CN104426211A - 预充电快速钥匙循环保护 - Google Patents

预充电快速钥匙循环保护 Download PDF

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Publication number
CN104426211A
CN104426211A CN201410377851.8A CN201410377851A CN104426211A CN 104426211 A CN104426211 A CN 104426211A CN 201410377851 A CN201410377851 A CN 201410377851A CN 104426211 A CN104426211 A CN 104426211A
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Prior art keywords
resistor
voltage
time
charge
predetermined amount
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CN201410377851.8A
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CN104426211B (zh
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德里克·哈特尔
凯文·范德·莱昂
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • H02J7/0078—
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

本发明提供一种预充电快速钥匙循环保护。所公开的一种车辆包括预充电电路，预充电电路包括选择性地将牵引电池连接到电阻抗的电阻器。所述控制器被配置为：当在先前的预定时间段内发生了预定数量的预充电循环时，禁止预充电一段时间。所述预定数量的预充电循环可基于在先前的预充电循环期间电阻器两端的电压幅值或流过电阻器的电流幅值。可基于先前的成功的预充电循环和失败的预充电循环来修改所述预定数量。所公开的一种限制预充电电阻器的温度升高的方法包括：对先前的预充电循环的数量进行计数；当在先前的时间段内之前的预充电循环的数量超出阈值时，禁止预充电。

Description

预充电快速钥匙循环保护
技术领域
本申请涉及通过牵引电池对车辆的电力负载进行预充电，以防止由于重复的钥匙循环导致的预充电组件过热。
背景技术
典型的纯电动车辆或混合动力电动车辆从牵引电池中汲取用于推进的电力。在事故期间以及当不需要来自牵引电池的电力时，电池的端子可以与其他组件断开连接。通常使用主接触器来实现牵引电池与车辆的高压总线的隔离。在主接触器闭合期间，由于附着到高压总线的装置的大的涌流所导致的电流流动可损坏主接触器。为了消除闭合主接触器时出现大的涌流，大多数系统采用预充电电路来限制通电时流到高压总线的电流。典型的预充电电路可由预充电接触器和电阻器组成。
预充电电路的电阻器限制电流从牵引电池流到高压总线。一旦高压总线达到特定的电压，主接触器就会闭合。主接触器闭合伴随有接触器两端小得多的电压，降低电流流动，使电弧作用以及对主接触器的可能的损坏最小化。仅在车辆起动期间使用预充电组件。然而，为了防止由于点火开关的快速的开关循环而导致的损坏，预充电组件可被设计为具有持续使用属性。
发明内容
一种车辆包括牵引电池、电阻抗、包括电阻器的预充电电路和至少一个控制器。所述预充电电路被设置为使得电阻器选择性地连接在牵引电池与电阻抗之间。所述控制器被配置为：响应于电阻器在先前的预定时间段内连接预定次数，在随后的预定时间段期间在出现请求连接电阻器时禁止连接电阻器，以限制电阻器的温度升高。所述预定次数可基于在先前的预定时间段期间流过电阻器的电流的幅值或电流的峰值的持续时间。所述预定次数可基于在先前的预定的时间段期间电阻器两端的电压的幅值或电压的幅值的持续时间。所述预定次数可基于在先前的预定的时间段期间电阻器两端的电压的峰值的持续时间。随着在先前的预定时间段期间通过电池放电的安培小时增加，所述预定次数可减少。随着在先前的预定时间段期间电阻器两端的电压的幅值超出预定的过电流阈值持续预定的过电流检测时间，所述预定次数可减少。在预定的最大预充电时间之后，当电阻抗两端的电压没有接近在先前的预定时间段期间牵引电池两端的预定量的电压时，所述预定次数可减少。
一种限制电阻器的温度升高的方法包括下列步骤：对在预定时间段内电阻器连接在牵引电池与电阻抗之间的次数进行计数；在所述预定时间段后，接收连接电阻器的请求；响应于接收到请求，如果所述次数超出了预定的数量，则禁止电阻器连接在牵引电池与电阻抗之间。所述方法还可包括：在另一预定时间段之后响应于接收到所述请求而连接电阻器。所述预定的数量可基于在先前的预定时间期间内流过电阻器的电流的幅值。所述预定的数量可基于在所述预定时间段期间流过电阻器的电流的幅值。所述预定的数量可基于在先前的预定时间段期间电阻器两端的电压的幅值。所述预定的数量可基于在所述预定时间段期间电阻器两端的电压的幅值。所述预定的数量可基于在先前的预定时间段期间电阻器两端的电压的峰值的持续时间。所述预定的数量可基于在所述预定时间段期间电阻器两端的电压的峰值的持续时间。
一种车辆包括：预充电电路,包括电阻器，并被设置为使得电阻器选择性地连接在牵引电池和电阻抗之间；至少一个控制器。所述至少一个控制器被配置为：响应于请求连接电阻器，基于在所述请求之前的预定时间段期间电阻器两端的电压的幅值而阻止连接电阻器。所述至少一个控制器还可被配置为：基于在所述预定时间段期间电阻器两端的电压的幅值的减小而阻止连接电阻器。所述至少一个控制器还可被配置为：基于在所述预定时间段期间电阻器连接的次是否超出预定的数量而阻止连接电阻器。在先前的电阻器的连接期间，当电阻器两端的电压朝向零减小时，所述预定的数量可达到最大值。在先前的电阻器的连接期间，当电阻器两端的电压的幅值高于预定的过电流阈值持续预定的过电流时间时，所述预定的数量可小于最大值。在先前的电阻器的连接期间，当电阻器两端的电压的幅值保持高于预定的电压持续允许的最大预充电时间时，所述预定的数量可小于最大值。
附图说明
图1是示出典型的动力传动系和能量储存组件的插电式混合动力电动车辆的示意图。
图2是在车辆内用于将高压电池组连接到电力负载的可能的布置的示意图。
图3是可能的预充电情景和相应的预充电电路两端的电压波形的示意图。
具体实施方式
根据需要，在此描述了本公开的具体实施例；然而，应理解的是，所公开的实施例仅为本发明的示例，本发明可以以多种和替代的形式实施。附图无需按比例绘制；可放大或缩小一些特征以示出特定组件的细节。因此，在此所公开的具体结构和功能性细节不应该解释为限制，而仅为用于教导本领域技术人员以多种形式应用本发明的代表性基础。
图1描绘了典型的混合动力电动车辆。典型的混合动力电动车辆2可包括机械地连接至混合动力传动装置6的一个或更多个电动机4。此外，混合动力传动装置6机械地连接至发动机8。混合动力传动装置6还可被机械地连接至驱动轴10，驱动轴10机械地连接至车轮12。当发动机8开启或关闭时，电动机4能够提供推进和减速能力。电动机4还可以用作发电机，并且可通过回收在摩擦制动系统中通常将作为热损失的能量而提供燃料经济性效益。由于混合动力电动车辆2可以在特定状况下按照电动模式运转，因此电动机4还可提供减少的污染物排放。
电池组(battery pack)14储存可以由电动机4使用的能量。电池组14通常被称为牵引电池。车辆电池组14通常提供高压直流(DC)输出。电池组14电连接到至少一个电力电子模块16。电力电子模块16还电连接至电动机4，并且提供在电池组14和电动机4之间双向传输能量的能力。例如，典型的电池组14可以提供DC电压，而电动机4可能需要三相交流(AC)电流来运转。电力电子模块16可以将DC电压转换为电动机4所需要的三相AC电流。在再生模式下，电力电子模块16将来自用作发电机的电动机4的三相AC电流转换为电池组14所需要的DC电压。在此描述的方法同样可应用到纯电动车辆。
电池组14除了提供用于推进的能量之外，还可以提供用于其它车辆电气系统的能量。典型的系统可包括将电池组14的高压DC输出转换为与其它车辆负载兼容的低压DC电源的DC/DC转换器模块18。其它高压负载(诸如加热器和压缩机)可无需使用DC/DC转换器模块18而被直接连接。在典型的车辆2中，低压系统电连接至12V电池20。全电动车辆可具有相似的结构，但不具有发动机8。
车辆2可以是电池组14可通过外部电源26进行再充电的插电式混合动力车辆。外部电源26可以通过经由充电端口24进行电连接而向车辆2提供AC或DC电力。充电端口24可以是被配置为从外部电源26向车辆2传输电力的任何类型的端口。充电端口24可以电连接至电力转换模块22。电力转换模块22可以调节来自外部电源26的电力，以向电池组14提供适合的电压和电流水平。在一些应用中，外部电源26可被配置为用于向电池组14提供适合的电压和电流水平，并且电力转换模块22可以不是必需的。下面的描述同样适用于利用电池组14的任何车辆2。
图2示出了一种用于车辆的可能的高压DC总线控制结构。高压电池40可以具有任意化学物质(诸如NIMH、铅酸、锂离子)。高压电池40可以电连接到主接触器42。主接触器42可默认处于断开位置，使得高压电池40与负载阻抗72断开连接。负载阻抗72可被表示为具有电容部分48和电阻/电感部分46。当主接触器42处于断开位置时，高压电池40不能向负载阻抗72提供电力。
车辆中典型的电阻抗72可包括一些电容48。阻抗72可包括连接到高压总线的任何装置(例如，逆变器、DC/DC转换器等)。负载阻抗72可包括单独的电力电子装置，每个电力电子装置具有与其相关联的自己的电容48。电容48可实际上包括彼此并联或串联的多个电容。还可增添电容48，以对总线电压进行平滑或滤波。电容48可表示电气系统的整个负载端的等效电容。负载阻抗72表示可连接至高压总线的所有模块的总阻抗。
响应于驾驶者点火的请求，可以发出闭合主接触器42的信号或请求。响应于连接充电器，还可以发出闭合主接触器42的信号。一般来说，每当需要高压电池40连接至其他装置时，便可以发出闭合主接触器42的请求。在发生车辆事故的情况下，可发出断开主接触器42的请求，以限制高压暴露于车辆乘坐者和救援者。断开或闭合主接触器42的信号可由一个或更多个控制器54接收，控制器54控制主接触器42和预充电电路44的操作。可以通过离散信号或串行通信总线(例如，CAN)进行断开信号和闭合信号的通信。
主接触器42的最简单的实现方式是手动操作的开关。出于许多原因，实际上并不使用这一类型的开关。主接触器42还可包括当其被其激活时可以闭合主接触器42的控制机构(诸如继电器)。例如，当继电器被通电(energize)时，可使主接触器42移动至闭合位置，并允许电流流过主接触器42。当主接触器42闭合时，高压电池40电连接至电阻抗72。当主接触器42闭合时，电阻抗72可通过主接触器42从高压电池40汲取电流。
主接触器42的控制机构可连接至控制器54。例如，用于控制主接触器42的继电器的线圈可电连接(由68表示)至控制器54。控制器54可被构造为对线圈通电或断电，以驱动主接触器42断开和闭合。控制器54还可被构造为测量各种系统电压。可使用电压感测电路52测量负载两端的电压60，电压感测电路52可被构造为隔离来自控制器54的高压，并针对控制器54按比例将电压60确定至适当的水平。按照相似的方式，还可以测量高压电池两端的电压58。可以使用单独的电压感测电路50来隔离来自控制器54的高压，并针对控制器54按比例将电压58确定至适当的水平。
当闭合主接触器42时主接触器42两端的电压处可能出现问题。主接触器42两端的电压可被表示为Vmc64。在电容48被完全放电的典型的情况下，在接通主接触器42之前会存在大的Vmc64。电容负载48的一个特性是电压不会瞬间改变。然而，流经电容负载48的电流会迅速改变。当将高压施加到电容负载48时，会产生大的涌流(inrush current)。所述大的涌流可在开关期间导致跨过主接触器42的电弧。这一电弧作用可损坏主接触器42。理想地，期望一种限制这一电弧作用的方法。
为了最小化主接触器42的电弧作用，可跨过主接触器42实现预充电电路44。典型的预充电电路44可使用与阻抗76串联的预充电接触器74，其中，阻抗76被选择以控制当预充电接触器74闭合时可流动的电流的量。控制器54可使用感测的负载和电池两端的电压(60和58)来确定何时结束预充电操作以及闭合主接触器42。当两个电压(60和58)之间的差异下降到低于阈值时，可闭合主接触器42。
预充电电路44可以与主接触器42并联地设置。预充电电路44的一侧可以电连接至高压电池40。预充电电路44的另一侧可以电连接至电阻抗72。控制器54可被构造为控制预充电电路44内的接触器74的操作。注意：接触器74也可以是固态开关器件。接触器74也可以是基于如前面针对主接触器42讨论的接触器的继电器。当高压电池连接时，预充电电路44可限制电流流入电阻抗72中。控制器54可以提供一个或更多个控制信号70来控制预充电电路44的操作。控制信号70可以是控制开关器件74(例如，金属氧化物半导体场效应晶体管(MOSFET)的栅极驱动器、继电器的线圈)的信号。预充电电路44的期望效果是当主接触器42接通时，使主接触器42两端的电压Vmc64最小化。
在车辆起动时，主接触器42最初断开，以将电池与高压总线78隔离。高压总线78表示主接触器42到车辆的高压负载72的输出连接。驾驶者可通过接通点火开关启动预充电循环。可通过控制器54监测点火开关输入，以确定高压总线78何时需要电池电力。点火信号可启动闭合主接触器42的请求。闭合主接触器42的请求可启动闭合预充电接触器74以限制电流在高压总线78上从电池40流到电力负载72的请求。流经预充电电阻器76的电流可快速上升到由电阻值确定的峰值水平，并且流经预充电电阻器76的电流将随着高压总线两端的电压60朝着电池组的电压58升高而降低。一旦高压总线两端的电压60达到预定的水平，主接触器42便可闭合，并且预充电接触器74便可断开。现在电流可流过主接触器42。
可通过关闭点火开关来关闭车辆。当车辆关闭时，可命令高压总线78上的负载72汲取较少的电流。系统可在点火开关关闭之后保持主接触器42闭合一段时间，以允许完成各种功能。示例的功能可以是电池单元平衡或电池热管理。在点火开关关闭一段时间之后，可断开主接触器42以隔离电池。一些系统可采用连接到地的放电电阻器(未示出)，以确保在主接触器42闭合时高压总线两端的电压60衰减到零。
由于电流流过预充电电阻器76，因此在预充电电阻器76中能量被消散为热。每当闭合预充电接触器74时，电流都可流过预充电电阻器76并产生热。可能的是，由于过高的温度，过度的循环可损坏预充电电阻器76。预充电电阻器76可典型地被过度设计(over design)为消散比在正常操作条件下所需的热更多的热。在正常操作条件下，在下次需要的循环之前进行了延迟后一旦点火，预充电接触器74就可被预计操作。所述延迟通常足够长以使电阻器76冷却至近似于周围环境温度。一旦预充电接触器74断开，电流不再流过电阻器76。例如，驾驶者启动车辆并在关闭车辆之前驾驶一段时间。可采用被设计为仅在正常的期望温度下进行操作的预充电电阻器76。然而，为了确保持久的方案，可采用措施来确保温度不会超出损坏水平。
遗憾的是，可能出现在短时间段内预充电接触器74循环操作的情况。点火循环可被实现为切换车辆的点火状态的按钮。按钮可被重复的按压以导致预充电接触器74的快速循环。图3中的(a)可表示当预充电电路44和负载72正常运转时主接触器/预充电电路两端的电压波形(由64表示)。这可表示高压总线78最初完全放电的情形。当充电接触器74闭合时，电流开始通过预充电电阻器76流到负载72。由于负载72的涌流，电流最初是最大值。预充电电路两端的电压64迅速增大到峰值100，峰值100是电池两端的电压58、负载两端的电压60、预充电电阻器76的电阻值的函数。随着高压负载两端的电压60升高，预充电电路两端的电压64降低。当高压负载两端的电压60接近电池电压58时，主接触器42可被闭合，迫使预充电电路两端的电压64接近于零。
图3中的(b)可表示当负载72短接到地时主接触器/预充电电路两端的电压波形(由64表示)。在这一状况下，可检测到预充电过流故障状况。在这一情形下，流过预充电电路44的电流可升高到最大值108，并保持在近似常数值。高压总线78两端的电压保持接近于零，并且最大电流仅受到预充电电阻器76的限制而流过电路。控制器54可通过计算或测量传递给负载的电流66、负载电压60或者预充电电阻器两端的电压64来检测这一状况。如果所测量或计算的值没有在预定的过电流时间(Ts102或者更短)内上升到高于预定的过电流，则可终止预充电操作，并且可断开预充电接触器74。这会表现为预充电电阻器76的热负荷的最坏情形。如果检测到预定数量的过电流故障，则会在预定量的时间内禁止预充电接触器74的进一步闭合尝试。
图3中的(c)可表示当负载72通过非零电阻短接到地时主接触器/预充电电路两端的电压波形(由64表示)。这可表现系统未能预充电的情形。在这种情形下，流过预充电电路44的电流可上升到最大值104并且几乎以该值保持恒定。该情形下的最大值104不会像短接情形下的最大值108或正常操作情形下的最大值100一样高。高压负载两端的电压60保持在非零值，并且电流仅受预充电电阻器76和短接电阻的限制而流过电路。控制器54可通过测量或计算传递给负载的电流66或通过测量负载电压60来检测这一状况。如果负载电压60没有在预定的过电流时间(Tr106或者更短)内在预定值内接近电池电压58，则可终止预充电操作，并且可断开预充电接触器74。注意：图3中的示意图不一定按照相同的时间标度进行绘制。
保护预充电电路44的一种可能的方法可以是监视预充电接触器74在特定的时窗内的闭合事件的数量。预充电接触器74的闭合事件的数量表现了电阻器在牵引电池40和电阻抗72之间的选择性地连接的次数。预充电接触器74的每个循环可以预期为在电阻器76中耗散一定量的能量。所述系统可被设计为对在预定的时间间隔内连续的预充电接触器74闭合事件的数量进行计数。所述时窗可以是在持续的预定的时间间隔内检测预充电接触器74的闭合事件的数量的移动窗口。
如果在给定的间隔内预充电接触器74的闭合事件的数量超出预定数量，则系统可在随后的请求闭合预充电接触器74期间阻止预充电接触器74的闭合。在过了校准停工时间段以前，驾驶者可能暂时不能对高压总线78充电。另外，在温度下降到可接受的水平以前，预充电接触器74的循环会被暂时禁止。预充电接触器74的闭合的这一禁止可保护预充电组件(74、76)不受损坏。益处是：预充电组件(74、76)可被设计为较低的要求，导致节约成本。所述保护方案确保了预充电组件(74、76)不被损坏，降低了车辆故障时间以及维修成本。
预充电接触器74的闭合事件的预定数量可被设计为限制通过电阻器76的电力，使得电阻器76不会过热。可以选择所述数量来确保在百分之九十五的顾客使用假设中不会出现过热。
预充电接触器74的闭合事件的预定数量可以取决于在先前的预充电事件期间检测的状况。所述系统可检测预充电事件是否正常或者是否出现了故障状况。当在先前的闭合事件期间检测到了正常运行时，闭合的预定数量可被设置为最大值。正常运行可以如图3中的(a)中所描绘。当在先前的闭合事件期间检测到了故障状况时，闭合的预定数量可被设置为小于最大值。
预充电时间是否正常或发生故障的检测可以取决于电流或电压的行为。所述检测可取决于预充电电阻器76两端的电压64的幅值或流过预充电电阻器76的电流的幅值。所述检测也可基于预充电电阻器76两端的电压64峰值或流过预充电电阻器76的电流的峰值。此外，可考虑幅值或峰值的持续时间。所述检测可基于负载两端的电压60和牵引电池两端的电压58。
例如，高压总线78上的负载72可被短接到地(在图3中的(b)中描绘了响应)。在这种情形下，因为负载72不限制电流，所以可以观察到最大电流。另外，高压总线的电压60不会增大，所以电流可保持高值，而没有衰减。在这种情形下，可以期望在间隔内允许较少的预充电接触器74的闭合事件，以保护组件。通常，电阻器76在先前的事件期间消耗的功率越大，可允许的循环的数量越少。
作为另一示例，在负载电路72上可以存在电阻短接(在图3中的(c)中描绘了响应)。这将导致电流或电压分布在预充电间隔期间几乎为常数。因为出现分压器网络，所以高压总线两端的电压60不会达到电池电压。效果是：预充电事件在断开预充电接触器74之前可运行最大预充电时间。在这种情形下，可以期望在间隔内允许较少的预充电接触器74的闭合事件，以保护组件。通常，随着在先前的预定时间段内电池放电的安培小时增加，可减少预定的次数以保护电阻器。
控制器54可实现禁止预充电接触器74闭合的逻辑。每当预充电接触器74闭合时，可保持计数。可使用指示闭合时间的时间戳来保存预充电接触器74的每次闭合。控制器54可产生绝对时间或从另一模块接收绝对时间。时间戳可以是电流绝对时间值的示例。可检查预充电接触器74的闭合数据，以确定时间戳是否在持续的预定量的时间内。如果时间戳在持续的预定量的时间内，则计数器的数值递增。持续的预定量的时间之前发生的闭合会从计数中被消除。当控制器54已经关闭时，预充电接触器闭合时间戳可被存储在非易失性存储器中以被保留。
此外，可将相关的预充电闭合的状态的指示存储到时间戳。状态可指示相关的预充电闭合是否正常、是否不成功或者是否检测到过电流。在预定的时间间隔内允许预充电接触器74闭合的最大数量可取决于先前闭合的状态。例如，如果正常地出现预充电，则在间隔内可允许最大25次闭合事件。如果预充电不成功，则在间隔内可允许最大5次闭合事件。如果检测到过电流，则在间隔内可允许最大3次闭合事件。实现计数装置的其它示例是可能的。
可通过监视与预充电电阻器76相关联的电压或电流确定预充电操作的状态。可直接测量预充电电阻器76两端的电压，或按照高压电池两端的电压40与负载两端的电压60之间的差来计算预充电电阻器76两端的电压。同样，可以通过预充电电阻器两端的电压64除以电阻值来计算流经预充电电阻器的电流。可以随着时间监视与预充电电阻器76相关联的电压或电流的幅值，以确定相关的行为(诸如减小或增大响应)。此外，与预充电电阻器76相关联的电压或电流的峰值可被检测，并可用于确定预充电操作的状态。通过测量峰值存在的时间，还可以使用峰值的持续时间。
在禁止预充电闭合的事件中，可以选择禁止预充电事件的预定的时间。可以选择禁止时间，以确保电阻器温度已经降低到使得电阻器76不会被进一步的预充电循环损坏的水平。禁止时间可以是基于测试或仿真结果的预定的数量。禁止时间也可以基于先前的预充电闭合事件的数量以及那些先前的预充电事件的状态。例如，大量的预充电闭合事件可指示用户正在没有驾驶目的地轮转点火开关，因此，较长的禁止时间可以是适当的。另外，如果先前的闭合事件指示过电流情形，则禁止时间可以长到保护预充电电阻器76以及将会导致短接状况的电力负载。
可以基于测试或仿真结果选择用于对预充电闭合事件进行计数的预定量时间。可以选择预定的间隔和闭合的数量以保护预充电电阻器76不经受过高的温度。可允许的尝试的数量和时间间隔可经车辆确定并可取决于选择的预充电电路组件。
预充电接触器74的闭合数量可与预定的值相比较。如果数量大于预定的值，则可禁止预充电接触器74的闭合持续一段时间，以允许预充电电阻器76冷却。过了禁止时间段以后，可允许预充电接触器74的另外闭合。
虽然上面已经描述了示例性实施例，但是并非意指这些实施例描述了本发明的所有可能的实施例。更确切地说，说明书中所使用的词语是描述性的词语，而非限制性的词语，并且应该理解在不脱离本发明的精神和范围的情况下，可以进行各种改变。另外，各种实现的实施例的特征可组合以形成本发明的进一步的实施例。

Claims (8)

1.一种车辆，包括：
牵引电池；
电阻抗；
预充电电路，包括电阻器，并被设置为使得电阻器选择性地连接在牵引电池与电阻抗之间；
至少一个控制器，被配置为响应于电阻器在先前的预定时间段内被连接预定次数，在随后的预定时间段期间在出现请求连接电阻器时禁止连接电阻器，以限制电阻器的温度升高。
2.根据权利要求1所述的车辆，其中，所述预定次数基于在先前的预定时间段期间流过电阻器的电流的幅值。
3.根据权利要求2所述的车辆，其中，所述预定次数基于在先前的预定时间段期间流过电阻器的电流的峰值的持续时间。
4.根据权利要求1所述的车辆，其中，所述预定次数基于在先前的预定时间段期间电阻器两端的电压的幅值。
5.根据权利要求1所述的车辆，其中，所述预定次数基于在先前的预定时间段期间电阻器两端的电压的幅值的持续时间。
6.根据权利要求1所述的车辆，其中，随着在先前的预定时间段期间通过所述电池放电的安培小时增加，所述预定次数减少。
7.根据权利要求1所述的车辆，其中，随着在先前的预定时间段期间电阻器两端的电压的幅值超出预定的过电流阈值持续预定的过电流检测时间，所述预定次数减少。
8.根据权利要求1所述的车辆，其中，在预定的最大预充电时间之后，当电阻抗两端的电压没有接近在先前的预定时间段期间牵引电池两端的预定量的电压时，所述预定次数减少。
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