HIGH-VOLTAGE-TO-LOW-VOLTAGE POWER CONVERSION SYSTEM FOR ELECTRICAL INTEGRITY AND POST-IMPACT DISCHARGE OF THE HIGH-VOLTAGE SYSTEM

Abstract

A vehicle includes a system for operating the vehicle. The system includes a high-voltage power source, a first accessory power module (APM) that converts power between high voltage and low voltage, a first switch for controlling a connection between the high-voltage power source and the first APM, a second APM that converts power between high voltage and low voltage, a second switch for controlling connectivity between the high-voltage power source and the second APM, an on-board charging module (OBCM) connected to the first APM between the first switch and the first APM, a sensor for detecting an impact event on the vehicle and generating a signal upon detecting the impact event, and a processor.The processor receives the signal from the sensor and, in response to the signal, places the first switch in an open configuration and the second switch in a closed configuration.

Description

[0001] The subject matter disclosure relates to electrical systems in vehicles, and more particularly to a system and method for operating a power conversion device of an electrical system of a vehicle to ensure electrical integrity in the event of an impact to the vehicle.

[0002] Electric vehicles are designed with high-voltage power sources that provide power to high-voltage loads and low-voltage power sources that provide power to low-voltage loads. A power conversion device may be connected between a high-voltage power source and a low-voltage power source to enable charging of the low-voltage power source and / or to provide power conversion from the high-voltage power source to voltages suitable for the low-voltage loads. In the event of a vehicle impact, the current through the high-voltage loads can be a concern. Accordingly, it is desirable to provide a system and method that keeps various low-voltage loads operational after an impact while preventing high-voltage current from flowing through the vehicle.

[0003] From DE 10 2020 132 649 A1 a method for operating a vehicle according to the preamble of claim 1 and a system for operating a vehicle according to the preamble of claim 6 are known.

[0004] DE 10 2020 007 869 A1 discloses an electrical on-board power system and an associated method for a vehicle having an energy storage device for providing a battery voltage and a first sub-on-board power system which is electrically coupled to the energy storage device in order to supply the first sub-on-board power system with the battery voltage.The system comprises a DC-DC converter, which is electrically coupled to the energy storage device on the input side and to a second sub-vehicle electrical system on the output side, an AC voltage connection, which is electrically coupled to the output side of the DC-DC converter, wherein an AC voltage from an AC power source can be provided via the AC voltage connection for charging the energy storage device, and a disconnecting switch, which is connected between the output side of the DC-DC converter and the second sub-vehicle electrical system, for disconnecting the second sub-vehicle electrical system during a charging process of the energy storage device with the AC voltage. Disconnection in the event of an impact is not provided. SUMMARY

[0005] According to an exemplary embodiment, a method for operating a vehicle is disclosed. The method includes receiving a signal at a sensor of the vehicle during a vehicle impact event and switching a configuration of a first switch and a second switch of an electrical power system of the vehicle in response to receiving the signal.The electrical power system includes a high-voltage power source, a first accessory power module (APM) that converts between high voltage and low voltage, the first switch for controlling a connection between the high-voltage power source and the first APM, a second APM that converts between high voltage and low voltage, the second switch for controlling connectivity between the high-voltage power source and the second APM, and an on-board charging module (OBCM) connected to the first APM between the first switch and the first APM. Switching the configuration includes placing the first switch in an open configuration and placing the second switch in a closed configuration.

[0006] In addition to one or more of the features described herein, the method further includes driving a low voltage load via the second APM after the impact event, wherein the first switch is open and the second switch is closed.

[0007] In addition to one or more of the features described herein, wherein a positive high voltage bus line connects the high voltage power source to the first APM, the method further includes discharging the positive high voltage bus line via the first APM after the impact event, wherein the first switch is in the open configuration and the second switch is in the closed configuration.

[0008] In addition to one or more of the features described herein, the method further includes operating the vehicle in a drive mode by placing both the first switch and the second switch in the closed configuration.

[0009] In addition to one or more of the features described herein, the method further includes charging the high voltage power source by placing the first switch in the closed configuration and placing the second switch in the open configuration.

[0010] In addition to one or more of the features described herein, the method further includes performing current balancing between the first APM and the second APM.

[0011] In addition to one or more of the features described herein, the sensor is a pyroswitch disposed along a first negative high voltage bus between the high voltage power source and the first APM.

[0012] According to another exemplary embodiment, a system for operating a vehicle is disclosed. The system includes a high-voltage power source, a first accessory power module (APM) that converts between high voltage and low voltage, a first switch for controlling a connection between the high-voltage power source and the first APM, a second APM that converts between high voltage and low voltage, a second switch for controlling connectivity between the high-voltage power source and the second APM, an on-board charging module (OBCM) connected to the first APM between the first switch and the first APM, a sensor for detecting an impact event on the vehicle and generating a signal upon detecting the impact event, and a processor.The processor is configured to receive the signal from the sensor and, in response to the signal, place the first switch in an open configuration and place the second switch in a closed configuration.

[0013] In addition to one or more of the features described herein, the processor is further configured to place the first switch in the closed configuration and place the second switch in the closed configuration to operate the vehicle in a propulsion mode of the vehicle.

[0014] In addition to one or more of the features described herein, the processor is further configured to place the first switch in the closed configuration and place the second switch in the open configuration to operate the vehicle in a charging mode.

[0015] In addition to one or more of the features described herein, the processor is further configured to place the first switch in the open configuration and place the second switch in the open configuration to enable heating of the vehicle's high voltage power source via the OBCM.

[0016] In addition to one or more of the features described herein, the processor is further configured to, upon receiving a key-off signal, place the first switch in the open configuration and place the second switch in the closed configuration.

[0017] In addition to one or more of the features described herein, the first APM and the second APM are configured to perform power balancing.

[0018] In addition to one or more of the features described herein, the system further includes a pyroswitch that disconnects the first APM from the high voltage power source in response to the impact event.

[0019] According to yet another exemplary embodiment, a vehicle is disclosed. The vehicle includes a high-voltage power source, a low-voltage power source, a first accessory power module (first APM) connected between the high-voltage power source and the low-voltage power source, the first APM converting between high voltage and low voltage, a first switch for controlling a connection between the high-voltage power source and the first APM, a second APM connected between the high-voltage power source and the low-voltage power source, the second APM converting between high voltage and low voltage, a second switch for controlling a connectivity between the high-voltage power source and the second APM, an on-board charging module (OBCM) connected to the first APM between the first switch and the first APM,a sensor for detecting an impact event on the vehicle and for generating a signal upon detecting the impact event, and a processor. The processor is configured to receive the signal from the sensor and, in response to the signal, place the first switch in an open configuration and place the second switch in a closed configuration.

[0020] In addition to one or more of the features described herein, the processor is further configured to place the first switch in the closed configuration and place the second switch in the closed configuration to operate the vehicle in a propulsion mode of the vehicle.

[0021] In addition to one or more of the features described herein, the processor is further configured to place the first switch in the closed configuration and place the second switch in the open configuration to operate the vehicle in a charging mode.

[0022] In addition to one or more of the features described herein, the processor is further configured to place the first switch in the open configuration and place the second switch in the open configuration to enable heating of the vehicle's high voltage power source via the OBCM.

[0023] In addition to one or more of the features described herein, the processor is further configured to, upon receiving a key-off signal, place the first switch in the open configuration and place the second switch in the closed configuration.

[0024] In addition to one or more of the features described herein, the vehicle further includes a pyroswitch that disconnects the first APM from the high voltage power source in response to the impact event.

[0025] The above features and advantages and other features and advantages of the disclosure are readily apparent from the following detailed description when considered in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Further features, advantages and details appear in the following detailed description only as examples, whereby the detailed description refers to the drawings; they show: Fig. 1 an embodiment of a vehicle according to an exemplary embodiment; Fig. 2 a power conversion system of the vehicle; Fig.3 a graphical representation showing the performance implementation system according to Fig. 2 in a drive mode; Fig. 4 a graphical representation showing the performance implementation system according to Fig. 2 in an alternating current (AC) charging mode; Fig. 5 is a graphical representation illustrating a battery heating mode for the power conversion system according to Fig. 2 illustrates; Fig. 6 is a graphical representation illustrating a battery failure mode for the power conversion system according to Fig. 2 illustrates; and Fig. 7 is a graphical representation illustrating a key-off mode of operation for the power conversion system according to Fig. 2 illustrates. DETAILED DESCRIPTION

[0027] The following description is merely exemplary and is not intended to limit the present disclosure, its application, or uses. It should be appreciated that throughout the drawings, corresponding reference characters indicate like or corresponding parts and features. The term module, as used herein, refers to processing circuitry that may include an application-specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory executing one or more software or firmware programs, combinational logic circuitry, and / or other suitable components that provide the described functionality.

[0028] Fig.1 shows an embodiment of a vehicle 10 including a vehicle body 12 that at least partially defines a passenger compartment 14. The vehicle body 12 also supports various vehicle subsystems, including a propulsion system 16 and other subsystems to support the functions of the propulsion system 16 and other vehicle components, such as a braking subsystem, a suspension system, a steering subsystem, and others.

[0029] The vehicle 10 may be an electric vehicle (EV), a hybrid vehicle, or any other vehicle. According to one embodiment, the vehicle 10 is an electric vehicle that includes multiple motors and / or drive systems. It may include any number of drive units, such as one or more drive units for applying torque to the front wheels (not shown) and / or to the rear wheels (not shown). The drive units are controllable to operate the vehicle 10 in various modes, such as a normal mode, a high-performance mode (in which additional torque is applied), all-wheel drive ("AWD"), front-wheel drive ("FWD"), rear-wheel drive ("RWD"), and others.

[0030] The drive system 16 is, for example, a multiple drive system that includes a front drive unit 20 for driving the front wheels and rear drive units for driving the rear wheels. The front drive unit 20 includes both a front electric motor 22 and a front inverter 24 (e.g., a front power inverter module or FPIM), as well as other components, such as a cooling system. A left rear drive unit 30L includes a left rear electric motor 32L and a left rear inverter 34L. A right rear drive unit 30R includes a right rear electric motor 32R and a right rear inverter 34R. The front inverter 24, the left rear inverter 34L, and the right rear inverter 34R (e.g., the inverter units or PIMs) each convert the direct current (DC) power from a high voltage (HV) battery system 40 into multi-phase (e.g.,two-phase, three-phase, six-phase, etc.) alternating current (AC) power to drive the front electric motor 22, the left rear electric motor 32L, and the right rear electric motor 32R.

[0031] As in Fig. As shown in Figure 1, the drive systems comprise separate electric motors. However, the embodiments are not so limited. For example, instead of separate motors, multiple drives may be provided by a single machine having multiple sets of physically independent windings.

[0032] As also in Fig.1, the drive systems are configured such that the front electric motor 22 drives the front wheels (not shown), and the left rear electric motor 32L and the right rear electric motor 32R drive the rear wheels (not shown). However, the embodiments are not so limited, as there may be any number of drive systems and / or motors in different locations (e.g., one motor driving each wheel, two motors per axle, etc.). Additionally, the embodiments are not limited to a dual drive system, as the embodiments may be used on a vehicle with any number of motors and / or power inverters.

[0033] In the drive system 16, the front drive unit 20, the left rear drive unit 30L, and the right rear drive unit 30R are electrically connected to the battery system 40. The battery system 40 may also be electrically connected to other electrical components (also referred to as "electrical loads"), such as vehicle electronics (e.g., via an accessory power module or APM 42), heaters, cooling systems, and others. The battery system 40 may be configured as a rechargeable energy storage system (RESS).

[0034] According to one embodiment, battery system 40 includes a plurality of separate battery assemblies, each of which can be independently charged and used to independently supply power to a propulsion system or systems. Battery system 40 includes, for example, a first battery assembly, such as a first battery pack 44 connected to front inverter 24, and a second battery pack 46. First battery pack 44 includes a first plurality of battery modules 48, while second battery pack 46 includes a second plurality of battery modules 50. Both the first plurality of battery modules 48 and the second plurality of battery modules 50 include a number of individual cells (not shown).

[0035] Each of the front electric motor 22, the left rear electric motor 32L, and the right rear electric motor 32R is a three-phase motor with three-phase motor windings. However, the embodiments described here are not so limited. The motors can be, for example, any multi-phase machines powered by multi-phase inverters, and the drive units can be implemented using a single machine with independent sets of windings.

[0036] The battery system 40 and / or the propulsion system 16 includes a switching system having various switching devices for controlling the operation of the first battery pack 44 and the second battery pack 46 and for selectively connecting the first battery pack 44 and the second battery pack 46 to the front propulsion unit 20, the left rear propulsion unit 30L, and the right rear propulsion unit 30R. Furthermore, the switching devices can be operated to selectively connect the first battery pack 44 and the second battery pack 46 to a charging system. The charging system can be used to charge the first battery pack 44 and the second battery pack 46 and / or to supply power from the first battery pack 44 and / or the second battery pack 46 to charge another energy storage system (e.g., vehicle-to-vehicle (V2V) and / or vehicle-to-everything (V2X) charging). The charging system includes one or more charging modules.For example, a first on-board charging module (OBCM) 52 is electrically connected to a charging port 54 for charging to and from an AC system or device, such as a utility's AC power source. A second OBCM 53 may be included for DC charging (e.g., DC fast charging or DCFC).

[0037] According to one embodiment, the switching system includes a first switching device 60 that selectively connects the first battery pack 44 to the front inverter 24, the left rear inverter 34L, and the right rear inverter 34R, and a second switching device 62 that selectively connects the second battery pack 46 to the front inverter 24, the left rear inverter 34L, and the right rear inverter 34R. The switching system also includes a third switching device 64 (also referred to as a "battery switching device") for selectively connecting the first battery pack 44 to the second battery pack 46 in series.

[0038] Any of various controllers may be used to control the functions of the battery system 40, the switching system, and the drive units. A controller includes any suitable processing device or unit and may utilize an existing controller, such as a drive system controller, a RESS controller, and / or the controllers within the drive system. For example, a controller 65 may be included to control the switching and drive control operations, as discussed herein.

[0039] The vehicle 10 also includes a computer system 55 that includes one or more processing devices 56 and a user interface 58. The computer system 55 may, for example, communicate with the charging system controller to provide commands in response to user input. The various processing devices, modules, and units may communicate with each other via a communication device or system, such as a controller area network (CAN) bus or a transmission control protocol (TCP) bus.

[0040] As illustrated here, vehicle 10 is an electric vehicle. According to an alternative embodiment, vehicle 10 may be an internal combustion engine vehicle, a hybrid vehicle, etc.

[0041] Fig.2 shows a power conversion system 200 of the vehicle 10. The power conversion system 200 includes a circuit with a high-voltage power source (HV power source 202), such as a rechargeable energy storage system (RESS), a first accessory power module (first APM 204) for converting between high voltage and low voltage, a second APM 206 for converting between high voltage and low voltage, and an on-board charging module (OBCM 208) for charging the HV power source.

[0042] The first APM 204 has a high-voltage side and a low-voltage side. On the high-voltage side, a first positive HV bus line 210 and a first negative HV bus line 212 connect the first APM 204 to the HV power source 202. A first switch S1 is arranged on the first positive HV bus line 210 and can be switched between a first (closed) configuration and a second (open) configuration to control a first connection between the first APM 204 and the HV power source 202. On the low-voltage side, the first APM 204 is connected to a power aggregator 214 via a first positive low-voltage bus line 216.

[0043] The OBCM 208 is connected to the first positive HV bus line 210 and the first negative HV bus line 212. The OBCM 208 is connected to the first positive HV bus line 210 between the first switch S1 and the first APM 204.

[0044] The second APM 206 has a high-voltage side and a low-voltage side. On the high-voltage side, a second positive HV bus line 218 and a second negative HV bus line 220 connect the second APM 206 to the HV power source 202. A second switch S2 is arranged on the second positive HV bus line 218 and can be switched between a first (closed) configuration and a second (open) configuration to control a second connection between the HV power source 202 and the second APM 206. On the low-voltage side, the second APM 206 is connected to the power aggregator 214 via a second positive low-voltage bus line 222. The power aggregator 214 can connect the first APM 204 and the second APM 206 to one or more low-voltage batteries 228. The switches can be mechanical switches or solid-state switches controlled by applied voltages.

[0045] A sensor 224 is arranged on the first negative HV bus line 212. The sensor 224 may be a pyroswitch that opens the connection along the first negative HV bus line 212 when an impact occurs with a force greater than a selected force threshold. The sensor 224 may provide a signal to open switch S1 when the impact is greater than the force threshold.

[0046] A processor 226 controls the configurations of the first switch and the second switch, thereby controlling the operation of the first APM 204 and the second APM 206. The switch configurations can be selected based on an operating mode of the vehicle. The operating modes and their related switch configurations are shown in Table 1. TABLE 1 S1 S2 Operating mode 1 1 drive 1 0 AC / DC charging 0 0 Warming the cold battery 0 1 LV battery failure - active HV main discharge 0 1 LV battery failure - electrical integrity after impact 0 1 Key-Off

[0047] Additionally, the first APM 204 and the second APM 206 may communicate with each other, as shown by the communication line 230, to share operation during various operating modes of the vehicle. In particular, the first APM 204 and the second APM 206 may communicate to facilitate power balancing between them. The details of the operating modes are described herein with respect to the Fig. 3-7 discussed.

[0048] Fig. 3 is a graphical representation 300 illustrating the power conversion system 200 in a propulsion mode. The propulsion mode involves propulsion of the vehicle 10 during normal operation (row 2 of Table 1). In the propulsion mode, the first switch S1 and the second switch S2 are both placed in a closed configuration. Therefore, the HV power source 202 supplies power to both the first APM 204 and the second APM 206.

[0049] During propulsion mode, the first APM 204 and the second APM 206 can communicate with each other to share the electrical loads. The first APM 204 and the second APM 206 can operate either in an interleaved mode (to meet high power requirements for the vehicle) or independently (to enable redundant power). The OBCM 208 can also be used to charge the HV power source 202 and / or charge one or more low-voltage batteries 228 or power low-voltage loads (not shown) during propulsion mode.

[0050] Fig. 4 is a graphical representation 400 illustrating the power conversion system 200 according to Fig.2 in an alternating current (AC) charging mode. The AC charging mode involves AC / DC charging of the HV power source 202 (row 3 of Table 1). The OBCM 208 converts grid power to DC power to charge the HV power source 202. In the AC charging mode, the first switch S1 is in a closed configuration and the second switch S2 is in an open configuration. Power is provided by the OBCM 208 to charge the HV power source 202. Power may also be provided to the power aggregator 214 via the first APM 204. The second APM 206 is disconnected.

[0051] Fig. 5 is a graphical representation 500 illustrating a battery heating mode for the power conversion system 200 according to Fig.2. The battery warming mode involves the OBCM 208 providing HV power to a coolant heater 502 to warm the cold HV battery (row 4 in Table 1) and providing LV power to the components of the LV system. The coolant heater 502 heats a coolant and circulates the flow around the HV power source 202. The first switch S1 is in an open configuration and the second switch S2 is in an open configuration. Therefore, the HV power source 202 is disconnected from the first APM 204 and the second APM 206. The OBCM 208 provides HV power to the power aggregator 214 via the first APM 204 to assist in warming the HV battery.

[0052] Fig. 6 is a graphical representation 600 illustrating a battery fault mode for the power conversion system 200 according to Fig.2. The battery failure mode includes operation during and / or after an impact event (rows 5 and 6 of Table 1). During an impact event, the sensor 224 (i.e., the pyroswitch) may be activated to open the connection along the first negative HV bus line 212. Consequently, in the battery failure mode, the first positive HV bus line 210 is in an open configuration, while the second switch S2 is in a closed configuration. When the first positive HV bus line 210 is in an open configuration, the OBCM 208 and other HV modules remain connected to the first APM 204. The first APM 204 may assist in discharging the OBCM 208 and other HV modules, including a power inverter module (PIM), to discharge any high voltages stored in the OBCM, the PIM, and the other HV modules.Generally, the OBCM 208 can be discharged for a selected period of time (e.g., approximately 4 seconds). The first APM 204 and the second APM 206 can communicate with each other during this mode of operation to provide power balancing.

[0053] Meanwhile, the HV power source 202 remains electrically connected to the power aggregator 214 via the second APM 206. The HV power source 202 remains connected to provide power to the one or more low-voltage batteries 228 and any low-voltage loads that may be useful following a crash event.

[0054] Fig. 7 is a graphical representation 700 illustrating a key-off mode of operation for the power conversion system 200 according to Fig.2. This mode of operation corresponds to row 7 of Table 1. The first switch S1 is in an open configuration, while the second switch S2 is in a closed configuration. The key-off mode of operation allows the low-voltage loads to operate even when the vehicle is off or once a key-off signal has been received. Power is provided from the HV power source to the power generator 214 via the second APM 206. No power is provided via the first APM 204.

[0055] The first APM 204 and the second APM 206 can operate independently during AC charging mode, battery warming mode, and key-off mode. The first APM 204 and the second APM 206 can perform current balancing during propulsion mode and battery fault mode. Due to the current balancing, the second APM 206 can be used to the same extent as, or even more than, the first APM 204.

[0056] The terms "a" and "an" do not imply a limitation of quantity, but rather denote the presence of at least one of the designated element. The term "or" means "and / or" unless the context clearly indicates otherwise. Reference throughout the application text to "an aspect" means that a particular element (e.g., a feature, structure, step, or property) described in connection with the aspect is included in at least one aspect described herein and may or may not be present in other aspects. In addition, it should be recognized that the described elements in the various aspects may be combined in any suitable manner.

[0057] When an element, such as a layer, film, region, or substrate, is described as being "on" another element, it may be directly on top of the other element, or there may also be intervening elements. Conversely, when an element is described as being "directly on" another element, there are no intervening elements.

[0058] Unless otherwise specified herein, all examination standards are the most recent standard in effect as of the date of filing of this application or, if priority is claimed, the date of filing of the earliest priority application in which the examination standard appears.

[0059] Unless otherwise defined, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs.

Claims

[1] A method for operating a vehicle (10), comprising: Receiving a signal at a sensor (224) of the vehicle (10) during an impact event on the vehicle (10); Switching a configuration of a first switch (S1) and a second switch (S2) of an electrical power system of the vehicle (10) in response to receiving the signal, the electrical power system including: a high-voltage power source (202); a first accessory power module (APM) (204) that converts between high voltage and low voltage; the first switch (S1) for controlling a connection between the high voltage power source (202) and the first APM (204); a second APM (206) that converts between high voltage and low voltage; the second switch (S2) for controlling a connectivity between the high-voltage power source (202) and the second APM (206); and an on-board charging module (OBCM) (208) connected to the first APM (204) between the first switch (S1) and the first APM (204); characterized by , that switching the configuration includes placing the first switch (S1) in an open configuration and placing the second switch (S2) in a closed configuration. [2] The method of claim 1, further comprising driving a low voltage load via the second APM (206) after the impact event, wherein the first switch (S1) is open and the second switch (S2) is closed. [3] The method of claim 1, wherein a positive high voltage bus line (210) connects the high voltage power source (202) to the first APM (204), the method further comprising discharging the positive high voltage bus line (210) via the first APM (204) after the impact event, wherein the first switch (S1) is in the open configuration and the second switch (S2) is in the closed configuration. [4] The method of claim 1, further comprising charging the high voltage power source (202) by placing the first switch (S1) in the closed configuration and placing the second switch (S2) in the open configuration. [5] The method of claim 1, wherein the sensor (224) is a pyroswitch disposed along a first negative high voltage bus (212) between the high voltage power source (202) and the first APM (204). [6] System (200) for operating a vehicle (10), comprising: a high-voltage power source (202); a first accessory power module (APM) (204) that converts between high voltage and low voltage; a first switch (S1) for controlling a connection between the high voltage power source (202) and the first APM (204); a second APM (206) that converts between high voltage and low voltage; a second switch (S2) for controlling connectivity between the high voltage power source (202) and the second APM (206); an on-board charging module (OBCM) (208) connected to the first APM (204) between the first switch (S1) and the first APM (204); a sensor (224) for detecting an impact event on the vehicle (10) and for generating a signal upon detecting the impact event; a processor (226) configured: to receive the signal from the sensor (224); characterized by , that the processor (226) is further configured: in response to the signal, to place the first switch (S1) in an open configuration and to place the second switch (S2) in a closed configuration. [7] The system (200) of claim 6, wherein the processor (226) is further configured to place the first switch (S1) in the closed configuration and place the second switch (S2) in the open configuration to operate the vehicle (10) in a charging mode. [8] The system (200) of claim 6, wherein the processor (226) is further configured to place the first switch (S1) in the open configuration and place the second switch (S2) in the open configuration to enable heating of the high voltage power source (202) of the vehicle (10) via the OBCM (208). [9] The system (200) of claim 8, wherein the processor (226) is further configured to, upon receiving a key-off signal, place the first switch (S1) in the open configuration and place the second switch (S2) in the closed configuration. [10] The system (200) of claim 6, further comprising a pyroswitch (S1) that disconnects the first APM (204) from the high voltage power source (202) in response to the impact event.

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