DE102022211786B3 - Hybrid system, hybrid vehicle with a hybrid system and charging process - Google Patents

Abstract

The invention relates to a hybrid system (1) for a hybrid vehicle (16) having a first energy train (4), the first energy train (4) having at least one inverter (5) and an electrical machine (6) connected downstream of the inverter (5) for generation purposes of power by converting electrical energy, and a second energy strand (7) arranged parallel to the first energy strand (4), the second energy strand (7) having at least one switching element (8) and a battery (9) connected downstream of the switching element (8). for storing electrical energy, and a third energy strand (11) arranged parallel to the first energy strand (4) and second energy strand (7), the third energy strand (11) having a fuel cell (13) for generating electrical energy, wherein a Distributor element is provided for distributing electrical energy, wherein the first energy strand (4) and the second energy strand (7) and the third energy strand (11) are connected in parallel to the distribution element, and wherein the third energy strand (11) has at least one active switching module, which is arranged in front of the fuel cell (13), which is designed to cause all-pole galvanic isolation of the fuel cell (13) from the distribution element when opened. The invention further relates to a hybrid vehicle with a hybrid system and a charging process.

Description

The invention relates to a hybrid system for a hybrid vehicle having a first energy train, wherein the first energy train has at least one inverter and an electrical machine connected downstream of the inverter for generating power by converting electrical energy, and a second energy train arranged parallel to the first energy train, wherein the second energy strand has at least one switching element and a battery connected downstream of the switching element for storing electrical energy and a third energy strand arranged parallel to the first energy strand and second energy strand, the third energy strand having a fuel cell for generating electrical energy.

An energy supply system for an electric plug-in hybrid vehicle usually has a fuel cell and an HV battery that can be connected in parallel. Since the fuel cell has a voltage that is highly load-dependent, it is usually coupled to the HV battery via a direct current converter (DC/DC converter). The DC/DC converter equalizes the different voltages of the fuel cell and HV battery.

A common DC/DC converter topology is, for example, the full bridge converter with galvanic isolation, which, however, has a large number of active power semiconductors, which makes the topology expensive, large or heavy and, last but not least, complex in terms of control and regulation.

The DE 10 2018213171 A1 discloses a power system for a vehicle comprising at least one fuel cell; at least one HV battery; and a DC converter with galvanic isolation arranged between the at least one fuel cell and the at least one HV battery, and a mains charger connected between the fuel cell and the DC converter, which only contains a rectifier.

Generic systems are out DE 10 2012 207 379 A1 , DE 11 2014 000 996 T5 and EP 3 587 169 A1 known.

Charging is usually carried out using a charging station, which is usually designed as a wall or column system for AC or DC charging.

For an electrically powered hybrid vehicle with a charging connection, the charging station may be required to have an insulation resistance of at least 1 MOhm (ISO 17409) or a higher standardized or specified insulation resistance in the future. If the required insulation resistance is not achieved when testing the insulation resistance, the charging station can refuse charging.

The ISO 17409 standard contains the electrical safety requirements that must be met within the hybrid vehicle when connecting to an external charging station. This includes, among other things, contact protection on the charging connectors, insulation requirements, protection in the event of short circuits, overcurrent, overtemperature and arcing to protect the charging infrastructure. The insulation resistance must be checked before starting the charging process.

It is also known that for pure operation of a hybrid vehicle, i.e. not in charging mode, the normatively required minimum insulation resistance for an electrically driven hybrid vehicle is below the value required for charging mode. In this context, a minimum ISO-R of 500 Ohm/V or 100 Ohm/V is permitted with additional safety measures.

It is therefore an object of the invention to provide an improved hybrid system with regard to the charging process, as well as a hybrid vehicle with such a hybrid system and an improved charging method for charging hybrid vehicles with such a hybrid system.

This task is solved by a hybrid system with the features of claim 1 and a hybrid vehicle with the features of claim 11. Furthermore, the task is solved by a charging method with the features of claim 13.

The subclaims list further advantageous measures that can be suitably combined with one another to achieve further advantages.

The object is achieved by a hybrid system for a hybrid vehicle having a first energy train, the first energy train having at least one inverter and an electrical machine connected downstream of the inverter for generating power by converting electrical energy, and
a second energy strand arranged parallel to the first energy strand, the second energy strand having at least one switching element and a battery connected downstream of the switching element for storing electrical energy, and a third energy strand arranged parallel to the first energy strand and second energy strand strand, wherein the third energy strand has a fuel cell for generating electrical energy,
wherein a distribution element is provided for distributing electrical energy, and wherein the first energy strand and the second energy strand and the third energy strand are connected in parallel to the distribution element, and wherein the third energy strand has at least one active switching module which is arranged in front of the fuel cell, which is designed to cause all-pole galvanic isolation of the fuel cell from the distribution element when opened.

Examples of hybrid vehicles include cars, trucks, as well as motorcycles, ships or airplanes with such a hybrid system. A DC/DC converter can be provided, which is connected upstream of the fuel point.

The battery is primarily a high-voltage battery.

A fuel cell can be understood to mean a fuel cell system with, for example, several fuel cells. In particular, a fuel cell stack can be included. A stack is a stack of fuel cells, each of which can be separated on all poles using a separating element.

A fuel cell is a means of generating electrical power from supplied reaction gases (fuel gas and oxidation gas, hydrogen). Various types of fuel cells such as polymer electrolyte fuel cells, phosphoric acid electrolyte fuel cells and molten carbonate fuel cells can be used.

It is known that fuel cells can generally have a lower insulation resistance due to direct electrical contact with a coolant than the other components, such as the battery.

This low insulation resistance particularly affects plug-in hybrid vehicles (FCEV) with battery and fuel cell drives and charging sockets, which can be charged both via hydrogen and via an external electrical charger.

It was recognized according to the invention that as hybrid vehicles get older, the insulation resistance and thus the overall insulation resistance of the fuel cell can decrease to such an extent that charging is no longer possible or is only possible with difficulty.

The hybrid system according to the invention now places the active switching module in front of the fuel cell, i.e. for example in front of a DC/DC converter, which enables all-pole galvanic isolation of the fuel cell before charging.

The active switching module enables all-pole galvanic isolation from the fuel cell, taking into account the necessary creepage and clearance distances of the entire hybrid system.

Due to the all-pole galvanic isolation of the fuel cell from the battery circuit, i.e. from the battery, the overall insulation resistance is increased and the legally required and standard limit values for the insulation resistance on the (HV) battery side can be maintained, for example during the charging process.

Due to the all-pole galvanic isolation of the fuel cell and the rest of the hybrid system, the fuel cell can be separated from the rest of the hybrid system directly before and during charging at an external electrical charging station while maintaining the necessary creepage and clearance distances and thus the overall insulation resistance of the hybrid vehicle can be increased a charging process can be carried out securely. The availability of the system increases.

This prevents the fuel cell from operating while charging. Due to the high-resistance design of the rest of the hybrid system, the required normative ISO-R values for charging at the charging station can be met, also due to the increasing decreasing overall insulation resistance caused by the fuel cell.

By arranging such a switching module, a cost-effective separation of the fuel cell from the rest of the hybrid system can also be achieved. Furthermore, in a further embodiment, the hybrid system is designed to carry out an active opening of the switching module to effect the all-pole galvanic isolation of the fuel cell from the distribution element before charging the battery through a charging station, if a required insulation resistance for a charging process is not achieved. This results in an increase in the charging resistance.

For this purpose, for example, sensors/measuring devices/measuring devices which register the charging process to be carried out, for example by opening the loading flap, can be present. The separation can also be commanded via a control device that is involved in controlling the charging process.

In a further embodiment, a DC/DC converter is provided, which is connected upstream of the fuel point, and the at least one switching module is connected upstream of the DC/DC converter in the third energy line. This makes all-pole galvanic isolation independent of the DC/DC converter possible. In addition, simple installation in the third energy line can be made possible.

Further development is the galavanic isolation between the fuel cell and a DC/DC converter. However, another arrangement is also possible.

In a further embodiment, the at least one switching module is designed as a contactor, in particular a DC contactor, arranged in the third energy strand.

This enables simple and cost-effective all-pole galvanic isolation.

In particular, several contactors connected in series can be connected for redundant isolation. The redundancy enables reliable all-pole galvanic isolation, even if one of the contactors fails.

Furthermore, in a further embodiment, the distribution element for electricity is designed as a power distribution unit. In particular, the power distribution unit can be designed as an HV (high-voltage) PDU (power distribution unit). This enables cost-effective distribution and a simple parallel connection of all energy lines. Furthermore, the hybrid system can easily be expanded to include additional energy strands with fuel cells.

According to the invention, the hybrid system is coupled for data transmission with a sensor which is designed to register an opening of a loading flap device for charging and/or an activation of a charging port and to generate an opening signal, and wherein the hybrid system is designed to act on the received opening signal the sensor to cause an automated opening of the switching module.

In a further embodiment, the hybrid system can have an interface for receiving an opening signal through a charging station, wherein the hybrid system is designed to cause an automated opening of the switching module through the interface when the opening signal is received.

This can prevent a manual opening of the switching module from being forgotten and, as a result, no all-pole galvanic isolation and possibly no charging taking place. This is particularly advantageous for autonomous hybrid vehicles without a driver (taxis).

In a further embodiment, the hybrid system is coupled for data transmission with a sensor which is designed to register a charging flap device that has been closed again after opening and/or to register a deactivation of a charging port and generate a closing signal, and the hybrid system is designed to do so. when the closing signal is received by the sensor, a release for the automated closing of the switching module is given.

The hybrid system can also be coupled for data transmission with a sensor, which is designed to register a separation of a charging cable from a charging port and to generate a closing signal, and wherein the hybrid system is designed to respond to the closing signal received by the sensor, which a separation of the charging cable from the charging port indicates a release for the automated closure of the switching module.

The transmission can be carried out, for example, wirelessly, by radio or wired, for example by means of data transmission lines and coaxial lines.

This allows a fully automated opening and then a fully automated closing of the switching module to be accomplished, which is particularly advantageous in (partially) autonomous hybrid vehicles, such as hybrid buses and hybrid taxis that are already in operation.

In a further embodiment, the hybrid system is coupled to a manual actuating element, wherein the hybrid system is designed to cause the switching module to open when the actuating element is actuated in a stationary hybrid vehicle, so that the all-pole, galvanic isolation of the fuel cell from the distributor element is accomplished. The manual actuation element can be arranged, for example, at the charging socket, so that the actuation is not forgotten before the charging process. Due to the exclusive opening function when the hybrid vehicle is stationary, where a stationary hybrid vehicle is to be understood as a non-operated hybrid vehicle, accidental separation of the fuel cell from the rest of the hybrid system can be avoided. Furthermore, when the actuating element is actuated again, for example, a closure or a release for closure can be achieved.

In a further embodiment, the hybrid system is designed to close an open switching module during charging to prevent gangs. This can prevent an interruption in the charging process or damage to the hybrid system.

Furthermore, in a further embodiment, a fourth energy strand is provided, which is arranged parallel to the third energy strand, the fourth energy strand having a further fuel cell for generating electrical energy and, in the fourth energy strand, having a further active switching module upstream of the further fuel cell, which is designed for this purpose to cause all-pole galvanic isolation of the further fuel cell from the distribution element when opened. Additional energy strands can also be provided. A further DC/DC converter can be connected upstream of the further fuel cell.

Furthermore, the task is solved by a hybrid vehicle with a hybrid system as described above with a switching module.

In a further embodiment, the hybrid vehicle has at least one loading trough and a charging port for connecting the hybrid vehicle to a charging station, the charging port being arranged in the loading trough, the hybrid vehicle further having a loading flap device which covers the loading trough, and a sensor which is designed to register an opening and closing of the loading flap device and / or an activation and deactivation of the charging port and to generate a corresponding opening signal or closing signal and to transmit it to the hybrid system, the hybrid system being further designed to respond to an opening signal by the sensor , to effect an automated opening of the switching module and wherein the hybrid system is designed to effect a release for the automated closing of the switching module in the event of a closing signal following the opening signal from the sensor.

This allows for simple and automated opening and closing, which increases comfort for the user, for example. This is particularly advantageous for autonomous vehicles.

In particular, the closing signal can be generated upon registration of a charging flap device that is closed after opening or by disconnecting the charging cable from the charging port, for example the charging socket, which corresponds to deactivating the charging port.

In particular, the sensor can be arranged in or on the charging trough or charging connection. This means that simple opening and closing can be detected by the sensor.

Alternatively or additionally, the hybrid vehicle can have an actuation switch which causes the switching module to be opened and closed manually.

• - Bereitstellen eines ersten Energiestrangs, welcher zumindest einen Inverter und einen dem Inverter nachgeschaltete elektrische Maschine zur Generierung von Leistung durch Umsetzen von elektrischer Energie aufweist,
• - Bereitstellen eines parallel zum ersten Energiestrang verschalteten zweiten Energiestrangs, welcher zumindest ein Schaltelement und eine dem Schaltelement nachgeschaltete Batterie zum Speichern von elektrischer Energie aufweist,
• - Bereitstellen eines parallel zum ersten Energiestrang und zweiten Energiestrang parallel geschalteten dritten Energiestrangs, welcher zumindest eine Brennstoffzelle zum Generieren von elektrischer Energie aufweist, und
• - Bereitstellen eines Verteilerelements zum Verteilen von elektrischer Energie, wobei der erste Energiestrang und der zweite Energiestrang und der dritte Energiestrang an das Verteilerelement parallel angeschlossen sind,
• - Bereitstellen eines aktiven Schaltmoduls, welches im dritten Energiestrang der Brennstoffzelle vorgeschaltet ist,
• - Öffnen des aktiven Schaltmoduls vor dem Ladevorgang zur Durchführung einer allpoligen galvanischen Trennung der Brennstoffzelle von dem restlichen Hybridsystem, wenn der geforderte Isolationswiderstand für den Ladevorgang nicht erreicht wird
• - Zuführen von elektrischem Strom zum Laden der Batterie über das Verteilerelement.

Furthermore, the task is solved by a charging method for a hybrid system for a hybrid vehicle comprising the steps:

• - Providing a first energy train, which has at least one inverter and an electrical machine connected downstream of the inverter for generating power by converting electrical energy,
• - Providing a second energy strand connected in parallel to the first energy strand, which has at least one switching element and a battery connected downstream of the switching element for storing electrical energy,
• - Providing a third energy strand connected in parallel to the first energy strand and second energy strand, which has at least one fuel cell for generating electrical energy, and
• - Providing a distribution element for distributing electrical energy, the first energy strand and the second energy strand and the third energy strand being connected in parallel to the distribution element,
• - Providing an active switching module, which is connected upstream of the fuel cell in the third energy strand,
• - Opening the active switching module before the charging process to carry out an all-pole galvanic isolation of the fuel cell from the rest of the hybrid system if the required insulation resistance for the charging process is not achieved
• - Supplying electrical current to charge the battery via the distribution element.

In particular, the supply of electrical current for charging the battery can take place via the distribution element according to a preset charging pattern. By opening the active switching module before the charging process to carry out an all-pole galvanic isolation of the fuel cell from the rest of the hybrid system, if the required insulation resistance for the charging process is not achieved, the charging resistance is increased.

Furthermore, the charging method for a hybrid vehicle can be as described above Hybrid system can be done. Advantageous embodiments of the hybrid system can be transferred to the charging process. The active switching module enables all-pole galvanic isolation of the entire hybrid system, taking into account the necessary creepage and clearance distances from the fuel cell.

Due to the all-pole galvanic isolation of the fuel cell from the battery circuit, i.e. from the battery, the overall insulation resistance is increased and the legally required and standard limit values for the insulation resistance on the (HV) battery side can be maintained, for example during the charging process.

Furthermore, the hybrid vehicle can have a sensor which registers an opening of a loading flap device and/or an activation of the charging port and then generates an opening signal. Furthermore, an automated opening of the switching module can be effected by the hybrid system in the event of the opening signal by a sensor which indicates an opening of the loading flap device and/or an activation of the charging port.

The sensor can also register a closed loading flap device and/or deactivation of the charging port and generate a closing signal. The closing signal generated by the sensor can be used to enable the automatic closing of the switching module.

Alternatively, in the event of a closing signal from the sensor, which indicates a separation of a charging cable from the charging port, a release for automated closing of the switching module can be effected.

In a further embodiment, the switching module is prevented from closing during the charging process.

• 1: ein erfindungsgemäßes Hybridsystem der Erfindung,
• 2: ein erfindungsgemäßes Hybridfahrzeug.

Further properties and advantages of the present invention emerge from the following description with reference to the accompanying figures. Show:

• 1 : an inventive hybrid system of the invention,
• 2 : a hybrid vehicle according to the invention.

1 shows a hybrid system 1 according to the invention with a charging station 2. The charging station 2 includes, for example, a fuel cell stack and an HV battery as energy sources 18. Furthermore, the charging station 2 includes a DC charging contactor 3. A hybrid vehicle 16 ( 2 ) can be connected to a hybrid system 1. For this purpose, a plug of a charging cable is inserted into a charging port, for example a charging socket 19 ( 2 ) of the hybrid vehicle 16 inserted.

In such plug-in hybrid vehicles 16 (FCEV), the charging station 2 is required to have an insulation resistance of at least 1 MOhm or a higher standardized or set insulation resistance in the future.

If the required insulation resistance of the hybrid system 1 is not achieved when testing the insulation resistance by the charging station 2, the charging station 2 can refuse the charging process.

It is known that fuel cells 13 can generally have a lower insulation resistance than other HV components due to direct electrical contact with a coolant.

In particular, this low insulation resistance affects hybrid vehicles 16, here plug-in hybrid vehicles (FCEV) with battery and fuel cell drive and charging socket 19 ( 2 ), which can be charged using hydrogen as well as an external electrical charger.

With increasing age, the insulation resistance of the fuel cell 13 in these hybrid vehicles 16 and thus the overall insulation resistance decreases, so that charging may no longer be possible or this may only be very difficult. This is now avoided by the hybrid system 1.

The hybrid system 1 has a first energy strand 4. This has at least one inverter 5 and an electrical machine 6 connected downstream of the inverter 5 for generating power by converting electrical energy.

The inverter 5, for example, changes the direct current supplied into a three-phase alternating current of any frequency. The resulting current drives the electric machine 6, which can be used, for example, to drive the hybrid vehicle 16.

Furthermore, a voltage converter 10, here a DC/DC converter, which converts the high-voltage voltage and is coupled to the inverter, can be provided.

Furthermore, the hybrid system 1 has two parallel to the first energy strand 4 th energy strand 7. The second energy strand has at least one switching element 8 and an HV battery 9 connected downstream of the switching element 8 for storing electrical energy.

In addition, the hybrid system 1 has a third energy strand 11 arranged parallel to the first energy strand 4 and second energy strand 7. This has a DC/DC converter 12 and a fuel cell 13 connected downstream of the DC/DC converter 12 for generating electrical energy. The fuel cell 13 can be a fuel cell system, for example a stack with several fuel cells.

Furthermore, a distribution element for distributing electrical energy is provided, which is designed here as an HV-PDU (power distributor) 14. The first energy strand 4 and the second energy strand 7 and the third energy strand 11 are connected to the HV-PDU 14 in parallel.

Furthermore, the hybrid system 1 has an active switching module, here DC contactors 15, which are connected between the DC/DC converter 12 and the HV PDU 14 in the third energy strand 11. Alternatively, the DC voltage contactor 15 can also be connected between the DC/DC converter 12 and the fuel cell 13.

In particular, the active switching module can be designed as a plurality of redundantly arranged DC voltage contactors 15, so that reliable all-pole galvanic isolation can occur due to the redundancy.

The DC contactors 15 can also be positioned either in the HV PDU (power distribution box) 14 or close to the fuel cell 13.

Furthermore, the hybrid system 1 is designed to actively open the DC contactors 15 to effect the all-pole galvanic isolation of the fuel cell 13 from the HV PDU 14 before charging the HV battery 9 through a charging station 2.

This can be done automatically, for example. For this purpose, the hybrid system 1 can be equipped with a sensor 20 ( 2 ), which is designed to detect an impending charging process. This can, for example, be arranged in the area of a charging port and be coupled to the hybrid system 1 for data transmission.

The sensor 20 ( 2 ) can generate an opening signal, for example when the loading flap device is opened and/or when the charging port is activated, which indicates, for example, an impending charging process. The opening signal is transmitted to the hybrid system 1, which causes the DC contactors 15 to open automatically. This allows the HV battery 9 to be safely charged using a charging station 2.

After the HV battery 9 has been successfully charged, a closing signal from the sensor 20 ( 2 ) for example when the charging flap device is closed again and / or the charging connection is deactivated and transmitted to the hybrid system 1, a release for the automated closing of the DC voltage contactors 15 can be effected by the hybrid system 1.

Alternatively, the closing signal can be sent by sensor 20 ( 2 ) are generated when a charging cable is separated from the charging port of the hybrid vehicle 16 and are transmitted to the hybrid system 1.

During the charging process, the hybrid system 1 prevents the open DC contactors 15 from closing.

A different arrangement of such a sensor 20 ( 2 ), which detects impending loading and detects completion of loading, must be present.

Alternatively or additionally, the request to open the DC voltage contactors 15 for galvanic isolation of the fuel cell 13 by the hybrid vehicle 16 can be made on-demand. For this purpose, for example, a manual actuating element can be arranged in the hybrid vehicle 16, which, when actuated when the hybrid vehicle 16 is stationary, causes the DC contactors 15 to open.

Here, a stationary hybrid vehicle 16 is to be understood as meaning a non-operated hybrid vehicle 16.

The DC contactors 15 can provide all-pole galvanic isolation, taking into account the necessary creepage distances and air distances of the entire hybrid system 1 from the fuel cell 13. Due to the all-pole galvanic isolation of the fuel cell 13 from the battery circuit, i.e. from the HV battery 9, the overall insulation resistance is increased and the legally required and standard limit values for the insulation resistance on the part of the (HV) battery 9 can be maintained during the charging process become.

This means that a refusal to electrically charge the (HV) battery 9 at a charging station tion 2 is prevented due to the overall insulation resistance of the hybrid system 1 being too low.

A permanent technical design of the fuel cell 13 in such a hybrid system 1 to a fixed minimum insulation resistance such as 1 MOhm, which is required for the electrical charging process, can therefore be dispensed with, even in old age. Thus, for example, in pure operation of a hybrid vehicle 16, a normatively required minimum insulation resistance of 500 ohm/V or 100 ohm/V with additional safety measures is sufficient for an electrically driven hybrid vehicle 16. This can save costs.

2 shows a hybrid vehicle 16 according to the invention with the hybrid system 1. The hybrid vehicle 1 has a charging trough 17 and a charging connection, for example in the form of a charging socket 19 for connecting the hybrid vehicle 16 to the charging station 2. The charging connection is arranged in the charging trough 17.

The loading trough 17 is covered by a loading flap device. The hybrid vehicle 16 also has a sensor 20, which is designed to register an opening and closing of the loading flap device, in particular the loading flap itself, and / or an activation / deactivation of the charging port and to generate an opening signal or a closing signal accordingly.

If such an opening signal is transmitted to the hybrid system 1, the DC contactors 15 ( 1 ) caused by the hybrid system 1 and thereby causes an all-pole galvanic isolation of the fuel cell 13 from the HV-PDU 14.

While charging the HV battery 9 ( 1 ), the hybrid system 1 prevents the DC contactors 15 from closing ( 1 ).

If the sensor 20 then generates a closing signal, which indicates a closed charging flap device and/or deactivation of the charging port, for example by disconnecting a charging cable from the charging socket 19, and transmits it to the hybrid system 1, this can provide a release for the automated closing of the DC contactors 15 ( 1 ) cause.

Reference symbol list

1

Hybrid system

2

Charging station

3

DC charging contactor

4

first energy strand

5

Inverters

6

electric machine

7

second energy strand

8th

Switching element

9

HV battery

10

Voltage converter

11

third strand of energy

12

DC/DC converter

13

Fuel cell

14

HV PDU

15

DC contactors

16

Hybrid vehicle

17

loading trough

18

Energy sources

19

charging socket

20

sensor

Claims (14)

Hybrid system (1) for a hybrid vehicle (16) having a first energy train (4), the first energy train (4) having at least one inverter (5) and an electrical machine (6) connected downstream of the inverter (5) for generating power by converting of electrical energy, and a second energy strand (7) arranged parallel to the first energy strand (4), the second energy strand (7) having at least one switching element (8) and a battery (9) connected downstream of the switching element (8) for storing electrical energy Energy, and a third energy strand (11) arranged parallel to the first energy strand (4) and second energy strand (7), the third energy strand (11) having a fuel cell (13) for generating electrical energy, wherein a distribution element for distributing electrical energy is provided, wherein the first energy strand (4) and the second energy strand (7) and the third energy strand (11) are connected in parallel to the distribution element, and wherein the third energy strand (11) has at least one active switching module, which is in front of the fuel cell (13) is arranged, which is designed to bring about an all-pole galvanic isolation of the fuel cell (13) from the distribution element when opened, characterized in that the hybrid system (1) with a sensor (20), wel cher is designed to register an opening of a loading flap device for charging and / or an activation of a charging port and to generate an opening signal, is coupled for data transmission and wherein the hybrid system (1) is designed to respond to the received opening signal by the sensor (20 ) to cause an automated opening of the switching module. Hybrid system (1). Claim 1 , characterized in that the hybrid system (1) is designed to bring about an active opening of the switching module to effect the all-pole galvanic isolation of the fuel cell (13) from the distribution element before charging the battery (9) through a charging station (2), if the required insulation resistance for a charging process is not achieved. Hybrid system (1) according to one of the preceding claims, characterized in that the at least one switching module is designed as a contactor arranged in the third energy strand (11). Hybrid system (1). Claim 3 , characterized in that the at least one switching module is designed as several contactors connected in series. Hybrid system (1) according to one of the preceding claims, characterized in that the hybrid system (1) has an interface for receiving an opening signal through a charging station and wherein the hybrid system (1) is designed to carry out an automated opening when the opening signal is received through the interface of the switching module. Hybrid system (1) according to one of the preceding claims, characterized in that the hybrid system (1) with a sensor (20) which is designed to register a charging flap device that has been closed again after opening and/or to register a deactivation of a charging port and to generate a closing signal, is coupled for data transmission and the hybrid system (1) is designed to cause a release for the automated closing of the switching module when the closing signal is received by the sensor (20). Hybrid system (1) according to one of the preceding claims, characterized in that the hybrid system (1) is coupled for data transmission with a sensor (20), which is designed to register a separation of a charging cable from a charging port and to generate a closing signal , and wherein the hybrid system (1) is designed to cause a release for the automated closing of the switching module when the closing signal is received by the sensor (20). Hybrid system (1) according to one of the preceding claims, characterized in that the hybrid system (1) is coupled to a manual actuating element, and wherein the hybrid system (1) is designed to open an opening when the actuating element is actuated in a stationary hybrid vehicle (16). of the switching module, so that the all-pole galvanic isolation of the fuel cell (13) from the distribution element is achieved. Hybrid system (1) according to one of the preceding claims, characterized in that the hybrid system (1) is designed to prevent an open switching module from closing during a charging process. Hybrid system (1) according to one of the preceding claims, characterized in that a fourth energy strand is provided, which is arranged parallel to the third energy strand, the fourth energy strand having a further fuel cell (13) for generating electrical energy, as well as in the fourth energy strand further fuel cell (13) has a further active switching module upstream, which is designed to cause all-pole galvanic isolation of the further fuel cell (13) from the distributor element when opened. Hybrid vehicle (16) with a hybrid system (1) with a switching module according to one of the preceding claims. Hybrid vehicle (16). Claim 11 , characterized in that the hybrid vehicle (16) has at least one charging trough (17), as well as a charging connection for connecting the hybrid vehicle (16) to a charging station (2), the charging connection being arranged in the charging trough (17), the hybrid vehicle (16) furthermore has a loading flap device which has the loading trough (17) covered, and a sensor (20) which is designed to register an opening and closing of the loading flap device and / or an activation and deactivation of the charging port and a corresponding opening signal or Generate a closing signal and transmit it to the hybrid system (1), wherein the hybrid system (1) is further designed to cause an automated opening of the switching module upon an opening signal from the sensor (20), and wherein the hybrid system (1) is designed to do this is, with a closing signal from the sensor (20) following the opening signal, a release to cause the automatic closure of the switching module. Charging method for a hybrid system (1) according to one of the preceding claims for a hybrid vehicle (16) characterized by the steps: - Providing a first energy train (4), which has at least one inverter (5) and an electrical machine (5) connected downstream of the inverter (5). 6) for generating power by converting electrical energy, - providing a second energy strand (7) connected in parallel to the first energy strand (4), which has at least one switching element (8) and a battery (9) connected downstream of the switching element (8). Storing electrical energy, - providing a third energy strand (11) connected in parallel to the first energy strand (4) and second energy strand (7), which has a fuel cell (13) for generating electrical energy, - providing a distribution element for distributing electrical energy, wherein the first energy strand (4) and the second energy strand (7) and the third energy strand (11) are connected in parallel to the distribution element, - providing an active switching module, which is connected upstream of the fuel cell (13) in the third energy strand (11). is, - opening the active switching module before the charging process to carry out an all-pole galvanic isolation of the fuel cell (13) from the rest of the hybrid system if the required insulation resistance for the charging process is not achieved, - supplying electrical current to charge the battery (9). the distribution element. charging procedure Claim 13 , characterized in that the switching module is prevented from closing during the charging process.

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