Patent Publication Number: US-2021188093-A1

Title: Method for detecting damage to battery pack enclosure during a crash event

Description:
FIELD 
     The present disclosure is generally directed to energy storage devices, in particular, toward batteries and battery modules for electric vehicles. 
     BACKGROUND 
     In recent years, transportation methods have changed substantially. This change is due in part to a concern over the limited availability of natural resources, a proliferation in personal technology, and a societal shift to adopt more environmentally friendly transportation solutions. These considerations have encouraged the development of a number of new flexible-fuel vehicles, hybrid-electric vehicles, and electric vehicles. 
     Vehicles employing at least one electric motor and power system store electrical energy in a number of on-board energy storage devices. These vehicle energy storage devices are generally arranged in the form of electrically interconnected individual battery modules containing a number of individual battery cells. The battery modules are generally connected to an electrical control system to provide a desired available voltage, ampere-hour, and/or other electrical characteristics to a vehicle. In some cases, one or more of the battery modules in a vehicle can be connected to a battery management system that is configured to monitor the voltage sensed from each cell in the battery module and/or the entire battery. 
     Electric vehicles are dependent on the integrity and reliability of the on-board electrical energy power supply and energy storage devices. Typical vehicle energy storage devices include a battery enclosure that is composed of a number of battery modules and each of these battery modules may include tens, if not hundreds, of battery cells. As can be appreciated, the chance of failure in a system is proportionate to the number of components, interconnections, and connection modes, etc., in the energy storage devices of a vehicle. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  shows a schematic perspective view of an electrical energy storage system in a vehicle in accordance with embodiments of the present disclosure; 
         FIG. 2A  shows a perspective view of a battery module in accordance with embodiments of the present disclosure; 
         FIG. 2B  shows a perspective view of the battery module of  FIG. 2A  with an upper shield removed; 
         FIG. 2C  shows a perspective exploded view of the battery module of  FIG. 2A ; 
         FIG. 3  shows a schematic block diagram of the battery management system in accordance with embodiments of the present disclosure; 
         FIG. 4  shows a schematic diagram of a battery in accordance with embodiments of the present disclosure; 
         FIG. 5A  shows a broken plan view of the battery module and cell-to-cell electrical interconnections in accordance with embodiments of the present disclosure; 
         FIG. 5B  shows a detail of the broken plan view of the battery module shown in  FIG. 12A ; 
         FIG. 6  shows a detail broken plan view of the battery module and cell-to-cell electrical interconnections in accordance with embodiments of the present disclosure; 
         FIG. 7  shows a detail perspective view of the battery module and cell-to-cell electrical interconnections in accordance with embodiments of the present disclosure; 
         FIG. 8  shows a detail perspective view of a battery module cover terminal access receptacles in accordance with embodiments of the present disclosure; 
         FIG. 9  shows a detail broken section view of a battery cell and portion of the battery module cover including a terminal isolation feature in accordance with embodiments of the present disclosure; 
         FIG. 10  shows a detail perspective view of the battery module and cell-to-cell electrical interconnection mount posts in a first state in accordance with embodiments of the present disclosure; 
         FIG. 11  shows a detail perspective view of the battery module and cell-to-cell electrical interconnection mount posts in a second state in accordance with embodiments of the present disclosure; 
         FIG. 12  shows a schematic perspective view of a receiving cavity of a battery module cover including retaining protrusions shows in accordance with embodiments of the present disclosure; 
         FIG. 13  shows a detail perspective view of a receiving cavity of the battery module cover of  FIG. 12 ; 
         FIG. 14  shows a block diagram of the different layers in a battery enclosure and the placement of the wire mesh in accordance with embodiments of the present disclosure; 
         FIG. 15  shows a block diagram of an energy management system in accordance with at least some embodiments of the present disclosure; 
         FIGS. 16A-16B  show a crash event in accordance with at least some embodiments of the present disclosure; and 
         FIG. 17  is a flow diagram of a method for managing a thermal characteristic of the battery module in accordance with embodiments of the present disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     Embodiments of the present disclosure will be described in connection with electrical energy storage devices, and in some embodiments the construction, structure, and arrangement of components making up a battery pack enclosure for an electric vehicle drive system. 
     An electrical energy storage device for a vehicle may include at least one battery pack enclosure including a number of battery modules electrically interconnected with one another to provide electromotive force for the electrical drive system of a vehicle to operate. Each battery module in the at least one battery pack enclosure can include any number of battery cells contained and/or arranged within a battery module housing. Conventional battery module housings may include a base and a cover which are attached at a periphery of the battery module via one or more fasteners. Because these conventional housings are designed to maximize the number of battery cells contained therein, all of the fasteners and attachments are moved to an outer periphery of the housing, and the cover and base are generally made from thick plastic or metal to provide structural rigidity and integrity. 
     Typically, the housing of the battery pack enclosure and/or battery modules provide protection against mechanical damage in the event of a crash event. However, damage to the battery enclosure, battery modules, and/or battery cells may still occur and in some situations the damage may go undetected. When there is a failure in the battery pack enclosure, battery module(s), and/or battery cell(s), the damaged unit(s) may vent, which may cause a thermal propagation event. However, there may be a period between the occurrence of the damage and the thermal propagation event. 
     The present disclosure describes a battery pack enclosure, a battery module, and a method for detecting damage to a battery pack enclosure during a crash event. For example, an obstacle (e.g., speed bump) or other debris (e.g., rock, trash, scrape wood, scrape metal, etc.) in the pathway of a vehicle may cause damage to the undercarriage of the vehicle, the damage may go undetected (e.g., not obvious from a visual inspection). In some embodiments, the present disclosure describes a method of monitoring a sensor in the battery enclosure to detect damage to the battery enclosure. The sensor may be formed between the plurality of battery modules and an inside surface of the battery enclosure. The sensor may be used to detect and/or measure deformation to the bottom of a battery pack enclosure. An electronic control unit may be electronically connected to the senor and configured to monitor the sensor to detect damage. 
     In one embodiment, the sensor may comprise a mesh of resistive wires, and the electronic unit is configured to monitor the overall resistance of the mesh of resistive wires. The resistance of a wire is proportional to the length, but inversely proportional to the cross-sectional area. Therefore, one may calculate the resistance of a wire using three parameters of the wire: resistivity (ρ); length (L); and cross-sectional area (A). 
     
       
         
           
             R 
             = 
             
               
                 ρ 
                  
                 
                     
                 
                  
                 L 
               
               A 
             
           
         
       
     
     Damage to the enclosure may also cause damage to the mesh of resistive wires, if the mesh of resistive wires is damaged (e.g., strands breaking, disconnecting, elongating, etc.) its overall resistance will change. Therefore, by monitoring the overall resistance of the mesh of resistive wires, damage to the battery pack enclosure may also be detected. In some embodiments, damage is detected when there is a change in the overall resistance that exceeds a predetermined threshold for a predetermined period of time. In some embodiments, the sensor may measure other parameters such as temperature, range, time, etc. 
     In some examples, the mesh of resistive wires is formed of copper, nickel, and/or some other conductive material. Copper may be a cost-effective material and may implemented using existing technology. The mesh of resistive wires may be comprised of thin wires connected to a battery management system (BMS) of the vehicle, which monitors the overall resistance of the mesh. In some embodiments, the monitoring is performed at the battery module level. 
     Among other things, the sensor may detect damage to the battery enclosure  104  and/or the battery module  108  before a thermal propagation event occurs by detecting a change in the overall resistance of the battery pack enclosure  104 . In some cases, the battery modules  108  each has a separate and independent sensor that allows the specific battery module that is damaged to be located and/or disabled. 
     The upper and lower covers of the battery pack enclosure may be configured as thin dielectric (e.g., plastic, composite, or other electrically nonconductive or insulative material, etc.) components that house the battery modules. 
     At least one benefit of the embodiments described herein is observed in the event of a crash event. For example, by monitoring a sensor that is located between the bottom cover of the battery pack enclosure and the battery module, damage that may not be visually detectable may be detected before a thermal propagation event occurs. As can be appreciated, this early detection of damage provides a safer battery enclosure assembly and battery for a vehicle since it is less likely that damage to a battery module would cause a thermal event or a non-passive failure in the energy storage device of the vehicle. 
     In some embodiments, the present disclosure provides a battery module including a plurality of adjacent battery cells. The battery module also includes a sensor between the plurality of adjacent battery cells and an inside surface of a battery enclosure. The battery module further includes an electronic unit electronically coupled to the sensor, configured to monitor the sensor to detect damage to the battery module. 
     In some embodiments, the present disclosure provides a method of detecting damage to a battery enclosure. The method comprises monitoring a sensor between a plurality of battery modules and an inside surface of the batter enclosure, wherein each battery module of the plurality of battery modules includes a plurality of adjacent battery cells. The method further comprises detecting damage to the battery enclosure. 
     In some embodiments, the present disclosure describes a sensor for detecting damage that is retained in the housing of a battery pack enclosure. The sensor may be configured to locate damage to the battery pack enclosure prior to the detection of a thermal propagation event. The sensor may be a part of, or integral to, the housing and/or cover of the battery pack. In some embodiments the sensor comprises a mesh of resistive wires, and a change in the overall resistance of the mesh of resistive wires is indicative of damage to the battery enclosure and/or battery module. 
     Referring to  FIG. 1 , a schematic perspective view of an electrical energy storage system, or battery pack enclosure  104  comprising a number of electrical energy storage devices, or battery modules,  108  is shown in accordance with embodiments of the present disclosure. In one embodiment, the battery pack enclosure  104  may be configured to provide the electromotive force needed for the electrical drive system of a vehicle  100  to operate. Although the present disclosure recites battery modules  108 , and/or battery cells  208  as examples of electrical energy storage units, embodiments of the disclosure should not be so limited. For example, the battery modules  108 , and/or any other energy storage device disclosed herein, may be any electrical energy storage cell including, but in no way limited to, battery cells  208 , capacitors, ultracapacitors, supercapacitors, etc., and/or combinations thereof. 
     In some embodiments, the battery modules  108  may be electrically interconnected via at least one battery busbar including high voltage positive and negative terminals connected to an electrical system of the vehicle  100 . The battery pack enclosure  104  may be configured as any number of battery modules  108  that are capable of being electrically connected together. 
       FIGS. 2A-2C  show various perspective views of a battery module  108  in accordance with embodiments of the present disclosure. The battery module  108  may comprise an upper shield  204 , a plurality of battery cells  208 , a housing or carrier  212  configured to contain the battery cells  208 , battery cell interconnects  216 , first and second battery module busbars  220 A,  220 B, a cooling plate  224 , and one or more mount sleeves  228 . In some embodiments, the battery module  108  may include a battery management system  232  and sensing system  236 . 
       FIG. 2A  shows a perspective view of a battery module  108  in accordance with embodiments of the present disclosure. The battery module  108  shown in  FIG. 2A  includes an upper shield  204  configured to substantially cover the battery cell interconnects  216 , battery cells  208 , and other electrical connections (e.g., first and second battery module busbars  220 A,  220 B, etc.). In some embodiments, the upper shield  204  may correspond to a drip shield. In any event, the upper shield  204  may be made from molded, formed, or otherwise shaped plastic, dielectric, or nonconductive material. In one embodiment, the battery management system (BMS)  232  electronics (e.g., printed circuit board, chips, etc.) may be mounted to an exterior or interior surface of the upper shield  204 . As shown in  FIG. 2A , the BMS  232  and corresponding electronics are mounted to an exterior surface (e.g., a surface separate and spaced apart from the battery cells  208  and battery cell interconnects  216 , etc.). 
       FIG. 2B  shows a perspective view of the battery module  108  of  FIG. 2A  with the upper shield  204 , BMS  232 , and other electronics removed for the sake of clarity. As shown in  FIG. 2B , the first and second battery module busbars  220 A,  220 B extend from a high voltage connection end, including two connection standoffs per busbar  220 A,  220 B, along the length of the battery module  108  to the opposite end of the battery module  108 . 
     In  FIG. 2C , the housing  212  is shown having a lower housing  212 A and an upper housing, or cover,  212 B. In some embodiments, the lower housing  212 A and cover  212 B may be interconnected with one another to form the complete housing  212 . As shown in  FIG. 2C , the lower housing  212 A and/or the cover  212 B may be configured to at least partially contain a number of battery cells  208 . For instance, both the lower housing  212 A and the cover  212 B include a number of surfaces and walls defining battery cell  208  containment cavities including volumes for receiving the battery cells  208 . Both the lower housing  212 A and cover  212 B may include a number of receptacles sized to receive and arrange each of the battery cells  208  relative to one another. In one embodiment, the lower housing  212 A and cover  212 B may include receptacles, or apertures, configured to receive one or more fasteners and mount sleeves  228 . 
       FIG. 3  shows a schematic block diagram of the BMS  232  interconnected with the battery module  108  in accordance with embodiments of the present disclosure. In some embodiments, each battery module  108  of a battery pack enclosure  104  may include a corresponding unique BMS  232 . In other embodiments, the multi-module battery pack enclosure  104  comprising a number of battery modules  108  may be monitored and/or controlled by a single multi-module BMS. 
     The BMS  232  may include a bus  306  including a number of terminals configured to interconnect with electrical lines  302  interconnected with the battery cells  208  of the battery module  108 . In some embodiments, the interconnection between the battery module  108  and the BMS  232  may be via a physical electrical connector disposed on the battery module  108 , the BMS  232 , and/or both the battery module  108  and the BMS  232 . The BMS  232  may be configured to monitor and/or control a state of charge associated with each battery cell  208 A-N in the battery module  108 . In some embodiments, the BMS  232  may include a microcontroller unit (MCU)  304 , including one or more processors, interconnected with a memory  308  via at least one connection, or communications bus  310 . The memory  308  may be one or more disk drives, optical storage devices, solid-state storage devices such as a random-access memory (RAM) and/or a read-only memory (ROM), which can be programmable, flash-updateable and/or the like. 
     Additionally or alternatively, the BMS  232  may include a communications module  312 , one or more sensors  316 A-N, and/or other components  324  interconnected with the communication bus  310 , charger (not shown), and/or other systems in an electric power distribution system (not shown). In some embodiments, one of the sensors  316 A-N may comprise the sensor of the present disclosure to detect damage to the battery pack enclosure  104  and/or the battery module(s)  108 . For example, sensor  316 A may monitor an overall resistance to a mesh of resistive wires, wherein a change in the overall resistance may indicate damage to the battery pack enclosure  104  and/or the battery module(s)  108 . The communications module  312  may include a modem, a network card (wireless or wired), an infra-red communication device, etc. and may permit data to be exchanged with a network and/or any other charger or processor in the electric power distribution system as described. 
     In any event, pairs of electrical interconnections may provide voltages from the battery module  108  to the MCU  304  of the BMS  232  and these voltages may be used to determine a state (e.g., voltage, current, state of charge, etc.) associated with a particular battery cell  208 A-N in the battery module  108 . 
     Examples of the processors as described herein may include, but are not limited to, at least one of Qualcomm® Snapdragon® 800 and 801, Qualcomm® Snapdragon® 620 and 615 with 4G LTE Integration and 64-bit computing, Apple® A7 processor with 64-bit architecture, Apple® M7 motion coprocessors, Samsung® Exynos® series, the Intel® Core™ family of processors, the Intel® Xeon® family of processors, the Intel® Atom™ family of processors, the Intel Itanium® family of processors, Intel® Core® i5-4670K and i7-4770K 22 nm Haswell, Intel® Core® i5-3570K 22 nm Ivy Bridge, the AMD® FX™ family of processors, AMD® FX-4300, FX-6300, and FX-8350 32 nm Vishera, AMD® Kaveri processors, Texas Instruments® Jacinto C6000™ automotive infotainment processors, Texas Instruments® OMAP™ automotive-grade mobile processors, ARM® Cortex™-M processors, ARM® Cortex-A and ARM926EJ-S™ processors, Infineon TriCore™ processors, other industry-equivalent processors, and may perform computational functions using any known or future-developed standard, instruction set, libraries, and/or architecture. 
     In one embodiment, the sensors  316 A-N may include one or more damage detection sensors, thermocouples, pressure sensors, etc. The sensors  316 A-N may be disposed between and/or in contact with, one or more of the battery cells  208 A-N and the inside of the bottom cover of the battery enclosure. 
     As shown in  FIG. 3 , a mesh of resistive wires  320  is disposed between adjacent battery cells  208 A-N and the bottom of the battery module  108 . 
     Referring now to  FIG. 4 , a schematic diagram of a battery  404  is shown in accordance with embodiments of the present disclosure. The battery  404  and/or the battery modules  408 A-B described in conjunction with  FIG. 4  may refer to the battery pack enclosure  104  and/or battery modules  108  as elsewhere described herein. The battery  404  may comprise a number of battery modules  408 A,  408 B,  416  electrically interconnected with one another via a first high voltage connection  412 A and a second high voltage interconnection  412 B. The first and second high voltage connections  412 A,  412 B may correspond to the positive and negative high voltage busbars for an electric vehicle battery. As provided above, each battery module  408 ,  108  may include a first battery module busbar  220 A and a second battery module busbar  220 B. In one embodiment the battery modules  408 A,  408 B,  416 ,  108  may be interconnected to the first and second high voltage connections  412 A,  412 B via the first and second battery module busbars  220 A,  220 B, respectively. 
     As illustrated in the schematic diagram of  FIG. 4 , each battery module  408 A,  408 B,  416 ,  108  may include any number of series-connected battery cells in a number of parallel-connected columns. For example, each battery module  408 A,  408 B shown in  FIG. 4  includes rows  1 -N and columns A-N, where N includes any non-zero positive rational number. The serial nature of the battery cells shown in each column provides the total voltage (e.g., electrical potential) for the battery module  408 A,  408 B,  416 ,  108 , the parallel nature of the columns provides increased current for the battery module  408 A,  408 B,  416 ,  108 , which allows for the calculation of the total power (e.g., wattage) of the battery module  108 . Adding the power of the battery modules  408 A,  408 B,  416  together provides the total power for the battery  404 . 
     Referring to  FIGS. 5A and 5B , various plan views of the battery module  108  and cell-to-cell electrical interconnections  216  are shown in accordance with embodiments of the present disclosure. As described herein, the battery module  108  may comprise an array of battery cells  208  arranged in a matrix, or other, configuration including a number of horizontal rows running along the X-axis direction (e.g., represented by letters A-J in  FIG. 5A ) and a number of vertical rows running substantially along the Y-axis direction (e.g., represented by numbers  1 - 8 , etc. in  FIG. 5A ). In some embodiments, the vertical rows of series-connected battery cells  208  may be referred to as “columns” of battery cells  208 . As can be appreciated, individual battery cells  208  in the array of battery cells  208  and/or battery module  108  may be referred to herein by their horizontal row position and their vertical row position. For instance, the battery cell shown in the top leftmost position of the battery module  108  illustrated in  FIGS. 5A and 5B  may be referred to as battery cell A 1 , while the battery cell shown in the lower leftmost position of the battery module  108  may be referred to as battery cell J 1 . 
     As shown in  FIG. 5A , a number of battery cells  208  arranged in a vertical row (e.g., numbers  1 - 8 , etc.) may be electrically-connected to one another in series (e.g., connecting the positive terminal of a first battery cell in the vertical row to the negative terminal of an adjacent battery cell in the vertical row, and the positive terminal of the adjacent battery cell in the vertical row to the negative terminal of yet another adjacent battery cell in the vertical row, and so on, etc.) via one or more cell-to-cell electrical interconnections  216 . 
     For example, the first vertical row (e.g., row  1 ) may be electrically interconnected along a connected path  508 A (shown as a dashed line) from the first battery cell A 1  to the last battery cell J 1 , in the vertical row. In this example, the battery cells  208  are connected in order, A 1 -B 1 -C 1 -D 1 -El-F 1 -G 1 -H 1 -I 1 -J 1 , from the first terminal side  530 A to the second terminal side  530 B, or vice versa. The second vertical row (e.g., row  2  shown in  FIG. 5A ) may be electrically interconnected along a connected path  508 B from the first battery cell A 2  to the last battery cell J 2 , in the vertical row. In this example, the battery cells  208  are connected in order, A 2 -B 2 -C 2 -D 2 -E 2 -F 2 -G 2 -H 2 -I 2 -J 2 , from the first terminal side  530 A to the second terminal side  530 B of the battery module  108 , or vice versa. As described above, the electrically connected paths  508 A and  508 B, and rows  1  and  2 , are arranged electrically-parallel to one another. While only four electrically connected paths  508 A-D are shown in  FIG. 5A  (for the sake of clarity), it should be appreciated, that the number of parallel rows (e.g.,  1 - 8 , etc.) and electrically connected paths (e.g.,  508 A-D, etc.) may extend along the length, LB, of the battery module  108  and/or the tapered busbars  220 A,  220 B. 
     In some embodiments, the positive terminals of each vertical row of battery cells  208  (e.g., rows  1 - 8 , etc.) may electrically interconnect to the first battery module busbar  220 A at the first terminal side  530 A of the battery module  108  (e.g., via a first edge row interconnection busbar  534 A including one or more legs attached to the first battery module busbar  220 A). Additionally or alternatively, the negative terminals of each vertical row of battery cells  208  (e.g., rows  1 - 8 , etc.) may connect to the second battery module busbar  220 B at the second terminal side  530 B of the battery module  108  (e.g., via a second edge row interconnection busbar  534 B including one or more legs attached to the second battery module busbar  220 B). Although shown in  FIG. 5A  as including ten horizontal rows of battery cells  208  (e.g., represented by letters A-J) and approximately eight vertical rows of battery cells  208  (e.g., represented by numbers  1 - 8 , etc.) it is an aspect of the present disclosure that the battery module  108  may include more or fewer vertical and/or horizontal rows of battery cells  208  than those illustrated in  FIG. 5A . 
     The cell-to-cell electrical interconnections  216  may comprise a number of separate cell-to-cell interconnections that, when attached to the battery cells  208  in the battery module  108 , form a battery cell array electrical interconnection. As provided above, the cell-to-cell electrical interconnections  216  may include a first edge row interconnection busbar  534 A configured to connect a same terminal (e.g., polarity) of each battery cell  208  in the first horizontal row, row A, of the battery module  108  to the first battery module, tapered, busbar  220 A. In some embodiments, the first edge row interconnection busbar  534 A may include an electrically-conductive member extending along the first terminal edge of the battery module  108 . The electrically-conductive member may include a substantially planar strip disposed in a plane parallel to the first terminals of the battery cells  208  in the battery module  108 . The electrically-conductive member may include a plurality of positive terminal contact fingers extending in the parallel plane in a direction away from the substantially planar strip (e.g., from the first busbar  220 A toward the first horizontal row of battery cells, row A). In one embodiment, the electrically-conductive member may include a plurality of busbar legs spaced apart from one another and extending in a second plane substantially orthogonal to the plane of the first terminals, and/or parallel to a side of the battery module  108  or busbar  220 A. Each of the plurality of busbar legs may be welded, or otherwise affixed, to the first busbar  220 A forming an electrically-conductive path between the battery cells  208  and the first busbar  220 A. 
     Additionally or alternatively, the cell-to-cell electrical interconnections  216  may include a second edge row interconnection busbar  534 B configured to connect an opposite same terminal (e.g., opposite polarity) of each battery cell  208  in the last horizontal row, J, of the battery module  108  to the second battery module, tapered, busbar  220 B. In some embodiments, the second edge row interconnection busbar  534 B may include an electrically-conductive member extending along the second terminal edge of the battery module  108 . One or more portions of the second edge row interconnection busbar  534 B may be configured as a mirror image, or corresponding opposite, of one or more portions of the first edge row interconnection busbar  534 A. For example, the electrically-conductive member of the second edge row interconnection busbar  534 B may similarly include a substantially planar strip disposed in a plane parallel to the first terminals of the battery cells  208  in the battery module  108 . This electrically-conductive member may include a plurality of negative terminal contact fingers extending in the parallel plane in a direction away from the substantially planar strip (e.g., from the second busbar  220 B toward the last horizontal row of battery cells, row J). In one embodiment, the electrically-conductive member may similarly include a plurality of busbar legs spaced apart from one another and extending in a second plane substantially orthogonal to the plane of the first terminals, and/or parallel to a side of the battery module  108  or second busbar  220 B. Each of the plurality of busbar legs may be welded, or otherwise affixed, to the second busbar  220 B forming an electrically-conductive path between the battery cells  208  and the second busbar  220 B. 
     In some embodiments, the cell-to-cell electrical interconnections  216  may include a number of internal, or battery cell group interconnection, busbars  504 A-D. While one or more of the internal busbars  504 A-D may be configured in a number of different shapes, it should be appreciated that each of the internal busbars  504 A-D may share a common set of features and/or shapes providing series and parallel interconnections between one or more groups of battery cells  208  in the battery module  108 . For instance, each internal busbar  504 A-D may comprise an electrically-conductive strip extending along a length, LB, or an approximate length of the battery module  108  in a first plane (e.g., a plane parallel to a same terminal of all battery cells  208  in the battery module  108 , etc.). The electrically-conductive strip may include a plurality of first terminal strips  512 A,  512 B, etc. integrally formed from the electrically-conductive strip and extending in a first direction (e.g., in the Y-axis negative direction) away from the electrically-conductive strip in the first plane (e.g., toward a first terminal for battery cells  208  in a single horizontal row, e.g., B-J, etc.). In one embodiment, each of the first terminal strips  512 B,  512 C, etc. may be spaced apart from one another along the length of the battery module  108  and/or the electrically-conductive strip. Additionally or alternatively, the electrically-conductive strip for each internal busbar  504 A-D may include a plurality of second terminal strips  516 A,  516 B, etc. integrally formed from the electrically-conductive strip and extending in a second direction (e.g., in the Y-axis positive direction) away from the electrically-conductive strip in the first plane (e.g., toward the second terminal for battery cells  208  in another, different, single horizontal row, e.g., A-I, etc.). The plurality of second terminal strips  516 A,  516 B, etc. may be spaced apart from one another along the length, LB, of the battery module  108  and/or the electrically-conductive strip. In any event, the first and second terminal strips  512 B,  512 C, etc.,  516 A,  516 B, etc., may be made from an electrically-conductive material forming an electrically-conductive path running from each of the plurality of first terminal strips  512 B,  512 C, etc. through the electrically-conductive strip to each of the plurality of second terminal strips  516 A,  516 B, etc. 
     As shown in the detail view of  FIG. 5B , the first edge row interconnection busbar  534 A may include a number of first terminal strips  512 A disposed along the length of the busbar  534 A. These first terminal strips  512 A may contact the first terminal (e.g., the positive terminal) of each battery cell  208  in the first row, row A, of the battery module  108 . Additionally, and as described herein, the first edge row interconnection busbar  534 A may contact the first busbar  220 A (e.g., the positive high voltage busbar) forming an electrically-conductive path between the first terminals of the battery cells  208  in the battery module  108  and the first busbar  220 A. 
     Continuing along the Y-axis negative direction, the cell-to-cell electrical interconnections  216  include a first internal busbar  504  having an electrically-conductive strip extending along the X-axis positive direction. The first internal busbar  504  may include a first terminal strip  512 B extending from an approximate center of the electrically-conductive strip to the second horizontal row, row B, of battery cells  208  in the battery module  108 . These first terminal strips  512 B of the first internal busbar  504 A may contact the first terminal (e.g., the positive terminal) of each battery cell  208  in the second row, row B, of the battery module  108 . In addition, the first internal busbar  504  may include a second terminal strip  512 B extending from an approximate center of the electrically-conductive strip to the first horizontal row, row A, of battery cells  208  in the battery module  108 . These second terminal strips  512 B of the first internal busbar  504 A may contact the second terminal (e.g., the negative terminal) of each battery cell  208  in the first row, row A, of the battery module  108 . As can be appreciated, a number of electrically-conductive paths are formed from the first busbar  220 A through the first edge row interconnection busbar  534 A to the first horizontal row, row A, and the second horizontal row, row B, of battery cells  208  in the battery module. The electrically-conductive paths may continue as additional internal busbars  504 A-D, in various combinations, join additional groups of battery cells  208  together in the battery module  108 . 
     The internal busbars  504 A-D may be disposed in the same plane between the first and second edge row interconnection busbars  534 A,  534 B of the battery module  108 . As shown in  FIG. 5A , some internal busbars  504 A-D may be the same as others based on an orientation, shape, and/or arrangement of the first and second terminal strips  512 ,  516  along a length of the battery module  108 . By way of example, the second internal busbar  504 B, coupling battery cells  208  from a pair of horizontal rows, rows B-C, together, has a substantially similar, if not identical, arrangement of first and second terminal strips  512 ,  516  to those of the second internal busbar  504 B coupling battery cells from other pairs of horizontal rows (e.g., rows D-E, rows F-G, and rows H-I) together, respectively. The same may apply to the third internal busbar  504 C, coupling battery cells  208  from pairs of horizontal rows, rows C-D, rows E-F, rows G-H, together. 
     At the second terminal side  530 B of the battery module  108 , shown in  FIG. 5A , the second edge row interconnection busbar  534 B may include a number of second terminal strips  516  disposed along the length of the second busbar  534 B. These second terminal strips  516  may contact the second terminal (e.g., the negative terminal) of each battery cell  208  in the last row, row J, of the battery module  108 . Additionally, and as described herein, the second edge row interconnection busbar  534 B may contact the second busbar  220 B (e.g., the negative high voltage busbar) forming an electrically-conductive path between the second terminals of the battery cells  208  in the battery module  108  and the second busbar  220 B. 
     It is an aspect of the present disclosure that first and second terminal strips  512 ,  516  associated with a first vertical row (e.g., series-connected row) of battery cells  208  (e.g., one of rows  1 - 8 , etc.) may be spaced apart from immediately adjacent first and second terminal strips  512 ,  516  associated with a second vertical row (e.g., series-connected row) of battery cells  208  (e.g., an adjacent row to the one of rows  1 - 8 , etc.) by an electrically-conductive bridge  520  formed in the electrically-conductive strip of the internal busbar  504 . For instance, first and second terminal strips  512 B,  516 A associated with the first vertical row, row  1 , may be spaced apart from the immediately adjacent first and second terminal strips  512 B,  516 A associated with the second vertical row, row  2 , by the electrically-conductive bridge  520 A formed in the electrically-conductive strip of the first internal busbar  504 A. In some embodiments, the electrically-conductive bridge  520  may be arranged along a path to create one or more feature spaces  528 . For example, the electrically-conductive bridge  520  may divert and/or direct around fasteners  532  and/or other feature spaces  528  to provide access and/or electrical insulation between components in the battery module  108 . Although arranged to provide the one or more feature spaces  528  by following a path around an element, or area, it should be appreciated, that the electrically-conductive bridge  520  remains substantially flat and in the same plane as the electrically-conductive strip and/or portions of the first and second terminal strips  512 ,  516 . 
     In some embodiments, a plurality of battery module mount holes  524  may be disposed in the one or more cell-to-cell electrical interconnections  216 . For example, the mount holes  524  may be configured as through holes passing through a thickness of the busbars  534 A,  534 B,  504 A-D, etc. and arranged along a length of each busbar  534 A,  534 B,  504 A-D, etc. In some cases, the mount holes  524  may be spaced according to a spacing of the battery cells  208  in the battery module  108 . In one embodiment, the mount holes  524  may match a fixed spacing of a series of mount features (e.g., protrusions, etc.) disposed in the housing  212  of the battery module  108 . In any event, the mount holes  524  may be configured to align with and/or engage with these mount features to orient the various busbars  534 A,  534 B,  504 A-D, etc. relative to the battery cells  208 , the housing  212 , and/or one or more other portions of the battery module  108 . 
       FIG. 6  shows a detail broken plan view of the battery module  108  and cell-to-cell electrical interconnections  216  in accordance with embodiments of the present disclosure. More specifically,  FIG. 6  shows a detail view of an internal busbar  504  of the cell-to-cell electrical interconnections  216  and a controlled expansion feature  604  of the electrically-conductive bridge  520 . In some embodiments, the internal busbar  504  shown in  FIG. 13  may correspond to any busbar  534 A,  534 B,  504 A-D, etc. in the cell-to-cell electrical interconnections  216  described herein. In one embodiment, the internal busbar  504  shown in  FIG. 13  may correspond to the second internal busbar  504 B as described above. In any event,  FIG. 13  shows a number, or group, of battery cells  208  arranged immediately adjacent to one another in the battery module  108 . Each battery cell  208  in the group of battery cells  208  shown in  FIG. 13  is labeled with a battery cell identifier (e.g., B 2 , B 3 , C 2 , and C 3 ). Each battery cell  208  may include a first terminal contact substrate  602 , or cap (e.g., corresponding to the positive terminal of the battery cell  208 ) and a second terminal contact substrate  606 , or casing (e.g., corresponding to the negative terminal of the battery cell  208 ). All of the battery cells  208  in the battery module  108  are shown having the first terminals (e.g., positive terminals) facing the same direction. The internal busbar  504  includes a first terminal strip  512  in contact with, or welded to, the first terminal contact substrate  602  of battery cell, C 2 , and a second terminal strip  516  in contact with, or welded to, the second terminal contact substrate  606  of battery cell, B 2 , joining the battery cells B 2 -C 2  in series. 
     The internal busbar  504  may be attached to the housing  212 , or upper housing  212 B, of the battery module  108  via a number of static mount features S 1 , S 2  disposed along a portion of the upper housing  212 B. The static mount features  51 , S 2  may define fixed points and/or protrusions extending a distance from an upper surface of the upper housing  212 B (e.g., out of the page, along the Z-axis direction) and along a length of the battery module  108 . The mount holes  524  of the internal busbar  504  may align and engage with these static mount features S 1 , S 2  and as the internal busbar  504  is lowered onto the features S 1 , S 2 , a substantially planar surface of the electrically-conductive strip of the busbar  504  may contact the upper surface of the upper housing  212 B when in place. As the battery module  108  generates heat, or is subjected to heat, the distance between the fixed static mount features S 1 , S 2  may change at a different rate than the distance between the battery cells  208  and/or the corresponding mount holes  524  on the internal busbar  504 . This difference in rate of change in dimension may be related to different coefficients of thermal expansion associated with the materials making up the housing  212  and/or the internal busbar  504 . The present disclosure provides a controlled expansion feature  604  allowing for these differences in coefficients of thermal expansion and/or tolerance issues associated with the position of the static mount features S 1 , S 2 . 
     For example, the controlled expansion feature  604  may be formed in the in the same plane integrally with the electrically-conductive strip. In some embodiments, the controlled expansion feature  604  may be disposed between immediately adjacent terminal strips  512 ,  516  in the spaced apart terminal strips  512 ,  516  along the length of the battery module  108 . As the dimension between the static mount features S 1 , S 2  shrinks or grows (e.g., due to cold or hot temperatures, respectively) the controlled expansion feature  604 , configured as a knee in the electrically-conductive strip, may move in the same plane (e.g., the XY-plane) of the electrically-conductive strip and along the Y-axis direction compensating for the dimensional change. In one embodiment, the controlled expansion feature  604  may be substantially V-shaped and/or U-shaped in an area between the static mount features S 1 , S 2 . It is an aspect of the present disclosure that the controlled expansion feature  604  may move in the XY-plane without moving out of the XY-plane. For example, the substantially planar electrically-conductive bridge  520  and the electrically-conductive strip may remain in contact with the upper surface of the upper housing  212 B, even when moving to compensate for differences in coefficients of thermal expansion. 
     Additionally or alternatively, the controlled expansion feature  604  of the internal busbar  504  may provide a tolerance aid when assembling the internal busbar  504  to the upper housing  212 B. For instance, the controlled expansion feature  604  may act as a substantially planar spring between terminal strips  512 ,  516  and/or mount holes  524  of the internal busbar  504 . This spring feature built into the controlled expansion feature  604  may allow the internal busbar  504  to be stretched, or contracted, along its length during assembly and/or placement. 
       FIG. 7  shows a detail perspective view of the battery module  108  and a portion of the cell-to-cell electrical interconnections  216  in accordance with embodiments of the present disclosure. In particular, the perspective view shows a detail of the bent portions of the first and second terminal strips  512 ,  516  associated with the various busbars  534 A,  534 B,  504 A-D, etc., as described herein. For example, each terminal strip  512 ,  516  may include a bend region  708 ,  710  configured to dispose an end of each terminal strip in a plane offset from and substantially parallel to the upper surface  706  of the upper housing  212 B. In one embodiment, these ends may be bent such that the ends of the terminal strips  512 ,  516  orient a surface of the terminal strip  512 ,  516  in contact with the terminal contact substrate  602 ,  606  of a corresponding battery cell  208 , respectively. 
     As shown in  FIG. 7 , the mount holes  524  of the internal busbar  504 D and the second edge row interconnection busbar  534 B are engaged with mount features  704  of the upper housing  212 B. The busbars  504 D,  534 B are shown with a substantially planar surface in contact with the upper surface  706  of the upper housing  212 B. The first terminal strips  512 , associated with the internal busbar  504 D, are shown bent at the first bend region  708  such that the end of the first terminal strips  512  are shown extending from the upper surface  706  of the upper housing  212 B toward the first terminal contact substrate  602  of the battery cells  208  (e.g., disposed under the upper surface  706  of the upper housing  212 B by a distance in the Z-axis negative direction). The end of the first terminal strips  512  may contact the first terminal contact substrate  602  of the battery cells  208  (e.g., the positive terminal cap) at a first contact pad area (e.g., positive terminal contact pad area of the busbar  504 D). The second terminal strips  516 , associated with the second edge row interconnection busbar  534 B, are shown bent at the second bend region  710  such that the end of the second terminal strips  516  are shown extending from the upper surface  706  of the upper housing  212 B toward the second terminal contact substrate  606  of the battery cells  208  (e.g., disposed under the upper surface  706  of the upper housing  212 B by a distance in the Z-axis negative direction). The end of the second terminal strips  516  may contact the second terminal contact substrate  606  of the battery cells  208  (e.g., the negative terminal cap) at a second contact pad area (e.g., negative terminal contact pad area of the busbar  504 D). In some embodiments, the first and second terminal contact substrates  602 ,  606  may be disposed in parallel and offset planes, both facing the same direction and under the upper surface  706  of the upper housing  212 B. 
     Although described in conjunction with the first terminal strips  512  of an internal busbar  504 D and the second terminal strips  516  of the second edge row interconnection busbar  534 B, it should be appreciated that the same, or substantially similar features, may be associated with the first terminal strips  512  of the first edge row interconnection busbar  534 A, the second terminal strips  516  of the internal busbars  504 , and/or any combination thereof. For example, the internal busbars  504 A-D may include first and second terminal strips  512 ,  516  having the same, or substantially similar, first and second bend regions  708 ,  710  as described in conjunction with the first and second bend regions  708 ,  710  of the internal busbar  504 D and the second edge row interconnection busbar  534 B, respectively. Further, the first edge row interconnection busbar  534 A may include first and second terminal strips  512 ,  516  having the same, or substantially similar, first bend region  708  as described in conjunction with the first bend regions  708  of the internal busbar  504 D. 
     Additionally or alternatively,  FIG. 7  shows a series of spaced apart electrical interconnection points  1020  associated with the edge row interconnection busbars  534 A,  534 B, structured as a busbar comb. Although illustrated as part of the second edge row interconnection busbar  534 B, it should be appreciated that any description of the spaced apart electrical interconnection points  1020  with respect to the second edge row interconnection busbar  534 B may be apply to the first edge row interconnection busbar  534 A. For instance, similar, if not identical, features may be found on each of the edge row interconnection busbars  534 A,  534 B. 
     In some embodiments, the edge row interconnection busbars  534 A,  534 B may include a plurality of spaced apart electrical interconnection points  1020  formed in the busbars  534 A,  534 B and extending in a plane substantially orthogonal to the upper surface  706  of the upper housing  212 B. The spaced apart electrical interconnection points  1020  may be referred to herein as “busbar legs.” The busbar legs  1020  may be formed in a substantially planar sheet of electrically conductive material making up the edge row interconnection busbars  534 A,  534 B. These busbar legs  1020  may be bent substantially orthogonal to a surface (e.g., the upper surface  706  of the upper housing  212 B) of the battery module  108  to connect to a high voltage busbar  220 A,  220 B disposed along a length and side of the battery module  108 . In one embodiment, each of the busbar legs  1020  (e.g., immediately adjacent to one another) may be spaced apart from one another along a length of the edge row interconnection busbars  534 A,  534 B and/or the battery module  108  by a separation distance  712 . In one embodiment, the separation distance  712  may be defined by a cut in the substantially planar sheet of electrically conductive material making up the edge row interconnection busbars  534 A,  534 B. The cut may include a relief area  716  disposed at or before the substantially orthogonal bend in the edge row interconnection busbars  534 A,  534 B. This relief area  716  may allow each of the busbar legs  1020  to extend over a portion of a high voltage busbar  220 A,  220 B and, until affixed to the high voltage busbar  220 A,  220 B, remain flexible and independently movable relative to one another. Among other things, this unique arrangement of busbar legs  1020  allows the individual busbar legs  1020  to be attached, welded, or otherwise affixed to a busbar  220 A,  220 B at a connection area  720  without building up stress along the length of the edge row interconnection busbars  534 A,  534 B. 
       FIGS. 8 and 9  show various views of a battery module upper housing, or cover  212 B, having a number of battery cell terminal access apertures or receptacles  804 ,  808  disposed therethrough. The cover  212 B may be configured as a substantially planar member extending along the length and width of the battery module  108 . The cover  212 B may include a first surface  706  and a substantially parallel second surface  802  separated a distance by a thickness of the substantially planar member. Each of the terminal access receptacles  804 ,  808  may be associated with a particular battery cell  208  and/or battery cell location in the array of battery cells  208  in the battery module  108 . In particular, the terminal access receptacles  804 ,  808  may provide a clear opening in the cover  212 B from the first surface  706  to a corresponding battery cell contact surface  602 ,  606 . For instance, the first terminal access receptacle  804  may provide an unobstructed opening from the first surface  706 , through the cover  212 B, to the first terminal contact surface  602  of the battery cell  208 . Continuing this example, the second terminal access receptacle  808  may provide an unobstructed opening from the first surface  706 , through the cover  212 B, to the second terminal contact surface  606  of the battery cell  208 . 
     The terminal access receptacles  804 ,  808  may be shaped to conform to a portion of the battery cell  208  in the array of battery cells  208  in the battery module  108 . As shown in  FIG. 16A , the first terminal access receptacle  804  is configured as a hole or aperture having a substantially D-shaped perimeter, while the second terminal access receptacle  808  is configured as a hole or aperture having a substantially C-shaped, or arcuate, perimeter. Although shown as having a particular perimeter shape, it should be appreciated that the perimeter of either terminal access receptacle  804 ,  808  may include any shape that provides access for a terminal connection portion of a cell-to-cell interconnection busbar (e.g., busbars  504 ,  534 A,  534 B, etc.). 
     In some embodiments, the first terminal access receptacle  804  may be disposed adjacent to the second terminal access receptacle  808  for a single battery cell  208  in the array of battery cells  208  with a bridging portion  810  of material (e.g., of the cover  212 B) disposed between the first and second terminal access receptacles  804 ,  808  for the single battery cell  208 . The bridging portion  810  may serve as a physical separator between terminal connection portions of one or more battery cell busbars  504 ,  534 A,  534 B, etc., in the battery module  108 . In one embodiment, the bridging portion  810  may isolate the terminal connection portions of one or more battery cell busbars  504 ,  534 A,  534 B, etc. from moving out of position relative to a particular battery cell contact surface  602 ,  606 . The bridging portion  810  may prevent electrical shorting by having a single conductive portion of material associated with a terminal connection portion from simultaneously contacting both positive and negative terminals of the battery cell  208 . 
     The bridging portion  810  and/or some other portion of the cover  212 B may include a terminal isolation feature, or protrusion,  812  extending from the second surface  802  of the cover  212 B in a direction (e.g., away from the first surface  706 ) toward a battery cell  208  in the array of battery cells  208 . As shown in  FIG. 16B , each battery cell  208  in the array of battery cells  208  may include a casing  822 , a first terminal or cap  818 , and an electrical insulation gasket  820  disposed between the first terminal  818  and the casing  822 . In some embodiments, the first terminal  818  may correspond to the positive terminal of the battery cell  208  and the casing  822  may correspond to the second, or negative, terminal of the battery cell  208 . As described above, each battery cell  208  in the battery module  108  may include a first battery cell contact area or surface  602  (e.g., the positive contact surface) and a second battery cell contact area or surface  606  (e.g., the negative contact surface). The first battery cell contact surface  602  may be configured to contact a first terminal strip  512  of one or more of the battery cell busbars  504 ,  534 A,  534 B, etc. and the second battery cell contact surface  602  may be configured to contact a second terminal strip  516  of one or more of the other battery cell busbars  504 ,  534 A,  534 B, etc. In some embodiments, the terminal strips  512 ,  516  may be welded to respective battery cell contact surfaces  602 ,  606  (e.g., electrically and mechanically coupling the battery cells  208  to the cell-to-cell busbars  504 ,  534 A,  534 B, etc. and even the high voltage busbars  220 A,  220 B. 
     It is an aspect of the present disclosure that each of the terminal isolation features  812  may be aligned in an area  830  between the first terminal  818  and the second terminal  822  of each battery cell  208 . In one embodiment, the cover  212 B may be placed over an arranged array of battery cells  208  allowing the terminal isolation features  812  to nest, or positively locate, in the area  830  of the battery cells  208 . Additionally or alternatively, the terminal isolation feature  812  may block a path (e.g., along which a disconnected terminal strip  512 ,  516  may move, etc.) from an area  834 , at the second battery cell contact surface  606  (e.g., of the second terminal  822 ), to the area  830  adjacent to the first battery cell contact surface  602  (e.g., of the first terminal  818 ). For example, the terminal isolation feature  812  may extend from the second surface  802  of the cover  212 B past the second battery cell contact surface  606  providing a “wall” or a portion (e.g., a pin, protrusion, truncated cone, etc.) of dielectric material disposed between a terminal connector (e.g., terminal strip  516 ) attached to the second battery cell contact surface  606  and the first terminal  818 , and/or the terminal connector (e.g., terminal strip  512 ) attached to the first battery cell contact surface  602 . 
       FIGS. 10 and 11  show detail perspective views of the battery module  108  and cell-to-cell electrical interconnection mount features, or posts,  704  in different assembly states in accordance with embodiments of the present disclosure. The mount posts  704  may be configured as a number of protrusions extending from the first surface  706  of the cover  212 B in a direction away from the second surface  802 . In some embodiments, the mount posts  704  may be configured as truncated cones, tapered protrusions, and/or integrally formed portions of the cover  212 B. In one embodiment, the mount posts  704  may be tapered in accordance with a draft angle associated with a mold for the cover. In any event, where the mount posts  704  are tapered, the mount posts may taper from a first diameter at the first surface  706  of the cover  212 B to a smaller second diameter at a distance offset from the first surface in the Z-axis positive direction (e.g., in a direction away from the second surface  802 ). 
     Among other things, the tapered mount posts  704  may serve as alignment pins to receive, and positively locate or orient, one or more of the cell-to-cell busbars  504 ,  534 A,  534 B. For instance, the mount posts  704  may engage with one or more mount holes  524  disposed in the cell-to-cell busbars  504 ,  534 A,  534 B. Once positioned, a substantially planar resting surface  908  of the cell-to-cell busbars  504 ,  534 A,  534 B may contact, and rest on, the first surface  706  of the cover  212 B. In this “resting” position, each of the terminal strips  512 ,  516  (e.g., the bent contact ends) associated with the oriented cell-to-cell busbars  504 ,  534 A,  534 B may be disposed over or at least partially within the appropriate, or corresponding, terminal access receptacles  804 ,  808  of the cover  212 B. 
     Referring to  FIGS. 12 and 13 , various perspective view of a receiving cavity of a battery module cover  212 B including retaining protrusions  1804  are shown in accordance with embodiments of the present disclosure. In some embodiments, the inside of the cover  212 B may include one or more features similar, if not identical, to the battery cell location frame  900  described in conjunction with  FIGS. 10 and 11 . In any event, the cover  212 B may comprise a substantially planar substrate extending a length, LB, and a width of the battery module  108 . The substantially planar substrate may include a number of walls (e.g., sidewalls) disposed at the periphery of the substrate and extending substantially orthogonal to the substantially planar substrate. The sidewalls and substantially planar substrate may define the volume corresponding to the battery cell containment cavity. 
     In some embodiments, the cover  212 B may include a number of retaining protrusions  1804 , or features, that extend from a surface (e.g., the second surface  802 ) of the substantially planar substrate into a space between adjacent battery cells  208 , or battery cell locations, in the battery module  108 . The retaining protrusions  1804  may be integrally formed from the cover  212 B (e.g., molded or formed together with one or more other features of the cover  212 B, etc.). In one embodiment, the retaining protrusions  1804  may extend a distance, or depth, that substantially matches a height of the cover  212 B. In some embodiments, the distance, or depth, of the retaining protrusions  1804  may be less than the height of the cover  212 B, while still disposed within the battery retaining cavity of the cover  212 B. In any event, the retaining protrusions may provide a number of adhesive contact surfaces configured to provide a structural connection between the cover  212 B and lower housing  212 A of a battery module  108  via an inserted and cured structural material or adhesive  404 . For instance, once the battery module  108  is assembled, the unit may be filled with a structural material  404  (e.g., structural foam, epoxy, etc.) configured to flow between each of the battery cells  208  and the cover  212 B making contact with the retaining protrusions  1804 . Once the structural material  404  cures, the cured structural material  404  may adhere to the retaining protrusions  1804 , the internal surfaces of the cover  212 B (e.g., the sidewalls, substantially planar substrate, etc.), and the array of battery cells  208 , and the cover  212 B may be retained, or held, in place. This connection between the structural material  404  and the cover  212 B may add a number of nodes  504  to the force distribution framework as described in conjunction with  FIGS. 5A and 5B . For example, the structural material  404  may adhere to one or more portions of the cooling plate  224 , the retaining protrusions  1804 , the lower housing  212 A, the cover  212 B, the battery cell location frame  900 , and battery cells  208  forming a complete structurally interconnected battery module  108 . 
     The retaining protrusions  1804  may include a number of features (e.g., holes, slots, ribs, webs, textures, or other interrupted surfaces, etc.) configured to foster adhesion between a portion of the structural material  404  inserted into the battery module  108  and at least a portion of the retaining features  1804 . As shown in  FIG. 18B , one or more of the retaining protrusions  1804  may comprise an X-shaped cross-sectional area tapering from a first cross-sectional area at the second surface  802  to a smaller cross-sectional area at the depth, or length, of the retaining protrusion  1804 . The X-shaped cross-section of the retaining protrusion  1804  may provide a greater number of contact surfaces, and increased surface area, for the structural material  404  to contact and/or adhere to. For instance, the X-shaped cross-section may provide approximately twelve contact surfaces that extend the depth, or length, of the retaining protrusion  1804 . In some embodiments, the retaining protrusions  1804  may taper in accordance with a draft angle of a mold. For instance, in one embodiment the cover  212 B may be manufactured using at least one mold. In this instance, the draft angle for the mold and/or process may correspond to an angle of taper for the retaining protrusions  1804 . 
     Although shown including approximately eleven retaining protrusions  1804 , it should be appreciated that the cover  212 B may include more or fewer retaining protrusions  1804 . The retaining protrusions  1804  may be oriented at battery cell locations of the battery module  108  where immediately adjacent sets of three or more battery cells  208  are disposed. For example, an open space may be disposed between these immediately adjacent sets of battery cells  208  that may be configured to receive one or more of the retaining protrusions  1804 . Additionally or alternatively, the retaining protrusions  1804  may be sized to fit within this open space. In any event, the retaining protrusions  1804  may add strength to the battery module  108 , reduce the number of components required to assemble the battery module  108 , provide a simplified assembly (e.g., requiring no additional fasteners, etc.), providing a lighter weight battery module  108 , lower the profile of the battery module  108 , and provide a seamless appearance to the battery module  108 . 
     Referring now to  FIG. 14 , a cross section of the different layers of a battery pack enclosure  1400  are illustrated in a block diagram. 
     The battery pack enclosure  1400  includes a top cover  1401   a  and a bottom cover  1401   b . The battery pack enclosure  1400  includes at least one battery module  1402 . On the inside of the battery pack bottom  1401   b  is an insulation mat. In some embodiments, the insulation mat comprises a Fiberglass Reinforced Plastic (FRP) Insulation mat. The sensor  1410  (e.g., the mesh of resistive wires) is located below the battery module  1402  and on top of the insulation mat  1403 . In some embodiments, the mesh of resistive wires is printed on insulation on the inside surface of the battery pack enclosure. For example, the wire mesh may be silk screen printed onto. 
     Alternatively or in addition, each individual battery module may have a separate mesh of resistive wires (e.g., sensor) to detect damage. The location of the detected damage may be pinpointed by determining which mesh of resistive wires, and thereby which battery module is damaged. For example, a slave module (e.g., mini battery circuit breaker (BCB)) may be mounted on each battery module  108  (e.g., a flex cable from the insulation mat  1403  to the slave module) to monitor resistance and provide individual control. 
     Referring now to  FIG. 15 , additional details of an energy management system  1516  will be described in accordance with at least some embodiments of the present disclosure. The energy management system  1516  is shown to include one or more sensor interfaces  1504 , a state of charge (SOC) manager  1508 , a state of health (SOH) manager  1512 , and one or more reporting interfaces  1516 . The sensor interface(s)  1504  enable the energy management system  1504  to receive information from one or more battery state sensors  1520   a -N. In particular, different interfaces  1504  may be provided for different sensors, depending upon the nature of the sensor, the format of the sensor input provided to the energy management system  1516 , and other factors. 
     Examples of sensors  1520  that may provide input to the energy management system  1516  include, without limitation, battery charge sensor(s)  1520   a,  battery use sensor(s)  1520   b , battery temperature sensor(s)  1520   c,  driving condition sensor(s)  1520   d,  environmental sensor(s)  1520   e,  damage detection sensor(s)  1520   f,  and other SOH sensor(s)  1520 N. Information may be provided from the sensors to the energy management system  1516  in the form of basic analog or digital signals. Alternatively or additionally, the sensor(s)  1520   a -N may provide voltage or current readouts that are converted by the sensor interface(s)  1504  into an appropriate reading or data that represents an SOH condition. The sensor(s)  1520   a -N may provide sensor readings to the energy management system  1516  on a continuous, periodic, non-periodic basis. In particular, readings from the sensor(s) may be provided to the energy management system  1516  only in response to certain conditions being met (e.g., a change in measured state occurring) or the readings may be provided continuously without regard for any state change. 
     In some embodiments, the battery charge sensor(s)  1520   a  may provide data indicative of a current charge state for a battery, battery cell  208 , battery module  108 , or any other type of power storage. The battery charge sensor(s)  1520   a  may be used as a source of information about a current state of a battery. As such, information received from the battery charge sensor(s)  1520   a  may be used by the SOC manager  1508  to report current charge information for the batteries  208 . Alternatively or additionally, the SOC manager  1508  may take the information received from the battery charge sensor(s)  1520   a  and convert that information into reportable information that describes a current state of the battery&#39;s charge (e.g., 50% charge remaining, 100% charged, 10% charge, etc.), a remaining range of the vehicle  100  (e.g.,  100  miles to empty, 10 km to no charge, etc.), or the like. In some embodiments, the battery charge sensor(s)  1520   a  may include a measurement system or collection of sensors that measure charge or discharge current flowing through a battery, voltage across battery terminals, and/or temperature of the battery itself. As such, the sensor(s)  1520   a  may include one or many transducers that detect physical phenomena (e.g., temperature, current, voltage, etc.) and convert the detected physical phenomena into an output current, voltage, or similar type of electronic signal (which can be digital or analog). The sensor(s)  1520   a  may include one or more shunts or shunt circuits that enable the sensing of battery currents. The sensor(s)  1520   a  may also include one or more integrated processors that detect or determine a battery&#39;s SOC. 
     The battery use sensor(s)  1520   b,  in some embodiments, may correspond to one or more transducers that help determine whether and/or to what extent batteries are being used. It may be possible to incorporate functionality of the battery use sensor(s)  1520   b  into the battery charge sensor(s)  1520   a  as changes in battery charge or SOC may signify that the battery is currently in use or has recently been used. A battery use sensor(s)  1520   b  may help to determine, in a binary fashion, whether a battery is currently connected to a load, for example. A battery use sensor(s)  1520   b  may also detect when a battery is not in use—again in a binary fashion. The battery use sensor(s)  1520   b  may also detect which particular loads in the vehicle  100  are currently drawing power from a battery or set of batteries. In this way, the battery use sensor(s)  1520   b  can help determine the operational loads being placed on batteries in addition to determining whether current is simply being drawn from the batteries. As can be appreciated, the battery use sensor(s)  1520   b  can be incorporated into or nearby loads of the vehicle rather than the batteries themselves. Alternatively or additionally, the battery use sensor(s)  1520   b  may be utilized to determine whether batteries are subjected to fast charges or normal charges. Knowledge of whether a battery is being subjected to a fast charge or normal charge can help to determine or predict future performance of a battery (e.g., excessive fast charges can negatively impact long-term battery performance including overall capacity, ability to maintain a full charge, etc.). Accordingly, as fast charges are detected at the battery use sensor(s)  1520   b,  the SOH manager  1512  may be notified of such information. 
     The battery temperature sensor(s)  1520   c  may correspond to one or more thermal transducers that measure a physical temperature at or near a battery (or battery cell). The temperatures measured by the sensor(s)  1520   c  may be in Fahrenheit, Celsius, etc. The temperature(s) measured by the sensor(s)  1520   c  may be reported continuously or periodically without departing from the scope of the present disclosure. 
     The driving condition sensor(s)  1520   d  may include one or many sensors that help detect the way in which a vehicle is being driven (e.g., via manual input, autonomously, semi-autonomously, etc.). The driving condition sensor(s)  1520   d  may also detect routes driven by the vehicle  100 , acceleration profiles, deceleration profiles, braking profiles, and the like. The driving condition sensor(s)  1520   d  may include one or more accelerometers, GPS systems, motion sensors, rotation sensors, or the like. In particular, the driving sensor(s)  1520   d  may help to collect information that describes how a vehicle  100  is being driven, which can be potentially correlated to battery performance. For instance, aggressive driving (e.g., driving in which significant accelerations and decelerations are performed) may result in degraded performance for a battery over its life due to significant and drastic swings in loads applied to the batteries. 
     The environmental sensor(s)  1520   e  may include one or many sensors that are used to detect environmental conditions about the vehicle  100  and/or batteries. In particular, humidity, barometric pressure, temperature, and the like can be measured by the environmental sensor(s)  1520   e.  The environmental conditions to which the batteries are subjected may impact their long-term performance (e.g., their SOH) and their possible performance degradation over time. The environmental sensor(s)  1520   e  may, in some embodiments, help to detect conditions around the batteries as opposed to detecting conditions of the batteries themselves. 
     In some embodiments, the damage detection sensor(s)  1520   f  may provide data indicative of a current state for a sensor. For example, the damage detection sensor(s)  1520   f  may provide data indicative of a resistance of a mesh of resistive wires located between the battery module  108  and the bottom cover  1401   b  of the battery pack enclosure. If damage occurs to the battery pack enclosure, and also the mesh of resistive wires  1410 , the value of the resistance of the mesh of wires (e.g., the sensor  1410 ) will change due to the change in length and/or cross-sectional area of the mesh wire. The resistance of the mesh of wires can be measured and monitored for a change by the BMS  232  to diagnose damage to the battery pack enclosure  104  and prevent thermal propagation before it occurs. If each battery module  108  in the battery pack enclosure  104  has an individual sensor  1410 , the detected damage can be pinpointed to a specific battery module  108 . In some embodiments, an alert indicating the location of the detected damage is sent to the vehicle  100 . Alternatively or in addition to the alert, the damaged battery module  108  may be disabled. 
     The damage detection sensor(s)  1520   f  may be used as a source of information about a current state of a battery pack enclosure. As such, information received from the damage detection sensor(s)  1520   f  may be used by the SOH manager  1512  to detect damage to battery module(s)  108 . Alternatively or additionally, the SOH manager  1512  may take the information received from the damage detection sensor(s)  1520   f  and convert that information into reportable information that describes the location of detected damage (e.g., identify the damaged battery module  108  using a unique identifier), disable the damaged battery module(s)  108 , etc. In some embodiments, the damage detection sensor(s)  1520   f  may include a measurement system or collection of sensors that measure the overall resistance and/or the change in resistance of the mesh of resistive wires, and/or temperature of the battery module(s)  108  itself. As such, the sensor(s)  1520   f  may include one or many transducers that detect physical phenomena (e.g., resistance, temperature, current, voltage, etc.) and convert the detected physical phenomena into an output current, voltage, or similar type of electronic signal (which can be digital or analog). 
     The other SOH sensor(s)  1520 N may include any other type of sensor or transducer that is useful in detecting conditions that might have an impact on battery SOH. For instance, sensors that detect battery or cell impedance, battery or cell conductance, battery or cell internal resistance, self-discharge, charge acceptance, and so on may be included on the other SOH sensor(s)  1520 N. 
     The energy management system  1516  may accept the sensor inputs at the sensor interface(s)  1504  and carry those inputs to one or both of the SOC manager  1508  and SOH manager  1512 . As the names suggest, the SOC manager  1508  is responsible for determining and reporting information related to battery state of charge whereas the SOH manager  1512  is responsible for determining and reporting information related to battery state of health. 
     As used herein, the SOH of a power source, battery, cell, module, or the like (generally referred to as a battery for ease of discussion) is a measurement or representation that reflects the general condition of a battery and its ability to deliver a specified performance compared with a fresh or new battery. Battery SOH takes into account such factors as charge acceptance, internal resistance, voltage and self-discharge. SOH is a measure of the long-term capability of the battery and gives an indication, rather than an absolute measurement, of how much of the available possible energy throughput of the battery has been consumed, and how much is left. Using the automotive analogy, the battery SOH for an electric or hybrid electric vehicle can be compared to the odometer display function which indicates the number of miles travelled since the vehicle was new. 
     As compared to SOH, the SOC of a battery represents the short-term capability of the battery. During the lifetime of a battery, its performance or health will deteriorate gradually due to irreversible physical and chemical changes which take place with usage (normal or abnormal) and with age until eventually the battery is no longer usable or dead. The SOH is an indication of the point which has been reached in the life cycle of the battery and a measure of its condition relative to a fresh or new battery. Unlike the SOC which can be determined by measuring the actual charge in the battery there is no absolute definition of the SOH. It is a subjective measure that can be derived from a variety of different measurable battery performance parameters which can be interpreted according to different rule sets. Accordingly, SOH is an estimation rather than a measurement; however, the more information related to SOH that is known or presented to a user may help in determining, with more accuracy, the relative SOH of a battery as compared to other battery SOHs. The SOH only applies to batteries after they have started their ageing process either on the shelf or once they have entered service. 
     In some embodiments, any parameter which changes significantly with age, such as cell impedance or conductance, can be used as a basis for providing an indication of the SOH of the cell. The types of battery or cell parameters which may be measured in connection with determining SOH include, without limitation, capacity, internal resistance, self-discharge, charge acceptance, discharge capabilities, mobility of electrolytes, and cycle-counting (e.g., number of charge and discharge cycles the battery or cell has been subjected to). The absolute readings of these parameters will likely depend on the cell chemistry involved. In some embodiments, weighting can be added to individual factors based on experience, the cell chemistry, and the importance the particular parameter in the application for which the battery is used. If any of these variables provide marginal readings, the end result will be affected. A battery may have a good capacity but the internal resistance is high. In this case, the SOH estimation will be lowered accordingly. Similar demerit points are added if the battery has high self-discharge or exhibits other chemical deficiencies. The points scored for the cell can be compared with the points assigned to a new cell to give a percentage result or figure of merit. 
     As can be appreciated, the logic employed by the SOC manager  1508  may be relatively simple in that any information related to current battery charge can be received from the sensor interface  1504  and promptly reported via the reporting interface(s)  1516 . The information reported by the SOC manager  1508  may be provided to the instrument panel via signal path  1524 , to local data storage via signal path  1528 , and/or to remote server(s) via signal path  1532 . The SOC manager  1508  may continuously or in response to requests report the current SOC for a battery, a set of batteries, or the like. 
     The SOH manager  1512 , on the other hand, may be responsible for receiving and processing the information from the sensor interface(s)  1504  to calculate a SOH reading. Alternatively or additionally, the SOH manager  1512  may apply one or more report filters  1514  that enable the SOH manager  1512  to simply report desired SOH information to desired recipients. The SOH manager  1512 , in some embodiments, may utilize its report filter(s)  1514  to determine that a first set of SOH information is to be transmitted to the instrument panel via signal path  1524  whereas a different set of SOH information is to be transmitted to local data storage via signal path  1528 . Similarly, the SOH manager  1512  may utilize its report filters  1514  to determine that a third set of SOH information is to be transmitted to remote server via signal path  1532  for further processing and analysis. 
     As a non-limiting example, the SOH manager  1512  may simply report a calculated SOH to the instrument panel for presentation to a driver of the vehicle  100 , whereas the SOH manager  1512  may report parameters used for calculating the SOH to local data storage and/or remote servers. The usefulness of sending the measured parameters rather than the calculated SOH value to the local data storage and/or remote servers is that the actual parameters can be logged and/or compared to previously-obtained parameters to determine long-term trends in each of the parameters. Analysis of the changes in parameters can help in determining a more accurate or representative SOH calculation. In some embodiments, it may be possible to send the SOH parameters to a remote server, which compares the parameters with historical readings of the same parameters, determines a current SOH calculation and then reports back the SOH calculation to the vehicle  100 . The SOH calculation made at the remote server may then be presented to the drive of the vehicle  100  via the instrument panel. 
     As can be appreciated, the SOH manager  1512  may utilize a plurality of different report filters  1514  and each report filter may filter out certain types of information depending upon the desired recipient of the report, user preferences for such reports, and the like. The report filter(s)  1514  may be user-configurable or configurable by manufacturers of the batteries. The report filter(s)  1514  can be used to ensure that unnecessary or unwanted data is not sent along a particular signal path  1524 ,  1528 ,  1532 , thereby preserving network and/or processing resources. 
       FIGS. 16A-16B  illustrate a crash event involving vehicle  1601  and rock  1605  as the vehicle  601  travels on roadway  1630 . As illustrated in  FIG. 16B , as the rock  1605  impacts the undercarriage of the vehicle  1601 , damage  1610  occurs. In some examples, damage  1610  may impact one or more battery modules  108  in the vehicle  1601 . 
       FIG. 17  is a flow diagram of a method  1700  for detecting damage to battery enclosure  104  in accordance with embodiments of the present disclosure. While a general order for the steps of the method  1700  is shown in  FIG. 17 , the method  1700  can include more or fewer steps or can arrange the order of the steps differently than those shown in  FIG. 17 . Generally, the method  1700  starts with a start operation  904  and ends with an end operation  1728 . The method  1700  can be executed as a set of computer-executable instructions executed by a computer system (e.g., the BMS  232 , MCU  304 , etc.) and encoded or stored on a computer readable medium (e.g., memory  308 , etc.). Hereinafter, the method  1700  shall be explained with reference to the systems, components, assemblies, devices, environments, etc. described in conjunction with  FIGS. 1-16B . 
     The method  1700  may begin at step  1704  and proceed by monitoring the resistance in each sensor associated with one or more battery modules  108  in battery pack enclosure  104  (step  1708 ). For example, battery pack enclosure  104  may include one sensor or each battery module  108  in the battery pack enclosure  104  may include its own sensor. The resistance may be monitored, or measured, via the sensors  316 A-N in the battery module  108 . Additionally or alternatively, it is an aspect of the present disclosure that the measurements may be made continuously, periodically, and/or on-demand (e.g., via the BMS  232 , etc.). Among other things, these measurement behaviors may provide a continuous feedback loop and damage detection of the battery pack enclosure  104  and/or battery module  108  during operation. 
     Next, the method  1700  continues by determining if a change in resistance is detected in at least one of the sensors (step  1712 ). For instance, the measured resistance may be compared to a threshold resistance. In other examples, the previous measurement may be compared to the current measurement to determine if the change (+/−) exceeds a predetermined threshold. If a change above a predetermined threshold is detected for a predetermined amount of time (yes), the method  1700  proceeds to determine the location of the detected damage (step  1716 ). In some embodiments, each sensor has a unique identifier, which is associated with the resistance information. Using the unique identifier the BMS  232  can determine which battery module(s) is damaged (e.g., the location of the detected damage). 
     Next, the method  1700  continues to send an alert (step  1720 ). In some embodiments, a control signal may be sent by a communications module of the BMS  232 . Alternatively or in addition, the damaged battery module(s)  108  may be disabled (step  1724 ). For example, the BMS  232  may send a signal to disable to damaged battery module(s)  108 . 
     The exemplary systems and methods of this disclosure have been described in relation to a battery pack enclosure  104 , a battery module  108 , and a number of battery cells  208  in an electric vehicle energy storage system. However, to avoid unnecessarily obscuring the present disclosure, the preceding description omits a number of known structures and devices. This omission is not to be construed as a limitation of the scope of the claimed disclosure. Specific details are set forth to provide an understanding of the present disclosure. It should, however, be appreciated that the present disclosure may be practiced in a variety of ways beyond the specific detail set forth herein. 
     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, the present disclosure provides an electrical interconnection device that can be used between any electrical source and destination. While the present disclosure describes connections between battery modules and corresponding management systems, embodiments of the present disclosure should not be so limited. 
     Although the present disclosure describes components and functions implemented in the embodiments with reference to particular standards and protocols, the disclosure is not limited to such standards and protocols. Other similar standards and protocols not mentioned herein are in existence and are considered to be included in the present disclosure. Moreover, the standards and protocols mentioned herein, and other similar standards and protocols not mentioned herein are periodically superseded by faster or more effective equivalents having essentially the same functions. Such replacement standards and protocols having the same functions are considered equivalents included in the present disclosure. 
     The present disclosure, in various embodiments, configurations, and aspects, includes components, methods, processes, systems and/or apparatus substantially as depicted and described herein, including various embodiments, subcombinations, and subsets thereof. Those of skill in the art will understand how to make and use the systems and methods disclosed herein after understanding the present disclosure. The present disclosure, in various embodiments, configurations, and aspects, includes providing devices and processes in the absence of items not depicted and/or described herein or in various embodiments, configurations, or aspects hereof, including in the absence of such items as may have been used in previous devices or processes, e.g., for improving performance, achieving ease, and/or reducing cost of implementation. 
     The foregoing discussion of the disclosure has been presented for purposes of illustration and description. The foregoing is not intended to limit the disclosure to the form or forms disclosed herein. In the foregoing Detailed Description for example, various features of the disclosure are grouped together in one or more embodiments, configurations, or aspects for the purpose of streamlining the disclosure. The features of the embodiments, configurations, or aspects of the disclosure may be combined in alternate embodiments, configurations, or aspects other than those discussed above. This method of disclosure is not to be interpreted as reflecting an intention that the claimed disclosure requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment, configuration, or aspect. Thus, the following claims are hereby incorporated into this Detailed Description, with each claim standing on its own as a separate preferred embodiment of the disclosure. 
     Moreover, though the description of the disclosure has included description of one or more embodiments, configurations, or aspects and certain variations and modifications, other variations, combinations, and modifications are within the scope of the disclosure, e.g., as may be within the skill and knowledge of those in the art, after understanding the present disclosure. It is intended to obtain rights, which include alternative embodiments, configurations, or aspects to the extent permitted, including alternate, interchangeable and/or equivalent structures, functions, ranges, or steps to those claimed, whether or not such alternate, interchangeable and/or equivalent structures, functions, ranges, or steps are disclosed herein, and without intending to publicly dedicate any patentable subject matter. 
     Embodiments include a battery pack enclosure for a vehicle, comprising: a plurality of battery modules, wherein each battery module includes a plurality of adjacent battery cells; a sensor between the plurality of battery modules and an inside surface of the battery pack enclosure; and an electronic control unit electronically connected to the sensor, the electronic control unit configured to monitor the sensor to detect damage to the battery pack enclosure. 
     Aspects of the above battery pack enclosure wherein the sensor comprises a mesh of resistive wires, and the electronic control unit monitors an overall resistance of the mesh of resistive wires. 
     Aspects of the above battery pack enclosure include the electronic control unit is configured to detect the damage to the battery enclosure when a change in the overall resistance of the mesh resistive wire exceeds a predetermined threshold for a predetermined time period. 
     Aspects of the above battery pack enclosure include the electronic control unit is configured to: determine a location of the damage to the battery enclosure; and send an alert that indicates the location of the damage to the battery enclosure. 
     Aspects of the above battery pack enclosure include the electronic control unit is configured to: in response to detecting the damage to the battery enclosure and determining the location of the damage to the battery enclosure, disable at least one of the plurality of battery modules based on the location of the damage to the battery enclosure. 
     Aspects of the above battery pack enclosure include the mesh of resistive wires formed of copper wires and a change of resistance is associated with an incident of damage to the battery enclosure. 
     Aspects of the above battery pack enclosure wherein the mesh of resistive wires is printed on insulation on the inside surface of the battery enclosure. 
     Aspects of the above battery pack enclosure wherein the electronic control unit comprises a battery management system of the vehicle, wherein the sensor comprises a plurality of sensors, each sensor comprising a corresponding mesh of resistance wires, wherein each sensor has a unique identifier and is associated spatially with a corresponding portion of a respective battery module, and wherein the electronic control unit identifies a location of the damage to the respective battery module by identifying the sensor detecting a change in overall resistance of the corresponding mesh of resistance wires. 
     Embodiments include a battery module for a vehicle, comprising: a plurality of adjacent battery cells; a sensor between the plurality of adjacent battery cells and an inside surface of a battery enclosure; and an electronic control unit electronically connected to the sensor, the electronic control unit configured to monitor the sensor to detect damage to the battery module. 
     Aspects of the above battery module wherein the sensor comprises a mesh of resistive wires, and the electronic control unit monitors an overall resistance of the mesh of resistive wires. 
     Aspects of the above battery module wherein the electronic control unit is configured to detect the damage to the battery enclosure when a change in the overall resistance of the mesh resistive wire exceeds a predetermined threshold for a predetermined time period. 
     Aspects of the above battery module wherein the electronic control unit is configured to: determine a location of the damage to the battery enclosure; and send an alert that indicates the location of the damage to the battery enclosure. 
     Aspects of the above battery module wherein the electronic control unit is configured to: in response to detecting the damage to the battery enclosure and determining the location of the damage to the battery enclosure, disable at least one of the plurality of battery modules based on the location of the damage to the battery enclosure. 
     Aspects of the above battery module wherein the mesh of resistive wires formed of copper wires and a change of resistance is associated with an incident of damage to the battery enclosure. 
     Aspects of the above battery module wherein the mesh of resistive wires is printed on insulation on the inside surface of the battery enclosure. 
     Aspects of the above battery module wherein the electronic control unit comprises a battery management system of the vehicle, wherein the sensor comprises a plurality of sensors, each sensor comprising a corresponding mesh of resistance wires, wherein each sensor has a unique identifier and is associated spatially with a corresponding portion of a respective battery module, and wherein the electronic control unit identifies a location of the damage to the respective battery module by identifying the sensor detecting a change in overall resistance of the corresponding mesh of resistance wires. 
     Embodiments include a method for detecting damage to a battery enclosure, monitoring a sensor between a plurality of adjacent battery modules and an inside surface of a battery enclosure; and detecting damage to the battery enclosure. 
     Aspects of the above method wherein the sensor comprises a mesh of resistive wires, and the monitoring an overall resistance of the mesh of resistive wires. 
     Aspects of the above method wherein the detecting the damage to the battery enclosure comprises detecting a change in the overall resistance of the mesh resistive wire exceeds a predetermined threshold for a predetermined time period. 
     Aspects of the above method further comprising: determining a location of the damage to the battery enclosure; and sending an alert that indicates the location of the damage to the battery enclosure. 
     Aspects of the above method further comprising: in response to detecting the damage to the battery enclosure and determining the location of the damage to the battery enclosure, disabling at least one of the plurality of battery modules based on the location of the damage to the battery enclosure. 
     Aspects of the above method wherein the mesh of resistive wires formed of copper wires and a change of resistance is associated with an incident of damage to the battery enclosure. 
     Aspects of the above method wherein the mesh of resistive wires is printed on insulation on the inside surface of the battery enclosure. 
     Aspects of the above method wherein the sensor comprises a plurality of sensors, each sensor comprising a corresponding mesh of resistance wires, wherein each sensor has a unique identifier and is associated spatially with a corresponding portion of a respective battery module, and wherein determining the location of the damage to the battery enclosure comprises identifying the sensor detecting a change in overall resistance of the corresponding mesh of resistance wires. 
     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 more 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.