CN105246734B - 操作混合动力车辆的方法和布置 - Google Patents

操作混合动力车辆的方法和布置 Download PDF

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Publication number
CN105246734B
CN105246734B CN201380073917.8A CN201380073917A CN105246734B CN 105246734 B CN105246734 B CN 105246734B CN 201380073917 A CN201380073917 A CN 201380073917A CN 105246734 B CN105246734 B CN 105246734B
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Prior art keywords
voltage
bus
high voltage
battery
motor
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CN201380073917.8A
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CN105246734A (zh
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耶克·伦纳威
托比亚斯·斯米德布兰特
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Volvo Truck Corp
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Volvo Truck Corp
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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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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

本发明涉及一种操作包括内燃机和电气系统(22)的混合动力车辆的方法，所述电气系统包括：至少一个电子控制单元；发动机驱动电动机(18)，其可作为驱动所述车辆的马达操作，或者作为经由高电压牵引总线(26)向一个或多个电气负荷(27)供电的发电机操作；和高电压电池组(20)，其通过至少一个接触器耦合至所述高电压牵引总线(26)，所述至少一个接触器被布置成将所述电池组(20)连接至所述高电压牵引总线(26)。如果确定了至少一个参数指示防止将所述电池组(20)连接至所述高电压总线(24)的条件，所述电动机就在所述车辆的操作期间以电压控制模式操作，直到消除所述条件，之后对所述高电压总线预充电，并且再次连接所述高电压电池组(20)。

Description

操作混合动力车辆的方法和布置
技术领域
本发明涉及一种用于连接混合动力车辆中的电池的方法，该车辆包括高电压电池组、以发电和发动模式操作的电动机，以及用于驱动电动机和/或车辆的内燃机。更具体地，本发明涉及一种用于操作电动机的方法，该方法允许在车辆运动的同时，随着电池组连接至电气系统，持续操作发动机和电动机。
背景技术
通常，混合动力车辆使电动推进与传统的内燃机推进组合以实现更高燃料经济性和/或降低废气排放。通常通过使用电池和电动马达产生电动推进。这种电动推进系统提供低转速下高扭矩、高效以及可再生地捕捉以其他方式将损失的刹车能量的期望特性。来自内燃机的推进提供高能量密度，并且由于大规模使用的经济性而享有现有基础结构和较低成本。通过以适当的控制策略组合两种推进系统，结果是降低每种设备在其较不高效范围内的使用。此外，在并联混合动力构造中，将小尺寸发动机与电动推进系统组合到最小的混合动力车辆中使得更好地利用发动机，这改善燃料消耗。此外，电动马达和电池可以补偿发动机尺寸的缩小。
这些并联混合动力车辆执行各种控制，例如，当车辆加速时，电动马达辅助发动机的输出，并且当车辆减速时，电动马达通过减速再生发电对电池充电来产生电力，等等。因此，可以恒定地保持电能，即电池中的剩余电池电量，并且对驾驶员对车辆作出的需求进行响应。
在混合动力车辆中，不仅可以使用专用于开动发动机的起动机马达开动发动机，而且也可以使用使车辆行驶的驱动马达开动发动机。
传统的混合动力车辆在开动发动机时存在的问题在于，在考虑对混合动力车辆中的各种设备和零件的保护的同时还未适当地执行起动机马达或驱动马达的选择。此外，在传统的混合动力车辆中，当开动发动机时，在考虑到其中驾驶员想要快速开动发动机的情况，或者当来自主电池组的功率在开动时不可用时还未适当地执行起动机马达或驱动马达的选择。
另一问题涉及当车辆在运动时与主电池组的连接。如果主电池组在启动时未连接至高电压总线，或者如果临时故障导致电池组在启动后断开，则通常要求车辆在可以执行再连接之前处于固定。
本发明的目标在于提供一种解决上述问题的改进方法。
发明内容
已经通过下文所述的方法和布置解决了上述问题。
在下文中，术语“高电压”被用于以超过100V，通常是以300V或更高电压操作的系统。类似地，术语“低电压”被用于以12-42V范围内的电压操作的系统。
根据优选实施例，本发明涉及一种用于操作包括内燃机和电气系统的混合动力车辆的方法，该电气系统包括电子控制单元；发动机驱动电动机，该发动机驱动电动机可作为用于驱动车辆的马达操作，或者作为经由高电压总线向一个或多个电气负荷供电的发电机操作。高电压电池组通过至少一个接触器耦合至高电压总线，该至少一个接触器被布置成将电池组连接至高电压总线。
该方法包括执行下列步骤：
-检测与电气系统的状态有关的至少一个参数，
-确定所述至少一个参数是否指示防止将电池组连接至高电压总线的条件，
-监视该条件并且确定电气系统的状态是否允许将电池组连接至高电压牵引总线，
-使用发动机驱动作为发电机的电动机，
-在车辆的操作期间以电压控制模式操作电动机，
-使用电动机对高电压牵引总线预充电，并且如果该条件消除，
-就闭合所述至少一个接触器，以在车辆的操作期间将高电压电池组连接至牵引电压总线。
根据本发明，如果在启动时防止将电池组连接至高电压牵引总线，车辆就从发动机开动开始以电压控制模式操作。作为替换，如果在车辆的操作期间，电池组与高电压牵引总线断开，车辆就以电压控制模式操作，直到检测出可以再连接电池组。在两种情况下都监视指示防止将电池组连接至高电压牵引总线的条件的所述至少一个参数。如果并且当该条件消除时，就可以在操作车辆的同时将电池组连接至高电压牵引总线。
因此，第一实例包括：在车辆的操作之前检测与电气系统的状态有关的至少一个参数；并且如果所述至少一个参数指示防止将电池组连接至高电压牵引总线的条件，就使用起动机马达开动发动机。可以将用于开动内燃机的起动机马达连接至辅助电池组。使用发动机以电压控制模式操作电动机，直到可以连接电池组。
第二实例包括：在车辆的操作期间检测与电气系统的状态有关的至少一个参数；并且如果检测参数导致电池组的断开，就使用发动机以电压控制模式操作电动机。
所述至少一个检测参数可以是：高电压电池具有低于预定阈值的电池温度；检测参数是预充电电阻器是不可操作的；检测参数是预充电电路开关是不可操作的；还未完成自诊断；或者检测参数是高电压电池连接至电池充电器。应当注意，这些参数不包括与可能导致电气系统中的故障的条件相关联的可能可检测参数的详尽列表。
可以在闭合所述至少一个接触器之前以电压控制模式操作电动机，以将高电压牵引总线电容预充电到处于电池组电压的预定范围内的期望电压。当高电压牵引总线的电压处于预定范围内时，就闭合所述至少一个接触器，以将高电压电池组连接至高电压牵引总线。
本发明还涉及一种包括内燃机和电气系统的混合动力车辆，该电气系统包括电子控制单元。发动机驱动电动机可作为用于驱动车辆的马达操作，或者作为经由高电压牵引总线向一个或多个电气负荷供电的发电机操作。高电压电池组通过至少一个接触器耦合至高电压牵引总线，所述至少一个接触器被布置成将电池组连接至高电压牵引总线。发动机可能由起动机马达使用辅助、低电压电池开动，或者由电动机使用高电压电池组开动。
电子控制单元被布置成检测与电气系统的状态有关的至少一个参数。电子控制单元还被布置成确定所述至少一个参数是否指示防止将电池组连接至高电压牵引总线的条件。如果检测出这样的条件，电子控制单元就被布置成监视该条件，并且确定电气系统的状态是否允许将电池组连接至高电压牵引总线。
电动机被布置成作为使用发动机的发电机驱动，其中电动机被布置成在车辆的操作期间以电压控制模式操作。电动机在电池组与高电压牵引总线断开时以电压控制模式操作。电动机被布置成在存在防止连接电池组的条件时对高电压牵引总线预充电。电子控制单元被布置成如果确定了该条件消除，就闭合该至少一个接触器以在车辆的操作期间将高电压电池组连接至高电压牵引总线。
如上所述，如果在启动时防止将电池组连接至高电压牵引总线，或者如果电池组在车辆的操作期间与高电压牵引总线断开，就从发动机开动开始以电压控制模式操作车辆。
根据第一实例，电子控制单元被布置成，如果在车辆的操作之前，即，在发动机启动序列之前或期间，确定了指示防止将电池组连接至高电压牵引总线的条件的所述至少一个参数，就借助于起动机马达开动发动机。起动机马达可以连接至用于开动发动机的辅助电池组。
根据第二实例，电子控制单元被布置成在车辆的操作期间检测与电气系统的状态有关的至少一个参数，并且发动机被布置成如果电池组在操作车辆的同时与高电压牵引总线断开，就以电压控制模式操作电动机。
电动机被布置成以电压控制模式操作，以将高电压牵引总线电容预充电到处于电池组电压的预定范围内的期望电压。在预充电后，所述至少一个接触器被布置成当高电压牵引总线的电压处于预定范围内时闭合，以将高电压电池组连接至高电压牵引总线。
所述至少一个检测参数可以是：高电压电池具有低于预定阈值的电池温度；检测参数是预充电电阻器是不可操作的；检测参数是预充电电路开关是不可操作的；或者检测参数是高电压电池连接至电池充电器。
本发明也涉及计算机程序、计算机程序产品和用于计算机的存储介质，它们都与计算机一起使用以用于执行上述实例中的任何一个中所述的方法。
附图说明
在下文中，将参考附图详细地描述本发明。这些示意图仅用于例示，并且不以任何方式限制本发明的范围。在附图中：
图1示出与根据本发明的方法一起使用的示意性指示的混合动力车辆；
图2示出适合在图1中所示的车辆中使用的预充电电路的示意图；和
图3示出应用于计算机布置上的本发明。
具体实施方式
图1示出示意性示出的混合动力车辆，其包括通过离合器13、电动机14、变速箱15和传动轴机械地耦合至一组驱动轮12的内燃机11。电动机/发电机14连接至高电压电池组17并且受功率转换系统的控制。电动机14是可选择地以发电和发动模式操作的电动机/发电机，并且如图1中所示直接地，或者通过适当的传动，诸如驱动皮带而机械耦合至发动机11。功率转换系统包括许多高电压DC总线18、19、20、26、高电压接线盒22、将高电压总线19连接至低电压DC总线24的DC/DC转换器23，以及用于控制DC/DC转换器23的操作的DC/DC控制单元(DCU)25。在下文中，数字18、19、20、26都指的是组成已装配的高电压总线的不同DC总线。把高电压接线盒22连接至电动机/发电机14的DC总线将被称为高电压牵引总线26。
在图1中所示的实例中，也称为混合接线盒的高电压接线盒22被用于将高电压总线结合并且分配给多个不同的电气组件。用于高电压电池组17的电池充电器(未示出)也将经由插座连接至高电压接线盒22。第一高电压总线18将高电压电池组17连接至高电压接线盒22。高电压电池组17设置有：电池管理单元(BMU)(35)，其包括电源连接器和用于控制电池组17的电子元件(未示出)；和组成电池组17的单元电池。电源连接器可包括与受控元件或诸如继电器的接触器并联的熔丝，或者与继电器串联的熔丝。将在下文中结合图2描述电源连接器的功能。由BMU 35控制继电器的通/断状态。第二高电压总线19将低电压DC总线24和DC/DC转换器23连接至高电压接线盒22。第三高电压总线20将高电压接线盒22连接至一个或多个高电压电气负荷，或者电功率输出(take-off)负荷(ePTO)27。第四高电压总线，或者高电压牵引总线26将高电压接线盒22连接至电子马达驱动器(EMD)单元37。EMD 37包括用于控制电动机/发电机14的电源电子元件，包括马达控制单元(MCU)32和逆变器(未示出)。类似地，内燃机11由电子发动机控制单元(EECU)33控制，并且变速箱15由变速器电子控制单元(TECU)34控制。每个控制单元25、32、33、34、35也都连接至线束31，以便例如经由CAN总线与混合动力控制单元(HPCU)36通信。线束31连接至中央处理单元(未示出)，并且将控制信号发射至控制单元/从控制单元接收信号。
低电压DC总线24连接至各种12或24伏负荷以及辅助12或24伏蓄电池28。低电压DC总线24也经由DC/DC转换器23连接至高电压总线20，以用于在系统故障的情况下经由接线盒22保持总线电压并且临时地向例如车辆的转向伺服器或空调单元的高电压电气负荷(ePTO)27供电。
根据可替换实例(未示出)，接线盒本身可以包括多个电气组件，诸如用于保持总线电压的一个或多个总线电容器、将高电压总线的正极侧连接至主电池组的电源连接器，以及经由高电压牵引总线将高电压DC总线连接至电动机的逆变器。在该情况下，接线盒也将连接至线束，线束连接至车辆电气控制系统，诸如CAN总线。
在图1的布置中，电源连接器包括与熔丝或热敏电阻并联的继电器。BMU 35被编程为当检测到需要断开高电压电池组17的条件时断开继电器。为了最小化继电器必须阻断的电流并且防止瞬态电压，在断开继电器之前，MCU 32通常对逆变器断电，并且DCU 25对DC/DC转换器23断电。由DC/DC转换器23和EMD 37提供DC总线电容，以用于降低电压纹波。然而，一旦继电器断开并且断开电池组17，总线电容器中使电动机14操作的备用电功率就不足。而且，电负载27的仅有的电源是辅助蓄电池28。
当在车辆启动过程期间检测出防止连接高电压电池组17的条件时发生类似情况。在电池组17断开的同时，车辆不能以电动模式操作，因为辅助蓄电池28的电功率不足以使车辆以电动模式操作。
当检测出防止连接高电压电池组17的条件时，并且在内燃机11还未准备运行的条件下，使用辅助蓄电池28操作起动机马达。起动机马达包括图1中所示的电气负荷27中的一个。在任一情况下，当发动机11运行时，其用于驱动作为发电机的电动机14。此时，电动机14在发动机11被用于车辆的正常操作的同时切换并且以电压控制模式操作。这允许在高电压电池组17断开时，可用电动机14驱动车辆并且向ePTO 27供电，和/或可以向从动轮提供至少部分附加牵引力。可向驾驶员发射警报，以指示可以驱动车辆，但是可能不可获得全部牵引动力。
HPCU 36和/或BMU 25将监视防止将高电压电池组17连接至高电压总线18、19、20、26的条件或多个条件。通过检测车辆的操作期间与电气系统的状态有关的至少一个参数来执行监视。这样的参数的实例为：高电压电池具有低于预定阈值的电池温度；预充电电阻器是不可操作的；预充电电路开关是不可操作的；还未完成预开动诊断测试；或者高电压电池连接至电池充电器。这是指示电气系统的状态的参数的非详尽列表，并且可以监视该参数以确定是否存在防止将高电压电池组17连接至高电压牵引总线26的条件。
当检测出不再存在上述条件时，HPCU 36和/或BMU 25就将开始重新连接高电压电池组17。在闭合至少一个接触器之前，电动机14以电压控制模式操作，以便将高电压总线电容预充电到电池组电压预定范围内的期望电压。当高电压牵引总线26的电压处于预定范围内时，该至少一个接触器闭合，以将高电压电池组17连接至高电压牵引总线26。为此，适当的电压范围可在主电池组电压的±5-10％的范围内。
图2示出示意图，其示出具有用于控制对负荷的供电的预充电模块40的预充电电路的实例。预充电模块40可以为固态式，并且被配置为与预充电电阻器42串联的固态模块，例如10欧姆预充电电阻器，并且其横跨接触器45的触点43、44连接在一起。在所示实施例中，接触器45是用于接通和断开负荷的电源的主继电器或主接触器。在图2中，该负荷被图示为布置在混合动力车辆内的EMD 37(图1)中的逆变器47。由接触器46接通或关断的功率是来自高电压电池组17的电功率。应当注意，虽然结合图1中的特定应用描述预充电模块40，但是其不限于在该实施例中的用途，并且预充电模块40可在需要预充电的任何应用中使用。预充电电路本身是本领域众所周知的，并且这里将不详细描述。
在操作中，预充电模块40对一个或多个电容器46预充电。在图1的实例中，由DC/DC转换器23和EMD 37提供DC总线电容形式的示意性示出的电容器。电容器46可以相对地大，诸如1000微法拉(mF)或2000mF，其中预充电模块40将预充电电压与全功率电压(例如，300伏特或600伏特)隔离。预充电模块40在向预充电模块40施加地电压时接通对电容器46的预充电，并且当电容器46已经达到期望预定预充电电平，例如高于电容器46的总充电容量的大约80-95％时关断(允许接触器45接通)。然而，预充电继电器40可以被配置成允许电容器46达到高于或低于所描述电平的任何预定预充电电平。
本发明也涉及计算机程序、计算机程序产品和用于计算机的存储介质，其都与计算机一起使用以用于执行上述实例中的任何一个中所描述的方法。
图3示出应用于计算机布置上的本发明。图3示出根据本发明的一个实施例的装置50，包括非易失性存储器52、处理器51和读写存储器56。存储器52具有第一存储器部分53，其中存储用于控制装置50的计算机程序。存储器部分53中用于控制装置50的计算机程序可以是操作系统。
例如，可将装置50封入控制单元中。例如，数据处理单元50可以包括微型计算机。
存储器52也具有第二存储器部分54，其中存储根据本发明的用于控制目标齿轮选择功能的程序。在替换实施例中，在用于数据的单独非易失性存储介质55中，诸如例如在CD或可交换半导体存储器中存储用于控制传动的程序。可以以可执行形式或以压缩状态存储程序。
当下文陈述了数据处理单元51运行特定功能时，应当明白，数据处理单元51正在运行存储在存储器54内的程序的特定部分，或者存储在非易失性存储介质55中的程序的特定部分。
为了通过数据总线61与存储存储器55通信而定制数据处理单元51。也为了通过数据总线62与存储器52通信而定制数据处理单元51。另外，为了通过数据总线63与存储器56通信而定制数据处理单元51。也为了通过使用数据总线64与数据端口59通信而定制数据处理单元51。
根据本发明的方法可由数据处理单元51执行，通过数据处理单元51运行存储在存储器54中的程序或者存储在非易失性存储介质55中的程序执行。
不应认为本发明限于上述实施例，而是在下文权利要求的范围内预期许多进一步变体和变型。

Claims (20)

1.一种用于操作包括内燃机和电气系统(22)的混合动力车辆的方法，所述电气系统包括：至少一个电子控制单元；发动机驱动电动机(14)，所述发动机驱动电动机可作为用于驱动所述车辆的马达操作，或者作为发电机操作，所述发电机经由高电压牵引总线(26)向一个或多个电气负荷(27)供电；和高电压电池组(17)，所述高电压电池组通过至少一个接触器耦合至所述高电压牵引总线(26)，所述至少一个接触器被布置成将所述电池组(17)连接至所述高电压牵引总线(26)，其特征在于下列步骤：
-检测与所述电气系统的状态有关的至少一个参数，
-确定所述至少一个参数是否指示防止将所述电池组(17)连接至所述高电压总线(26)的条件，
-监视所述条件并且确定所述电气系统的所述状态是否允许将所述电池组(17)连接至所述高电压总线(26)，
-使用所述内燃机来驱动作为发电机的所述电动机，
-在使用所述内燃机用于所述车辆的正常操作的同时，以电压控制模式操作所述电动机，
-使用所述电动机对所述高电压牵引总线(26)预充电，并且如果所述条件消除，
-闭合所述至少一个接触器，以在所述车辆的操作期间将所述高电压电池组(17)连接至所述高电压牵引总线。
2.根据权利要求1所述的方法，其特征在于，在所述车辆的操作之前，检测与所述电气系统的所述状态有关的至少一个参数；以及，如果所述至少一个参数指示防止将所述电池组(17)连接至所述高电压牵引总线(26)的条件，就使用起动机马达来开动所述内燃机。
3.根据权利要求1所述的方法，其特征在于，在所述车辆的操作期间检测与所述电气系统的所述状态有关的至少一个参数，并且使用所述内燃机以电压控制模式操作所述电动机。
4.根据权利要求1至3中的任一项所述的方法，其特征在于，所检测的参数是所述高电压电池的电池温度并且防止将所述电池组(17)连接至所述高电压总线(26)的条件是所述高电压电池具有低于预定阈值的电池温度。
5.根据权利要求1至3中的任一项所述的方法，其特征在于，所检测的参数与所述预充电电阻器的状态有关并且防止将所述电池组(17)连接至所述高电压总线(26)的条件是预充电电阻器是不可操作的。
6.根据权利要求1至3中的任一项所述的方法，其特征在于，所检测的参数与所述预充电电路开关的状态有关并且防止将所述电池组(17)连接至所述高电压总线(26)的条件是预充电电路开关是不可操作的。
7.根据权利要求1至3中的任一项所述的方法，其特征在于，所检测的参数与所述高电压电池的状态有关并且防止将所述电池组(17)连接至所述高电压总线(26)的条件是所述高电压电池连接至电池充电器。
8.根据权利要求1至3中的任一项所述的方法，其特征在于，在闭合所述至少一个接触器之前，以电压控制模式操作所述电动机，以用于将所述高电压牵引总线电容预充电到处于所述电池组电压的预定范围内的期望电压。
9.根据权利要求8所述的方法，其特征在于，当所述高电压牵引总线的所述电压处于所述预定范围内时，闭合所述至少一个接触器，以将所述高电压电池组(17)连接至所述高电压牵引总线。
10.一种包括内燃机和电气系统(22)的混合动力车辆，所述电气系统包括：电子控制单元；发动机驱动电动机，所述发动机驱动电动机可作为用于驱动所述车辆的马达操作，或者作为发电机操作，所述发电机经由高电压牵引总线(26)向一个或多个电气负荷(27)供电；和高电压电池组(17)，所述高电压电池组通过至少一个接触器耦合至所述高电压牵引总线(26)，所述至少一个接触器被布置成将所述电池组(17)连接至所述高电压牵引总线(26)，其特征在于：
所述电子控制单元被布置成：检测与所述电气系统的状态有关的至少一个参数；
所述电子控制单元被布置成：确定所述至少一个参数是否指示防止将所述电池组(17)连接至所述高电压牵引总线(26)的条件；
所述电子控制单元被布置成：监视所述条件，并且确定所述电气系统的所述状态是否允许将所述电池组(17)连接至所述高电压牵引总线(26)；
所述电动机被布置成：使用所述内燃机而被驱动作为发电机，其中所述电动机被布置成：在使用所述内燃机用于所述车辆的正常操作的同时，以电压控制模式操作；
所述电动机被布置成：对所述高电压总线预充电；和
所述电子控制单元被布置成：如果确定了所述条件消除，就闭合所述至少一个接触器，以在所述车辆的操作期间将所述高电压电池组(17)连接至所述牵引电压总线。
11.根据权利要求10所述的混合动力车辆，其特征在于，所述电子控制单元被布置成，如果在所述车辆的操作之前确定了所述至少一个参数指示防止将所述电池组(17)连接至所述高电压牵引总线(26)的条件，就借助于连接至辅助电池组的起动机马达来开动所述内燃机。
12.根据权利要求10所述的混合动力车辆，其特征在于，所述电子控制单元被布置成：在所述车辆的操作期间检测与所述电气系统的所述状态有关的至少一个参数，并且所述内燃机被布置成：如果所述电池组与所述高电压牵引总线断开，就以电压控制模式操作所述电动机。
13.根据权利要求10至12中的任一项所述的混合动力车辆，其特征在于，所述电动机被布置成以电压控制模式操作，以将所述高电压牵引总线电容预充电到处于所述电池组电压的预定范围内的期望电压。
14.根据权利要求13所述的混合动力车辆，其特征在于，所述至少一个接触器被布置成：当所述高电压总线的所述电压处于所述预定范围内时闭合，以将所述高电压电池组(17)连接至所述牵引电压总线。
15.根据权利要求10至12中的任一项所述的混合动力车辆，其特征在于，所检测的参数是所述高电压电池的电池温度并且防止将所述电池组(17)连接至所述高电压总线(26)的条件是所述高电压电池具有低于预定阈值的电池温度。
16.根据权利要求10至12中的任一项所述的混合动力车辆，其特征在于，所检测的参数与所述预充电电阻器的状态有关并且防止将所述电池组(17)连接至所述高电压总线(26)的条件是预充电电阻器是不可操作的。
17.根据权利要求10至12中的任一项所述的混合动力车辆，其特征在于，所检测的参数与所述预充电电路开关的状态有关并且防止将所述电池组(17)连接至所述高电压总线(26)的条件是预充电电路开关是不可操作的。
18.根据权利要求10至12中的任一项所述的混合动力车辆，其特征在于，所检测的参数与所述高电压电池的状态有关并且防止将所述电池组(17)连接至所述高电压总线(26)的条件是所述高电压电池连接至电池充电器。
19.一种存储介质，所述存储介质包括用来执行根据权利要求1至9中的任一项所述的方法的计算机可读程序代码。
20.根据权利要求19所述的存储介质，其特征在于，所述存储介质是用于在计算环境下使用的计算机存储器(52)或非易失性数据存储介质(55)。
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