein. 
     One or means adapted to perform any one or more of the above aspects/embodiments as substantially disclosed herein. 
     The phrases “at least one,” “one or more,” “or,” and “and/or” are open-ended expressions that are both conjunctive and disjunctive in operation. For example, each of the expressions “at least one of A, B and C,” “at least one of A, B, or C,” “one or more of A, B, and C,” “one or more of A, B, or C,” “A, B, and/or C,” and “A, B, or C” means A alone, B alone, C alone, A and B together, A and C together, B and C together, or A, B and C together. 
     The term “a” or “an” entity refers to one or more of that entity. As such, the terms “a” (or “an”), “one or more,” and “at least one” can be used interchangeably herein. It is also to be noted that the terms “comprising,” “including,” and “having” can be used interchangeably. 
     The term “automatic” and variations thereof, as used herein, refers to any process or operation, which is typically continuous or semi-continuous, done without material human input when the process or operation is performed. However, a process or operation can be automatic, even though performance of the process or operation uses material or immaterial human input, if the input is received before performance of the process or operation. Human input is deemed to be material if such input influences how the process or operation will be performed. Human input that consents to the performance of the process or operation is not deemed to be “material.” 
     Aspects of the present disclosure may take the form of an embodiment that is entirely hardware, an embodiment that is entirely software (including firmware, resident software, micro-code, etc.) or an embodiment combining software and hardware aspects that may all generally be referred to herein as a “circuit,” “module,” or “system.” Any combination of one or more computer-readable medium(s) may be utilized. The computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. 
     A computer-readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer-readable storage medium may be any tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device. 
     A computer-readable signal medium may include a propagated data signal with computer-readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer-readable signal medium may be any computer-readable medium that is not a computer-readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer-readable medium may be transmitted using any appropriate medium, including, but not limited to, wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing. 
     The terms “determine,” “calculate,” “compute,” and variations thereof, as used herein, are used interchangeably and include any type of methodology, process, mathematical operation or technique. 
     The term “electric vehicle” (EV), also referred to herein as an electric drive vehicle, may use one or more electric motors or traction motors for propulsion. An electric vehicle may be powered through a collector system by electricity from off-vehicle sources, or may be self-contained with a battery or generator to convert fuel to electricity. An electric vehicle generally includes a rechargeable electricity storage system (RESS) (also called Full Electric Vehicles (FEV)). Power storage methods may include: chemical energy stored on the vehicle in on-board batteries (e.g., battery electric vehicle or BEV), on board kinetic energy storage (e.g., flywheels), and/or static energy (e.g., by on-board double-layer capacitors). Batteries, electric double-layer capacitors, and flywheel energy storage may be forms of rechargeable on-board electrical storage. 
     The term “hybrid electric vehicle” refers to a vehicle that may combine a conventional (usually fossil fuel-powered) powertrain with some form of electric propulsion. Most hybrid electric vehicles combine a conventional internal combustion engine (ICE) propulsion system with an electric propulsion system (hybrid vehicle drivetrain). In parallel hybrids, the ICE and the electric motor are both connected to the mechanical transmission and can simultaneously transmit power to drive the wheels, usually through a conventional transmission. In series hybrids, only the electric motor drives the drivetrain, and a smaller ICE works as a generator to power the electric motor or to recharge the batteries. Power-split hybrids combine series and parallel characteristics. A full hybrid, sometimes also called a strong hybrid, is a vehicle that can run on just the engine, just the batteries, or a combination of both. A mid hybrid is a vehicle that cannot be driven solely on its electric motor, because the electric motor does not have enough power to propel the vehicle on its own. 
     The term “rechargeable electric vehicle” or “REV” refers to a vehicle with onboard rechargeable energy storage, including electric vehicles and hybrid electric vehicles. 
     Examples of processors as referenced herein may include, but are not limited to, at least one of Qualcomm® Snapdragon® 800 and 801, Qualcomm® Snapdragon® 610 and 615 with 4G LTE Integration and 64-bit computing, Apple® A7 processor with 64-bit architecture, Apple® M7 motion coprocessors, Samsung® Exynos® series, the Intel® Core™ family of processors, the Intel® Xeon® family of processors, the Intel® Atom™ family of processors, the Intel Itanium® family of processors, Intel® Core® i5-4670K and i7-4770K 22 nm Haswell, Intel® Core® i5-3570K 22 nm Ivy Bridge, the AMD® FX™ family of processors, AMD® FX-4300, FX-6300, and FX-8350 32 nm Vishera, AMD® Kaveri processors, Texas Instruments® Jacinto C6000™ automotive infotainment processors, Texas Instruments® OMAP™ automotive-grade mobile processors, ARM® Cortex™-M processors, and ARM® Cortex-A and ARIVI926EJS™ processors. A processor as disclosed herein may perform computational functions using any known or future-developed standard, instruction set, libraries, and/or architecture.