Abstract: Systems, methods, and apparatuses described herein are directed to vehicle self-diagnostics. For example, a vehicle can include sensors monitoring vehicle components, for perceiving objects and obstacles in an environment, and for navigating the vehicle to a destination. Data from these and other sensors can be leveraged to determine a behavior associated with the vehicle. Based at least in part on determining the behavior, a vehicle can determine a fault and query one or more information sources associated with the vehicle to diagnose the fault. Based on diagnosing the fault, the vehicle can determine instructions for redressing the fault. The vehicle can diagnose the fault in near-real time, that is, while driving or otherwise in the field.

Abstract: There is provided a method and system for vehicle security protection. The method comprises: determining, at a detector, a first sensor signal from a flex sensor in an exterior panel of a vehicle, wherein the flex sensor and detector are powered by a power supply of the vehicle, and wherein a magnitude of the first sensor signal is based on an amount of bending of the flex sensor; determining, at the detector, based on the first sensor signal, that the exterior panel of the vehicle is deformed; and outputting, from the detector, a first alert signal, wherein a first controller of the vehicle is configured to transition from a low-power state to a high-power state based at least in part on the first sensor signal.

Abstract: An electrical system can include a power supply configured to provide electrical power to components at a time at which the electrical system experiences an electrical fault. The electrical system can include a first battery electrically coupled in parallel to a second battery via an electrical bus, whereby the first and second batteries can provide electrical power to a first electrical load and a second electrical load. Upon experiencing a fault, a first circuit element can electrically decouple the first battery and the second battery by opening a circuit provided by the electrical bus, thereby isolating the first battery from the second battery. Next, the battery experiencing the fault can include a second circuit element that can electrically decouple the battery experiencing the fault from a respective electrical load, while the battery isolated from the fault can continue to provide electrical power to components.

Abstract: A battery pack for a vehicle electrical system includes a casing for receiving one or more battery modules. The battery modules are insertable into a casing of the battery pack by sliding couplers along pairs of rails and are securable to the ends of the rails. After insertion, the rails thermally insulate one battery module from other battery modules coupled to the casing. In some examples, a first stiffness or a first mechanical frequency of the casing with the one or more battery modules inserted may differ from a second stiffness or a second mechanical frequency associated with a body of a vehicle or another component associated therewith by a threshold amount. Additionally, the casing may be configured with vents for venting the hot gases, such as those generated by a battery module in a thermal runaway event.

Abstract: An EVSE with additional switches and control to allow for 120V/240V split-phase homes to be powered by an electric vehicle with only two AC power pins in its charge port.

Abstract: An Energy Management Unit (EMU) integrates the on-board charger (OBC) and battery management system (BMS) and optional DC-DC to behave like a lab based Electrochemical Impedance Spectroscopy (EIS) device. New high-bandwidth charge control schemes, together with new high-voltage system architecture, are disclosed. During vehicle AC charging, the OBC outputs current that sweeps across various frequencies (typically 0.1 Hz to 10 kHz), while the BMS samples the voltage and current to create the Nyquist Plot (Real Vs Imaginary Impedance) of battery cell parameters, without high frequency cell voltage samples (which is not cost feasible for mobility and energy storage applications).

Abstract: A system for charging a battery carried by a vehicle may include a charging box for coupling to a vehicle chassis and including interface electrical contacts electrically coupled to the battery. The system may also include a charge coupler including coupler electrical contacts for electrically coupling to the interface electrical contacts from under the vehicle and configured to be coupled to an electrical power supply. The charging box may include an interface activation surface, and the charge coupler may include a housing for enclosing the coupler electrical contacts and including a base for supporting the coupler electrical contacts, a coupler activation surface opposite the base, an opening, and a door configured to open the opening to expose the coupler electrical contacts as the interface activation surface contacts the coupler activation surface and moves the coupler activation surface toward the base.

Abstract: Aspects of the invention relate to a method comprising: determining an output torque at a wheel of a vehicle mounted to a test apparatus comprising an external motor, the output torque being in response to a command; determining a correction factor based on the output torque and at least one coefficient associated with a reaction of a component of the vehicle and/or of the test apparatus to an applied torque at the vehicle; and controlling the external motor to apply the correction factor to the wheel of the vehicle.

Abstract: An electronic braking system with independent antilock braking and stability control. The system can utilize a variety of electro-mechanical actuators to apply clamping force to a mechanical brake caliper. The system can include a caliper electronic control unit (CECU) and a wheel speed sensor at each wheel of the vehicle to enable independent slip control, or antilock braking, at each wheel. A separate executive management unit (EMU) can receive data from each electronic caliper, vehicle accelerometers, and other sensors to provide electronic stability control (ESC) independent of antilock braking (ABS) functions. The removal of a conventional master cylinder, brake pedal, ABS pump, brake lines, and other components can reduce weight and complexity. The elimination of hydraulic lines running to a central ABS module and master cylinder can enable modular drive units to be swapped out more quickly and efficiently.

Abstract: A system for charging one or more batteries of a vehicle may include a charging box mounted to a vehicle to facilitate connection to a charge coupler from under the vehicle. The charge coupler may be configured to provide an electrical connection between an electrical power source and the charging box. A vehicle including the charging box may maneuver to a position above the charge coupler, after which electrical contacts of the charging box and the charge coupler may be brought into contact with one another. The charge coupler and/or the charging box may be configured to provide electrical communication between the electrical power source and the one or more batteries, so that the electrical power source may charge one or more of the batteries. Thereafter, the electrical contacts may be separated from one another, and the vehicle may maneuver away from the charge coupler.

Abstract: A vehicle can include a battery architecture configured to provide electrical power to motors, accessories, and other components of the vehicle. The architecture can include a controller coupled to multiple battery units. Each battery unit can include a battery and a battery management system. Additionally, each battery unit can be coupled to a controller and to other battery units. Through the use of redundant coupling and redundant data transmitted to and from the controller, battery units, and other components, the architecture can detect a fault and continue to operate while providing an indication of the fault.

Abstract: A battery pack for a vehicle electrical system includes a casing for receiving one or more battery modules. The battery modules are insertable into a casing of the battery pack. Additionally, the battery modules may include cooling plate to cool the battery module and provide coolant to another battery module in response to a triggering event. Additionally, the battery modules may include a top cover with a frangible insulating material to further thermally insulate one battery module from another battery module and allow gasses and active material to escape the battery module in response to a triggering event. The battery pack may additionally be configured with vents for venting the gases and active material, such as those generated by a battery module in a thermal runaway event. Additionally, the battery modules may include a heat shield to direct vented gases and active material away from a cabin of a vehicle.

Abstract: A battery pack for a vehicle electrical system includes a casing for receiving one or more battery modules. The battery modules are insertable into a casing of the battery pack. Additionally, the battery modules may include cooling plate to cool the battery module and provide coolant to another battery module in response to a triggering event. Additionally, the battery modules may include a top cover with a frangible insulating material to further thermally insulate one battery module from another battery module and allow gasses and active material to escape the battery module in response to a triggering event. The battery pack may additionally be configured with vents for venting the gases and active material, such as those generated by a battery module in a thermal runaway event. Additionally, the battery modules may include a heat shield to direct vented gases and active material away from a cabin of a vehicle.

Abstract: An electrical system may include a power circuit configured to provide a power output, first and second batteries, and first and second switches configured to connect and disconnect the first and second batteries, respectively, to the power output in parallel with one another. The electrical system may also include a controller electrically connected to the first and the second switches, and configured to control operation of the first switch and/or the second switch. The electrical system may also include a load predictor in communication with the controller and configured to predict power demands of an electric load on the power circuit and send a signal indicative of the predicted power demands to the controller, which may activate the first switch and/or the second switch to connect the first battery and/or the second battery to the power output based at least in part on the signal indicative of the predicted load.

Abstract: A system for charging a battery carried by a vehicle may include a charging box for coupling to a vehicle chassis and including interface electrical contacts electrically coupled to the battery. The system may also include a charge coupler including coupler electrical contacts for electrically coupling to the interface electrical contacts from under the vehicle and configured to be coupled to an electrical power supply. The charging box may include an interface activation surface, and the charge coupler may include a housing for enclosing the coupler electrical contacts and including a base for supporting the coupler electrical contacts, a coupler activation surface opposite the base, an opening, and a door configured to open the opening to expose the coupler electrical contacts as the interface activation surface contacts the coupler activation surface and moves the coupler activation surface toward the base.

Abstract: A lighting system of a vehicle may include light units and controllers for operating the light units. Each light unit is multifunctional in that the light unit may operate in various modes, which may be invoked at different times under varying circumstances. A light unit on the first end of a vehicle may operate as a headlight if the first end is the front end of the vehicle. On the other hand, the light unit may operate as a tail light if the first end is the rear end of the vehicle. Furthermore, the light unit may operate as a turn signal in either direction or brake light while the first end is the rear end of the vehicle. The light unit includes a lens array positioned to receive light from various light sources. The lighting system may operate in a fashion that allows for lighting redundancy on each end of the vehicle in the event of a lighting controller failure.