Patent Publication Number: US-10775263-B2

Title: Systems and methods for diagnosing seal integrity in a battery

Description:
FIELD 
     The present disclosure is generally directed to batteries, in particular, toward systems and methods for identifying and detecting leakage in a battery housing. 
     BACKGROUND 
     In recent years, transportation methods have changed substantially. This change is due in part to a concern over the limited availability of natural resources, a proliferation in personal technology, and a societal shift to adopt more environmentally friendly transportation solutions. These considerations have encouraged the development of a number of new flexible-fuel vehicles, hybrid-electric vehicles, and electric vehicles. 
     While these vehicles appear to be new, they are generally implemented as a number of traditional subsystems that are merely tied to an alternative power source. In fact, the design and construction of the vehicles is limited to standard frame sizes, shapes, materials, and transportation concepts. Among other things, these limitations fail to take advantage of the benefits of new technology, power sources, and support infrastructure. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  shows a vehicle in accordance with embodiments of the present disclosure; 
         FIG. 2  shows a vehicle in an environment in accordance with embodiments of the present disclosure; 
         FIG. 3  is a diagram of an embodiment of a data structure for storing information about a vehicle in an environment; 
         FIG. 4A  shows a vehicle in a user environment in accordance with embodiments of the present disclosure; 
         FIG. 4B  shows a vehicle in a fleet management and automated operation environment in accordance with embodiments of the present disclosure; 
         FIG. 4C  shows an embodiment of the instrument panel of the vehicle according to one embodiment of the present disclosure; 
         FIG. 5  shows charging areas associated with an environment in accordance with embodiments of the present disclosure; 
         FIG. 6  shows a vehicle in a roadway charging environment in accordance with embodiments of the present disclosure; 
         FIG. 7  shows a vehicle in a robotic charging station environment in accordance with another embodiment of the present disclosure; 
         FIG. 8  shows a vehicle in an overhead charging environment in accordance with another embodiment of the present disclosure; 
         FIG. 9  shows a vehicle in a roadway environment comprising roadway vehicles in accordance with another embodiment of the present disclosure; 
         FIG. 10  shows a vehicle in an aerial vehicle charging environment in accordance with another embodiment of the present disclosure; 
         FIG. 11  shows a vehicle in an emergency charging environment in accordance with embodiments of the present disclosure; 
         FIG. 12  is a perspective view of a vehicle in accordance with embodiments of the present disclosure; 
         FIG. 13  is a plan view of a vehicle in accordance with at least some embodiments of the present disclosure; 
         FIG. 14  is a plan view of a vehicle in accordance with embodiments of the present disclosure; 
         FIG. 15  is a block diagram of an embodiment of an electrical system of the vehicle; 
         FIG. 16  is a block diagram of an embodiment of a power generation unit associated with the electrical system of the vehicle; 
         FIG. 17  is a block diagram of an embodiment of power storage associated with the electrical system of the vehicle; 
         FIG. 18  is a block diagram of an embodiment of loads associated with the electrical system of the vehicle; 
         FIG. 19A  is a block diagram of an exemplary embodiment of a communications subsystem of the vehicle; 
         FIG. 19B  is a block diagram of a computing environment associated with the embodiments presented herein; 
         FIG. 19C  is a block diagram of a computing device associated with one or more components described herein; 
         FIG. 20  shows a perspective view of a battery housing in accordance with at least some embodiments of the present disclosure; 
         FIG. 21  shows a perspective view of a vehicle in accordance with at least some embodiments of the present disclosure; 
         FIG. 22  shows a perspective view of a battery housing in accordance with at least some embodiments of the present disclosure; 
         FIG. 23  is an illustration of a user interface in accordance with at least one embodiment of the present disclosure; 
         FIG. 24A  is a graph of an air pressure response in accordance with at least some embodiments of the present disclosure; 
         FIG. 24B  is a graph of an air pressure response in accordance with at least some embodiments of the present disclosure; 
         FIG. 25A  is a graph of an air pressure response in accordance with at least some embodiments of the present disclosure; 
         FIG. 25B  is a graph of an air pressure response in accordance with at least some embodiments of the present disclosure; 
         FIG. 25C  is a graph of an air pressure response in accordance with at least some embodiments of the present disclosure; 
         FIG. 25D  is a graph of an air pressure response in accordance with at least some embodiments of the present disclosure; and 
         FIG. 26  is an illustration of a method in accordance with at least some embodiments of the present disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     Embodiments of the present disclosure will be described in connection with a vehicle, and in accordance with one exemplary embodiment an electric vehicle and/or hybrid-electric vehicle and associated systems. 
     With attention to  FIGS. 1-11 , embodiments of the electric vehicle system  10  and method of use are depicted. 
     Referring to  FIG. 1 , the electric vehicle system comprises electric vehicle  100 . The electric vehicle  100  comprises vehicle front  110 , vehicle aft  120 , vehicle roof  130 , vehicle side  160 , vehicle undercarriage  140  and vehicle interior  150 . 
     Referring to  FIG. 2 , the vehicle  100  is depicted in a plurality of exemplary environments. The vehicle  100  may operate in any one or more of the depicted environments in any combination. Other embodiments are possible but are not depicted in  FIG. 2 . Generally, the vehicle  100  may operate in environments which enable charging of the vehicle  100  and/or operation of the vehicle  100 . More specifically, the vehicle  100  may receive a charge via one or more means comprising emergency charging vehicle system  270 , aerial vehicle charging system  280 , roadway system  250 , robotic charging system  254  and overhead charging system  258 . The vehicle  100  may interact and/or operate in an environment comprising one or more other roadway vehicles  260 . The vehicle  100  may engage with elements within the vehicle  100  comprising vehicle driver  220 , vehicle passengers  220  and vehicle database  210 . In one embodiment, vehicle database  210  does not physically reside in the vehicle  100  but is instead accessed remotely, e.g. by wireless communication, and resides in another location such as a residence or business location. Vehicle  100  may operate autonomously and/or semi-autonomously in an autonomous environment  290  (here, depicted as a roadway environment presenting a roadway obstacle of which the vehicle  100  autonomously identifies and steers the vehicle  100  clear of the obstacle). Furthermore, the vehicle  100  may engage with a remote operator system  240 , which may provide fleet management instructions or control. 
       FIG. 3  is a diagram of an embodiment of a data structure  300  for storing information about a vehicle  100  in an environment. The data structure may be stored in vehicle database  210 . Generally, data structure  300  identifies operational data associated with charging types  310 A. The data structures  300  may be accessible by a vehicle controller. The data contained in data structure  300  enables, among other things, for the vehicle  100  to receive a charge from a given charging type. 
     Data may comprise charging type  310 A comprising a manual charging station  310 J, robotic charging station  310 K such as robotic charging system  254 , a roadway charging system  310 L such as those of roadway system  250 , an emergency charging system  310 M such as that of emergency charging vehicle system  270 , an emergency charging system  310 N such as that of aerial vehicle charging system  280 , and overhead charging type  310 O such as that of overhead charging system  258 . 
     Compatible vehicle charging panel types  310 B comprise locations on vehicle  100  wherein charging may be received, such as vehicle roof  130 , vehicle side  160  and vehicle lower or undercarriage  140 . Compatible vehicle storage units  310 C data indicates storage units types that may receive power from a given charging type  310 A. Available automation level  310 D data indicates the degree of automation available for a given charging type. A high level may indicate full automation, allowing the vehicle driver  220  and/or vehicle passengers  230  to not involve themselves in charging operations, while a low level of automation may require the driver  220  and/or occupant  230  to manipulate/position a vehicle charging device to engage with a particular charging type  310 A to receive charging. Charging status  310 E indicates whether a charging type  310 A is available for charging (i.e., is “up”) or is unavailable for charging (i.e., is “down”). Charge rate  310 F provides a relative value for time to charge, while Cost  310 G indicates the cost to vehicle  100  to receive a given charge. The Other data element  310 H may provide additional data relevant to a given charging type  310 A, such as a recommended separation distance between a vehicle charging plate and the charging source. The Shielding data element  310 I indicates if electromagnetic shielding is recommended for a given charging type  310 A and/or charging configuration. Further, data fields  310 P,  310 Q are possible. 
       FIG. 4A  depicts the vehicle  100  in a user environment comprising vehicle database  210 , vehicle driver  220  and vehicle passengers  230 . Vehicle  100  further comprises vehicle instrument panel  400  to facilitate or enable interactions with one or more of vehicle database  210 , vehicle driver  220  and vehicle passengers  230 . In one embodiment, driver  210  interacts with instrument panel  400  to query database  210  so as to locate available charging options and to consider or weigh associated terms and conditions of the charging options. Once a charging option is selected, driver  210  may engage or operate a manual control device (e.g., a joystick) to position a vehicle charging receiver panel so as to receive a charge. 
       FIG. 4B  depicts the vehicle  100  in a user environment comprising a remote operator system  240  and an autonomous driving environment  290 . In the remote operator system  240  environment, a fleet of electric vehicles  100  (or mixture of electric and non-electric vehicles) is managed and/or controlled remotely. For example, a human operator may dictate that only certain types of charging types are to be used, or only those charging types below a certain price point are to be used. The remote operator system  240  may comprise a database comprising operational data, such as fleet-wide operational data. In another example, the vehicle  100  may operate in an autonomous driving environment  290  wherein the vehicle  100  is operated with some degree of autonomy, ranging from complete autonomous operation to semi-automation wherein only specific driving parameters (e.g., speed control or obstacle avoidance) are maintained or controlled autonomously. In  FIG. 4B , autonomous driving environment  290  depicts an oil slick roadway hazard that triggers that triggers the vehicle  100 , while in an automated obstacle avoidance mode, to automatically steer around the roadway hazard. 
       FIG. 4C  shows one embodiment of the vehicle instrument panel  400  of vehicle  100 . Instrument panel  400  of vehicle  100  comprises steering wheel  410 , vehicle operational display  420  (which would provide basic driving data such as speed), one or more auxiliary displays  424  (which may display, e.g., entertainment applications such as music or radio selections), heads-up display  434  (which may provide, e.g., guidance information such as route to destination, or obstacle warning information to warn of a potential collision, or some or all primary vehicle operational data such as speed), power management display  428  (which may provide, e.g., data as to electric power levels of vehicle  100 ), and charging manual controller  432  (which provides a physical input, e.g. a joystick, to manual maneuver, e.g., a vehicle charging plate to a desired separation distance). One or more of displays of instrument panel  400  may be touch-screen displays. One or more displays of instrument panel  400  may be mobile devices and/or applications residing on a mobile device such as a smart phone. 
       FIG. 5  depicts a charging environment of a roadway charging system  250 . The charging area may be in the roadway  504 , on the roadway  504 , or otherwise adjacent to the roadway  504 , and/or combinations thereof. This static charging area  520 B may allow a charge to be transferred even while the electrical vehicle  100  is moving. For example, the static charging area  520 B may include a charging transmitter (e.g., conductor, etc.) that provides a transfer of energy when in a suitable range of a receiving unit (e.g., an inductor pick up, etc.). In this example, the receiving unit may be a part of the charging panel associated with the electrical vehicle  100 . 
     The static charging areas  520 A,  520 B may be positioned a static area such as a designated spot, pad, parking space  540 A,  540 B, traffic controlled space (e.g., an area adjacent to a stop sign, traffic light, gate, etc.), portion of a building, portion of a structure, etc., and/or combinations thereof. Some static charging areas may require that the electric vehicle  100  is stationary before a charge, or electrical energy transfer, is initiated. The charging of vehicle  100  may occur by any of several means comprising a plug or other protruding feature. The power source  516 A,  516 B may include a receptacle or other receiving feature, and/or vice versa. 
     The charging area may be a moving charging area  520 C. Moving charging areas  520 C may include charging areas associated with one or more portions of a vehicle, a robotic charging device, a tracked charging device, a rail charging device, etc., and/or combinations thereof. In a moving charging area  520 C, the electrical vehicle  100  may be configured to receive a charge, via a charging panel, while the vehicle  100  is moving and/or while the vehicle  100  is stationary. In some embodiments, the electrical vehicle  100  may synchronize to move at the same speed, acceleration, and/or path as the moving charging area  520 C. In one embodiment, the moving charging area  520 C may synchronize to move at the same speed, acceleration, and/or path as the electrical vehicle  100 . In any event, the synchronization may be based on an exchange of information communicated across a communications channel between the electric vehicle  100  and the charging area  520 C. Additionally or alternatively, the synchronization may be based on information associated with a movement of the electric vehicle  100  and/or the moving charging area  520 C. In some embodiments, the moving charging area  520 C may be configured to move along a direction or path  532  from an origin position to a destination position  520 C′. 
     In some embodiments, a transformer may be included to convert a power setting associated with a main power supply to a power supply used by the charging areas  520 A-C. For example, the transformer may increase or decrease a voltage associated with power supplied via one or more power transmission lines. 
     Referring to  FIG. 6 , a vehicle  100  is shown in a charging environment in accordance with embodiments of the present disclosure. The system  10  comprises a vehicle  100 , an electrical storage unit  612 , an external power source  516  able to provide a charge to the vehicle  100 , a charging panel  608  mounted on the vehicle  100  and in electrical communication with the electrical storage unit  612 , and a vehicle charging panel controller  610 . The charging panel controller  610  may determine if the electrical storage unit requires charging and if conditions allow for deployment of a charging panel. The vehicle charging panel  608  may operate in at least a retracted state and a deployed state ( 608  and  608 ′ as shown is  FIG. 6 ), and is movable by way of an armature. 
     The charging panel controller  610  may receive signals from vehicle sensors  626  to determine, for example, if a hazard is present in the path of the vehicle  100  such that deployment of the vehicle charging panel  608  is inadvisable. The charging panel controller  610  may also query vehicle database  210  comprising data structures  300  to establish other required conditions for deployment. For example, the database may provide that a particular roadway does not provide a charging service or the charging service is inactive, wherein the charging panel  108  would not be deployed. 
     The power source  516  may include at least one electrical transmission line  624  and at least one power transmitter or charging area  520 . During a charge, the charging panel  608  may serve to transfer energy from the power source  516  to at least one energy storage unit  612  (e.g., battery, capacitor, power cell, etc.) of the electric vehicle  100 . 
       FIG. 7  shows a vehicle  100  in a charging station environment  254  in accordance with another embodiment of the present disclosure. Generally, in this embodiment of the disclosure, charging occurs from a robotic unit  700 . 
     Robotic charging unit  700  comprises one or more robotic unit arms  704 , at least one robotic unit arm  704  interconnected with charging plate  520 . The one or more robotic unit arms  704  maneuver charging plate  520  relative to charging panel  608  of vehicle  100 . Charging plate  520  is positioned to a desired or selectable separation distance, as assisted by a separation distance sensor disposed on charging plate  520 . Charging plate  520  may remain at a finite separation distance from charging panel  608 , or may directly contact charging panel (i.e., such that separation distance is zero). Charging may be by induction. In alternative embodiments, separation distance sensor is alternatively or additionally disposed on robotic arm  704 . Vehicle  100  receives charging via charging panel  608  which in turn charges energy storage unit  612 . Charging panel controller  610  is in communication with energy storage unit  612 , charging panel  608 , vehicle database  300 , charge provider controller  622 , and/or any one of elements of instrument panel  400 . 
     Robotic unit further comprises, is in communication with and/or is interconnected with charge provider controller  622 , power source  516  and a robotic unit database. Power source  516  supplies power, such as electrical power, to charge plate  520  to enable charging of vehicle  100  via charging panel  608 . Controller  622  maneuvers or operates robotic unit  704 , either directly and/or completely or with assistance from a remote user, such as a driver or passenger in vehicle  100  by way of, in one embodiment, charging manual controller  432 . 
       FIG. 8  shows a vehicle  100  in an overhead charging environment in accordance with another embodiment of the present disclosure. Generally, in this embodiment of the disclosure, charging occurs from an overhead towered charging system  258 , similar to existing commuter rail systems. Such an overhead towered system  258  may be easier to build and repair compared to in-roadway systems. Generally, the disclosure includes a specially-designed overhead roadway charging system comprising an overhead charging cable or first wire  814  that is configured to engage an overhead contact  824  which provides charge to charging panel  608  which provides charge to vehicle energy storage unit  612 . The overhead towered charging system  258  may further comprise second wire  818  to provide stability and structural strength to the roadway charging system  800 . The first wire  814  and second wire  818  are strung between towers  810 . 
     The overhead charging cable or first wire  814  is analogous to a contact wire used to provide charging to electric trains or other vehicles. An external source provides or supplies electrical power to the first wire  814 . The charge provider comprises an energy source, i.e., a provider battery and a provider charge circuit or controller in communication with the provider battery. The overhead charging cable or first wire  814  engages the overhead contact  824  which is in electrical communication with charge receiver panel  108 . The overhead contact  824  may comprise any known means to connect to overhead electrical power cables, such as a pantograph  820 , a bow collector, a trolley pole or any means known to those skilled in the art. Further, disclosure regarding electrical power or energy transfer via overhead systems is found in U.S. Pat. Publ. No. 2013/0105264 to Ruth entitled “Pantograph Assembly,” the entire contents of which are incorporated by reference for all purposes. In one embodiment, the charging of vehicle  100  by overhead charging system  800  via overhead contact  824  is by any means known to those skilled in the art, to include those described in the above-referenced U.S. Pat. Publ. No. 2013/0105264 to Ruth. 
     The overhead contact  824  presses against the underside of the lowest overhead wire of the overhead charging system, i.e. the overhead charging cable or first wire  814 , aka the contact wire. The overhead contact  824  may be electrically conductive. Alternatively or additionally, the overhead contact  824  may be adapted to receive electrical power from overhead charging cable or first wire  814  by inductive charging. 
     In one embodiment, the receipt and/or control of the energy provided via overhead contact  824  (as connected to the energy storage unit  612 ) is provided by receiver charge circuit or charging panel controller  110 . 
     Overhead contact  824  and/or charging panel  608  may be located anywhere on vehicle  100 , to include, for example, the roof, side panel, trunk, hood, front or rear bumper of the charge receiver  100  vehicle, as long as the overhead contact  824  may engage the overhead charging cable or first wire  814 . Charging panel  108  may be stationary (e.g., disposed on the roof of vehicle  100 ) or may be moveable, e.g., moveable with the pantograph  820 . Pantograph  820  may be positioned in at least two states comprising retracted and extended. In the extended state, pantograph  820  engages first wire  814  by way of the overhead contact  824 . In the retracted state, pantograph  820  may typically reside flush with the roof of vehicle  100  and extend only when required for charging. Control of the charging and/or positioning of the charging plate  608 , pantograph  820  and/or overhead contact  824  may be manual, automatic or semi-automatic (such as via controller  610 ). Said control may be performed through a GUI engaged by driver or occupant of receiving vehicle  100  and/or driver or occupant of charging vehicle. 
       FIG. 9  shows a vehicle in a roadway environment comprising roadway vehicles  260  in accordance with another embodiment of the present disclosure. Roadway vehicles  260  comprise roadway passive vehicles  910  and roadway active vehicles  920 . Roadway passive vehicles  910  comprise vehicles that are operating on the roadway of vehicle  100  but do not cooperatively or actively engage with vehicle  100 . Stated another way, roadway passive vehicles  910  are simply other vehicles operating on the roadway with the vehicle  100  and must be, among other things, avoided (e.g., to include when vehicle  100  is operating in an autonomous or semi-autonomous manner). In contrast, roadway active vehicles  920  comprise vehicles that are operating on the roadway of vehicle  100  and have the capability to, or actually are, actively engaging with vehicle  100 . For example, the emergency charging vehicle system  270  is a roadway active vehicle  920  in that it may cooperate or engage with vehicle  100  to provide charging. In some embodiments, vehicle  100  may exchange data with a roadway active vehicle  920  such as, for example, data regarding charging types available to the roadway active vehicle  920 . 
       FIG. 10  shows a vehicle in an aerial vehicle charging environment in accordance with another embodiment of the present disclosure. Generally, this embodiment involves an aerial vehicle (“AV”), such as an Unmanned Aerial Vehicle (UAV), flying over or near a vehicle to provide a charge. The UAV may also land on the car to provide an emergency (or routine) charge. Such a charging scheme may be particularly suited for operations in remote areas, in high traffic situations, and/or when the car is moving. The AV may be a specially-designed UAV, aka RPV or drone, with a charging panel that can extend from the AV to provide a charge. The AV may include a battery pack and a charging circuit to deliver a charge to the vehicle. The AV may be a manned aerial vehicle, such as a piloted general aviation aircraft, such as a Cessna 172. 
     With reference to  FIG. 10 , an exemplar embodiment of a vehicle charging system  100  comprising a charge provider configured as an aerial vehicle  280 , the aerial vehicle  280  comprising a power source  516  and charge provider controller  622 . The AV may be semi-autonomous or fully autonomous. The AV may have a remote pilot/operator providing control inputs. The power source  516  is configured to provide a charge to a charging panel  608  of vehicle  100 . The power source  516  is in communication with the charge provider controller  622 . The aerial vehicle  280  provides a tether  1010  to deploy or extend charging plate  520  near to charging panel  608 . The tether  1010  may comprise a chain, rope, rigid or semi-rigid tow bar or any means to position charging plate  520  near charging panel  608 . For example, tether  1010  may be similar to a refueling probe used by airborne tanker aircraft when refueling another aircraft. 
     In one embodiment, the charging plate  520  is not in physical interconnection to AV  280 , that is, there is no tether  1010 . In this embodiment, the charging plate  520  is positioned and controlled by AV  280  by way of a controller on AV  280  or in communication with AV  280 . 
     In one embodiment, the charging plate  520  position and/or characteristics (e.g., charging power level, flying separation distance, physical engagement on/off) are controlled by vehicle  100  and/or a user in or driver of vehicle  100 . 
     Charge or power output of power source  516  is provided or transmitted to charger plate  620  by way of a charging cable or wire, which may be integral to tether  1010 . In one embodiment, the charging cable is non-structural, that is, it provides zero or little structural support to the connection between AV  280  and charger plate  520 . 
     Charging panel  608  of vehicle  100  receives power from charger plate  520 . Charging panel  608  and charger plate  520  may be in direct physical contact (termed a “contact” charger configuration) or not in direct physical contact (termed a “flyer” charger configuration), but must be at or below a threshold (separation) distance to enable charging, such as by induction. Energy transfer or charging from the charger plate  520  to the charging panel  608  is inductive charging (i.e. use of an EM field to transfer energy between two objects). The charging panel  608  provides received power to energy storage unit  612  by way of charging panel controller  610 . Charging panel controller  610  is in communication with vehicle database  210 , vehicle database  210  comprising an AV charging data structure. 
     Charging panel  508  may be located anywhere on vehicle  100 , to include, for example, the roof, side panel, trunk, hood, front or rear bumper and wheel hub of vehicle  100 . Charging panel  608  is mounted on the roof of vehicle  100  in the embodiment of  FIG. 10 . In some embodiments, charging panel  608  may be deployable, i.e. may extend or deploy only when charging is needed. For example, charging panel  608  may typically reside flush with the roof of vehicle  100  and extend when required for charging. Similarly, charger plate  520  may, in one embodiment, not be connected to AV  280  by way of tether  1010  and may instead be mounted directly on the AV  280 , to include, for example, the wing, empennage, undercarriage to include landing gear, and may be deployable or extendable when required. Tether  1010  may be configured to maneuver charging plate  520  to any position on vehicle  100  so as to enable charging. In one embodiment, the AV  280  may land on the vehicle  100  so as to enable charging through direct contact (i.e. the aforementioned contact charging configuration) between the charging plate  520  and the charging panel  608  of vehicle  100 . Charging may occur while both AV  280  and vehicle  100  are moving, while both vehicle  100  and AV  280  are not moving (i.e., vehicle  100  is parked and AV  280  lands on top of vehicle  100 ), or while vehicle  100  is parked and AV  280  is hovering or circling above. Control of the charging and/or positioning of the charging plate  520  may be manual, automatic or semi-automatic; said control may be performed through a GUI engaged by driver or occupant of receiving vehicle  100  and/or driver or occupant of charging AV  280 . 
       FIG. 11  is an embodiment of a vehicle emergency charging system comprising an emergency charging vehicle  270  and charge receiver vehicle  100  is disclosed. The emergency charging vehicle  270  is a road vehicle, such as a pick-up truck, as shown in  FIG. 11 . The emergency charging vehicle  270  is configured to provide a charge to a charge receiver vehicle  100 , such as an automobile. The emergency charging vehicle  270  comprises an energy source i.e. a charging power source  516  and a charge provider controller  622  in communication with the charging power source  516 . The emergency charging vehicle  270  provides a towed and/or articulated charger plate  520 , as connected to the emergency charging vehicle  270  by connector  1150 . The connector  1150  may comprise a chain, rope, rigid or semi-rigid tow bar or any means to position charger plate  520  near the charging panel  608  of vehicle  100 . Charge or power output of charging power source  516  is provided or transmitted to charger plate  520  by way of charging cable or wire  1140 . In one embodiment, the charging cable  1140  is non-structural, that is, it provides little or no structural support to the connection between emergency charging vehicle  270  and charging panel  608 . Charging panel  608  (of vehicle  100 ) receives power from charger plate  520 . Charger plate  520  and charging panel  608  may be in direct physical contact or not in direct physical contact, but must be at or below a threshold separation distance to enable charging, such as by induction. Charger plate  520  may comprise wheels or rollers so as to roll along roadway surface. Charger plate  520  may also not contact the ground surface and instead be suspended above the ground; such a configuration may be termed a “flying” configuration. In the flying configuration, charger plate may form an aerodynamic surface to, for example, facilitate stability and control of the positioning of the charging plate  520 . Energy transfer or charging from the charger plate  520  to the charge receiver panel  608  is through inductive charging (i.e., use of an EM field to transfer energy between two objects). The charging panel  608  provides received power to energy storage unit  612  directly or by way of charging panel controller  610 . In one embodiment, the receipt and/or control of the energy provided via the charging panel  608  is provided by charging panel controller  610 . 
     Charging panel controller  610  may be located anywhere on charge receiver vehicle  100 , to include, for example, the roof, side panel, trunk, hood, front or rear bumper and wheel hub of charge receiver  100  vehicle. In some embodiments, charging panel  608  may be deployable, i.e. may extend or deploy only when charging is needed. For example, charging panel  608  may typically stow flush with the lower plane of vehicle  100  and extend when required for charging. Similarly, charger plate  520  may, in one embodiment, not be connected to the lower rear of the emergency charging vehicle  270  by way of connector  1150  and may instead be mounted on the emergency charging vehicle  270 , to include, for example, the roof, side panel, trunk, hood, front or rear bumper and wheel hub of emergency charging vehicle  270 . Connector  1150  may be configured to maneuver connector plate  520  to any position on emergency charging vehicle  270  so as to enable charging. Control of the charging and/or positioning of the charging plate may be manual, automatic or semi-automatic; said control may be performed through a GUI engaged by driver or occupant of receiving vehicle and/or driver or occupant of charging vehicle. 
       FIG. 12  shows a perspective view of a vehicle  100  in accordance with embodiments of the present disclosure. Although shown in the form of a car, it should be appreciated that the vehicle  100  described herein may include any conveyance or model of a conveyance, where the conveyance was designed for the purpose of moving one or more tangible objects, such as people, animals, cargo, and the like. The term “vehicle” does not require that a conveyance moves or is capable of movement. Typical vehicles may include but are in no way limited to cars, trucks, motorcycles, busses, automobiles, trains, railed conveyances, boats, ships, marine conveyances, submarine conveyances, airplanes, space craft, flying machines, human-powered conveyances, and the like. In any event, the vehicle  100  may include a frame  1204  and one or more body panels  1208  mounted or affixed thereto. The vehicle  100  may include one or more interior components (e.g., components inside an interior space  150 , or user space, of a vehicle  100 , etc.), exterior components (e.g., components outside of the interior space  150 , or user space, of a vehicle  100 , etc.), drive systems, controls systems, structural components. 
     Referring now to  FIG. 13 , a plan view of a vehicle  100  will be described in accordance with embodiments of the present disclosure. As provided above, the vehicle  100  may comprise a number of electrical and/or mechanical systems, subsystems, etc. The mechanical systems of the vehicle  100  can include structural, power, safety, and communications subsystems, to name a few. While each subsystem may be described separately, it should be appreciated that the components of a particular subsystem may be shared between one or more other subsystems of the vehicle  100 . 
     The structural subsystem includes the frame  1204  of the vehicle  100 . The frame  1204  may comprise a separate frame and body construction (i.e., body-on-frame construction), a unitary frame and body construction (i.e., a unibody construction), or any other construction defining the structure of the vehicle  100 . The frame  1204  may be made from one or more materials including, but in no way limited to steel, titanium, aluminum, carbon fiber, plastic, polymers, etc., and/or combinations thereof. In some embodiments, the frame  1204  may be formed, welded, fused, fastened, pressed, etc., combinations thereof, or otherwise shaped to define a physical structure and strength of the vehicle  100 . In any event, the frame  1204  may comprise one or more surfaces, connections, protrusions, cavities, mounting points, tabs, slots, or other features that are configured to receive other components that make up the vehicle  100 . For example, the body panels, powertrain subsystem, controls systems, interior components, communications subsystem, and safety subsystem may interconnect with, or attach to, the frame  1204  of the vehicle  100 . 
     The frame  1204  may include one or more modular system and/or subsystem connection mechanisms. These mechanisms may include features that are configured to provide a selectively interchangeable interface for one or more of the systems and/or subsystems described herein. The mechanisms may provide for a quick exchange, or swapping, of components while providing enhanced security and adaptability over conventional manufacturing or attachment. For instance, the ability to selectively interchange systems and/or subsystems in the vehicle  100  allow the vehicle  100  to adapt to the ever-changing technological demands of society and advances in safety. Among other things, the mechanisms may provide for the quick exchange of batteries, capacitors, power sources  1308 A,  1308 B, motors  1312 , engines, safety equipment, controllers, user interfaces, interiors exterior components, body panels  1208 , bumpers  1316 , sensors, etc., and/or combinations thereof. Additionally or alternatively, the mechanisms may provide unique security hardware and/or software embedded therein that, among other things, can prevent fraudulent or low quality construction replacements from being used in the vehicle  100 . Similarly, the mechanisms, subsystems, and/or receiving features in the vehicle  100  may employ poka-yoke, or mistake-proofing, features that ensure a particular mechanism is always interconnected with the vehicle  100  in a correct position, function, etc. 
     By way of example, complete systems or subsystems may be removed and/or replaced from a vehicle  100  utilizing a single minute exchange principle. In some embodiments, the frame  1204  may include slides, receptacles, cavities, protrusions, and/or a number of other features that allow for quick exchange of system components. In one embodiment, the frame  1204  may include tray or ledge features, mechanical interconnection features, locking mechanisms, retaining mechanisms, etc., and/or combinations thereof. In some embodiments, it may be beneficial to quickly remove a used power source  1308 A,  1308 B (e.g., battery unit, capacitor unit, etc.) from the vehicle  100  and replace the used power source  1308 A,  1308 B with a charged power source. Continuing this example, the power source  1308 A,  1308 B may include selectively interchangeable features that interconnect with the frame  1204  or other portion of the vehicle  100 . For instance, in a power source  1308 A,  1308 B replacement, the quick release features may be configured to release the power source  1308 A,  1308 B from an engaged position and slide or move away from the frame  1204  of a vehicle  100 . Once removed, the power source  1308 A,  1308 B may be replaced (e.g., with a new power source, a charged power source, etc.) by engaging the replacement power source into a system receiving position adjacent to the vehicle  100 . In some embodiments, the vehicle  100  may include one or more actuators configured to position, lift, slide, or otherwise engage the replacement power source with the vehicle  100 . In one embodiment, the replacement power source may be inserted into the vehicle  100  or vehicle frame  1204  with mechanisms and/or machines that are external or separate from the vehicle  100 . 
     In some embodiments, the frame  1204  may include one or more features configured to selectively interconnect with other vehicles and/or portions of vehicles. These selectively interconnecting features can allow for one or more vehicles to selectively couple together and decouple for a variety of purposes. For example, it is an aspect of the present disclosure that a number of vehicles may be selectively coupled together to share energy, increase power output, provide security, decrease power consumption, provide towing services, and/or provide a range of other benefits. Continuing this example, the vehicles may be coupled together based on travel route, destination, preferences, settings, sensor information, and/or some other data. The coupling may be initiated by at least one controller of the vehicle and/or traffic control system upon determining that a coupling is beneficial to one or more vehicles in a group of vehicles or a traffic system. As can be appreciated, the power consumption for a group of vehicles traveling in a same direction may be reduced or decreased by removing any aerodynamic separation between vehicles. In this case, the vehicles may be coupled together to subject only the foremost vehicle in the coupling to air and/or wind resistance during travel. In one embodiment, the power output by the group of vehicles may be proportionally or selectively controlled to provide a specific output from each of the one or more of the vehicles in the group. 
     The interconnecting, or coupling, features may be configured as electromagnetic mechanisms, mechanical couplings, electromechanical coupling mechanisms, etc., and/or combinations thereof. The features may be selectively deployed from a portion of the frame  1204  and/or body of the vehicle  100 . In some cases, the features may be built into the frame  1204  and/or body of the vehicle  100 . In any event, the features may deploy from an unexposed position to an exposed position or may be configured to selectively engage/disengage without requiring an exposure or deployment of the mechanism from the frame  1204  and/or body. In some embodiments, the interconnecting features may be configured to interconnect one or more of power, communications, electrical energy, fuel, and/or the like. One or more of the power, mechanical, and/or communications connections between vehicles may be part of a single interconnection mechanism. In some embodiments, the interconnection mechanism may include multiple connection mechanisms. In any event, the single interconnection mechanism or the interconnection mechanism may employ the poka-yoke features as described above. 
     The power system of the vehicle  100  may include the powertrain, power distribution system, accessory power system, and/or any other components that store power, provide power, convert power, and/or distribute power to one or more portions of the vehicle  100 . The powertrain may include the one or more electric motors  1312  of the vehicle  100 . The electric motors  1312  are configured to convert electrical energy provided by a power source into mechanical energy. This mechanical energy may be in the form of a rotational or other output force that is configured to propel or otherwise provide a motive force for the vehicle  100 . 
     In some embodiments, the vehicle  100  may include one or more drive wheels  1320  that are driven by the one or more electric motors  1312  and motor controllers  1314 . In some cases, the vehicle  100  may include an electric motor  1312  configured to provide a driving force for each drive wheel  1320 . In other cases, a single electric motor  1312  may be configured to share an output force between two or more drive wheels  1320  via one or more power transmission components. It is an aspect of the present disclosure that the powertrain include one or more power transmission components, motor controllers  1314 , and/or power controllers that can provide a controlled output of power to one or more of the drive wheels  1320  of the vehicle  100 . The power transmission components, power controllers, or motor controllers  1314  may be controlled by at least one other vehicle controller described herein. 
     As provided above, the powertrain of the vehicle  100  may include one or more power sources  1308 A,  1308 B. These one or more power sources  1308 A,  1308 B may be configured to provide drive power, system and/or subsystem power, accessory power, etc. While described herein as a single power source  1308  for sake of clarity, embodiments of the present disclosure are not so limited. For example, it should be appreciated that independent, different, or separate power sources  1308 A,  1308 B may provide power to various systems of the vehicle  100 . For instance, a drive power source may be configured to provide the power for the one or more electric motors  1312  of the vehicle  100 , while a system power source may be configured to provide the power for one or more other systems and/or subsystems of the vehicle  100 . Other power sources may include an accessory power source, a backup power source, a critical system power source, and/or other separate power sources. Separating the power sources  1308 A,  1308 B in this manner may provide a number of benefits over conventional vehicle systems. For example, separating the power sources  1308 A,  1308 B allow one power source  1308  to be removed and/or replaced independently without requiring that power be removed from all systems and/or subsystems of the vehicle  100  during a power source  1308  removal/replacement. For instance, one or more of the accessories, communications, safety equipment, and/or backup power systems, etc., may be maintained even when a particular power source  1308 A,  1308 B is depleted, removed, or becomes otherwise inoperable. 
     In some embodiments, the drive power source may be separated into two or more cells, units, sources, and/or systems. By way of example, a vehicle  100  may include a first drive power source  1308 A and a second drive power source  1308 B. The first drive power source  1308 A may be operated independently from or in conjunction with the second drive power source  1308 B and vice versa. Continuing this example, the first drive power source  1308 A may be removed from a vehicle while a second drive power source  1308 B can be maintained in the vehicle  100  to provide drive power. This approach allows the vehicle  100  to significantly reduce weight (e.g., of the first drive power source  1308 A, etc.) and improve power consumption, even if only for a temporary period of time. In some cases, a vehicle  100  running low on power may automatically determine that pulling over to a rest area, emergency lane, and removing, or “dropping off,” at least one power source  1308 A,  1308 B may reduce enough weight of the vehicle  100  to allow the vehicle  100  to navigate to the closest power source replacement and/or charging area. In some embodiments, the removed, or “dropped off,” power source  1308 A may be collected by a collection service, vehicle mechanic, tow truck, or even another vehicle or individual. 
     The power source  1308  may include a GPS or other geographical location system that may be configured to emit a location signal to one or more receiving entities. For instance, the signal may be broadcast or targeted to a specific receiving party. Additionally or alternatively, the power source  1308  may include a unique identifier that may be used to associate the power source  1308  with a particular vehicle  100  or vehicle user. This unique identifier may allow an efficient recovery of the power source  1308  dropped off. In some embodiments, the unique identifier may provide information for the particular vehicle  100  or vehicle user to be billed or charged with a cost of recovery for the power source  1308 . 
     The power source  1308  may include a charge controller  1324  that may be configured to determine charge levels of the power source  1308 , control a rate at which charge is drawn from the power source  1308 , control a rate at which charge is added to the power source  1308 , and/or monitor a health of the power source  1308  (e.g., one or more cells, portions, etc.). In some embodiments, the charge controller  1324  or the power source  1308  may include a communication interface. The communication interface can allow the charge controller  1324  to report a state of the power source  1308  to one or more other controllers of the vehicle  100  or even communicate with a communication device separate and/or apart from the vehicle  100 . Additionally or alternatively, the communication interface may be configured to receive instructions (e.g., control instructions, charge instructions, communication instructions, etc.) from one or more other controllers of the vehicle  100  or a communication device that is separate and/or apart from the vehicle  100 . 
     The powertrain includes one or more power distribution systems configured to transmit power from the power source  1308  to one or more electric motors  1312  in the vehicle  100 . The power distribution system may include electrical interconnections  1328  in the form of cables, wires, traces, wireless power transmission systems, etc., and/or combinations thereof. It is an aspect of the present disclosure that the vehicle  100  include one or more redundant electrical interconnections  1332  of the power distribution system. The redundant electrical interconnections  1332  can allow power to be distributed to one or more systems and/or subsystems of the vehicle  100  even in the event of a failure of an electrical interconnection portion of the vehicle  100  (e.g., due to an accident, mishap, tampering, or other harm to a particular electrical interconnection, etc.). In some embodiments, a user of a vehicle  100  may be alerted via a user interface associated with the vehicle  100  that a redundant electrical interconnection  1332  is being used and/or damage has occurred to a particular area of the vehicle electrical system. In any event, the one or more redundant electrical interconnections  1332  may be configured along completely different routes than the electrical interconnections  1328  and/or include different modes of failure than the electrical interconnections  1328  to, among other things, prevent a total interruption power distribution in the event of a failure. 
     In some embodiments, the power distribution system may include an energy recovery system  1336 . This energy recovery system  1336 , or kinetic energy recovery system, may be configured to recover energy produced by the movement of a vehicle  100 . The recovered energy may be stored as electrical and/or mechanical energy. For instance, as a vehicle  100  travels or moves, a certain amount of energy is required to accelerate, maintain a speed, stop, or slow the vehicle  100 . In any event, a moving vehicle has a certain amount of kinetic energy. When brakes are applied in a typical moving vehicle, most of the kinetic energy of the vehicle is lost as the generation of heat in the braking mechanism. In an energy recovery system  1336 , when a vehicle  100  brakes, at least a portion of the kinetic energy is converted into electrical and/or mechanical energy for storage. Mechanical energy may be stored as mechanical movement (e.g., in a flywheel, etc.) and electrical energy may be stored in batteries, capacitors, and/or some other electrical storage system. In some embodiments, electrical energy recovered may be stored in the power source  1308 . For example, the recovered electrical energy may be used to charge the power source  1308  of the vehicle  100 . 
     The vehicle  100  may include one or more safety systems. Vehicle safety systems can include a variety of mechanical and/or electrical components including, but in no way limited to, low impact or energy-absorbing bumpers  1316 A,  1316 B, crumple zones, reinforced body panels, reinforced frame components, impact bars, power source containment zones, safety glass, seatbelts, supplemental restraint systems, air bags, escape hatches, removable access panels, impact sensors, accelerometers, vision systems, radar systems, etc., and/or the like. In some embodiments, the one or more of the safety components may include a safety sensor or group of safety sensors associated with the one or more of the safety components. For example, a crumple zone may include one or more strain gages, impact sensors, pressure transducers, etc. These sensors may be configured to detect or determine whether a portion of the vehicle  100  has been subjected to a particular force, deformation, or other impact. Once detected, the information collected by the sensors may be transmitted or sent to one or more of a controller of the vehicle  100  (e.g., a safety controller, vehicle controller, etc.) or a communication device associated with the vehicle  100  (e.g., across a communication network, etc.). 
       FIG. 14  shows a plan view of the vehicle  100  in accordance with embodiments of the present disclosure. In particular,  FIG. 14  shows a broken section  1402  of a charging system for the vehicle  100 . The charging system may include a plug or receptacle  1404  configured to receive power from an external power source (e.g., a source of power that is external to and/or separate from the vehicle  100 , etc.). An example of an external power source may include the standard industrial, commercial, or residential power that is provided across power lines. Another example of an external power source may include a proprietary power system configured to provide power to the vehicle  100 . In any event, power received at the plug/receptacle  1404  may be transferred via at least one power transmission interconnection  1408 . Similar, if not identical, to the electrical interconnections  1328  described above, the at least one power transmission interconnection  1408  may be one or more cables, wires, traces, wireless power transmission systems, etc., and/or combinations thereof. Electrical energy in the form of charge can be transferred from the external power source to the charge controller  1324 . As provided above, the charge controller  1324  may regulate the addition of charge to the power source  1308  of the vehicle  100  (e.g., until the power source  1308  is full or at a capacity, etc.). 
     In some embodiments, the vehicle  100  may include an inductive charging system and inductive charger  1412 . The inductive charger  1412  may be configured to receive electrical energy from an inductive power source external to the vehicle  100 . In one embodiment, when the vehicle  100  and/or the inductive charger  1412  is positioned over an inductive power source external to the vehicle  100 , electrical energy can be transferred from the inductive power source to the vehicle  100 . For example, the inductive charger  1412  may receive the charge and transfer the charge via at least one power transmission interconnection  1408  to the charge controller  1324  and/or the power source  1308  of the vehicle  100 . The inductive charger  1412  may be concealed in a portion of the vehicle  100  (e.g., at least partially protected by the frame  1204 , one or more body panels  1208 , a shroud, a shield, a protective cover, etc., and/or combinations thereof) and/or may be deployed from the vehicle  100 . In some embodiments, the inductive charger  1412  may be configured to receive charge only when the inductive charger  1412  is deployed from the vehicle  100 . In other embodiments, the inductive charger  1412  may be configured to receive charge while concealed in the portion of the vehicle  100 . 
     In addition to the mechanical components described herein, the vehicle  100  may include a number of user interface devices. The user interface devices receive and translate human input into a mechanical movement or electrical signal or stimulus. The human input may be one or more of motion (e.g., body movement, body part movement, in two-dimensional or three-dimensional space, etc.), voice, touch, and/or physical interaction with the components of the vehicle  100 . In some embodiments, the human input may be configured to control one or more functions of the vehicle  100  and/or systems of the vehicle  100  described herein. User interfaces may include, but are in no way limited to, at least one graphical user interface of a display device, steering wheel or mechanism, transmission lever or button (e.g., including park, neutral, reverse, and/or drive positions, etc.), throttle control pedal or mechanism, brake control pedal or mechanism, power control switch, communications equipment, etc. 
     An embodiment of the electrical system  1500  associated with the vehicle  100  may be as shown in  FIG. 15 . The electrical system  1500  can include power source(s) that generate power, power storage that stores power, and/or load(s) that consume power. Power sources may be associated with a power generation unit  1504 . Power storage may be associated with a power storage system  612 . Loads may be associated with loads  1508 . The electrical system  1500  may be managed by a power management controller  1324 . Further, the electrical system  1500  can include one or more other interfaces or controllers, which can include the billing and cost control unit  1512 . 
     The power generation unit  1504  may be as described in conjunction with  FIG. 16 . The power storage component  612  may be as described in conjunction with  FIG. 17 . The loads  1508  may be as described in conjunction with  FIG. 18 . 
     The billing and cost control unit  1512  may interface with the power management controller  1324  to determine the amount of charge or power provided to the power storage  612  through the power generation unit  1504 . The billing and cost control unit  1512  can then provide information for billing the vehicle owner. Thus, the billing and cost control unit  1512  can receive and/or send power information to third party system(s) regarding the received charge from an external source. The information provided can help determine an amount of money required, from the owner of the vehicle, as payment for the provided power. Alternatively, or in addition, if the owner of the vehicle provided power to another vehicle (or another device/system), that owner may be owed compensation for the provided power or energy, e.g., a credit. 
     The power management controller  1324  can be a computer or computing system(s) and/or electrical system with associated components, as described herein, capable of managing the power generation unit  1504  to receive power, routing the power to the power storage  612 , and then providing the power from either the power generation unit  1504  and/or the power storage  612  to the loads  1508 . Thus, the power management controller  1324  may execute programming that controls switches, devices, components, etc. involved in the reception, storage, and provision of the power in the electrical system  1500 . 
     An embodiment of the power generation unit  1504  may be as shown in  FIG. 16 . Generally, the power generation unit  1504  may be electrically coupled to one or more power sources  1308 . The power sources  1308  can include power sources internal and/or associated with the vehicle  100  and/or power sources external to the vehicle  100  to which the vehicle  100  electrically connects. One of the internal power sources can include an on board generator  1604 . The generator  1604  may be an alternating current (AC) generator, a direct current (DC) generator or a self-excited generator. The AC generators can include induction generators, linear electric generators, and/or other types of generators. The DC generators can include homopolar generators and/or other types of generators. The generator  1604  can be brushless or include brush contacts and generate the electric field with permanent magnets or through induction. The generator  1604  may be mechanically coupled to a source of kinetic energy, such as an axle or some other power take-off. The generator  1604  may also have another mechanical coupling to an exterior source of kinetic energy, for example, a wind turbine. 
     Another power source  1308  may include wired or wireless charging  1608 . The wireless charging system  1608  may include inductive and/or resonant frequency inductive charging systems that can include coils, frequency generators, controllers, etc. Wired charging may be any kind of grid-connected charging that has a physical connection, although, the wireless charging may be grid connected through a wireless interface. The wired charging system can include connectors, wired interconnections, the controllers, etc. The wired and wireless charging systems  1608  can provide power to the power generation unit  1504  from external power sources  1308 . 
     Internal sources for power may include a regenerative braking system  1612 . The regenerative braking system  1612  can convert the kinetic energy of the moving car into electrical energy through a generation system mounted within the wheels, axle, and/or braking system of the vehicle  100 . The regenerative braking system  1612  can include any coils, magnets, electrical interconnections, converters, controllers, etc. required to convert the kinetic energy into electrical energy. 
     Another source of power  1308 , internal to or associated with the vehicle  100 , may be a solar array  1616 . The solar array  1616  may include any system or device of one or more solar cells mounted on the exterior of the vehicle  100  or integrated within the body panels of the vehicle  100  that provides or converts solar energy into electrical energy to provide to the power generation unit  1504 . 
     The power sources  1308  may be connected to the power generation unit  1504  through an electrical interconnection  1618 . The electrical interconnection  1618  can include any wire, interface, bus, etc. between the one or more power sources  1308  and the power generation unit  1504 . 
     The power generation unit  1504  can also include a power source interface  1620 . The power source interface  1620  can be any type of physical and/or electrical interface used to receive the electrical energy from the one or more power sources  1308 . Thus, the power source interface  1620  can include an electrical interface  1624  that receives the electrical energy and a mechanical interface  1628  which may include wires, connectors, or other types of devices or physical connections. The mechanical interface  1608  can also include a physical/electrical connection  1634  to the power generation unit  1504 . 
     The electrical energy from the power source  1308  can be processed through the power source interface  1624  to an electric converter  1632 . The electric converter  1632  may convert the characteristics of the power from one of the power sources into a useable form that may be used either by the power storage  612  or one or more loads  1508  within the vehicle  100 . The electrical converter  1624  may include any electronics or electrical devices and/or component that can change electrical characteristics, e.g., AC frequency, amplitude, phase, etc. associated with the electrical energy provided by the power source  1308 . The converted electrical energy may then be provided to an optional conditioner  1638 . The conditioner  1638  may include any electronics or electrical devices and/or component that may further condition the converted electrical energy by removing harmonics, noise, etc. from the electrical energy to provide a more stable and effective form of power to the vehicle  100 . 
     An embodiment of the power storage  1612  may be as shown in  FIG. 17 . The power storage unit can include an electrical converter  1632   b , one or more batteries, one or more rechargeable batteries, one or more capacitors, one or more accumulators, one or more supercapacitors, one or more ultrabatteries, and/or superconducting magnetics  1704 , and/or a charge management unit  1708 . The converter  1632   b  may be the same or similar to the electrical converter  1632   a  shown in  FIG. 16 . The converter  1632   b  may be a replacement for the electric converter  1632   a  shown in  FIG. 16  and thus eliminate the need for the electrical converter  1632   a  as shown in  FIG. 16 . However, if the electrical converter  1632   a  is provided in the power generation unit  1504 , the converter  1632   b , as shown in the power storage unit  612 , may be eliminated. The converter  1632   b  can also be redundant or different from the electrical converter  1632   a  shown in  FIG. 16  and may provide a different form of energy to the battery and/or capacitors  1704 . Thus, the converter  1632   b  can change the energy characteristics specifically for the battery/capacitor  1704 . 
     The battery  1704  can be any type of battery for storing electrical energy, for example, a lithium ion battery, a lead acid battery, a nickel cadmium battery, etc. Further, the battery  1704  may include different types of power storage systems, such as, ionic fluids or other types of fuel cell systems. The energy storage  1704  may also include one or more high-capacity capacitors  1704 . The capacitors  1704  may be used for long-term or short-term storage of electrical energy. The input into the battery or capacitor  1704  may be different from the output, and thus, the capacitor  1704  may be charged quickly but drain slowly. The functioning of the converter  1632  and battery capacitor  1704  may be monitored or managed by a charge management unit  1708 . 
     The charge management unit  1708  can include any hardware (e.g., any electronics or electrical devices and/or components), software, or firmware operable to adjust the operations of the converter  1632  or batteries/capacitors  1704 . The charge management unit  1708  can receive inputs or periodically monitor the converter  1632  and/or battery/capacitor  1704  from this information; the charge management unit  1708  may then adjust settings or inputs into the converter  1632  or battery/capacitor  1704  to control the operation of the power storage system  612 . 
     An embodiment of one or more loads  1508  associated with the vehicle  100  may be as shown in  FIG. 18 . The loads  1508  may include a bus or electrical interconnection system  1802 , which provides electrical energy to one or more different loads within the vehicle  100 . The bus  1802  can be any number of wires or interfaces used to connect the power generation unit  1504  and/or power storage  1612  to the one or more loads  1508 . The converter  1632   c  may be an interface from the power generation unit  1504  or the power storage  612  into the loads  1508 . The converter  1632   c  may be the same or similar to electric converter  1632   a  as shown in  FIG. 16 . Similar to the discussion of the converter  1632   b  in  FIG. 17 , the converter  1632   c  may be eliminated, if the electric converter  1632   a , shown in  FIG. 16 , is present. However, the converter  1632   c  may further condition or change the energy characteristics for the bus  1802  for use by the loads  1508 . The converter  1632   c  may also provide electrical energy to electric motor  1804 , which may power the vehicle  100 . 
     The electric motor  1804  can be any type of DC or AC electric motor. The electric motor may be a direct drive or induction motor using permanent magnets and/or winding either on the stator or rotor. The electric motor  1804  may also be wireless or include brush contacts. The electric motor  1804  may be capable of providing a torque and enough kinetic energy to move the vehicle  100  in traffic. 
     The different loads  1508  may also include environmental loads  1812 , sensor loads  1816 , safety loads  1820 , user interaction loads  1808 , etc. User interaction loads  1808  can be any energy used by user interfaces or systems that interact with the driver and/or passenger(s). These loads  1808  may include, for example, the heads up display, the dash display, the radio, user interfaces on the head unit, lights, radio, and/or other types of loads that provide or receive information from the occupants of the vehicle  100 . The environmental loads  1812  can be any loads used to control the environment within the vehicle  100 . For example, the air conditioning or heating unit of the vehicle  100  can be environmental loads  1812 . Other environmental loads can include lights, fans, and/or defrosting units, etc. that may control the environment within the vehicle  100 . The sensor loads  1816  can be any loads used by sensors, for example, air bag sensors, GPS, and other such sensors used to either manage or control the vehicle  100  and/or provide information or feedback to the vehicle occupants. The safety loads  1820  can include any safety equipment, for example, seat belt alarms, airbags, headlights, blinkers, etc. that may be used to manage the safety of the occupants. There may be more or fewer loads than those described herein, although they may not be shown in  FIG. 18 . 
       FIG. 19A  illustrates an exemplary hardware diagram of communications componentry that can be optionally associated with the vehicle. 
     The communications componentry can include one or more wired or wireless devices such as a transceiver(s) and/or modem that allows communications not only between the various systems disclosed herein but also with other devices, such as devices on a network, and/or on a distributed network such as the Internet and/or in the cloud. 
     The communications subsystem can also include inter- and intra-vehicle communications capabilities such as hotspot and/or access point connectivity for any one or more of the vehicle occupants and/or vehicle-to-vehicle communications. 
     Additionally, and while not specifically illustrated, the communications subsystem can include one or more communications links (that can be wired or wireless) and/or communications busses (managed by the bus manager  1974 ), including one or more of CANbus, OBD-II, ARCINC 429, Byteflight, CAN (Controller Area Network), D2B (Domestic Digital Bus), FlexRay, DC-BUS, IDB-1394, IEBus, I 2 C, ISO 9141-1/-2, J1708, J1587, J1850, J1939, ISO 11783, Keyword Protocol 2000, LIN (Local Interconnect Network), MOST (Media Oriented Systems Transport), Multifunction Vehicle Bus, SMARTwireX, SPI, VAN (Vehicle Area Network), and the like or in general any communications protocol and/or standard. 
     The various protocols and communications can be communicated one or more of wirelessly and/or over transmission media such as single wire, twisted pair, fibre optic, IEEE 1394, MIL-STD-1553, MIL-STD-1773, power-line communication, or the like. (All of the above standards and protocols are incorporated herein by reference in their entirety) 
     As discussed, the communications subsystem enables communications between any if the inter-vehicle systems and subsystems as well as communications with non-collocated resources, such as those reachable over a network such as the Internet. 
     The communications subsystem, in addition to well-known componentry (which has been omitted for clarity), the device communications subsystem  1900  includes interconnected elements including one or more of: one or more antennas  1904 , an interleaver/deinterleaver  1908 , an analogue front end (AFE)  1912 , memory/storage/cache  1916 , controller/microprocessor  1920 , MAC circuitry  1922 , modulator/demodulator  1924 , encoder/decoder  1928 , a plurality of connectivity managers  1934 - 1966 , GPU  1940 , accelerator  1944 , a multiplexer/demultiplexer  1954 , transmitter  1970 , receiver  1972  and wireless radio  1978  components such as a Wi-Fi PHY/Bluetooth® module  1980 , a Wi-Fi/BT MAC module  1984 , transmitter  1988  and receiver  1992 . The various elements in the device  1900  are connected by one or more links/busses  5  (not shown, again for sake of clarity). 
     The device  400  can have one more antennas  1904 , for use in wireless communications such as multi-input multi-output (MIMO) communications, multi-user multi-input multi-output (MU-MIMO) communications Bluetooth®, LTE, 4G, 5G, Near-Field Communication (NFC), etc. The antenna(s)  1904  can include, but are not limited to one or more of directional antennas, omnidirectional antennas, monopoles, patch antennas, loop antennas, microstrip antennas, dipoles, and any other antenna(s) suitable for communication transmission/reception. In an exemplary embodiment, transmission/reception using MIMO may require particular antenna spacing. In another exemplary embodiment, MIMO transmission/reception can enable spatial diversity allowing for different channel characteristics at each of the antennas. In yet another embodiment, MIMO transmission/reception can be used to distribute resources to multiple users for example within the vehicle and/or in another vehicle. 
     Antenna(s)  1904  generally interact with the Analog Front End (AFE)  1912 , which is needed to enable the correct processing of the received modulated signal and signal conditioning for a transmitted signal. The AFE  1912  can be functionally located between the antenna and a digital baseband system in order to convert the analogue signal into a digital signal for processing and vice-versa. 
     The subsystem  1900  can also include a controller/microprocessor  1920  and a memory/storage/cache  1916 . The subsystem  1900  can interact with the memory/storage/cache  1916  which may store information and operations necessary for configuring and transmitting or receiving the information described herein. The memory/storage/cache  1916  may also be used in connection with the execution of application programming or instructions by the controller/microprocessor  1920 , and for temporary or long term storage of program instructions and/or data. As examples, the memory/storage/cache  1920  may comprise a computer-readable device, RAM, ROM, DRAM, SDRAM, and/or other storage device(s) and media. 
     The controller/microprocessor  1920  may comprise a general purpose programmable processor or controller for executing application programming or instructions related to the subsystem  1900 . Furthermore, the controller/microprocessor  1920  can perform operations for configuring and transmitting/receiving information as described herein. The controller/microprocessor  1920  may include multiple processor cores, and/or implement multiple virtual processors. Optionally, the controller/microprocessor  1920  may include multiple physical processors. By way of example, the controller/microprocessor  1920  may comprise a specially configured Application Specific Integrated Circuit (ASIC) or other integrated circuit, a digital signal processor(s), a controller, a hardwired electronic or logic circuit, a programmable logic device or gate array, a special purpose computer, or the like. 
     The subsystem  1900  can further include a transmitter  1970  and receiver  1972  which can transmit and receive signals, respectively, to and from other devices, subsystems and/or other destinations using the one or more antennas  1904  and/or links/busses. Included in the subsystem  1900  circuitry is the medium access control or MAC Circuitry  1922 . MAC circuitry  1922  provides for controlling access to the wireless medium. In an exemplary embodiment, the MAC circuitry  1922  may be arranged to contend for the wireless medium and configure frames or packets for communicating over the wireless medium. 
     The subsystem  1900  can also optionally contain a security module (not shown). This security module can contain information regarding but not limited to, security parameters required to connect the device to one or more other devices or other available network(s), and can include WEP or WPA/WPA-2 (optionally+AES and/or TKIP) security access keys, network keys, etc. The WEP security access key is a security password used by Wi-Fi networks. Knowledge of this code can enable a wireless device to exchange information with an access point and/or another device. The information exchange can occur through encoded messages with the WEP access code often being chosen by the network administrator. WPA is an added security standard that is also used in conjunction with network connectivity with stronger encryption than WEP. 
     The exemplary subsystem  1900  also includes a GPU  1940 , an accelerator  1944 , a Wi-Fi/BT/BLE PHY module  1980  and a Wi-Fi/BT/BLE MAC module  1984  and wireless transmitter  1988  and receiver  1992 . In some embodiments, the GPU  1940  may be a graphics processing unit, or visual processing unit, comprising at least one circuit and/or chip that manipulates and changes memory to accelerate the creation of images in a frame buffer for output to at least one display device. The GPU  1940  may include one or more of a display device connection port, printed circuit board (PCB), a GPU chip, a metal-oxide-semiconductor field-effect transistor (MOSFET), memory (e.g., single data rate random-access memory (SDRAM), double data rate random-access memory (DDR) RAM, etc., and/or combinations thereof), a secondary processing chip (e.g., handling video out capabilities, processing, and/or other functions in addition to the GPU chip, etc.), a capacitor, heatsink, temperature control or cooling fan, motherboard connection, shielding, and the like. 
     The various connectivity managers  1934 - 1966  (even) manage and/or coordinate communications between the subsystem  1900  and one or more of the systems disclosed herein and one or more other devices/systems. The connectivity managers include an emergency charging connectivity manager  1934 , an aerial charging connectivity manager  1938 , a roadway charging connectivity manager  1942 , an overhead charging connectivity manager  1946 , a robotic charging connectivity manager  1950 , a static charging connectivity manager  1954 , a vehicle database connectivity manager  1958 , a remote operating system connectivity manager  1962  and a sensor connectivity manager  1966 . 
     The emergency charging connectivity manager  1934  can coordinate not only the physical connectivity between the vehicle and the emergency charging device/vehicle, but can also communicate with one or more of the power management controller, one or more third parties and optionally a billing system(s). As an example, the vehicle can establish communications with the emergency charging device/vehicle to one or more of coordinate interconnectivity between the two (e.g., by spatially aligning the charging receptacle on the vehicle with the charger on the emergency charging vehicle) and optionally share navigation information. Once charging is complete, the amount of charge provided can be tracked and optionally forwarded to, for example, a third party for billing. In addition to being able to manage connectivity for the exchange of power, the emergency charging connectivity manager  1934  can also communicate information, such as billing information to the emergency charging vehicle and/or a third party. This billing information could be, for example, the owner of the vehicle, the driver of the vehicle, company information, or in general any information usable to charge the appropriate entity for the power received. 
     The aerial charging connectivity manager  1938  can coordinate not only the physical connectivity between the vehicle and the aerial charging device/vehicle, but can also communicate with one or more of the power management controller, one or more third parties and optionally a billing system(s). As an example, the vehicle can establish communications with the aerial charging device/vehicle to one or more of coordinate interconnectivity between the two (e.g., by spatially aligning the charging receptacle on the vehicle with the charger on the emergency charging vehicle) and optionally share navigation information. Once charging is complete, the amount of charge provided can be tracked and optionally forwarded to, for example, a third party for billing. In addition to being able to manage connectivity for the exchange of power, the aerial charging connectivity manager  1938  can similarly communicate information, such as billing information to the aerial charging vehicle and/or a third party. This billing information could be, for example, the owner of the vehicle, the driver of the vehicle, company information, or in general any information usable to charge the appropriate entity for the power received etc., as discussed. 
     The roadway charging connectivity manager  1942  and overhead charging connectivity manager  1946  can coordinate not only the physical connectivity between the vehicle and the charging device/system, but can also communicate with one or more of the power management controller, one or more third parties and optionally a billing system(s). As one example, the vehicle can request a charge from the charging system when, for example, the vehicle needs or is predicted to need power. As an example, the vehicle can establish communications with the charging device/vehicle to one or more of coordinate interconnectivity between the two for charging and share information for billing. Once charging is complete, the amount of charge provided can be tracked and optionally forwarded to, for example, a third party for billing. This billing information could be, for example, the owner of the vehicle, the driver of the vehicle, company information, or in general any information usable to charge the appropriate entity for the power received etc., as discussed. The person responsible for paying for the charge could also receive a copy of the billing information as is customary. The robotic charging connectivity manager  1950  and static charging connectivity manager  1954  can operate in a similar manner to that described herein. 
     The vehicle database connectivity manager  1958  allows the subsystem to receive and/or share information stored in the vehicle database. This information can be shared with other vehicle components/subsystems and/or other entities, such as third parties and/or charging systems. The information can also be shared with one or more vehicle occupant devices, such as an app on a mobile device the driver uses to track information about the vehicle and/or a dealer or service/maintenance provider. In general, any information stored in the vehicle database can optionally be shared with any one or more other devices optionally subject to any privacy or confidentially restrictions. 
     The remote operating system connectivity manager  1962  facilitates communications between the vehicle and any one or more autonomous vehicle systems. These communications can include one or more of navigation information, vehicle information, occupant information, or in general any information related to the remote operation of the vehicle. 
     The sensor connectivity manager  1966  facilitates communications between any one or more of the vehicle sensors and any one or more of the other vehicle systems. The sensor connectivity manager  1966  can also facilitate communications between any one or more of the sensors and/or vehicle systems and any other destination, such as a service company, app, or in general to any destination where sensor data is needed. 
     In accordance with one exemplary embodiment, any of the communications discussed herein can be communicated via the conductor(s) used for charging. One exemplary protocol usable for these communications is Power-line communication (PLC). PLC is a communication protocol that uses electrical wiring to simultaneously carry both data, and Alternating Current (AC) electric power transmission or electric power distribution. It is also known as power-line carrier, power-line digital subscriber line (PDSL), mains communication, power-line telecommunications, or power-line networking (PLN). For DC environments in vehicles PLC can be used in conjunction with CAN-bus, LIN-bus over power line (DC-LIN) and DC-BUS. 
     The communications subsystem can also optionally manage one or more identifiers, such as an IP (internet protocol) address(es), associated with the vehicle and one or other system or subsystems or components therein. These identifiers can be used in conjunction with any one or more of the connectivity managers as discussed herein. 
       FIG. 19B  illustrates a block diagram of a computing environment  1901  that may function as the servers, user computers, or other systems provided and described above. The environment  1901  includes one or more user computers, or computing devices, such as a vehicle computing device  1903 , a communication device  1907 , and/or more  1911 . The computing devices  1903 ,  1907 ,  1911  may include general purpose personal computers (including, merely by way of example, personal computers, and/or laptop computers running various versions of Microsoft Corp.&#39;s Windows® and/or Apple Corp.&#39;s Macintosh® operating systems) and/or workstation computers running any of a variety of commercially-available UNIX® or UNIX-like operating systems. These computing devices  1903 ,  1907 ,  1911  may also have any of a variety of applications, including for example, database client and/or server applications, and web browser applications. Alternatively, the computing devices  1903 ,  1907 ,  1911  may be any other electronic device, such as a thin-client computer, Internet-enabled mobile telephone, and/or personal digital assistant, capable of communicating via a network  1909  and/or displaying and navigating web pages or other types of electronic documents. Although the exemplary computer environment  1901  is shown with two computing devices, any number of user computers or computing devices may be supported. 
     Environment  1901  further includes a network  1909 . The network  1909  can be any type of network familiar to those skilled in the art that can support data communications using any of a variety of commercially-available protocols, including without limitation SIP, TCP/IP, SNA, IPX, AppleTalk, and the like. Merely by way of example, the network  1909  maybe a local area network (“LAN”), such as an Ethernet network, a Token-Ring network and/or the like; a wide-area network; a virtual network, including without limitation a virtual private network (“VPN”); the Internet; an intranet; an extranet; a public switched telephone network (“PSTN”); an infra-red network; a wireless network (e.g., a network operating under any of the IEEE 802.9 suite of protocols, the Bluetooth® protocol known in the art, and/or any other wireless protocol); and/or any combination of these and/or other networks. 
     The system may also include one or more servers  1913 ,  1915 . In this example, server  1913  is shown as a web server and server  1915  is shown as an application server. The web server  1913 , which may be used to process requests for web pages or other electronic documents from computing devices  1903 ,  1907 ,  1911 . The web server  1913  can be running an operating system including any of those discussed above, as well as any commercially-available server operating systems. The web server  1913  can also run a variety of server applications, including SIP servers, HTTP servers, FTP servers, CGI servers, database servers, Java servers, and the like. In some instances, the web server  1913  may publish operations available operations as one or more web services. 
     The environment  1901  may also include one or more file and or/application servers  1915 , which can, in addition to an operating system, include one or more applications accessible by a client running on one or more of the computing devices  1903 ,  1907 ,  1911 . The server(s)  1915  and/or  1913  may be one or more general purpose computers capable of executing programs or scripts in response to the computing devices  1903 ,  1907 ,  1911 . As one example, the server  1915 ,  1913  may execute one or more web applications. The web application may be implemented as one or more scripts or programs written in any programming language, such as Java™, C, C#®, or C++, and/or any scripting language, such as Perl, Python, or TCL, as well as combinations of any programming/scripting languages. The application server(s)  1915  may also include database servers, including without limitation those commercially available from Oracle, Microsoft, Sybase™, IBM™ and the like, which can process requests from database clients running on a computing device  1903 ,  1907 ,  1911 . 
     The web pages created by the server  1913  and/or  1915  may be forwarded to a computing device  1903 ,  1907 ,  1911  via a web (file) server  1913 ,  1915 . Similarly, the web server  1913  may be able to receive web page requests, web services invocations, and/or input data from a computing device  1903 ,  1907 ,  1911  (e.g., a user computer, etc.) and can forward the web page requests and/or input data to the web (application) server  1915 . In further embodiments, the server  1915  may function as a file server. Although for ease of description,  FIG. 19B  illustrates a separate web server  1913  and file/application server  1915 , those skilled in the art will recognize that the functions described with respect to servers  1913 ,  1915  may be performed by a single server and/or a plurality of specialized servers, depending on implementation-specific needs and parameters. The computer systems  1903 ,  1907 ,  1911 , web (file) server  1913  and/or web (application) server  1915  may function as the system, devices, or components described in  FIGS. 1-19A . 
     The environment  1901  may also include a database  1917 . The database  1917  may reside in a variety of locations. By way of example, database  1917  may reside on a storage medium local to (and/or resident in) one or more of the computers  1903 ,  1907 ,  1911 ,  1913 ,  1915 . Alternatively, it may be remote from any or all of the computers  1903 ,  1907 ,  1911 ,  1913 ,  1915 , and in communication (e.g., via the network  1909 ) with one or more of these. The database  1917  may reside in a storage-area network (“SAN”) familiar to those skilled in the art. Similarly, any necessary files for performing the functions attributed to the computers  1903 ,  1907 ,  1911 ,  1913 ,  1915  may be stored locally on the respective computer and/or remotely, as appropriate. The database  1917  may be a relational database, such as Oracle 20i®, that is adapted to store, update, and retrieve data in response to SQL-formatted commands. 
       FIG. 19C  illustrates one embodiment of a computer system  1919  upon which the servers, user computers, computing devices, or other systems or components described above may be deployed or executed. The computer system  1919  is shown comprising hardware elements that may be electrically coupled via a bus  1921 . The hardware elements may include one or more central processing units (CPUs)  1923 ; one or more input devices  1925  (e.g., a mouse, a keyboard, etc.); and one or more output devices  1927  (e.g., a display device, a printer, etc.). The computer system  1919  may also include one or more storage devices  1929 . By way of example, storage device(s)  1929  may be disk drives, optical storage devices, solid-state storage devices such as a random access memory (“RAM”) and/or a read-only memory (“ROM”), which can be programmable, flash-updateable and/or the like. 
     The computer system  1919  may additionally include a computer-readable storage media reader  1931 ; a communications system  1933  (e.g., a modem, a network card (wireless or wired), an infra-red communication device, etc.); and working memory  1937 , which may include RAM and ROM devices as described above. The computer system  1919  may also include a processing acceleration unit  1935 , which can include a DSP, a special-purpose processor, and/or the like. 
     The computer-readable storage media reader  1931  can further be connected to a computer-readable storage medium, together (and, optionally, in combination with storage device(s)  1929 ) comprehensively representing remote, local, fixed, and/or removable storage devices plus storage media for temporarily and/or more permanently containing computer-readable information. The communications system  1933  may permit data to be exchanged with a network and/or any other computer described above with respect to the computer environments described herein. Moreover, as disclosed herein, the term “storage medium” may represent one or more devices for storing data, including read only memory (ROM), random access memory (RAM), magnetic RAM, core memory, magnetic disk storage mediums, optical storage mediums, flash memory devices and/or other machine readable mediums for storing information. 
     The computer system  1919  may also comprise software elements, shown as being currently located within a working memory  1937 , including an operating system  1939  and/or other code  1941 . It should be appreciated that alternate embodiments of a computer system  1919  may have numerous variations from that described above. For example, customized hardware might also be used and/or particular elements might be implemented in hardware, software (including portable software, such as applets), or both. Further, connection to other computing devices such as network input/output devices may be employed. 
     Examples of the processors  1923  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 AMID® FX™ family of processors, AMD® FX-4300, FX-6300, and FX-8350 32 nm Vishera, AMID® Kaveri processors, Texas Instruments® Jacinto C6000™ automotive infotainment processors, Texas Instruments® OMAP™ automotive-grade mobile processors, ARM® Cortex™-M processors, ARM® Cortex-A and ARM926EJ-S™ processors, other industry-equivalent processors, and may perform computational functions using any known or future-developed standard, instruction set, libraries, and/or architecture. 
     The present disclosure provides systems and methods for detecting air leakage within a battery housing based on variations in the equalization of created air pressure differentials between the air pressure within the battery housing and the ambient air pressure outside the battery housing. Certain embodiments as disclosed herein comprise steps of (i) determining a battery leakage test should be initiated; (ii) altering the air pressure within the battery housing by using an air compressor and/or vacuum pump to one of (a) pumping air into the battery housing or (b) drawing air from the battery housing; and (iii) measuring the rate of equalization from the altered air pressure state to an equalized air pressure state. The equalized air pressure state may, in some embodiments, be determined by one or measuring or estimating an ambient air pressure (i.e., the air pressure of the outside air). The ambient air pressure may depend on a number of factors, including elevation, temperature, weather, etc. The ambient air pressure may also be determined by measuring the air pressure within the battery housing prior to the altering of the air pressure within the battery housing. The ambient air pressure may also be estimated by determining a location using a GPS and/or GLONASS sensor. 
     In some embodiments, a battery may comprise one or more battery cells. For example, in some embodiments, a battery cell may be of the 18650 form factor. Each battery cell may be interconnected in series or in parallel with other battery cells within the battery. A battery housing may comprise electrical connections capable of supplying power contained in the battery cells to the rest of the vehicle. In order to protect the battery cells from environmental factors, and to contain any battery fire or explosion, the battery cells may be placed within a battery housing as illustrated in  FIG. 20 . 
       FIG. 20  illustrates an exploded perspective view of a battery housing  2000  in accordance with at least one embodiment. In some embodiments, a battery housing  2000  as discussed above may comprise a battery mounting lid  2012  and a seal  2018 . The battery housing  2000  may be attached to the undercarriage of a vehicle by physically mounting the battery housing  2000  to the vehicle via the battery mounting lid  2012 . A battery housing  2000  may have a lower portion  2015  connected to the battery mounting lid  2012 . The lower portion  2015  may be physically separated from the battery mounting lid  2012  via the seal  2018 . It should be understood that the battery housing as illustrated in the figures may be of any configuration and any illustration is simply for illustration purposes. While in some embodiments the battery housing  2000  may be a rectangular shape and affixed to an undercarriage of a vehicle, in other embodiments the battery housing  2000  may be other shapes and placed in other areas of a vehicle. 
     The battery housing  2000  may contain a number of battery cells  2009 . In the event of a battery housing  2000  with multiple battery cells  2009 , the battery cells  2009  may be interconnected serially or in parallel and supply power from the vehicle battery through an electrical contact  2003   a  and a ground contact  2003   b.    
     The battery housing  2000  may be a water-resistant container and may be air-tight or near-airtight. Air pressure differentials between the inner compartment  2021  of the battery housing  2000  and the outside environment may equalize via the passing of air through a valve  2006  or vent. In some embodiments, the valve  2006  may be one or more of a pressure relief valve (PRV), pressure release valve, pressure safety valve (PSV), set pressure valve, relief valve (RV), safety valve (SV), safety relief valve (SRV), low pressure safety valve (LPSV), vacuum pressure safety valve (VPSV), low and vacuum pressure safety valve (LVPSV), pressure vacuum release valve (PVRV), snap acting valve, modulating valve and/or other valves or vents. Through the use of a PRV, pressure within the inner compartment  2021  of the battery housing  2000  may be relieved by allowing the pressurized air to flow through the valve. In some embodiments, the valve or valves may be two-way valves. Once the air pressure differential has equalized, the relief valve  2006  may re-seat. 
     In some embodiments, the battery housing  2000  may be connected to an output of an air compressor via an air tube connected to an air tube connection point  2024 . In some embodiments, a vacuum pump may be used in place of or in addition to the air compressor. Flow of air between the air compressor and the battery housing  2000  may be controlled by a computer processor onboard the vehicle and may be operated through the use of a solenoid valve. 
     In some embodiments, the battery housing may be mounted underneath a vehicle. Battery cells may in some embodiments be prone to instability, overheating, and other issues. Often, damage to battery cells may create risk of fire, electrical shortage, battery failure, or other problems. Damage to battery cells may be caused by moisture within the battery housing, stray rocks as projectiles breaking through the battery housing, or thermal runaway. In order to protect battery cells from damage, a battery housing may be made of a material capable of protecting the battery cells from exterior elements such as road debris and moisture. 
     In some embodiments, a battery housing may comprise enclosure materials such as steel or a similar metal with a high melting point. In other embodiments, the enclosure material may comprise an outer material with a relatively lower melting point and an inner layer comprised of a material which may act as a thermal insulator to protect the outer material. 
     Because the battery housing may be mounted to the undercarriage of a vehicle, the battery housing may be designed to direct excessive heat and flammable materials away from the passenger compartment of the vehicle. In some embodiments, a seal may be used between the battery housing and the vehicle body. Seals may be used to keep moisture out of the battery pack. If moisture was to get in through a compromised seal, the condensed liquid can cause high voltage isolation issues resulting in potentially catastrophic failure. Moisture sensors have been used unsuccessfully to detect condensation inside battery packs; however, once the moisture has been detected there is no action that can be applied to remove the moisture, short of removing the battery pack from the vehicle and “airing it out”. 
     In order to protect the contents of the battery housing from environmental conditions, the battery housing may be an enclosed container and may be water-resistant or waterproof. While a battery housing may be a closed container, differences between the ambient air pressure and the air pressure within the battery housing may cause a number of issues. A pressure differential between the battery housing air pressure and the ambient air pressure may be caused by one or more of a change in altitude, battery cell venting, a change in temperature, etc. In some embodiments, one or more pressure relief valves may be placed on a surface of the battery housing allowing for a pressure differential between the interior of the battery housing and the ambient air pressure to be alleviated. In some embodiments, the one or more pressure relief valves may be two-way valves. 
     Punctures, faulty valves, or other issues with a battery housing may create a leak. Leaks may be dangerous for a number or reasons. For example, a leak may allow moisture to enter the battery housing which may damage the battery. Disclosed herein are embodiments including a method of detecting a leak in the battery pack through using a vacuum and/or air pump, pressure equalization patch, and pressure sensor. 
     In some embodiments, an air compressor may be connected to the battery housing via one or more air tubes. The air compressor may be used to draw a vacuum of air from the battery housing through the one or more air tubes, creating a low air pressure within the housing. In some embodiments, the air compressor may be used to force air into the battery housing through the one or more air tubes creating a high air pressure within the housing. It is expected that the seal will maintain integrity; the only way for air to enter the pack is through the pressure equalization vent. The pressure equalization vent may be characterized such that the rate of change in pressure is known for a working seal. A compromised seal may result in much faster pressure equalization. 
     In some embodiments, a battery housing air pressure sensor may be used to determine an air pressure within the battery housing. In some embodiments, the battery housing air pressure sensor may be within the battery housing, while in some embodiments the battery housing air pressure sensor may be placed along the air tube line leading into the battery housing. 
     As illustrated in  FIG. 21 , a battery housing  2115  may be mounted on the undercarriage of an electric vehicle  2100 . The battery housing  2115  may be connected to an air compressor  2106  via an air tube  2109  and a valve  2112 . While the embodiment illustrated in  FIG. 21  shows a valve  2112  on the battery housing  2115  side of the air tube  2109 , in other embodiments a valve  2112  may be placed on the air compressor  2106  side of the air tube  2109 . 
     In some embodiments, the air compressor  2106  may be an air compressor used in association with both the battery housing  2115  as well as an air conditioning system and/or brake booster system of the vehicle  2100 . 
     In some embodiments, the air compressor  2106  and/or the valve  2112  may be controlled by a processor  2103  onboard the vehicle  2100 . The processor  2103  may be as described in relation to  FIG. 19C . The processor may communicate with the air compressor  2106  and/or the valve  2112  via a bus or other means of electrically communicating and controlling the air compressor  2106  and/or the valve  2112 . 
     While in some embodiments, an air compressor used with an air conditioning system of the vehicle may also be used with the battery housing, in some embodiments a battery housing may further comprise a dedicated air compressor as illustrated in  FIG. 22 . A battery housing  2200  may comprise a number of battery cells  2209 , a valve and/or vent  2224 , an electrical contact  2215  and a ground contact  2218  as discussed above. In some embodiments, a battery housing  2200  may further comprise a first compartment  2206  storing the one or more battery cells  2209  and a second compartment  2203  storing an air compressor. The first compartment  2206  and the second compartment  2203  may be separated via a physical barrier with a valve  2212  such that the air compressor may be capable of pushing air into or pulling air from the first compartment  2206 . In some embodiments, the air compressor may be placed in the battery housing  2200  without separate compartments. The air compressor in the second compartment may be controlled via a processor of a vehicle via a control port  2221 . Air to and from the air compressor may pass out of the battery housing  2200  through a valve  2227 . 
     In some embodiments, an ambient air pressure sensor may be used to determine an air pressure outside the battery housing. The ambient air pressure sensor may be mounted onto the vehicle. In some embodiments, a vehicle may lack an ambient air pressure sensor and use information from other sources to estimate an ambient air pressure. For example, a vehicle may comprise a GPS and/or GLONASS sensor. 
     A vehicle control unit processor may be in communication with one or both of the battery housing air pressure sensor and the ambient air pressure sensor. 
     Seals are used to keep moisture out of the battery pack. If moisture was to get in through a compromised seal, the condensed liquid can cause high voltage isolation issues resulting in potentially catastrophic failure. Moisture sensors have been used unsuccessfully detect condensation inside battery packs; however, once the moisture has been detected there is no action that can be applied to remove the moisture, short of removing the battery pack from the vehicle and “airing it out”. 
     The present disclosure describes a method of detecting a leak in the battery pack through using a vacuum/air pump, pressure equalization patch, and pressure sensor. A vacuum is drawn from the battery pack, creating a low air pressure within the pack. It is expected that the seal will maintain integrity; the only way for air to enter the pack is through the pressure equalization vent. The pressure equalization vent will be characterized such that the rate of change in pressure is known for a working seal. A compromised seal may result in much faster pressure equalization. Once the leak is detected, the vehicle can inform the user that the battery pack seal should be serviced. 
     As illustrated in  FIG. 23 , an onboard display  2303  may, in some embodiments, display a warning window  2309  on a display screen  2306 . The onboard display  2303  may be as discussed above in relation to  FIG. 4C . In other embodiments, the warning may be in the form of an audible signal played from a speaker. 
     As the graph  2400  of  FIG. 24A  illustrates, the air pressure within the battery housing may be monitored and compared to an ideal battery housing pressure. A Y-Axis  2403  of the graph  2400  may plot air pressure as measured by an air pressure sensor. Air pressure may be measured in pascals (Pa), pounds per square inch (PSI), bar, barye, grams-force, kilograms-force per square centimeter, and/or other units. An X-Axis  2406  of the graph  2400  may plot time. Time may be measured in seconds, minutes, hours, etc. The graph  2400  may show a measured battery housing air pressure  2418  over time. 
     The measured battery housing air pressure  2418  may be compared to an ideal battery housing air pressure response  2409  to an air compressor vacuum draw. As illustrated in  FIG. 24A , an air compressor may begin drawing air from the battery housing at a particular time  2421 . For calculations, the particular time  2421  at which the air compressor begins drawing air from the battery housing may be considered as t=0. Prior to t=0, the measured air pressure within the battery housing  2418  may be equal to the ideal battery housing air pressure response  2409  as seen in the graph  2400  at point  2406 . At t=0 ( 2421 ), the air compressor may begin drawing air from the battery housing, at which point the measured battery housing air pressure  2418  may begin to decrease. The air compressor may draw air from the battery housing for a predetermined amount of time, represented by time t=0 ( 2421 ) to time t=x ( 2424 ). In some embodiments, the air compressor may draw air from the battery housing for 10 seconds. In other embodiments, the air compressor may draw air for a shorter or longer period of time. In other embodiments, the air compressor may cease drawing air upon the measured air pressure within the battery housing reaching a predetermined minimum air pressure. 
     At a point in time  2424  after beginning to draw air, the air compressor may cease drawing air from the battery housing. At the point in time  2424  at which the air compressor ceases drawing air from the battery housing the measured air pressure within the battery housing  2418  may be at a low point. An onboard processor may compare the measured air pressure within the battery housing  2418  to the ideal battery housing air pressure response  2409 . As can be appreciated, the measured air pressure within the battery housing  2418  may differ from the ideal battery housing air pressure response  2409  by some amount. A difference between the measured air pressure within the battery housing  2418  and the ideal battery housing air pressure response  2409  may indicate a leak within the battery housing and/or an issue with the battery housing valve. 
     Following the point in time  2424  at which the air compressor ceases drawing air from the battery housing, the measured air pressure within the battery housing  2418  may begin to equalize with the ambient air pressure outside the battery housing. An onboard processor may measure the rate at which the measured air pressure within the battery housing  2418  equalizes with the ambient air pressure and may compare the measured air pressure within the battery housing  2418  to the ideal battery housing air pressure response  2409 . If the measured air pressure within the battery housing  2418  equalizes with the ambient air pressure faster than the ideal battery housing air pressure response  2409 , the processor may detect a leak and/or an issue with the valve has occurred. Similarly, if the measured air pressure within the battery housing  2418  equalizes with the ambient air pressure slower than the ideal battery housing air pressure response  2409 , the processor may detect an issue with the valve has occurred (e.g. the valve does not allow air to pass out of the battery housing at all or at an adequate rate of flow). 
     In some embodiments, instead of drawing air from the battery housing as illustrated in  FIG. 24A , the air compressor may blow air into the battery housing, thus creating a higher than ambient air pressure within the battery housing. As can be appreciated from  FIG. 24B , the air pressure within the battery housing may be monitored and compared to an ideal battery housing pressure. A Y-Axis  2453  of the graph  2450  may plot air pressure as measured by an air pressure sensor. Air pressure may be measured in pascals (Pa), pounds per square inch (PSI), bar, barye, grams-force, kilograms-force per square centimeter, and/or other units. An X-Axis  2456  of the graph  2450  may plot time. Time may be measured in seconds, minutes, hours, etc. The graph  2450  may show a measured battery housing air pressure  2468  over time. 
     The measured battery housing air pressure  2468  may be compared to an ideal battery housing air pressure response  2459  to an air compressor blow. As illustrated in  FIG. 24B , an air compressor may begin blowing air into the battery housing at a particular time  2471 . For calculations, the particular time  2471  at which the air compressor begins blowing air into the battery housing may be considered as t=0. Prior to t=0, the measured air pressure within the battery housing  2468  may be equal to the ideal battery housing air pressure response  2459  as seen in the graph  2450  at point  2456 . At t=0 ( 2471 ), the air compressor may begin blowing air into the battery housing, at which point the measured battery housing air pressure  2468  may begin to increase. The air compressor may blow air into the battery housing for a predetermined amount of time, represented by time t=0 ( 2471 ) to time t=x ( 2474 ). In some embodiments, the air compressor may blow air into the battery housing for 10 seconds. In other embodiments, the air compressor may blow air for a shorter or longer period of time. In other embodiments, the air compressor may cease blowing air upon the measured air pressure within the battery housing reaching a predetermined maximum air pressure differential. 
     At a point in time  2474  after beginning to blow air, the air compressor may cease blowing air into the battery housing. At the point in time  2474  at which the air compressor ceases blowing air into the battery housing the measured air pressure within the battery housing  2468  may be at a high point. An onboard processor may compare the measured air pressure within the battery housing  2468  to the ideal battery housing air pressure response  2459 . As can be appreciated, the measured air pressure within the battery housing  2468  may differ from the ideal battery housing air pressure response  2459  by some amount. A difference between the measured air pressure within the battery housing  2468  and the ideal battery housing air pressure response  2459  may indicate a leak within the battery housing and/or an issue with the battery housing valve. 
     Following the point in time  2474  at which the air compressor ceases blowing air into the battery housing, the measured air pressure within the battery housing  2468  may begin to equalize with the ambient air pressure outside the battery housing. An onboard processor may measure the rate at which the measured air pressure within the battery housing  2468  equalizes with the ambient air pressure and may compare the measured air pressure within the battery housing  2468  to the ideal battery housing air pressure response  2459 . If the measured air pressure within the battery housing  2468  equalizes with the ambient air pressure faster than the ideal battery housing air pressure response  2459 , the processor may detect a leak and/or an issue with the valve has occurred. Similarly, if the measured air pressure within the battery housing  2468  equalizes with the ambient air pressure slower than the ideal battery housing air pressure response  2459 , the processor may detect an issue with the valve has occurred (e.g. the valve does not allow air to pass out of the battery housing at all or at an adequate rate of flow). 
     Example battery housing air pressure responses may be as illustrated in  FIGS. 25A-D . While the pressure responses illustrated in  FIGS. 25A-D  are plotted on x,y axes, in certain embodiments, the air pressure within the battery housing may be measured and compared to an ideal battery housing air pressure response without plotting on a graph. The graphs illustrated in  FIGS. 25A-D  are for illustration purposes and should not be considered as limiting the scope of the disclosure. 
     In some embodiments, the air compressor may alter the air pressure within the battery housing until the measured air pressure within the battery housing reaches a predetermined maximum or minimum air pressure differential. In some embodiments, a leak or vent issue may be detected by measuring the elapsed amount of time between the beginning of the battery housing air pressure alteration and the point in time at which the battery housing air pressure reaches the predetermined maximum or minimum air pressure differential. In some embodiments, the alteration of the battery housing air pressure may timeout if the measured air pressure within the battery housing fails to reach the maximum or minimum air pressure differential within a particular amount of time. 
     A leak or vent issue may also be detected by measuring the elapsed amount of time between the point at which the air compressor ceases altering the battery housing air pressure (e.g., when the measured battery housing air pressure reaches the maximum or minimum air pressure differential) and when the measured battery housing air pressure equalizes with the ambient air pressure. The processor may detect an equalization of the battery housing air pressure by one or more of estimating the ambient air pressure (e.g. by using a GPS sensor to determine an altitude) and measuring the ambient air pressure using an air pressure sensor. 
     In some embodiments, an ideal battery housing air pressure response may be as illustrated in the graph  2510  of  FIG. 25A . The graph  2510  may illustrate a measured battery housing air pressure  2515  plotted on an x,y axis, wherein the X-axis  2512  may represent time and the Y-axis  2511  may represent air pressure. Using an air pressure sensor inside the battery housing, an air pressure sensor along the air tube between the air compressor and the battery housing and/or an air pressure sensor measuring air pressure at the battery housing vent, an onboard processor may monitor the battery housing air pressure response. During a first period of time  2513 , the measured air pressure within the battery housing  2515  may be equalized with the air pressure of the ambient air outside the battery housing. During a second period of time  2514 , an air compressor may begin altering the air pressure within the battery housing by either blowing air into or vacuum drawing air from the battery housing. 
     After the second period of time  2514 , the air compressor may cease altering the air pressure within the battery housing. In the moments following the ceasing of the altering of the air pressure by the air compressor, the measured air pressure within the battery housing  2515  may begin to equalize with the ambient air pressure outside the battery housing in the third period of time  2516 . A properly sealed battery housing with a properly working vent or valve may have a predictable response to the altering of the battery housing air pressure. Depending on factors such as battery housing size, maximum and/or minimum air pressure, ambient air pressure, the type of valve, etc., the amount of time for the measured air pressure within the battery housing  2515  to equalize from the maximum/minimum air pressure to the ambient air pressure may be predictable. In this way, a battery housing with a leak, or faulty valve, may be detected when the amount of time for the measured air pressure within the battery housing  2515  to equalize from the maximum/minimum air pressure to the ambient air pressure is slower or faster than the predicted time. 
     In some embodiments, the elapsed amount of time for the measured air pressure within the battery housing  2515  to equalize from the maximum/minimum air pressure to the ambient air pressure may be measured to detect a leak or other fault with the battery housing. In some embodiments, the rate of change of the measured air pressure within the battery housing  2515  may be measured and compared to an ideal rate. The ideal rate of change of the measured air pressure within the battery housing  2515  may depend on a number of factors, for example battery housing size, maximum and/or minimum air pressure, ambient air pressure, the type of valve, etc. 
     Upon equalizing with the ambient air pressure, the battery housing may stabilize at the equalized air pressure  2517 . 
     In some embodiments, a battery housing air pressure response as illustrated in  FIG. 25A  may represent an ideal battery housing air pressure response, in which both the alteration and the equalization of the measured battery housing air pressure occur within a threshold amount of time. 
     In the case of a faulty valve, measured air pressure within the battery housing may, in response to the application of an air compressor vacuum drawing or blowing air, may reach a maximum or minimum air pressure differential in a shorter amount of time or at a faster rate and, following the application of an air compressor vacuum drawing or blowing air, reach equalization with the ambient air pressure in a longer amount of time or at a slower rate as illustrated in  FIG. 25B . The measured air pressure within a battery housing  2525  in response to an air pressure test is illustrated in the graph  2520  of  FIG. 25B . As illustrated in the graph  2520 , the measured air pressure within a battery housing  2525  may be measured with an air pressure amount on the Y-axis  2521  and time on the X-axis  2522 . In the time period prior to the testing  2523 , the measured air pressure within a battery housing  2525  may be at a pressure equivalent to the ambient air pressure outside the battery housing  2525 . 
     Following the initial time period prior to the testing  2523 , an air compressor may begin to one of blow air into or draw air from the battery housing in the next time period  2524 . In the time period at the beginning of the testing  2524 , during which an air compressor alters the air pressure within the battery housing, the measured air pressure within the battery housing  2525  may begin to one of increase or decrease. In the embodiment illustrated in  FIG. 25B , the air compressor is blowing air into the battery housing thus causing the measured air pressure within the battery housing  2525  to increase. When the measured air pressure within the battery housing  2525  is detected to reach a maximum predetermined amount, the air compressor may cease blowing or drawing air from the battery housing. In the next time period  2526 , the measured air pressure within the battery housing  2525  may begin to equalize with the ambient air pressure. A processor onboard a vehicle in communication with a pressure sensor detecting the measured air pressure within the battery housing  2525  may determine the elapsed time between the beginning of the air compressor altering the measured air pressure within the battery housing  2525  and the point in time at which the measured air pressure within the battery housing  2525  reaches the maximum/minimum air pressure. The processor may then compare the amount of time with an ideal predetermined amount of time. In some embodiments, the processor may calculate a rate of change in addition to or in the alternative of determining the amount of time. 
     The processor onboard a vehicle in communication with a pressure sensor detecting the measured air pressure within the battery housing  2525  may also determine the elapsed time between the point in time at which the measured air pressure within the battery housing  2525  reaches the maximum/minimum air pressure and the point in time at which the measured air pressure within the battery housing  2525  equalizes with the ambient air pressure. The processor may then compare the amount of time with an ideal predetermined amount of time. In some embodiments, the processor may calculate a rate of change in addition to or in the alternative of determining the amount of time. 
     In the example illustrated in  FIG. 25B , while the air compressor blows air into the battery housing, increasing the measured air pressure within the battery housing  2525 , the measured air pressure within the battery housing  2525  increases at a sharp rate. In some embodiments, such a high rate of change may be an indication of a faulty valve, in that the equalization is not allowed at a quick enough rate. Similarly, following the air compressor blowing, the measured air pressure within the battery housing  2525  equalizes to the ambient air pressure at a slower rate which may also be an indication of a faulty valve. 
     In contrast to the scenario illustrated in  FIG. 25B ,  FIG. 25C  illustrates a response of a measured air pressure within a battery housing  2535  which may be indicative of a battery housing with a leak or with a valve which lets too much air pass through. As can be appreciated from the chart  2530  of  FIG. 25C , the rate of increase of the measured air pressure within the battery housing  2535  appears to be at a relatively slow rate. The air pressure may be plotted on the Y-axis  2531  and the time may be plotted on the X-axis  2532 . The air compressor may begin increasing the measured air pressure within the battery housing  2535  at the first point in time  2536  and cease increasing the measured air pressure within the battery housing  2535  at the second point in time  2537 . Following the second point in time  2537 , the measured air pressure within the battery housing  2535  may equalize with the ambient air pressure until the measured air pressure within the battery housing  2535  is at or near the same air pressure as the ambient air pressure at the third point in time  2538 . By monitoring one or more of the rate of change and/or the amount of time between ambient air pressure and maximum/minimum air pressure, a processor may determine the rate of change differs from an ideal rate of change and thus may be enabled to detect a leak or faulty valve within the battery housing. 
     In some embodiments, a battery housing may be a condition such that a leak or other issue with the battery housing results in a battery housing that is unable to reach the maximum or minimum air pressure differential. Such a scenario may result in a battery housing air pressure response as illustrated in  FIG. 25D . Again, in the graph  2540  shown in  FIG. 25D , the Y-axis  2541  illustrates air pressure and the X-axis  2542  illustrates time. The line  2545  shows the measured air pressure within a battery housing response to the application of an air compressor blowing air into the battery housing beginning at the time indicated at line  2546  and ending at the line  2548 . Despite the continued application of the air compressor, the measured air pressure within the battery housing  2545  at the time indicated by the line  2547  reaches a maximum level less than the expected or predetermined maximum air pressure differential. A processor monitoring the air pressure within the battery housing may detect that the air pressure has stopped increasing prior to reaching the expected or predetermined maximum air pressure differential and may cease the testing while determining that a leak or other issue has occurred. As illustrated in  FIG. 25D , prior to testing, the measured air pressure within the battery housing  2545  may be at or near equalization with ambient air pressure. At time  2546 , an air compressor may begin altering the air pressure within the battery housing  2545 . At time  2547 , the amount of air being pushed into the battery housing may be equal to the amount of air escaping the battery housing, thus leaving the measured air pressure within the battery housing at an equal level. At time  2548 , the processor may determine, due to the unchanging measured air pressure within the battery housing  2545 , that an error situation has occurred and end the testing. Following time  2548 , the air pressure within the battery housing  2545  may equalize and return to being at or near the ambient air pressure at  2549 . 
     While the ideal rate of change discussed above may be a specific value, in some embodiments, the processor may determine whether the amount of elapsed time or rate of change is within an acceptable range. In addition to measuring the air pressure within the battery housing, a processor may also monitor the rate of flow of the air entering and/or leaving the battery housing to or from the air compressor. The processor may also monitor the rate of flow of the air entering and/or leaving the battery housing through the vent. 
     In some embodiments, a method  2600  as illustrated in  FIG. 26  may be used to test a battery housing for leaks or other issues. Such a method  2600  may begin the testing at step  2603  based on a number of events or scenarios dependent on system settings. In some embodiments, a testing routine may be performed upon vehicle startup, upon user request, upon detection of a possible error, upon damage to the vehicle being detected, or upon other events. In some embodiments, the testing may be performed periodically, for example daily, weekly, annually, etc. 
     Upon the testing routine beginning, at step  2606  the system may determine and/or estimate an ambient air pressure. In some embodiments, an air pressure sensor may be used to determine the ambient air pressure. In some embodiments, a GPS sensor may be used to determine a location and/or altitude and an internal database or external data source may be used to estimate a target ambient air pressure. In some embodiments, a measurement from a sensor measuring the battery housing air pressure at the beginning of testing may be used as the ambient air pressure calculation. 
     After determining and/or estimating an ambient air pressure, the method  2600  may comprise sending a command to an air compressor to begin altering air pressure within a battery housing  2609 . In some embodiments, the air compressor may blow air into the battery housing, thus raising the air pressure of the battery housing. In some embodiments, the air compressor may draw air from the battery housing, thus lowering the air pressure of the battery housing. As a result, an air pressure differential may be created between the air pressure of the battery housing and the ambient air pressure. 
     After sending a command to the air compressor to begin altering air pressure within a battery housing  2609 , the method  2600  may comprise monitoring the battery housing air pressure  2612 . In some embodiments, the air compressor may continue blowing air into or drawing air from the battery housing for a predetermined amount of time (e.g., thirty seconds, one minute, etc.). In some embodiments, the air compressor may continue blowing air into or drawing air from the battery housing until the measured air pressure within the battery housing reaches a predetermined level of pressure. The predetermined level of pressure may depend on a number of factors, for example, size of the battery housing, material of the battery housing, size and/or type of the battery housing vent, and/or maximum threshold of the battery housing vent. As the air compressor blows air into or draws air from the battery housing, the processor may receive pressure sensor readings from a pressure sensor measuring the air pressure within the battery housing. Using the received pressure sensor readings, the processor may determine one or more of when the air pressure within the battery housing reaches a maximum or minimum air pressure and/or a rate of change of the air pressure. 
     As the air compressor continues to one of draw air from or blow air into the battery housing, the processor may determine whether the battery housing air pressure has reached the maximum air pressure  2615 . In some embodiments, the processor may determine whether the battery housing air pressure has reached a minimum air pressure. 
     If the battery housing air pressure has not reached or surpassed the predetermined maximum or minimum air pressure, the processor may determine whether the amount of time that has elapsed since the air compressor has begun the testing has surpassed a maximum amount of time  2618 . If the amount of time that has elapsed since the air compressor has begun the testing has surpassed a maximum amount of time, the processor may determine a possible leak or other error situation has occurred  2621 . 
     If the amount of time that has elapsed since the air compressor has begun the testing has not surpassed a maximum amount of time, the processor may continue  2624  to monitor the battery housing air pressure  2612 . 
     If the battery housing air pressure has reached or surpassed the predetermined maximum or minimum air pressure, the processor may record the amount of time elapsed since beginning the testing and/or estimate or calculate a rate of change in the battery housing air pressure and send a command to the air compressor to cease altering the battery housing air pressure  2627 . 
     After recording the amount of time elapsed since beginning the testing and/or estimating or calculating a rate of change in the battery housing air pressure and sending a command to the air compressor to cease altering the battery housing air pressure, the processor may continue monitoring the battery housing air pressure  2630 . 
     While monitoring the battery housing air pressure, the processor may determine whether the battery housing air pressure is less than or equal to the estimated or determined ambient air pressure  2633 . 
     If the processor determines the battery housing air pressure is not less than or equal to the estimated or determined ambient air pressure, the processor may continue  2636  monitoring the battery housing air pressure  2630 . 
     If the processor determines the battery housing air pressure is less than or equal to the estimated or determined ambient air pressure, the processor may record the elapsed amount of time since one or both of the beginning of the testing and the end of the altering of the battery housing air pressure by the air compressor  2639 . 
     After the processor records the elapsed amount of time since one or both of the beginning of the testing and the end of the altering of the battery housing air pressure by the air compressor, the testing routine may end  2642 . Using the recorded times and/or recorded rates of change in the air pressure within the battery housing during the testing routine, the processor may determine whether a leak or other battery housing issue has occurred. Based on the difference between the actual recorded air pressure response and the estimated or calculated ideal air pressure response, the processor may determine a magnitude of the leak or other battery housing issue. 
     In some embodiments, a pressure differential between the air pressure within the battery housing and the ambient air pressure may be maintained during the operation of the vehicle. For example, in some embodiments, air may be continuously pumped into a battery housing to create a positive air pressure differential between the battery housing and the ambient air. A positive air pressure differential may operate to keep moisture or other contaminants out. The pumped in air could also be pre-conditioned to be very dry to help keep moisture out and pick up any moisture in the battery housing and carry it out. 
     To determine whether a leak or other issue with the battery housing has occurred, a rate of flow of the air from the air compressor required to keep the air pressure differential at a particular level may be measured. If the rate of flow is within a particular threshold, the battery housing may be determined to be in an appropriate condition. If the rate of flow is outside a particular threshold, the battery housing may be determined to be in an inappropriate condition. 
     A battery housing maintained at a positive air pressure differential may also be checked for leaks or other issues by performing the methods discussed above. For example, at the beginning of a leak check, the continuous flow of air from the air compressor may cease and the air pressure within the battery housing may begin to equalize with the ambient air pressure. The time to equalization and/or the rate of decrease in air pressure may be measured and used to determine a presence of a leak or other issue. 
     Any of the steps, functions, and operations discussed herein can be performed continuously and automatically. 
     The exemplary systems and methods of this disclosure have been described in relation to vehicle systems and electric vehicles. However, to avoid unnecessarily obscuring the present disclosure, the preceding description omits a number of known structures and devices. This omission is not to be construed as a limitation of the scope of the claimed disclosure. Specific details are set forth to provide an understanding of the present disclosure. It should, however, be appreciated that the present disclosure may be practiced in a variety of ways beyond the specific detail set forth herein. 
     Furthermore, while the exemplary embodiments illustrated herein show the various components of the system collocated, certain components of the system can be located remotely, at distant portions of a distributed network, such as a LAN and/or the Internet, or within a dedicated system. Thus, it should be appreciated, that the components of the system can be combined into one or more devices, such as a server, communication device, or collocated on a particular node of a distributed network, such as an analog and/or digital telecommunications network, a packet-switched network, or a circuit-switched network. It will be appreciated from the preceding description, and for reasons of computational efficiency, that the components of the system can be arranged at any location within a distributed network of components without affecting the operation of the system. 
     Furthermore, it should be appreciated that the various links connecting the elements can be wired or wireless links, or any combination thereof, or any other known or later developed element(s) that is capable of supplying and/or communicating data to and from the connected elements. These wired or wireless links can also be secure links and may be capable of communicating encrypted information. Transmission media used as links, for example, can be any suitable carrier for electrical signals, including coaxial cables, copper wire, and fiber optics, and may take the form of acoustic or light waves, such as those generated during radio-wave and infra-red data communications. 
     While the flowcharts have been discussed and illustrated in relation to a particular sequence of events, it should be appreciated that changes, additions, and omissions to this sequence can occur without materially affecting the operation of the disclosed embodiments, configuration, and aspects. 
     A number of variations and modifications of the disclosure can be used. It would be possible to provide for some features of the disclosure without providing others. 
     In yet another embodiment, the systems and methods of this disclosure can be implemented in conjunction with a special purpose computer, a programmed microprocessor or microcontroller and peripheral integrated circuit element(s), an ASIC or other integrated circuit, a digital signal processor, a hard-wired electronic or logic circuit such as discrete element circuit, a programmable logic device or gate array such as PLD, PLA, FPGA, PAL, special purpose computer, any comparable means, or the like. In general, any device(s) or means capable of implementing the methodology illustrated herein can be used to implement the various aspects of this disclosure. Exemplary hardware that can be used for the present disclosure includes computers, handheld devices, telephones (e.g., cellular, Internet enabled, digital, analog, hybrids, and others), and other hardware known in the art. Some of these devices include processors (e.g., a single or multiple microprocessors), memory, nonvolatile storage, input devices, and output devices. Furthermore, alternative software implementations including, but not limited to, distributed processing or component/object distributed processing, parallel processing, or virtual machine processing can also be constructed to implement the methods described herein. 
     In yet another embodiment, the disclosed methods may be readily implemented in conjunction with software using object or object-oriented software development environments that provide portable source code that can be used on a variety of computer or workstation platforms. Alternatively, the disclosed system may be implemented partially or fully in hardware using standard logic circuits or VLSI design. Whether software or hardware is used to implement the systems in accordance with this disclosure is dependent on the speed and/or efficiency requirements of the system, the particular function, and the particular software or hardware systems or microprocessor or microcomputer systems being utilized. 
     In yet another embodiment, the disclosed methods may be partially implemented in software that can be stored on a storage medium, executed on programmed general-purpose computer with the cooperation of a controller and memory, a special purpose computer, a microprocessor, or the like. In these instances, the systems and methods of this disclosure can be implemented as a program embedded on a personal computer such as an applet, JAVA® or CGI script, as a resource residing on a server or computer workstation, as a routine embedded in a dedicated measurement system, system component, or the like. The system can also be implemented by physically incorporating the system and/or method into a software and/or hardware system. 
     Although the present disclosure describes components and functions implemented in the embodiments with reference to particular standards and protocols, the disclosure is not limited to such standards and protocols. Other similar standards and protocols not mentioned herein are in existence and are considered to be included in the present disclosure. Moreover, the standards and protocols mentioned herein and other similar standards and protocols not mentioned herein are periodically superseded by faster or more effective equivalents having essentially the same functions. Such replacement standards and protocols having the same functions are considered equivalents included in the present disclosure. 
     The present disclosure, in various embodiments, configurations, and aspects, includes components, methods, processes, systems and/or apparatus substantially as depicted and described herein, including various embodiments, subcombinations, and subsets thereof. Those of skill in the art will understand how to make and use the systems and methods disclosed herein after understanding the present disclosure. The present disclosure, in various embodiments, configurations, and aspects, includes providing devices and processes in the absence of items not depicted and/or described herein or in various embodiments, configurations, or aspects hereof, including in the absence of such items as may have been used in previous devices or processes, e.g., for improving performance, achieving ease, and/or reducing cost of implementation. 
     The foregoing discussion of the disclosure has been presented for purposes of illustration and description. The foregoing is not intended to limit the disclosure to the form or forms disclosed herein. In the foregoing Detailed Description for example, various features of the disclosure are grouped together in one or more embodiments, configurations, or aspects for the purpose of streamlining the disclosure. The features of the embodiments, configurations, or aspects of the disclosure may be combined in alternate embodiments, configurations, or aspects other than those discussed above. This method of disclosure is not to be interpreted as reflecting an intention that the claimed disclosure requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment, configuration, or aspect. Thus, the following claims are hereby incorporated into this Detailed Description, with each claim standing on its own as a separate preferred embodiment of the disclosure. 
     Moreover, though the description of the disclosure has included description of one or more embodiments, configurations, or aspects and certain variations and modifications, other variations, combinations, and modifications are within the scope of the disclosure, e.g., as may be within the skill and knowledge of those in the art, after understanding the present disclosure. It is intended to obtain rights, which include alternative embodiments, configurations, or aspects to the extent permitted, including alternate, interchangeable and/or equivalent structures, functions, ranges, or steps to those claimed, whether or not such alternate, interchangeable and/or equivalent structures, functions, ranges, or steps are disclosed herein, and without intending to publicly dedicate any patentable subject matter. 
     Embodiments include a method, the method comprising: altering, with an air compressor, air pressure within a battery housing; measuring, by a processor, a rate of change of the air pressure within the battery housing; and determining, by the processor, an issue with the battery housing exists based on the measured rate of change of the air pressure within the battery housing. 
     Aspects of the above method include wherein altering the air pressure within the battery housing comprises drawing air from the battery housing. 
     Aspects of the above method include wherein altering the air pressure within the battery housing comprises blowing air into the battery housing. 
     Aspects of the above method include further comprising: detecting, by the processor, the air pressure within the battery is at one of a predetermined minimum or a predetermined maximum air pressure. 
     Aspects of the above method include further comprising: upon detecting, by the processor, the air pressure within the battery is at the one of the predetermined minimum or the predetermined maximum air pressure, ceasing to alter, with the air compressor, the air pressure within the battery housing. 
     Aspects of the above method include further comprising: upon ceasing to alter the air pressure within the battery, determining a second rate of change of the air pressure within the battery housing. 
     Aspects of the above method include wherein determining, by the processor, an issue with the battery housing exists is further based on the determined second rate of change of the air pressure within the battery housing. 
     Embodiments include a system, comprising: a processor; and a memory coupled to the processor and comprising computer readable program code that when executed by the processor causes the processor to perform operations comprising: send a command to an air compressor to alter air pressure within a battery housing; measure a rate of change of the air pressure within the battery housing; and determine an issue with the battery housing exists based on the measured rate of change of the air pressure within the battery housing. 
     Aspects of the above system include wherein altering the air pressure within the battery housing comprises drawing air from the battery housing. 
     Aspects of the above system include wherein altering the air pressure within the battery housing comprises blowing air into the battery housing. 
     Aspects of the above system include further comprising: detecting, by the processor, the air pressure within the battery is at one of a predetermined minimum or a predetermined maximum air pressure. 
     Aspects of the above system include further comprising: upon detecting, by the processor, the air pressure within the battery is at the one of the predetermined minimum or the predetermined maximum air pressure, ceasing to alter, with the air compressor, the air pressure within the battery housing. 
     Aspects of the above system include further comprising: upon ceasing to alter the air pressure within the battery, determining a second rate of change of the air pressure within the battery housing. 
     Aspects of the above system include wherein determining, by the processor, an issue with the battery housing exists is further based on the determined second rate of change of the air pressure within the battery housing. 
     Embodiments include a computer program product, comprising: a non-transitory computer readable storage medium having computer readable program code embodied therewith, the computer readable program code comprising: computer readable program code configured when executed by a processor to: send a command to an air compressor to alter air pressure within a battery housing; measure a rate of change of the air pressure within the battery housing; and determine an issue with the battery housing exists based on the measured rate of change of the air pressure within the battery housing. 
     Aspects of the above computer program product include wherein altering the air pressure within the battery housing comprises drawing air from the battery housing. 
     Aspects of the above computer program product include wherein altering the air pressure within the battery housing comprises blowing air into the battery housing. 
     Aspects of the above computer program product include further comprising: detecting, by the processor, the air pressure within the battery is at one of a predetermined minimum or a predetermined maximum air pressure. 
     Aspects of the above computer program product include further comprising: upon detecting, by the processor, the air pressure within the battery is at the one of the predetermined minimum or the predetermined maximum air pressure, ceasing to alter, with the air compressor, the air pressure within the battery housing. 
     Aspects of the above system include further comprising: upon ceasing to alter the air pressure within the battery, determining a second rate of change of the air pressure within the battery housing. 
     The phrases “at least one,” “one or more,” “or,” and “and/or” are open-ended expressions that are both conjunctive and disjunctive in operation. For example, each of the expressions “at least one of A, B and C,” “at least one of A, B, or C,” “one or more of A, B, and C,” “one or more of A, B, or C,” “A, B, and/or C,” and “A, B, or C” means A alone, B alone, C alone, A and B together, A and C together, B and C together, or A, B and C together. 
     The term “a” or “an” entity refers to one or more of that entity. As such, the terms “a” (or “an”), “one or more,” and “at least one” can be used interchangeably herein. It is also to be noted that the terms “comprising,” “including,” and “having” can be used interchangeably. 
     The term “automatic” and variations thereof, as used herein, refers to any process or operation, which is typically continuous or semi-continuous, done without material human input when the process or operation is performed. However, a process or operation can be automatic, even though performance of the process or operation uses material or immaterial human input, if the input is received before performance of the process or operation. Human input is deemed to be material if such input influences how the process or operation will be performed. Human input that consents to the performance of the process or operation is not deemed to be “material.” 
     Aspects of the present disclosure may take the form of an embodiment that is entirely hardware, an embodiment that is entirely software (including firmware, resident software, micro-code, etc.) or an embodiment combining software and hardware aspects that may all generally be referred to herein as a “circuit,” “module,” or “system.” Any combination of one or more computer-readable medium(s) may be utilized. The computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. 
     A computer-readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer-readable storage medium may be any tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device. 
     A computer-readable signal medium may include a propagated data signal with computer-readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer-readable signal medium may be any computer-readable medium that is not a computer-readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer-readable medium may be transmitted using any appropriate medium, including, but not limited to, wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing. 
     The terms “determine,” “calculate,” “compute,” and variations thereof, as used herein, are used interchangeably and include any type of methodology, process, mathematical operation or technique. 
     The term “electric vehicle” (EV), also referred to herein as an electric drive vehicle, may use one or more electric motors or traction motors for propulsion. An electric vehicle may be powered through a collector system by electricity from off-vehicle sources, or may be self-contained with a battery or generator to convert fuel to electricity. An electric vehicle generally includes a rechargeable electricity storage system (RESS) (also called Full Electric Vehicles (FEV)). Power storage methods may include: chemical energy stored on the vehicle in on-board batteries (e.g., battery electric vehicle or BEV), on board kinetic energy storage (e.g., flywheels), and/or static energy (e.g., by on-board double-layer capacitors). Batteries, electric double-layer capacitors, and flywheel energy storage may be forms of rechargeable on-board electrical storage. 
     The term “hybrid electric vehicle” refers to a vehicle that may combine a conventional (usually fossil fuel-powered) powertrain with some form of electric propulsion. Most hybrid electric vehicles combine a conventional internal combustion engine (ICE) propulsion system with an electric propulsion system (hybrid vehicle drivetrain). In parallel hybrids, the ICE and the electric motor are both connected to the mechanical transmission and can simultaneously transmit power to drive the wheels, usually through a conventional transmission. In series hybrids, only the electric motor drives the drivetrain, and a smaller ICE works as a generator to power the electric motor or to recharge the batteries. Power-split hybrids combine series and parallel characteristics. A full hybrid, sometimes also called a strong hybrid, is a vehicle that can run on just the engine, just the batteries, or a combination of both. A mid hybrid is a vehicle that cannot be driven solely on its electric motor, because the electric motor does not have enough power to propel the vehicle on its own. 
     The term “rechargeable electric vehicle” or “REV” refers to a vehicle with on board rechargeable energy storage, including electric vehicles and hybrid electric vehicles.