Active breathing vent control for vehicle battery pack

Abstract

A method for controlling a breathing vent of a battery pack of a vehicle may include determining a pressure difference between an internal pressure inside the battery pack and an external pressure outside the battery pack. The method may also include controlling the breathing vent to equalize the internal pressure with the external pressure based at least in part on the pressure differential.

Description

Technical Field

[0001] The present disclosure relates to systems and methods for regulating pressure in a battery pack. Background Art

[0002] To improve performance and reliability, battery packs can be sealed to reduce moisture ingress. Consequently, changes in altitude create a pressure differential between the air inside the battery pack and the atmosphere. Consequently, battery packs are equipped with breathing vents, which are configured to regulate the pressure within the battery pack, preventing overpressure or vacuum conditions that could compromise the integrity of the battery pack. Current breathing vents utilize a breathable membrane to allow pressure exchange while reducing moisture ingress. However, current breathing vents may not optimally reduce moisture ingress in all circumstances. For example, humid environmental conditions such as precipitation and flooding may flood the breathable membrane, allowing water to enter the battery pack. Furthermore, humidity may accumulate inside the battery pack over the life of the battery pack. When environmental conditions favor a dry battery pack, current breathing vents may not be capable of ventilating the battery pack.

[0003] Therefore, while the battery pack breathing system and method achieve their intended purposes, a need remains for a new and improved system and method for controlling the breathing vents of a battery pack. Summary of the Invention

[0004] According to several aspects, a method for controlling a breathing vent of a vehicle battery pack is provided. The method may include determining a pressure differential between an internal pressure inside the battery pack and an external pressure outside the battery pack. The method may also include controlling the breathing vent to equalize the internal pressure with the external pressure based at least in part on the pressure differential.

[0005] In another aspect of the present disclosure, controlling the breathing vent may further include comparing the pressure differential to an intermediate pressure differential threshold. Controlling the breathing vent may further include determining a respiratory readiness state in response to determining that the pressure differential is greater than or equal to the intermediate pressure differential threshold. The respiratory readiness state includes one of: a ready-to-breathe state and a not-ready-to-breathe state. Controlling the breathing vent may further include performing a decompression breathing maneuver in response to determining that the respiratory readiness state is the ready-to-breathe state.

[0006] In another aspect of the present disclosure, determining the breathing readiness state may further include identifying a humidity condition near an exterior of the battery pack. The humidity condition includes one of a humid condition and a dry condition. Determining the breathing readiness state may further include determining the breathing readiness state as a breathing-ready state in response to determining that the humidity condition is a dry condition. Determining the breathing readiness state may further include determining the breathing readiness state as a breathing-not-ready state in response to determining that the humidity condition is a humid condition.

[0007] In another aspect of the disclosure, identifying the humidity condition can further include determining a weather condition in an environment surrounding the vehicle. The weather condition includes one of: a precipitation condition and a non-precipitation condition. Identifying the humidity condition can further include identifying the humidity condition as a wet condition in response to determining that the weather condition is the precipitation condition.

[0008] In another aspect of the disclosure, determining the weather condition can further include performing a humidity measurement using at least one of an external humidity sensor of the vehicle and a vehicle-mounted camera. Determining the weather condition can further include determining the weather condition based at least in part on the humidity measurement.

[0009] In another aspect of the disclosure, determining the respiratory readiness state can further include determining a motion state of the vehicle. The motion state includes one of: a moving state and a stationary state. Determining the respiratory readiness state can further include determining the respiratory readiness state as the respiratory unready state in response to determining that the motion state is the moving state.

[0010] In another aspect of the disclosure, determining the motion state can further include identifying an over-the-air (OTA) update event state. The OTA update event state includes one of: an updating state and a non-updating state. Determining the motion state can further include determining that the motion state of the vehicle is the stationary state in response to determining that the OTA update event state is the updating state.

[0011] In another aspect of the disclosure, controlling the respiratory vent can further include comparing the differential pressure to a low differential pressure threshold. Controlling the respiratory vent can further include scheduling a future reduced pressure breathing operation in response to determining that the differential pressure is greater than or equal to the low differential pressure threshold. Scheduling the future reduced pressure breathing operation can further include identifying one or more predicted vehicle stoppage events. Scheduling the future reduced pressure breathing operation can further include scheduling the future reduced pressure breathing operation to occur during one of the one or more predicted vehicle stoppage events.

[0012] In another aspect of the disclosure, the method can further include measuring an internal humidity inside the battery pack. The method can further include measuring an external humidity outside the battery pack. The method can further include performing a dehumidification breathing operation in response to determining that the internal humidity is greater than the external humidity.

[0013] In another aspect of the disclosure, the method can further include comparing the differential pressure to a high differential pressure threshold. The method can further include performing a reduced pressure breathing operation in response to determining that the differential pressure is greater than or equal to the high differential pressure threshold.

[0014] According to several aspects, a system for controlling a breather vent of a vehicle battery pack is provided. The system can include a battery pack including an internal pressure sensor disposed inside the battery pack, an external pressure sensor disposed outside the battery pack, and a breather vent. The breather vent is actively controllable to regulate airflow between the inside of the battery pack and outside of the battery pack. The system can also include a controller in electrical communication with the internal pressure sensor, the external pressure sensor, and the breather vent. The controller is programmed to measure an internal pressure using the internal pressure sensor. The controller is further programmed to measure an external pressure using the external pressure sensor. The controller is further programmed to determine a pressure differential between the internal pressure and the external pressure. The controller is further programmed to control the breather vent to equalize the internal pressure and the external pressure based at least in part on the pressure differential.

[0015] In another aspect of the disclosure, to control the breather vent, the controller is further programmed to compare the pressure differential to an intermediate pressure differential threshold. To control the breather vent, the controller is further programmed to compare the pressure differential to a high pressure differential threshold. The high pressure differential threshold is greater than the intermediate pressure differential threshold. To control the breather vent, the controller is further programmed to determine a breathing readiness state in response to determining that the pressure differential is greater than or equal to the intermediate pressure differential threshold. The breathing readiness state includes one of: a breathing ready state and a breathing not ready state. To control the breather vent, the controller is further programmed to perform a pressure relief breathing operation in response to determining that the breathing readiness state is the breathing ready state. To control the breather vent, the controller is further programmed to perform the pressure relief breathing operation in response to determining that the pressure differential is greater than or equal to the high pressure differential threshold.

[0016] In another aspect of the disclosure, to determine the breathing readiness state, the controller is further programmed to identify a humidity condition proximate to the outside of the battery pack. The humidity condition includes one of: a wet condition and a dry condition. To determine the breathing readiness state, the controller is further programmed to determine the breathing readiness state to be the breathing ready state in response to determining that the humidity condition is the dry condition. To determine the breathing readiness state, the controller is further programmed to determine the breathing readiness state to be the breathing not ready state in response to determining that the humidity condition is the wet condition.

[0017] In another aspect of the disclosure, the system can further include at least one of a vehicle exterior humidity sensor in electrical communication with the controller and a vehicle camera in electrical communication with the controller. To identify the humidity condition, the controller is further programmed to perform a humidity measurement using at least one of the vehicle exterior humidity sensor and the vehicle camera. To identify the humidity condition, the controller is further programmed to determine the humidity condition based at least in part on the humidity measurement.

[0018] In another aspect of the disclosure, the controller is further programmed to determine a motion state of the vehicle. The motion state includes one of: a moving state and a stationary state. The controller is further programmed to determine the breathing readiness state to be a breathing unready state in response to determining that the humidity condition is the wet condition and the motion state is the moving state.

[0019] In another aspect of the disclosure, to determine the motion state of the vehicle, the controller is further programmed to identify an over-the-air (OTA) update event state. The OTA update event state includes one of: an updated state and an unupdated state. To determine the motion state of the vehicle, the controller is further programmed to determine the motion state of the vehicle to be the stationary state in response to determining that the OTA update event state is the updated state.

[0020] In another aspect of the disclosure, the battery pack further includes an internal humidity sensor in electrical communication with the controller and disposed inside the battery pack, and an external humidity sensor in electrical communication with the controller and disposed outside the battery pack. The controller is further programmed to measure an internal humidity using the internal humidity sensor. The controller is further programmed to measure an external humidity using the external humidity sensor. The controller is further programmed to perform a dehumidification breathing operation in response to determining that the internal humidity is greater than the external humidity.

[0021] According to several aspects, a method for controlling a breathing vent of a vehicle battery pack is provided. The method can include determining a pressure differential between an internal pressure inside the battery pack and an external pressure outside the battery pack. The method can further include measuring an internal humidity inside the battery pack and an external humidity outside the battery pack. The method can further include comparing the pressure differential to an intermediate pressure differential threshold. The method can further include determining a breathing readiness state in response to determining that the pressure differential is greater than or equal to the intermediate pressure differential threshold. The breathing readiness state includes one of: a breathing ready state and a breathing unready state. The method can further include comparing the pressure differential to a high pressure differential threshold. The high pressure differential threshold is greater than the intermediate pressure differential threshold. The method can further include performing a pressure reduction breathing operation in response to determining that the breathing readiness state is the breathing ready state or the pressure differential is greater than or equal to the high pressure differential threshold. The method can further include performing a dehumidification breathing operation in response to determining that the internal humidity is greater than the external humidity and the breathing readiness state is the breathing ready state.

[0022] In another aspect of the disclosure, determining the respiratory readiness state can further include identifying a humidity condition proximate an exterior of the battery pack. The humidity condition includes one of: a wet condition and a dry condition. Determining the respiratory readiness state can further include determining a motion state of the vehicle. The motion state includes one of: a moving state and a stationary state. Determining the respiratory readiness state can further include determining the respiratory readiness state to be a respiratory ready state in response to determining that the humidity condition is the dry condition or the motion state is the stationary state. Determining the respiratory readiness state can further include determining the respiratory readiness state to be a respiratory not ready state in response to determining that the humidity condition is the wet condition and the motion state is the moving state.

[0023] In another aspect of the disclosure, the method can further include comparing the differential pressure to a low differential pressure threshold. The method can further include planning a future reduced pressure breathing operation in response to determining that the differential pressure is greater than or equal to the low differential pressure threshold. Planning the future reduced pressure breathing operation can further include identifying one or more predicted vehicle stoppage events. Planning the future reduced pressure breathing operation can further include planning the future reduced pressure breathing operation to occur during one of the one or more predicted vehicle stoppage events.

[0024] Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0025] The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present disclosure in any way.

[0026] Figure 1 is a schematic diagram of a system for controlling a breather vent of a vehicle battery pack according to an example embodiment;

[0027] Figure 2 is a flowchart of a method for controlling a breather vent of a vehicle battery pack according to an example embodiment;

[0028] Figure 3 is a flowchart of a method for determining a respiratory readiness state according to an example embodiment; and

[0029] Figure 4 is a flowchart of a method for planning a future reduced pressure breathing operation according to an example embodiment. DETAILED DESCRIPTION

[0030] The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses.

[0031] In aspects of the present disclosure, it is advantageous to reduce moisture ingress into the battery enclosure to improve the performance, reliability, and life of the battery system. Accordingly, the battery enclosure can be partially or fully hermetically sealed to prevent moisture ingress. However, the sealed battery enclosure can be subjected to dynamic pressure due to changes in altitude during the useful life of the battery system. Accordingly, the present disclosure provides a new and improved system and method for controlling the breather vent of a battery pack that allows for pressure equalization while minimizing moisture ingress.

[0032] Reference Figure 1 illustrates a system for controlling the breather vent of a vehicle battery pack and is generally designated by reference numeral 10. The system 10 is shown with an exemplary vehicle 12. While a passenger vehicle is shown, it is to be understood that the vehicle 12 can be any type of vehicle without departing from the scope of the present disclosure. The system 10 generally includes a controller 14, a plurality of vehicle sensors 16, and a battery pack 18.

[0033] The controller 14 is used to implement a method 100 for controlling the breather vent of a vehicle battery pack, as will be described below. The controller 14 includes at least one processor 20 and a non-transitory computer readable storage device or medium 22. The processor 20 can be a custom-made or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), a co-processor of several processors associated with the controller 14, a semiconductor-based microprocessor (in microchip or chipset form), a macroprocessor, combinations thereof, or generally a device for executing instructions.

[0034] The computer readable storage device or medium 22 can include volatile and nonvolatile storage in, for example, read-only memory (ROM), random access memory (RAM), and keep-alive memory (KAM). KAM is a persistent or non-volatile memory that can be used to store various operating variables at power down of the processor 20. The computer readable storage device or medium 22 can be implemented using a plurality of memory devices, such as programmable read-only memory (PROM), electrically PROM (EPROM), electrically erasable PROM (EEPROM), flash memory, or other electrical, magnetic, optical, or combination memory devices capable of storing data, some of which represent executable instructions used by the controller 14 to control various systems of the vehicle 12.

[0035] The controller 14 can also be comprised of a plurality of controllers in electrical communication with one another. The controller 14 can be interconnected with additional systems and / or controllers of the vehicle 12, thereby allowing the controller 14 access to data, such as the speed, acceleration, braking, and steering angle of the vehicle 12.

[0036] The controller 14 is in electrical communication with a plurality of vehicle sensors 16 and a battery pack 18. In an exemplary embodiment, the electrical communication is established using, for example, a CAN network, a FLEXRAY network, a local area network (e.g., WiFi, Ethernet, etc.), a serial peripheral interface (SPI) network, etc. It should be appreciated that various additional wired and wireless technologies and communication protocols for communicating with the controller 14 are within the scope of the present disclosure. It should also be appreciated that electrical communication also includes power and / or energy transfer between electrical devices (e.g., using wires and / or wireless power transfer technologies) is within the scope of the present disclosure.

[0037] The plurality of vehicle sensors 16 are used to acquire information related to the vehicle 12. In an exemplary embodiment, the plurality of vehicle sensors 16 include an on-board camera 24, a vehicle communication system 26, an exterior vehicle humidity sensor 28, an exterior pressure sensor 30, and an exterior humidity sensor 32. In another exemplary embodiment, the plurality of vehicle sensors 16 also include sensors for determining performance data about the vehicle 12. In a non-limiting example, the plurality of vehicle sensors 16 also include at least one of a motor speed sensor, a motor torque sensor, a motor drive motor voltage and / or current sensor, an accelerator pedal position sensor, a brake position sensor, a coolant temperature sensor, a cooling fan speed sensor, and a transmission oil temperature sensor. The plurality of vehicle sensors 16 are in electrical communication with the controller 14, as described above.

[0038] The on-board camera 24 is a perception sensor used to capture images and / or video of the environment surrounding the vehicle 12. In an exemplary embodiment, the on-board camera 24 includes a still and / or video camera positioned to view the environment surrounding the vehicle 12. In a non-limiting example, the on-board camera 24 includes a camera fixed inside the vehicle 12 (e.g., in the headliner of the vehicle 12) with a field of view through the windshield. In another non-limiting example, the on-board camera 24 includes a camera fixed outside the vehicle 12 (e.g., on the roof of the vehicle 12) with a field of view of the environment in front of the vehicle 12.

[0039] In another exemplary embodiment, the on-board camera 24 is a surround view camera system including a plurality of cameras (also referred to as satellite cameras) arranged to provide a field of view of the environment adjacent to all sides of the vehicle 12. In a non-limiting example, the on-board camera 24 includes a front-facing camera (e.g., mounted in the front grille of the vehicle 12), a rear-facing camera (e.g., mounted on the rear bumper of the vehicle 12), and two side-facing cameras (e.g., mounted below each of the two side mirrors of the vehicle 12). In another non-limiting example, the on-board camera 24 also includes an additional rear view camera mounted near the center high mounted stop light of the vehicle 12.

[0040] It should be appreciated that camera systems having additional cameras and / or additional mounting locations are within the scope of the present disclosure. It should also be appreciated that cameras having various sensor types, including, for example, charge-coupled device (CCD) sensors, complementary metal-oxide semiconductor (CMOS) sensors, and / or high dynamic range (HDR) sensors, are within the scope of the present disclosure. Furthermore, cameras having various lens types, including, for example, wide-angle lenses and / or narrow-angle lenses, are also within the scope of the present disclosure.

[0041] The controller 14 uses the vehicle communication system 26 to communicate with other systems external to the vehicle 12. For example, the vehicle communication system 26 includes the ability to communicate with vehicles, infrastructure, remote systems at a remote call center (e.g., ON-STAR by General Motors), and / or personal devices. In general, the term “vehicle-to-everything communication” (“V2X” communication) refers to communication between the vehicle 12 and any remote system (e.g., vehicles, infrastructure, and / or remote systems). In certain embodiments, the vehicle communication system 26 is a wireless communication system configured to communicate via a wireless local area network (WLAN) using the IEEE 802.11 standard or by using cellular data communication (e.g., using GSMA standards, such as SGP.02, SGP.22, SGP.32, etc.).

[0042] Accordingly, the vehicle communication system 26 can also include an embedded universal integrated circuit card (eUICC) configured to store at least one cellular connectivity profile, such as an embedded subscriber identity module (eSIM) file. The vehicle communication system 26 is also configured to communicate via personal area networks (e.g., Bluetooth), near-field communication (NFC), and / or any additional types of radio frequency communication.

[0043] However, additional or alternative communication methods, such as dedicated short-range communication (DSRC) channels and / or mobile telecommunication protocols based on Third Generation Partnership Project (3GPP) standards, are also considered within the scope of the present disclosure. DSRC channels refer to one-way or two-way short-to-medium range wireless communication channels designed specifically for automotive use, along with a set of corresponding protocols and standards. 3GPP refers to a partnership between multiple standard organizations that develop mobile telecommunication protocols and standards. The structure of 3GPP standards is “releases.” Accordingly, communication methods based on 3GPP Releases 14, 15, 16, and / or future 3GPP releases are considered within the scope of the present disclosure.

[0044] Accordingly, the vehicle communication system 26 can include one or more antennas and / or communication transceivers for receiving and / or transmitting signals, such as cooperative sensing messages (CSMs). The vehicle communication system 26 is configured to wirelessly communicate information between the vehicle 12 and another vehicle. Further, the vehicle communication system 26 is configured to wirelessly communicate information between the vehicle 12 and infrastructure or other vehicles. It should be appreciated that the vehicle communication system 26 can be integrated with the controller 14 (e.g., integrated on the same circuit board as the controller 14, or otherwise integrated as part of the controller 14) without departing from the scope of the present disclosure.

[0045] The vehicle exterior humidity sensor 28 is used to detect the occurrence of precipitation (e.g., rain, hail, sleet, snow, etc.) on the vehicle 12. In an exemplary embodiment, the vehicle exterior humidity sensor 28 includes one or more humidity sensitive elements disposed on an exterior surface of the vehicle 12. In a non-limiting example, the one or more humidity sensitive elements utilize capacitive or resistive sensing principles to detect humidity. The controller 14 uses the vehicle exterior humidity sensor 28 to continuously monitor the level of humidity on the exterior surface of the vehicle 12. The controller 14 can then identify the occurrence of precipitation based on the level of humidity. The vehicle exterior humidity sensor 28 is in electrical communication with the controller 14, as described above.

[0046] The exterior pressure sensor 30 is used to measure the exterior pressure. Within the scope of the present disclosure, the exterior pressure is the atmospheric pressure in the environment surrounding the vehicle 12. The atmospheric pressure in the environment surrounding the vehicle 12 can vary due to weather conditions and / or changes in elevation. In an exemplary embodiment, the exterior pressure sensor 30 includes a sensing element, such as a piezoelectric, capacitive, microelectromechanical system (MEMS), or strain gauge sensing element, and associated electronic circuitry for signal processing and output. When atmospheric pressure is applied to the sensing element, the sensing element experiences a physical change, such as a deformation or a change in capacitance, which changes the electrical properties of the exterior pressure sensor 30. The electronic circuitry then processes these changes to produce an output signal that is proportional to the atmospheric pressure. In an exemplary embodiment, the exterior pressure sensor 30 is disposed on the exterior of the vehicle 12. The exterior pressure sensor 30 is in electrical communication with the controller 14, as described above.

[0047] The exterior humidity sensor 32 is configured to measure the relative humidity (RH) and / or absolute humidity (AH) of the air in the environment surrounding the vehicle 12. In an exemplary embodiment, the exterior humidity sensor 32 includes a sensing element, such as a capacitive, resistive, thermal, microelectromechanical system (MEMS), or optical sensing element, and associated electronic circuitry for signal processing and output. In a non-limiting example, the sensing element includes a hygroscopic material that absorbs or releases water vapor depending on the humidity level, causing a change in the resistance or capacitance of the sensing element. The electronic circuitry processes the change in the electrical property of the sensing element to produce an output signal proportional to the humidity level. In an exemplary embodiment, the exterior humidity sensor 32 is disposed on the exterior of the vehicle 12. In a non-limiting example, the exterior humidity sensor 32 is disposed proximate to the battery pack 18 so as to directly measure the humidity outside of the battery pack 18. The exterior humidity sensor 32 is in electrical communication with the controller 14, as described above.

[0048] The battery pack 18 stores and provides electrical energy in the form of direct current (DC) for propulsion of the vehicle 12. In an exemplary embodiment, the battery pack 18 includes a housing 40, a plurality of battery cells 42, an internal pressure sensor 44, an internal humidity sensor 46, and a breather vent 48. It should be appreciated that the battery pack 18 can also include additional components, such as power electronics components (e.g., DC / DC converters, inverters, battery management systems, contactors, fuses, etc.), temperature regulator components (e.g., active / passive heating / cooling systems and components), additional sensors, etc., without departing from the scope of the present disclosure.

[0049] The housing 40 is configured to protect the components of the battery pack 18 from mechanical vibrations, water intrusion, and dust intrusion. In an exemplary embodiment, the housing 40 is made of a metallic material (e.g., steel, aluminum, etc.) and / or a composite material (e.g., plastic, carbon fiber, fiberglass, etc.). To optimize the performance and life of the plurality of battery cells 42 and other electrical components within the housing 40, it is advantageous to minimize the humidity of the air trapped within the housing 40. In an exemplary embodiment, to effectively reduce water intrusion, the housing 40 is partially or completely hermetically sealed. Accordingly, the breather vent 48 is used to allow the air pressure trapped within the housing 40 to equalize with the atmosphere, as will be discussed in greater detail below. Within the scope of the present disclosure, the interior of the battery pack 18 refers to the area within the housing 40 (i.e., the interior of the housing 40). The exterior of the battery pack 18 refers to any area outside of the housing 40 (i.e., the exterior of the housing 40, such as the environment surrounding the vehicle 12).

[0050] The plurality of battery cells 42 are used to store and discharge electrical energy for operation (e.g., propulsion) of the vehicle 12. In an exemplary embodiment, the plurality of battery cells 42 (e.g., lithium-ion battery cells) are electrically connected in series and / or parallel to provide an elevated voltage and / or current carrying capacity. It should be appreciated that the plurality of battery cells 42 can include any number, type, chemistry, capacity, and / or form factor of battery cells without departing from the scope of the present disclosure.

[0051] The internal pressure sensor 44 is used to measure internal pressure. Within the scope of the present disclosure, internal pressure is the barometric pressure of air trapped within the enclosure 40. In an exemplary embodiment, the internal pressure sensor 44 includes a sensing element, such as a piezoelectric, capacitive, microelectromechanical system (MEMS), or strain gauge sensing element, and associated electronic circuitry for signal processing and output. When barometric pressure is applied to the sensing element, the sensing element experiences a physical change, such as deformation or a change in capacitance, which changes the electrical properties of the internal pressure sensor 44. The electronic circuitry then processes these changes to produce an output signal proportional to barometric pressure. In an exemplary embodiment, the internal pressure sensor 44 is disposed within the enclosure 40 of the battery pack 18. The internal pressure sensor 44 is in electrical communication with the controller 14, as described above.

[0052] The internal humidity sensor 46 is used to measure the relative humidity (RH) and / or absolute humidity (AH) of air trapped within the enclosure 40. In an exemplary embodiment, the internal humidity sensor 46 includes a sensing element, such as a capacitive, resistive, thermal, microelectromechanical system (MEMS), or optical sensing element, and associated electronic circuitry for signal processing and output. In a non-limiting example, the sensing element includes a hygroscopic material that absorbs or releases water vapor depending on the humidity level, causing a change in the resistance or capacitance of the sensing element. The electronic circuitry processes the change in the electrical properties of the sensing element to produce an output signal proportional to the humidity level. In an exemplary embodiment, the internal humidity sensor 46 is disposed within the enclosure 40 of the battery pack 18. The internal humidity sensor 46 is in electrical communication with the controller 14, as described above.

[0053] The breather vent 48 is used to equalize air pressure between the interior of the battery pack 18 and the exterior of the battery pack 18. In an example embodiment, it is advantageous to equalize air pressure between the interior of the battery pack 18 and the exterior of the battery pack 18 to relieve pressure on the housing 40 that can cause damage to the housing 40 (e.g., loss of a hermetic seal). In an example embodiment, the breather vent 48 is disposed in a perforation of the housing 40 such that fluid communication is provided between the interior of the housing 40 and the exterior of the housing 40. In a non-limiting example, the breather vent 48 includes a fluid-tight electrically-controlled valve in electrical communication with the controller 14. The electrically-controlled valve can be commanded by the controller 14 to open partially or completely, thereby allowing air flow between the interior of the housing 40 and the exterior of the housing 40. It should be understood that any type of electrically-controlled valve, vent, seal, flap, opening, etc. is within the scope of the present disclosure.

[0054] The electrically-controlled valve can also be commanded by the controller 14 to close, thereby preventing air flow between the interior of the housing 40 and the exterior of the housing 40 and isolating the interior of the housing 40 from water / moisture ingress. Thus, the breather vent 48 is actively controllable to regulate air flow between the interior of the battery pack 18 and the exterior of the battery pack 18.

[0055] In an example embodiment, the breather vent 48 also includes a gas-permeable membrane configured to allow gas to pass through but prevent liquid from passing through. Thus, even when the electrically-controlled valve is partially or completely open, ingress of liquid water is mitigated by the gas-permeable membrane. The electrically-controlled valve of the breather vent 48 is in electrical communication with the controller 14, as described above.

[0056] Referring to Figure 2 A method 100 for controlling a breather vent of a vehicle battery pack is shown in a flowchart. The method 100 begins at block 102 and proceeds to block 104, block 106, block 108, and block 110. At block 104, the controller 14 measures an internal pressure of air within the housing 40 of the battery pack 18 using the internal pressure sensor 44. After block 104, the method 100 proceeds to block 112, as will be discussed in greater detail below.

[0057] At block 106, the controller 14 measures an external pressure of air in the environment surrounding the vehicle 12 (i.e., atmospheric pressure) using the external pressure sensor 30. After block 106, the method 100 proceeds to block 112.

[0058] At block 112, the controller 14 determines a pressure differential between the internal pressure measured at block 104 and the external pressure measured at block 106. In one non-limiting example, the pressure differential is the absolute value of the difference between the internal pressure and the external pressure. In some embodiments, the pressure differential is estimated based on an estimated change in altitude of the vehicle 12 (e.g., as determined using one or more of the plurality of vehicle sensors 16). After block 112, the method 100 proceeds to block 114.

[0059] At block 114, the controller 14 compares the pressure differential determined at block 112 to a high pressure differential threshold. Within the scope of the present disclosure, the high pressure differential threshold is a pressure differential that requires immediate pressure equalization to prevent damage to the housing 40 or other components of the battery pack 18. In one non-limiting example, the high pressure differential threshold is five thousand Pascals (kPa). It should be appreciated that the high pressure differential threshold can be determined based on experimental data, computer simulations, theoretical calculations, etc., and the values provided herein are exemplary in nature only. If the pressure differential is greater than or equal to the high pressure differential threshold, the method 100 proceeds to block 116, as will be discussed in greater detail below. If the pressure differential is less than the high pressure differential threshold, the method 100 proceeds to block 118.

[0060] At block 118, the controller 14 compares the pressure differential determined at block 112 to an intermediate pressure differential threshold. Within the scope of the present disclosure, the intermediate pressure differential threshold is a pressure differential that is tolerable over at least a first time period (e.g., one or more weeks, one or more days, one or more hours, etc.). In one exemplary embodiment, the intermediate pressure differential threshold is less than the high pressure differential threshold. In one non-limiting example, the intermediate pressure differential threshold is three thousand Pascals (kPa). It should be appreciated that the intermediate pressure differential threshold and the first time period can be determined based on experimental data, computer simulations, theoretical calculations, etc., and the values provided herein are exemplary in nature only. If the pressure differential is greater than or equal to the intermediate pressure differential threshold, the method 100 proceeds to block 120, as will be discussed in greater detail below. If the pressure differential is less than the intermediate pressure differential threshold, the method 100 proceeds to block 122.

[0061] At block 122, the controller 14 compares the pressure differential determined at block 112 to a low pressure differential threshold. In the scope of the present disclosure, the low pressure differential threshold is a pressure differential that is tolerable for at least a second period of time (e.g., one or more minutes, one or more seconds, one or more milliseconds, etc.). In the scope of the present disclosure, the second period of time is less than the first period of time discussed above with reference to block 118. In an exemplary embodiment, the low pressure differential threshold is less than the medium pressure differential threshold. In a non-limiting example, the low pressure differential threshold is one kilopascal (kPa). It will be appreciated that the low pressure differential threshold and the second period of time can be determined based on experimental data, computer simulations, theoretical calculations, etc., and the values provided herein are exemplary in nature only. If the pressure differential is greater than or equal to the low pressure differential threshold, the method 100 proceeds to block 124. If the pressure differential is less than the low pressure differential threshold, the method 100 proceeds to the standby state at block 126.

[0062] At block 124, the controller 14 plans for a future reduced pressure breathing operation, as will be discussed in greater detail below. After block 124, the method 100 proceeds to the standby state at block 126.

[0063] At block 120, the controller 14 determines a breathing readiness state. In an exemplary embodiment, the breathing readiness state comprises one of: a breathing ready state and a breathing not ready state. In the scope of the present disclosure, the breathing ready state indicates that conditions are favorable for a breathing operation to occur. In an exemplary embodiment, conditions that allow for reduced moisture ingress into the enclosure 40 are favorable. The breathing not ready state indicates that conditions are not favorable for a breathing operation to occur. In an exemplary embodiment, conditions that can cause moisture ingress into the enclosure 40 are not favorable. Determination of the breathing readiness state will be discussed in greater detail below. After block 120, the method 100 proceeds to block 128.

[0064] At block 128, if the breathing readiness state determined at block 120 is the breathing ready state, the method 100 proceeds to block 116. If the breathing readiness state determined at block 120 is the breathing not ready state, the method 100 proceeds to the standby state at block 126.

[0065] At block 116, the controller 14 performs a pressure relief breathing operation. The pressure relief breathing operation includes actuating the breathing vent 48 to equalize the internal pressure measured at block 104 with the external pressure measured at block 106. In an exemplary embodiment, the controller 14 sends an electrical signal to the breathing vent 48 to open and close the electrically controlled valve. In a non-limiting example, the electrically controlled valve opens for a first predetermined opening time period (e.g., one second). In another non-limiting example, the internal pressure and the external pressure are monitored after the electrically controlled valve is opened, and the electrically controlled valve remains open until the internal pressure and the external pressure are substantially equalized. It should be appreciated that additional methods for actuating the breathing vent 48 to equalize the internal pressure with the external pressure, including, for example, partial opening of the electrically controlled valve, are within the scope of the present disclosure. After block 116, the method 100 proceeds to the standby state at block 126.

[0066] At block 108, the controller 14 measures an internal humidity of air within the housing 40 of the battery pack 18 using the internal humidity sensor 46. After block 108, the method 100 proceeds to block 130, as will be discussed in greater detail below.

[0067] At block 110, the controller 14 measures an external humidity of air in the environment surrounding the vehicle 12 using the external humidity sensor 32. After block 110, the method 100 proceeds to block 130.

[0068] At block 130, the controller 14 compares the internal humidity measured at block 108 with the external humidity measured at block 110. If the internal humidity is at least a predetermined threshold greater than the external humidity, the method 100 proceeds to block 132. If the internal humidity is not at least the predetermined threshold greater than the external humidity, the method 100 proceeds to the standby state at block 126.

[0069] At block 132, the controller 14 determines a breathing readiness state. As discussed above, the breathing readiness state includes one of a breathing ready state and a breathing not ready state. Within the scope of the present disclosure, the breathing ready state indicates conditions are favorable for a breathing operation to occur. In an exemplary embodiment, conditions that allow for reduced moisture ingress into the housing 40 are favorable. The breathing not ready state indicates conditions are not favorable for a breathing operation to occur. In an exemplary embodiment, conditions that can cause moisture ingress into the housing 40 are not favorable. Determination of the breathing readiness state will be discussed in greater detail below. After block 132, the method 100 proceeds to block 134.

[0070] At block 134, if the breathing readiness state determined at block 132 is the breathing ready state, the method 100 proceeds to block 136. If the breathing readiness state determined at block 132 is the breathing not ready state, the method 100 proceeds to the standby state at block 126.

[0071] At block 136, the controller 14 performs a dehumidification breathing operation. The dehumidification breathing operation includes actuating the breathing vent 48 to reduce the humidity of the air within the enclosure 40. In an exemplary embodiment, the controller 14 sends an electrical signal to the breathing vent 48 to open and close the electrically controlled valve. In a non-limiting example, the electrically controlled valve is opened for a second predetermined opening time period (e.g., one minute). In a non-limiting example, the second predetermined opening time period is greater than the first predetermined opening time period discussed above with reference to block 116. In another non-limiting example, the internal humidity and the external humidity are monitored after opening the electrically controlled valve, and the electrically controlled valve remains open until the internal humidity and the external humidity are substantially equalized and / or the internal humidity is substantially reduced. It should be appreciated that additional methods for actuating the breathing vent 48 to reduce the humidity of the air within the enclosure 40, including, for example, partial opening of the electrically controlled valve, are within the scope of the present disclosure. After block 136, the method 100 proceeds to the standby state of block 126.

[0072] In an exemplary embodiment, the controller 14 repeatedly exits the standby state of block 126 and restarts the method 100 at block 102. In a non-limiting example, the controller 14 exits the standby state of block 126 and restarts the method 100 on a timer, for example, every three hundred milliseconds, allowing continuous monitoring of the pressure and humidity.

[0073] Referring to Figure 3 FIG. 3 shows an exemplary embodiment 300 of the method for determining the breathing readiness state (i.e., blocks 120 and 132). The exemplary embodiment 300 begins at blocks 302 and 304. At block 302, the controller 14 identifies a humidity condition in the vicinity of the battery pack 18. In an exemplary embodiment, the humidity condition includes one of: a wet condition and a dry condition. Within the scope of the present disclosure, the wet condition indicates that liquid water is present in the environment in the vicinity of the battery pack 18 and / or around the vehicle 12. The dry condition indicates that liquid water is not present in the environment in the vicinity of the battery pack 18 and / or around the vehicle 12.

[0074] In a first exemplary embodiment, to determine the humidity condition, the controller 14 determines a weather condition in the environment around the vehicle 12. In an exemplary embodiment, the weather condition includes one of: a precipitation condition and a non-precipitation condition. Within the scope of the present disclosure, the precipitation condition indicates that precipitation (e.g., rain, sleet, hail, snow, etc.) is occurring in the environment around the vehicle 12. The non-precipitation condition indicates that no precipitation is occurring in the environment around the vehicle 12. If the weather condition is the precipitation condition, then the humidity condition is determined to be the wet condition. If the weather condition is the non-precipitation condition, then the humidity condition is determined to be the dry condition.

[0075] In a first example embodiment, to determine the weather condition, the controller 14 performs a humidity measurement using the vehicle exterior humidity sensor 28. In a non-limiting example, if the vehicle exterior humidity sensor 28 detects humidity, the weather condition is determined to be a precipitation condition. If the vehicle exterior humidity sensor 28 does not detect humidity, the weather condition is determined to be a non-precipitation condition.

[0076] In a second example embodiment, to determine the weather condition, the controller 14 performs a humidity measurement using the vehicle camera 24. In a non-limiting example, the controller 14 uses the vehicle camera 24 to capture one or more images / videos of the environment surrounding the vehicle 12. The controller 14 then uses computer vision and / or machine learning based techniques to identify signs of precipitation, such as puddles or standing water on the road, moisture on the lens of the vehicle camera 24, and / or visual confirmation of active precipitation (e.g., raindrops, snowflakes, etc.) or other hazards (e.g., road flooding, road salt, debris, etc.). In a non-limiting example, the controller 14 uses a precipitation detection machine learning algorithm to determine the weather condition.

[0077] In a non-limiting example, the precipitation detection machine learning algorithm includes multiple layers, including an input layer and an output layer, and one or more hidden layers. The input layer receives the images / videos of the environment as input. The input is then passed to the hidden layers. Each hidden layer applies a transformation (e.g., a non-linear transformation) to the data and passes the result to the next hidden layer, until the last hidden layer. The output layer produces the weather condition. To train the precipitation detection machine learning algorithm, a dataset of inputs and their corresponding weather conditions is used. The algorithm is trained by adjusting the internal weights between nodes in each hidden layer to minimize the prediction error. During the training process, optimization techniques (e.g., gradient descent) are used to adjust the internal weights to reduce the prediction error. The training process is repeated for the entire dataset until the prediction error is minimized, and then the resulting trained model is used to classify new input data. After sufficient training of the precipitation detection machine learning algorithm, the algorithm is able to accurately and precisely determine the weather condition based on the images / videos of the environment. By adjusting the weights between nodes in each hidden layer during the training process, the algorithm “learns” to recognize patterns in the data that are indicative of the weather condition.

[0078] In a third example embodiment, to determine the weather condition, the controller 14 retrieves weather information from a remote server using the vehicle communication system 26. In a non-limiting example, the controller 14 uses the vehicle communication system 26 to transmit the current location of the vehicle 12 (as determined using, for example, a global navigation satellite system (GNSS)) to a remote server. The remote server responds with a message that includes weather information (including the weather condition (i.e., precipitation condition or non-precipitation condition)) about the environment surrounding the vehicle 12.

[0079] It should be appreciated that additional methods for determining weather conditions and / or humidity conditions, including, for example, methods based on activation / deactivation states of vehicle systems (e.g., windshield wipers, headlamps, running lights, fog lamps, etc.), are within the scope of the present disclosure. In some embodiments, the controller 14 uses navigation route planning information to identify tunnels, overpasses, or other covered areas along the route of the vehicle 12 that can reduce exposure to moisture. After block 302, the example embodiment 300 proceeds to block 306, as will be discussed in greater detail below.

[0080] At block 304, the controller 14 identifies a motion state of the vehicle 12. In an example embodiment, the motion state includes one of: a moving state and a stationary state. Within the scope of the present disclosure, the moving state indicates that the vehicle 12 is in motion (e.g., driving, rolling, etc.). The stationary state indicates that the vehicle 12 is not in motion (e.g., stopped, parked, etc.).

[0081] In a first example embodiment, to determine the motion state, the controller 14 identifies an over-the-air (OTA) update event state. In an example embodiment, the OTA update event state includes one of: an updating state and a non-updating state. Within the scope of the present disclosure, the updating state indicates that one or more systems of the vehicle 12 (e.g., the controller 14) are currently performing an OTA update (i.e., downloading / installing a software update from a remote server using the vehicle communication system 26) and the vehicle 12 is stationary due to the OTA update process. The non-updating state indicates that no OTA update is currently in progress. In an example embodiment, to determine the OTA update event state, the controller 14 checks for the presence of a software flag saved in the media 22 that indicates that the OTA update process is in progress. If the OTA update event state is the updating state, the motion state is determined to be the stationary state.

[0082] In a second example embodiment, to determine the motion state, the controller 14 compares a measured speed of the vehicle 12 to a predetermined stop threshold (e.g., one kilometer per hour). If the speed is less than or equal to the predetermined stop threshold, the motion state is determined to be the stationary state. In a non-limiting example, the controller 14 uses vehicle-to-everything (V2X) communications to communicate with nearby vehicles and / or traffic control infrastructure to determine an expected duration of the stationary state based on traffic information and / or phases / timing of traffic control devices. In another non-limiting example, the controller 14 uses pattern analysis techniques, such as machine learning techniques, to identify long periods of time when the vehicle 12 is in the stationary state (e.g., when the vehicle 12 is parked overnight).

[0083] It should be appreciated that additional methods for determining the motion state are within the scope of the present disclosure. After block 304, the example embodiment 300 proceeds to block 306.

[0084] At block 306, the controller 14 determines a breathing readiness state based at least in part on at least one of the humidity condition determined at block 302 and the motion state determined at block 304. In a first example embodiment, if the humidity condition is the dry condition and the motion state is the stationary state, the breathing readiness state is determined to be the breathing ready state. In a second example embodiment, if the humidity condition is the dry condition and the motion state is the stationary state or the moving state, the breathing readiness state is determined to be the breathing ready state. In a third example embodiment, if the humidity condition is the wet condition or the dry condition and the motion state is the stationary state, the breathing readiness state is determined to be the breathing ready state. It should be appreciated that the above example embodiments are merely illustrative in nature and that any additional method of determining a breathing readiness state based at least in part on at least one of a humidity condition and a motion state is within the scope of the present disclosure.

[0085] In a non-limiting example, the breathing readiness state is determined using a multi-dimensional lookup table (LUT) that maps the humidity condition and the motion state to the breathing readiness state. The LUT has two key columns (i.e., one key column for the humidity condition and one key column for the motion state) and one value column (i.e., one value column for the breathing readiness state). In an example embodiment, the LUT includes a plurality of rows, each row of the plurality of rows mapping a unique combination of the humidity condition and the motion state in the two key columns to a value in the value column (i.e., the breathing ready state or the breathing not ready state).

[0086] The LUT is stored in the media 22 of the controller 14. In an example embodiment, the plurality of rows of the LUT are predetermined. The LUT can be populated manually or using a machine learning algorithm or generative artificial intelligence software. In another example embodiment, the plurality of rows of the LUT can be updated over-the-air (OTA) using the vehicle communication system 26. It should be appreciated that any method of mapping a plurality of keys (i.e., the humidity condition and the motion state) to a plurality of values (i.e., the breathing ready state or the breathing not ready state) (e.g., a programmed data structure, a logical equation, a mathematical function, etc.) is within the scope of the present disclosure. After block 306, the example embodiment 300 ends and the method 100 proceeds as described above.

[0087] Reference Figure 4which shows a flowchart of an exemplary embodiment 400 of block 124 (i.e., a method for planning future de-pressurization breathing operations). Exemplary embodiment 400 begins at block 402 and block 404. At block 402, controller 14 predicts a future humidity condition in the vicinity of the exterior of battery pack 18. In an exemplary embodiment, the future humidity condition comprises one of: a future wet condition and a future dry condition. Within the scope of the present disclosure, a future wet condition indicates that liquid water is expected to be present in the environment in the vicinity of battery pack 18 and / or around vehicle 12 in the near future. A future dry condition indicates that liquid water is expected to be absent in the environment in the vicinity of battery pack 18 and / or around vehicle 12 in the near future.

[0088] In a first exemplary embodiment, to determine the future humidity condition, controller 14 predicts a future weather condition in the environment around vehicle 12. In an exemplary embodiment, the future weather condition comprises one of: a future precipitation condition and a future non-precipitation condition. Within the scope of the present disclosure, a future precipitation condition indicates that precipitation (e.g., rain, sleet, hail, snow, etc.) is expected to occur in the environment around vehicle 12 in the near future. A future non-precipitation condition indicates that precipitation is not expected to occur in the environment around vehicle 12 in the near future. If the future weather condition is a future precipitation condition, the future humidity condition is determined to be a future wet condition. If the future weather condition is a future non-precipitation condition, the future humidity condition is determined to be a future dry condition.

[0089] In a first exemplary embodiment, to determine the future weather condition, controller 14 uses vehicle communication system 26 to retrieve weather information from a remote server. In a non-limiting example, controller 14 uses vehicle communication system 26 to transmit a current location of vehicle 12 (as determined using, for example, a global navigation satellite system (GNSS)) to a remote server. The remote server responds with a message that includes weather information about the environment around vehicle 12, including a prediction about a future weather condition (i.e., a future precipitation condition or a future non-precipitation condition).

[0090] It should be appreciated that additional methods for determining a future weather condition and / or a future humidity condition, including, for example, methods based on activation / deactivation states of vehicle systems (e.g., windshield wipers, headlamps, running lights, fog lamps, etc.), are within the scope of the present disclosure. In some embodiments, controller 14 uses navigation route planning information to identify tunnels, overpasses, or other covered areas along a route of vehicle 12 that can indicate a future dry condition. After block 402, exemplary embodiment 400 proceeds to block 406, as will be discussed in greater detail below.

[0091] At block 404, the controller 14 identifies a future motion state of the vehicle 12. In an example embodiment, the future motion state includes one of: a future moving state and a future stationary state. Within the scope of the present disclosure, the future moving state indicates that the vehicle 12 is projected to be in motion (e.g., traveling, rolling, etc.) in the near future. The future stationary state indicates that the vehicle 12 is projected to not be in motion (e.g., stopped, parked, etc.) in the near future.

[0092] In a first example embodiment, to determine the future motion state, the controller 14 identifies a scheduled over-the-air (OTA) update event state. In an example embodiment, the scheduled OTA update event state includes one of: an update scheduled state and an update unscheduled state. Within the scope of the present disclosure, the update scheduled state indicates that one or more systems of the vehicle 12 (e.g., the controller 14) are scheduled to perform an OTA update (i.e., download / install a software update from a remote server using the vehicle communication system 26) in the near future and the vehicle 12 will be immobilized in the near future due to the OTA update process. The update unscheduled state indicates that no OTA update is scheduled in the near future. In an example embodiment, to determine the OTA update event state, the controller 14 checks for the presence of a software flag saved in the media 22 that indicates that an OTA update process is scheduled. In another example embodiment, to determine the OTA update event state, the controller 14 retrieves a schedule of updates from a remote server using the vehicle communication system 26. If the OTA update event state is the update scheduled state, the future motion state is determined to be the future stationary state.

[0093] In a second example embodiment, to determine the future motion state, the controller 14 uses vehicle-to-everything (V2X) communications to communicate with nearby vehicles and / or traffic control infrastructure to determine a predicted timing and duration of one or more predicted vehicle stop events. Within the scope of the present disclosure, the predicted vehicle stop events include stopping due to traffic congestion or stopping due to road signs or traffic control devices. In a non-limiting example, the predicted timing and duration of the one or more predicted vehicle stop events are determined based on traffic information and / or phases / timing of traffic control devices. In response to identifying the one or more predicted vehicle stop events, the future motion state is determined to be the future stationary state.

[0094] It should be appreciated that additional methods for determining the future motion state are within the scope of the present disclosure. After block 404, the example embodiment 400 proceeds to block 406.

[0095] At block 406, the controller 14 plans a future reduced pressure breathing operation based at least in part on at least one of the future humidity condition determined at block 402 and the future motion state determined at block 404. In one non-limiting example, the future reduced pressure breathing operation is planned based on a timing and duration of at least one of the future humidity condition and the future motion state. In a first example embodiment, the future reduced pressure breathing operation is planned to occur during a future dry condition and a future stationary state. In a second example embodiment, the future reduced pressure breathing operation is planned to occur during a future dry condition and a future stationary state or a future moving state. In a third example embodiment, the future reduced pressure breathing operation is planned to occur during a future humid condition or a future dry condition and a future stationary state. In a fourth example embodiment, the future reduced pressure breathing operation is planned to occur during one or more of the predicted vehicle stop events. It should be appreciated that the above example embodiments are merely illustrative in nature and that any additional method of planning a future reduced pressure breathing operation based at least in part on at least one of the future humidity condition and the future motion state is within the scope of the present disclosure. After block 406, the example embodiment 400 ends and the method 100 proceeds as described above.

[0096] The system 10 and method 100 of the present disclosure provide several advantages. By actively controlling the breathing vent 48, pressure equalization of the battery pack 18 can be achieved while reducing the ingress of moisture into the enclosure 40 of the battery pack 18. Using a tiered algorithm based on low, medium, and high differential pressure thresholds, pressure equalization can be performed immediately, soon, or in the near future based on design constraints of the battery pack 18. Furthermore, when environmental conditions are conducive to drying, the system 10 and method 100 can be used to actively dry the air inside the enclosure 40. Thus, the system 10 and method 100 can result in an overall reduction of moisture accumulation within the enclosure 40 of the battery pack 18, leading to improved performance, reliability, and longevity of the battery pack 18.

[0097] The description of the present disclosure is merely exemplary in nature and variations that do not depart from the spirit and scope of the present disclosure are intended to be within the scope of the present disclosure. Such variations are not to be regarded as a departure from the spirit and scope of the present disclosure.

Claims

1. A method for controlling a breathing vent of a vehicle battery pack, the method comprising: determining a pressure differential between an internal pressure inside the battery pack and an external pressure outside the battery pack; and The respiratory vent is controlled to equalize the internal pressure with the external pressure based at least in part on the pressure differential.

2. The method according to claim 1, wherein Controlling the breathing vent further comprises: comparing the pressure difference to an intermediate pressure difference threshold; determining a respiratory readiness state in response to determining that the pressure differential is greater than or equal to the intermediate pressure differential threshold, wherein the respiratory readiness state comprises one of: a ready-to-breathe state and a not-ready-to-breathe state; and A pressure reduction breathing maneuver is performed in response to determining that the breathing preparation state is the breathing ready state.

3. The method according to claim 2, wherein: Determining the respiratory readiness state further includes: identifying a humidity condition proximate an exterior of the battery pack, wherein the humidity condition comprises one of: a wet condition and a dry condition; determining the respiratory preparation state to be the respiratory readiness state in response to determining the humidity condition is the dry condition; and The breath readiness state is determined to be a breath-not-ready state in response to determining that the humidity condition is the wet condition.

4. The method according to claim 3, wherein: Identifying the humidity condition further includes: determining a weather condition in an environment surrounding the vehicle, wherein the weather condition comprises one of: a precipitation condition and a non-precipitation condition; and The humidity condition is identified as the wet condition in response to determining that the weather condition is the precipitation condition.

5. The method according to claim 4, wherein Determining the weather conditions further includes: performing humidity measurements using at least one of a vehicle exterior humidity sensor and an onboard camera; and The weather condition is determined based at least in part on the humidity measurement.

6. The method according to claim 2, wherein: Determining the respiratory readiness state further includes: determining a motion state of the vehicle, wherein the motion state comprises one of: a moving state and a stationary state; and The breathing preparation state is determined to be the not-breathing-ready state in response to determining that the motion state is the moving state.

7. The method according to claim 6, wherein: Determining the motion state further includes: identifying an over-the-air OTA update event status, wherein the OTA update event status comprises one of: an updated status and a not updated status; and In response to determining that the OTA update event status is the update status, the motion state of the vehicle is determined to be the stationary state.

8. The method according to claim 1, wherein Controlling the breathing vent further comprises: comparing the pressure differential to a low pressure differential threshold; and planning a future decompression breathing maneuver in response to determining that the pressure differential is greater than or equal to the low pressure differential threshold, wherein planning the future decompression breathing maneuver further comprises: identifying one or more predicted vehicle stopping events; and The future decompression breathing maneuver is planned to occur during one of the one or more predicted vehicle stop events.

9. The method according to claim 1, further comprising: measuring internal humidity within the battery pack; measuring the external humidity outside the battery pack; and A dehumidification breathing operation is performed in response to determining that the internal humidity is greater than the external humidity.

10. The method according to claim 1, further comprising: comparing the pressure difference to a high pressure difference threshold; and A reduced pressure breathing maneuver is performed in response to determining that the pressure differential is greater than or equal to the high pressure differential threshold.

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