Method and device for operating an electric or hybrid vehicle

Abstract

Method for operating an electric or hybrid vehicle comprising a high-voltage electrical system (HV_Sys) with a high-voltage energy storage device (Batt), at least one high-voltage load (Load), at least one electric machine (EM), and power electronics (LE), wherein the power electronics (LE) is energetically coupled to the at least one electric machine (EM), to the high-voltage energy storage device (Batt), and to the at least one high-voltage load (Load), and wherein the high-voltage energy storage device (Batt) is energetically coupled to the at least one high-voltage load (Load), and wherein the rotational speed of the at least one electric machine is determined and an energy storage-related extreme traction torque is determined depending on the determined rotational speed and depending on a predetermined calculation procedure based on a predetermined second-degree approximation function.wherein the approximation function approximates a course of a given characteristic curve representing a power loss of the electric machine (EM) as a function of a torque (M_EM) of the electric machine (EM), wherein a temperature of the electric machine (EM) is determined and at least one of the coefficients of the approximation function is determined as a function of the temperature of the electric machine (EM).

Description

The invention relates to a method and a corresponding device for operating an electric or hybrid vehicle as well as a computer program product. Hybrid vehicles comprise at least one electric motor or electric machine in addition to the internal combustion engine. In series hybrid vehicles, a generator is driven by the internal combustion engine, and the generator supplies electrical energy to the electric motor that drives the wheels. Parallel hybrid vehicles are also known, in which the torques of the internal combustion engine and at least one electric machine that can be connected to the internal combustion engine are added together. The task of torque distribution or a hybrid operating strategy in hybrid vehicles is to distribute the driver's desired torque or power between the internal combustion engine and the at least one electric machine. For this purpose, a torque structure is used that includes a modular description of the torques present in the vehicle's powertrain. DE 10 2005 006 369 A1 relates to the field of controlling a vehicle power transmission system. Within a solution space of permissible input torques, and in accordance with several constraints of a hybrid power transmission system, a preferred input torque is determined that results in a minimum overall power loss of the power transmission system. The overall power losses of the power transmission system are calculated for permissible input torques, whereby a solution for the input torque corresponding to the minimum overall power loss of the power transmission system is brought to convergence in order to determine the preferred input torque. DE 10 2009 022 433 A1 relates to a method for operating a vehicle. To determine the distribution of charging or drive torques during a load point shift or during purely electric driving, the electric machines of the first unit, the electric machines of the second unit, and the internal combustion engine are combined into a single virtual electric machine, so that only a determination of the distribution of charging torques during a load point shift between the virtual electric machine and the internal combustion engine and a distribution of charging torques within the virtual electric machine or during purely electric driving within the virtual electric machine need to be carried out. The object underlying the invention is to create a method and a device for operating an electric or hybrid vehicle, as well as a computer program product, that enable reliable operation of the electric or hybrid vehicle. The problem is solved by the features of the independent patent claims. Advantageous embodiments of the invention are characterized in the dependent claims. The invention is characterized, according to its first and second aspects, by a method and a corresponding device for operating an electric or hybrid vehicle comprising a high-voltage electrical system. The high-voltage system comprises a high-voltage energy storage device, at least one high-voltage load, at least one electric motor, and power electronics. The power electronics are energetically coupled to the at least one electric motor, the high-voltage energy storage device, and the at least one high-voltage load. The high-voltage energy storage device is energetically coupled to the at least one high-voltage load. A rotational speed of the at least one electric motor and an energy storage-related extreme traction torque are determined as a function of the determined rotational speed and as a function of a predetermined calculation based on a predetermined second-degree approximation function.Here, the approximation function approximates a course of a given characteristic curve, which represents a power loss of the electric machine as a function of a torque of the electric machine. Advantageously, an energy storage-related maximum and / or minimum traction torque can be determined analytically in this way. The prefix "extreme" denotes an extremum, i.e., a maximum or a minimum. An energy storage-related maximum traction torque takes into account a maximum energy storage capacity. An energy storage-related minimum traction torque takes into account a minimum energy storage capacity. Determining the energy storage-related extreme traction torque requires little computing power and storage, as only coefficients of the approximation function need to be provided. The second-degree approximation function is preferably a second-degree approximation polynomial. Providing a large number of data points from the characteristic curve, which represents the power loss of the electric machine as a function of torque, is unnecessary. The power loss information of the electric machine can thus be characterized with very little data – primarily using the coefficients of the approximation function. This power loss information, in the form of the coefficients of the approximation function, can therefore be transmitted sufficiently quickly even via a relatively slow and bandwidth-limited vehicle bus, such as a CAN bus (Controller Area Network).This allows the power loss information of the electric machine to be stored centrally, rather than having to be partitioned flexibly within the control system of the electric or hybrid vehicle. The high-voltage energy storage system is preferably designed as a battery. Instead of "energy storage-related extreme traction torque," the term "energy storage-induced extreme traction torque" can also be used. The temperature of the electric machine is determined, and at least one coefficient of the approximation function is determined as a function of the electric machine's temperature. Preferably, the coefficient of the approximation function representing a constant term is determined as a function of temperature. Determining the energy storage-related extreme traction torque as a function of temperature allows the efficiency of the electric machine to be taken into account. In contrast, calculating the energy storage-related extreme traction torque as a function of temperature using characteristic curves with a large number of data points requires the provision and processing of an enormous amount of data, since three-dimensional characteristic curves must be evaluated in this case. In an advantageous embodiment according to the first and second aspects, the coefficients of the approximation function are determined as a function of the rotational speed of the at least one electric machine. Advantageously, this makes it possible to take the efficiency of the electric machine into account. In a further advantageous embodiment of the first and second aspects, an extreme electrical system traction torque for the high-voltage electrical system is determined based on the energy storage-related extreme traction torque and a predetermined extreme traction torque of the electric machine and / or a predetermined power electronics-related extreme traction torque. Advantageously, this allows the determination of an available extreme electrical system traction torque for limiting a torque structure of the motor control. The torque structure is dependent on the respective torque limits. For the calculation of the available extreme electrical system traction torque, power losses or efficiency information of the electric machine are preferably taken into account. This enables a conversion between the mechanical and electrical domains.To account for the power losses of the electric machine and the power electronics, a power loss approximation in the form of a second-degree polynomial, specifically the specified approximation function, is used for a given operating point of the electric machine. This allows the energy storage-related extreme traction torque to be calculated analytically. The coefficients of the power loss approximation function are provided to the calculation method for determining the energy storage-related extreme traction torque. The extreme electrical system traction torque is a key element for monitoring compliance with component limits in the high-voltage system. Preferably, the extreme electrical system traction torque is determined based on a maximum or minimum energy storage capacity. Short-term energy storage capacity values ​​are used for this purpose. The extreme electrical system traction torque preferably does not take into account forecasting, strategic degradation, torque reserves, and / or power reserves. An analytical calculation of the energy storage-related extreme traction torque enables an efficient calculation of the electric extreme system traction torque and a modular structure of a control system for electric and hybrid vehicles, in which interfaces can be precisely defined, thus keeping coordination and development efforts low. In a further advantageous embodiment of the first and second aspects, the high-voltage electrical system comprises at least a first and a second electrical machine, and the extreme electrical system traction torque with respect to the first electrical machine is determined as a function of a predetermined extreme correlation traction torque, which characterizes a torque distribution between the first and second electrical machines. Advantageously, this allows a torque distribution between the first and second machines to be taken into account when determining the extreme electrical system traction torque, and thus enables a more precise determination of the extreme system traction torque. In a further advantageous embodiment of the first and second aspects, the respective extreme traction torques—energy storage-related extreme traction torque, electric machine extreme traction torque, power electronics-related extreme traction torque, and extreme correlation traction torque—each represent maximum torques, and the extreme traction torque with the smallest value is determined as the extreme system traction torque. If the high-voltage system has only one electric machine, no extreme correlation traction torque needs to be considered. In a further advantageous embodiment of the first and second aspects, the respective extreme traction torques—energy storage-related extreme traction torque, electric machine extreme traction torque, power electronics-related extreme traction torque, and extreme correlation traction torque—each represent minimum torques, and the extreme traction torque with the highest value is determined as the extreme system traction torque. If the high-voltage system has only one electric machine, no extreme correlation traction torque needs to be considered. In a further advantageous embodiment of the first and second aspects, an extreme traction energy storage power is determined based on the calculated extreme system traction torque. Furthermore, the rotational speed of the second electric machine is determined, and a second energy storage-related extreme traction torque is calculated with respect to the second electric machine, depending on the calculated rotational speed of the second machine, the extreme traction energy storage power, and the specified calculation procedure based on the specified second-degree approximation function. Here, the approximation function approximates a profile of a given characteristic curve representing the power loss of the second electric machine as a function of its torque.Advantageously, this makes it possible to take into account an energy storage power distribution between the first and second machine when determining the extreme electrical system traction torque, and thus to determine the extreme system traction torque with respect to the second machine more accurately. According to a third aspect, the invention is characterized by a computer program for operating an electric or hybrid vehicle, wherein the computer program is configured to carry out a method according to the first aspect when executed on a data processing device. According to a fourth aspect, the invention is characterized by a computer program product. The computer program product comprises executable program code, wherein the program code, when executed by a data processing device, performs the steps of the method according to the first aspect. The computer program product particularly comprises a medium readable by the data processing device, on which the program code is stored. Advantageous features of the first aspect also apply to the third and fourth aspects. Exemplary embodiments of the invention are explained below with reference to the schematic drawings. Figure 1 shows an equivalent circuit diagram of an electrical high-voltage system of an electric or hybrid vehicle; Figure 2 shows a diagram with a first and second curve, each representing power losses of the electric machine as a function of a torque of the electric machine; Figure 3 shows a signal flow diagram of a first program for operating the electric or hybrid vehicle; Figure 4 shows a signal flow diagram of a second program for operating the electric or hybrid vehicle; Figure 5 shows a second diagram with a torque characteristic of a high-voltage system; and Figure 6 shows an exemplary block diagram for a control device for operating the electric or hybrid vehicle. Elements of the same construction or function are provided with the same reference symbols across all figures. Fig. 1 shows an equivalent circuit diagram of an electrical high-voltage system HV_Sys of an electric or hybrid vehicle and an associated control system Crtl_Sys. The high-voltage system HV_Sys comprises drive electronics with at least one electric machine EM and power electronics LE, a high-voltage energy storage device Batt, and at least one high-voltage load. The high-voltage energy storage device Batt is preferably designed as a battery. Two high-voltage loads are shown as examples in Fig. 1. Furthermore, the associated control devices BCU, EKVM, SME, AE, and DME are shown in dashed lines in Fig. 1. The control system Crtl_Sys includes, for example, a motor control unit DME, a drive electronics control unit AE, a control unit SME for the high-voltage energy storage device Batt, a body control unit BCU, and a control unit EKMV for an electric refrigerant compressor.The DME (Digital Motor Electronics) can also be referred to as digital motor electronics. The DME includes, for example, a torque structure for the electric or hybrid vehicle. This torque structure comprises a modular description of the torques present in the powertrain of the electric or hybrid vehicle. The power balance of the high-voltage system HV_Sys is as follows: where P_AE represents the power of the drive electronics, P_BAT the power of the high-voltage energy storage Batt and P_DC-Load the power of the high-voltage consumers Load. The power P_AE of the drive electronics is composed, according to Eq. 2, of a mechanical power P_mech_EM of the electric machine EM, which the machine EM delivers, and the power loss P_loss_EM of the electric machine EM or the power loss P_loss_LE of the power electronics LE: The power loss P_loss_EM of the electric machine EM can be determined as a function of the torque M_EM of the electric machine EM. The power loss P_loss_LE of the power electronics can be determined as a function of the current I_EM supplied to the electric machine EM. The power loss P_loss_EM of the electric machine EM and the power loss P_loss_LE of the power electronics LE can be converted into each other and considered as a single term P_loss_EM;LE. To calculate an available extreme electrical system traction torque, power losses or efficiency information of the electric machine EM are preferably taken into account. To consider the power loss P_loss_EM of the electric machine EM or the power electronics P_loss_LE, a power loss approximation in the form of a polynomial is used for a current operating point of the electric machine EM. This makes it possible to analytically calculate an energy storage-related extreme traction torque. Fig. 2 shows the power loss P_loss_EM of the electric machine EM as a function of the torque M_EM of the electric machine EM. A first curve KE shows a characteristic curve and thus measured values ​​for the power loss P_loss_EM of the electric machine as a function of a given current torque. A second curve AP shows an approximate power loss P_loss_EM of the electric machine EM. The first curve KE and the second curve AP each represent the power loss for a specific rotational speed and for a specific temperature of the electric machine EM. Similarly, the power loss P_loss_LE of the power electronics can be used as a function of the current I_EM flowing through the electrical machine. The power loss P_loss_EM of the electric machine EM can be approximated by a second-degree approximation function, where nEM represents the rotational speed n_EM of the electric machine EM, MEM the torque M_EM of the electric machine EM, and TEM the temperature of the electric machine EM, and a, b, c are coefficients of the approximation function. The power loss P_loss_EM;LE depends on the rotational speed n_EM and the temperature of the electric machine EM. Preferably, the constant term c of the approximation function depends on the temperature of the electric machine EM. The coefficients can be determined and stored in advance for the respective rotational speeds and temperatures of the electric machine EM. The following calculations only consider maximum values. Minimum values ​​are calculated analogously. Using Eq. 1, we obtain: where PBateine ​​represents the current power of the high-voltage energy storage device Batt. The maximum power of the high-voltage energy storage system is assigned to the current power output of the high-voltage energy storage system. An energy storage-related maximum traction torque M_EM_max,Bat is determined depending on a determined current rotational speed n_EM of the electric machine EM and depending on a predefined calculation procedure based on the predefined second-degree approximation function according to Eq. 2. The calculation procedure is given in Eq. 4. The coefficients are determined based on the current rotational speed from the set of pre-stored coefficients. In particular, the absolute term c is additionally determined based on the current temperature of the electric machine EM from the set of pre-stored absolute terms c. Fig. 3 shows an exemplary signal flow diagram for a first program for operating an electric or hybrid vehicle. In this case, the electric or hybrid vehicle has a first and a second electric machine EM1, EM2. In step S12, the energy storage-related maximum traction torque M_EM1_max,Batt with respect to the first electric machine EM1 is determined according to Eq. 4. The input variables used here are the maximum energy storage power P_Batt,max, the power P_DC-Load of the high-voltage consumers, the determined rotational speed n_EM1 of the first electrical machine EM1 and the coefficients a1, b1, c1 determined for the determined rotational speed n_EM1. In step S14, a maximum system traction torque M_EM1_max,Sys is determined with respect to the first electric machine EM1. In step S14, the energy storage-related maximum traction torque M_EM1_max,Batt is compared with a predefined maximum traction torque M_EM1_max,EM of the first electric machine EM1, a predefined power electronics-related maximum traction torque M_EM1_max,LE, and a predefined maximum correlation traction torque M_max,KorEM1, which characterizes a torque distribution between the first and second electric machines EM1, EM2. In step S14, the maximum traction torque with the lowest value is determined as the maximum system traction torque M_EM1_max,Sys. In step S16, depending on the determined maximum system traction torque M_EM1_max,Sys, which was determined with reference to the first electric machine EM1, a maximum traction energy storage power P_BattTr,max is determined. In step S18, a second energy storage-related maximum traction torque M_EM2_max,Batt is determined with respect to the second electric machine EM2 depending on a determined rotational speed n_EM2 of the second machine as well as depending on the maximum traction energy storage power P_BattTr,max and depending on the specified calculation procedure according to Eq. 4, which is based on the specified second-degree approximation function, where the approximation function in this case approximates a course of a specified characteristic curve that represents a power loss of the second electric machine EM2 as a function of a torque of the second electric machine EM2. A maximum system traction torque M_EM2_max,Sys for the second machine EM2 can be determined analogously to the maximum system traction torque M_EM2_max,Batt of the first machine, depending on the second energy storage-related maximum traction torque M_EM2_max,Batt. The torque limits of the electric and hybrid vehicle can thus be calculated as a function of the rotational speeds n_EM1, n_EM2, temperature, a power electronics state LE, and a state of the high-voltage energy storage Batt. The maximum system traction torques M_EM1_max,Sys and M_EM2_max,Sys are preferably determined at predefined time intervals, for example, every 10 ms, and fed into the torque structure. Fig. 4 shows an example signal flow diagram for a second program for operating an electric or hybrid vehicle. In this case, the electric or hybrid vehicle also has a first and a second electric machine EM1, EM2. The second program includes further optional steps. These additional program steps allow for the consideration of specific characteristics of the high-voltage energy storage device Batt and / or an intermediate circuit. The second program also contains steps S12 to S18. The second program continues if the energy storage-related maximum traction torque M_EM1_max,Batt with respect to the first machine is greater than the maximum system traction torque M_EM1_max,Sys with respect to the first machine, and thus the first electric machine EM1 and / or the power electronics LE are responsible for a torque limitation. In this case, the maximum system traction torque M_EM1_max,Sys is preferably not determined using a current battery voltage. In this case, in step S20, a maximum battery voltage is determined based on the maximum traction energy storage power P_BattTr,max determined in step S16. In step S22, a further maximum traction torque M_EM1_max,EM_ii of the first electric machine EM1 and / or a further power electronics-related maximum traction torque M_EM1_max,EM_ii is determined based on the determined maximum battery voltage. In step S24, a comparison is made between the energy storage-related maximum traction torque M_EM1_max,Batt and the determined further maximum traction torque M_EM1_max,EM_ii of the first electric machine EM1 and the determined further power electronics-related maximum traction torque M_EM1_max,LE_ii. In step S24, the maximum traction torque to be used, M_EM1_max,Sys_ii, is determined with respect to the first electric machine EM1, which has the smallest value. Fig. 5 shows a second diagram representing a torque characteristic of the high-voltage electrical system HV_Sys. The dashed curve in Fig. 5, for example, represents the energy storage-related maximum traction torque M_EM_max,Batt. The solid curves represent the maximum traction torque M_EM_max,EM of the electric machine EM for a specific intermediate circuit voltage Uz. It can be seen that at lower speeds the energy storage-related maximum traction torque M_EM_max,Batt is smaller than the maximum traction torque M_EM_max,EM of the electric machine EM and thus the current performance of the high-voltage energy storage Batt is system-limiting for the torque distribution in the electric or hybrid vehicle. Depending on the design of the power electronics (LE), its power output and the resulting maximum traction torque (M_EM_max,LE) may be lower than the maximum traction torque (M_EM_max,Batt) and the maximum traction torque (M_EM_max,EM) of the electric machine (EM). Therefore, the current power output of the power electronics (LE) may limit the torque distribution in the electric or hybrid vehicle. The power electronics (LE) may include, for example, a pulse inverter and / or a DC / DC converter. Fig. 6 shows a block diagram of a control system Ctrl_Sys of an electric or hybrid vehicle. The control system Ctrl_Sys includes, for example, the motor control unit DME, which has a torque structure and / or is configured to determine a torque distribution for the electric or hybrid vehicle. The motor control unit DME determines, for example, a traction torque M_EM1_ctrl, M_EM2_ctrl to be set for the first electric machine EM1 and the second electric machine EM2, respectively. The motor control unit DME, for example, provides a maximum correlation traction torque M_max,KorEM1 for the first electric machine EM 1 and forwards this to the drive electronics control unit AE. The traction torque to be set, M_EM1_ctrl, M_EM2_ctrl, is forwarded to a control unit SG_EM1 of the first electric machine EM1 and to a control unit SG_EM2 of the second electric machine EM2, respectively. The respective control units SG_EM1 and SG_EM2 provide, machine-specifically, the maximum traction torque M_EM1_max,EM, M_EM2_max,EM, the power electronics-related maximum traction torque M_EM1_max,LE, M_EM2_max,LE, the current speed n_EM1, n_EM2, and the coefficients a1, a2, b1, b2, c1, c2 determined as a function of the speed, and forward these to the drive electronics control unit AE. Furthermore, the Ctrl_Sys control system includes the SME control unit for the Batt high-voltage energy storage device. The SME control unit for the Batt high-voltage energy storage device, for example, forwards the maximum power P_Batt,max of the Batt high-voltage energy storage device to the AE drive electronics control unit. Optionally, the AE drive electronics control unit has a current / voltage monitor that adjusts the maximum power P_Batt,max of the Batt high-voltage energy storage device as required and forwards the adjusted maximum power of the Batt high-voltage energy storage device to the AE drive electronics control unit. The drive electronics control device AE includes, for example, a calculation module TQP, which is designed to determine the energy storage-related maximum traction torque M_EM1_max,Batt, M_EM2_max,Batt and the maximum system traction torque M_EM1_max,Sys, M_EM2_max,Sys for the respective machines EM1, EM2. Furthermore, the drive electronics control device AE includes a degradation module DEGR, to which the maximum electrical system traction torque M_EM1_max,Sys, M_EM2_max,Sys of the first and second electric machines EM1 and EM2 is transmitted. The respective maximum electrical system traction torque M_EM1_max,Sys, M_EM2_max,Sys is then transmitted, for example, to the torque structure of the motor control unit DME. Reference symbol list a1, b1, c1; Coefficients of an approximation function a2, b2, c2 AE Drive electronics control device Batt High-voltage energy storage BCU Body control unit c Absolute element Crtl_Sys Control system DEGR Degradation module DME Engine control EKVM Control device for an electric refrigerant compressor EM Electric machine EM1 First electric machine EM2 Second electric machine HV_Sys High-voltage system I_EM Current of the electric machine LE Power electronics Load High-voltage consumer M_EM Torque of the electric machine M_EM1_max,EM Maximum traction torque of the first electric machine M_EM1_max,Batt, energy storage-related maximum traction M_EM2_max,Batt torque M_EM1_max,LE Power electronics-related maximum traction torque M_EM1_max,Sys Maximum electrical system traction torque M_EM1_max,Sys_ii Further maximum electrical system traction torque M_max,KorEM1 Maximum correlation traction torque n_EM1, n_EM2 speed P_BatTr,max Maximum traction battery power P_loss_EM Power loss of the electric machine P_loss_LE Power loss of the power electronics SG_EM1 Control device of the first electric machine SG_EM2 Control device of the second electric machine SME Control device of the high-voltage energy storage TQP Calculation module Uz DC link voltage,

Claims

Method for operating an electric or hybrid vehicle comprising a high-voltage electrical system (HV_Sys) with a high-voltage energy storage device (Batt), at least one high-voltage load (Load), at least one electric machine (EM), and power electronics (LE), wherein the power electronics (LE) is energetically coupled to the at least one electric machine (EM), to the high-voltage energy storage device (Batt), and to the at least one high-voltage load (Load), and wherein the high-voltage energy storage device (Batt) is energetically coupled to the at least one high-voltage load (Load), and wherein the rotational speed of the at least one electric machine is determined and an energy storage-related extreme traction torque is determined depending on the determined rotational speed and depending on a predetermined calculation procedure based on a predetermined second-degree approximation function.wherein the approximation function approximates a course of a given characteristic curve representing a power loss of the electric machine (EM) as a function of a torque (M_EM) of the electric machine (EM), wherein a temperature of the electric machine (EM) is determined and at least one of the coefficients of the approximation function is determined as a function of the temperature of the electric machine (EM). Method according to claim 1, wherein the coefficients of the approximation function are determined as a function of the rotational speed of the at least one electric machine. Method according to one of the preceding claims, wherein an electrical extreme system traction torque for the electrical high-voltage system (HV_Sys) is determined depending on the energy storage-related extreme traction torque and a predetermined extreme traction torque of the electric machine (EM) and / or a predetermined power electronics-related extreme traction torque. Method according to claim 3, wherein the electrical high-voltage system (HV_Sys) comprises at least a first and a second electrical machine (EM1, EM2) and the electrical extreme system traction torque with respect to the first electrical machine (EM1) is determined as a function of a predetermined extreme correlation traction torque which characterizes a torque distribution between the first and second electrical machine (EM1, EM2). Method according to claim 3 or 4, wherein the respective extreme traction torques, energy storage-related extreme traction torque, electric machine (EM) extreme traction torque, power electronics-related extreme traction torque and extreme correlation traction torque each represent maximum torques and the extreme traction torque with the smallest value is determined as the extreme system traction torque. Method according to claim 3 or 4, wherein the respective extreme traction torques, energy storage-related extreme traction torque, electric machine (EM) extreme traction torque, power electronics-related extreme traction torque and extreme correlation traction torque each represent minimum torques and the extreme traction torque with the highest value is determined as the extreme system traction torque. Device for operating an electric or hybrid vehicle comprising an electric high-voltage system with a high-voltage energy storage device (Batt), at least one high-voltage consumer (Load), at least one electric machine (EM) and power electronics (LE), wherein the power electronics (LE) is energetically coupled to the at least one electric machine (EM), to the high-voltage energy storage device (Batt) and to the at least one high-voltage consumer (Load), and the high-voltage energy storage device (Batt) is energetically coupled to the at least one high-voltage consumer (Load), and the device is configured to carry out a method according to one of claims 1 to 6. Computer program for operating an electric or hybrid vehicle, wherein the computer program is configured to perform a method according to one of claims 1 to 6 when executed on a data processing device. A computer program product comprising executable program code, wherein the program code, when executed by a data processing device, performs the method according to any one of claims 1 to 6.

Images