DEVICE AND METHOD FOR CONTROLLING A HIGH-VOLTAGE CIRCUIT

Abstract

Method for controlling a high-voltage circuit (15) of a vehicle (10), comprising: Detecting (310) a fault associated with the high-voltage circuit (15); Reducing (320) a voltage of the high-voltage circuit (15) depending on the fault detection; Receiving (330) a torque request and, depending on this, increasing (340) the voltage of the high-voltage circuit (15), characterized in that the voltage of the high-voltage circuit (15) is increased while the fault is present.

Description

TECHNICAL AREA

[0001] The present disclosure relates to a method and an apparatus, and in particular, but not exclusively, to a method and an apparatus for controlling a high-voltage circuit. Aspects of the invention relate to a method, a control system, a vehicle, and computer software. BACKGROUND

[0002] High-voltage (HV) circuits are commonly used in vehicles such as hybrid electric vehicles (HEVs) and battery electric vehicles (BEVs) to communicate power supply with high-voltage components like electric motors. The HV circuit can operate at 60 VDC or 30 AC, or higher. For safety reasons, it is essential to be able to isolate these HV circuits in the event of a fault, particularly to prevent the risk of electric shock to vehicle occupants or bystanders, such as pedestrians. In the event of a fault, such as an interruption of the HV circuit, there is a risk of electric shock. The vehicle may include open-circuit detection features, such as a Hazardous Voltage Interlock Loop (HVIL) or by measuring voltages at various points within the HV circuit.Upon detecting a fault, a control system usually instructs the high-voltage circuit to be switched off, which can be done immediately or, if the vehicle is moving, as soon as the vehicle comes to a standstill.

[0003] After being switched off, the high-voltage circuit is no longer available for vehicle operation. In a battery electric vehicle (BEV), the electric motors driven by the high-voltage circuit are unable to provide propulsion. In a hybrid electric vehicle (HEV), the electric motor(s) driven by the high-voltage circuit can also impede the vehicle's movement, as they may be required, for example, to engage the vehicle's clutch. Furthermore, in some vehicles, a low-voltage circuit can be powered from the high-voltage circuit, for example, via a DC-DC converter. Therefore, it is also necessary for such vehicles that the high-voltage circuit remains functional for continued vehicle operation.

[0004] From DE 10 2013 216 756 A1, a method for controlling a high-voltage circuit of a vehicle is known. The vehicle contains a traction battery, at least two electric motors, and a control unit. The control unit is configured to, in response to a fault condition in one of the electric motors during driving time, instruct the other electric motor to operate in a mode in which the torque output is limited to a threshold value dependent on a battery voltage, so that the vehicle drive is maintained during driving time.

[0005] From DE 11 2009 000 043 T5, a control system for a rotary electric machine is known. The system comprises a rotary electric machine for driving a vehicle, a frequency converter section between a DC power supply and the rotary electric machine for converting an output of the DC power supply into AC when the rotary electric machine is operating under power, and for converting an output of the rotary electric machine into DC when the rotary electric machine is operating under recuperation, a voltage converter section between the DC power supply and the frequency converter section to increase the voltage of the output of the DC power supply based on a boost command value that is set according to a requested torque required for the rotary electric machine; and a torque limiting section that limits the torque of the rotary electric machine.

[0006] The control system of the rotating electric machine further includes an abnormality detection part that detects an abnormality requiring a stop of the voltage converter part.

[0007] Once the abnormality detection range has detected the abnormality, the torque limiting range restricts the generation of positive torque in a range below a lower speed threshold where the rotational speed of the electric machine is less than zero, and sets any range in which positive torque is generated to a range of the lower speed threshold or above. Furthermore, the torque limiting section restricts the generation of negative torque in a range above a higher speed threshold where the rotational speed of the electric machine is greater than zero, and sets any range in which negative torque is generated to a range of the upper speed threshold or below.

[0008] It is the subject of embodiments of the invention to mitigate at least one or more of the problems of the prior art. SUMMARY OF THE INVENTION

[0009] Aspects and embodiments of the invention constitute a method, a control system, a vehicle and computer software as claimed in the attached claims.

[0010] According to one aspect of the present disclosure, a method for controlling a high-voltage circuit of a vehicle is provided, comprising increasing the voltage of the high-voltage circuit in response to a torque request when the high-voltage circuit discharges in response to a fault. Advantageously, the vehicle is able to respond to the torque request.

[0011] According to one aspect of the present disclosure, a method for controlling a vehicle's high-voltage circuit is provided, comprising, when the high-voltage circuit discharges in response to a fault, increasing the voltage of the high-voltage circuit in response to receiving a signal indicating that the vehicle is being instructed to withdraw. Advantageously, the vehicle can still move away even after the fault has been detected.

[0012] According to one aspect of the invention, a method for controlling a vehicle's high-voltage circuit is provided, comprising detecting a fault associated with the high-voltage circuit, reducing the voltage of the high-voltage circuit depending on the fault detection, receiving a torque request, and, depending on this, increasing the voltage of the high-voltage circuit, wherein the voltage of the high-voltage circuit is increased while the fault is present. Advantageously, the voltage is increased to make a device connected to the high-voltage circuit operational. The voltage of the high-voltage circuit can be subtracted from the operating voltage of the high-voltage circuit. Advantageously, the high-voltage circuit is made safe by the voltage reduction. Optionally, the operating voltage can be at least 50 V.The voltage of the high-voltage circuit can be reduced to a safety voltage. The advantage is that this safety voltage is such that a fault would not be problematic. Optionally, the safety voltage can be essentially 0V. The advantage here is that this reduces the hazard associated with the high-voltage circuit.

[0013] The torque demand can be a request for the vehicle's drive torque. The advantage is that by increasing the voltage, a torque can be provided that enables the vehicle to move. The torque demand can originate either from the vehicle's driver or from the vehicle's autonomous driving module. Advantageously, the driver or the autonomous driving module can request the provision of torque that enables the vehicle to move.

[0014] The identified fault could be a broken wire. An advantage is that the voltage can be increased even if the circuit is open.

[0015] In one embodiment, the method comprises reducing the voltage of the high-voltage circuit after a torque request, depending on the detection of the vehicle's standstill. Advantageously, the voltage of the high-voltage circuit is reduced again after the torque is supplied. The voltage can advantageously be reduced again when the vehicle is moved to a safe location.

[0016] The voltage of the high-voltage circuit can be increased depending on the torque requirement and the fulfillment of one or more predefined conditions. It is advantageous that if these conditions are met, increasing the voltage can be considered safe.

[0017] The predetermined conditions can include one or both brakes of the released vehicle and a successful or other attempt to move a transmission of the vehicle into a drive shaft. An advantage is that the voltage of the high-voltage circuit can be increased even if the transmission cannot engage a gear.

[0018] According to a further aspect of the invention, a high-voltage control system is provided, comprising input means for receiving a fault signal indicating a fault associated with the high-voltage circuit, output means for outputting a voltage control signal to control the voltage of the high-voltage circuit, and input means for receiving a torque request signal indicating a torque request. A further aspect of the invention includes a control means for receiving the fault signal and for controlling the output means to output the voltage control signal in order to reduce the voltage of the high-voltage circuit. The control means is arranged to receive the torque request signal and to control the output means to output the voltage control signal in order to increase the voltage of the high-voltage circuit.

[0019] Control as described above, wherein: The input means can be an input arranged to receive an electrical signal; the output means may be an output arranged to output an electrical signal; and The control means can be a control system. The control system can be one or more processing devices.

[0020] In one embodiment, the control means are arranged to output the voltage control signal in order to readjust the high-voltage circuit to an operating voltage depending on the torque request signal. The control means can be arranged such that they increase the voltage of the high-voltage circuit while the fault message is being received. An advantage of this is that there is no delay in increasing the voltage.

[0021] The control means can be arranged to output the voltage control signal to effect the reduction of the voltage of the high-voltage circuit from an operating voltage of the high-voltage circuit.

[0022] Optionally, the controller can reduce the voltage of the high-voltage circuit to a safety voltage. The safety voltage can be equal to or less than 12V. The safety voltage can essentially be 0V.

[0023] In one embodiment, the control means is arranged to determine that the vehicle is stationary and to reduce the voltage of the high-voltage circuit according to the torque requirement.

[0024] The control means can be arranged to increase the voltage of the high-voltage circuit depending on the receipt of a torque request and a signal indicating that one or more predetermined conditions are met. The one or more predetermined conditions may include the application of one or both brakes of the released vehicle and a successful or other attempt to move a transmission of the vehicle into a drive shaft.

[0025] According to a further aspect of the invention, a high-voltage system for a vehicle is provided, consisting of a high-voltage circuit that is electrically connected to a high-voltage source, a high-voltage control as previously described, and a high-voltage discharge control that is arranged to receive the voltage control signal and to control the voltage of the high-voltage circuit depending thereon.

[0026] According to a further aspect of the invention, a vehicle is provided which is arranged to carry out a method comprising a device or system according to an aspect of the invention.

[0027] According to yet another aspect of the invention, computer software is available which, when executed by a computer, is configured to perform a method according to another aspect of the invention. This computer software can be stored on a computer-readable medium. The computer software can be stored physically on the computer-readable medium. The computer-readable medium need not be temporary.

[0028] Within the scope of this application, it is expressly provided that the various aspects, embodiments, examples, and alternatives set forth in the preceding paragraphs, in the claims, and / or in the following descriptions and drawings, and in particular their individual features, may be adopted independently or in any combination. That is to say, all embodiments and / or features of an embodiment may be combined in any way and / or combination, unless these features are incompatible. The applicant reserves the right to amend an originally filed claim or to file a new claim accordingly, including the right to amend an originally filed claim to be dependent on another claim and / or to include a feature of another claim, even if it was not originally claimed in this manner. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] One or more embodiments of the invention will now be described only by way of example, with reference to the accompanying drawings, in which: Fig. shows a schematic representation of a vehicle according to an embodiment of the invention; Fig. shows a schematic representation of a high-voltage bus control system according to an embodiment of the invention; and Fig. shows a method according to one embodiment of the invention; DETAILED DESCRIPTION

[0030] Fig. Figure 10 illustrates an electric vehicle (EV) 10 according to an embodiment of the invention. The in Fig. The vehicle shown, number 10, is a hybrid electric vehicle (HEV). Although a form of EV in Fig. As illustrated, this is just one example. Embodiments of the invention can be applied to any type of EV with a high-voltage electrical circuit. Other types of EVs may include plug-in hybrid electric vehicles (PHEVs), battery electric vehicles (BEVs), and fuel cell electric vehicles, although this list is not limited.

[0031] The in Fig. The illustrated EV 10 comprises a high-voltage (HV) electrical circuit 15. The HV circuit 15 has an operating voltage that can be at least 60 Vdc or 30 Vac. In some embodiments, the high-voltage circuit 15 has an operating voltage of more than 100 Vdc, such as 300 Vdc, although this is only an example.

[0032] The HV circuit 15 comprises an HV battery device 40 for storing electrical energy and an HV control device 30 for controlling the HV circuit 15. The HV control device 30 can be an HV controller 30. The HV controller 30 can comprise one or more processing devices. The one or more processing devices can, in operation, execute computer instructions in the form of computer software. The HV controller 30 can include storage means, which may include one or more electronic storage devices that are communicatively coupled to one or more processing devices. The storage device(s) can store the computer software that has operatively executed the processing device(s) and can temporarily store data, as is to be estimated, during the execution of the computer software.The HV controller 30 can include an input means, which in one embodiment is an input arranged for receiving electrical signals representative of data. The input can communicate data with a communication bus of the vehicle 10. The HV controller 30 can include an output means, which in one embodiment is an output arranged for outputting electrical signals representative of data. The output can communicate data with the communication bus of the vehicle 10 and can be integrated with the input as an I / O port of the HV controller 30.

[0033] In the Fig. In the illustrated embodiment of the EV, the vehicle 10 comprises an internal combustion engine (IC) 20. In some embodiments, the internal combustion engine 20 is coupled to an electric generator in the form of an electric machine 25, which serves as a generator for producing electrical energy to charge the battery 40. The vehicle 10 is a wheeled vehicle with a plurality of wheels 12, which in some embodiments can be driven both by the internal combustion engine 20 and by one or more electric machines 51, 52, which operate as electric motors 51, 52 coupled to at least some of the wheels 12 and act as motors for driving the wheels 12. In other embodiments, the internal combustion engine 20 may not be used to provide the drive torque and may drive the electric machine 25 exclusively for generating electrical energy.The embodiments of the invention are not limited in this respect and also include BEVs that do not include the internal combustion engine 20 or the electric machine 25, as is acknowledged.

[0034] The electric motors 51, 52 are electrically coupled to the HV circuit 15 to supply it with electrical energy. The vehicle includes a fault detection device 60 for detecting a fault associated with the HV circuit 15. The fault detection device 60 may include a fault detection unit 60. The fault detection unit 60 may include one or more electrical inputs for each reception of an electrical signal. The electrical signal supplied to each input may indicate a voltage at a corresponding location in the HV circuit 15. The voltage at each location may be measured with a voltmeter (not shown). Based on one or more voltages, the fault detection unit 60 is configured to determine whether a fault exists in the HV circuit 15. In particular, though not exclusively, an open-circuit (OC) fault may be detected by the fault detection unit 60.The open-circuit fault can be detected based on at least one voltage within the high-voltage circuit 15. The open-circuit fault can correspond to the measured voltage, which is an open-circuit voltage of the high-voltage circuit, i.e., not indicative of current draw from the high-voltage circuit 15, such as by the electric motors 51, 52. It should be noted that faults in the high-voltage circuit 15 can be detected in various ways and that the embodiments of the invention are not limited in this respect.

[0035] The fault detection device 60 is arranged to provide the HV controller 30 with a fault signal 65 indicating a fault associated with the HV circuit 15. Since the high-voltage circuit 15 carries a relatively high voltage, the switching controller 30 is arranged to switch off the high-voltage circuit 15 depending on the fault signal 65. The high-voltage circuit 15 can be switched off immediately, or, if the vehicle 10 is moving, the switch-off can be carried out as soon as the vehicle 10 comes to a standstill, i.e., its speed reaches 0. The discharge can include the HV controller 30 providing a signal to a discharge device or discharge circuit to discharge the HV circuit 15, as discussed and further described below. The signal can be provided via an electrical output of the HV controller 30.The high-voltage circuit 15 is discharged in such a way that, for example, human contact with the high-voltage circuit 15 is not dangerous. After the discharge, however, the functionality of the vehicle 10 is limited. For example, the high-voltage circuit 15 is unable to provide electrical energy, at least not at a sufficient voltage, to operate the electric motors 51, 52. This can cause the vehicle 10 to become stranded. In some vehicles, other functions of the vehicle may be restricted, such as the ability to engage a gear, which also leads to the vehicle becoming stranded due to the reduction in high voltage.

[0036] It was noted that contact with the high-voltage circuit 15 is only possible when the vehicle is stationary. For example, if access to at least part of the high-voltage circuit 15 is opened, such as via the hood or another access door or hatch of the vehicle 10, to allow contact. That is to say, in a normal configuration of the vehicle 10, the high-voltage circuit 15 is inaccessible to both the occupants of the vehicle 10 and to persons outside the vehicle. All exposed parts of the high-voltage circuit 15 are insulated to prevent contact. Therefore, it was noted that it may be possible, under certain circumstances, to enable the operation of the high-voltage circuit 15 even in the presence of a fault.

[0037] Fig. Figure 2 illustrates a high-voltage bus control system 200 according to an embodiment of the invention. The HV bus control system 200 comprises the HV controller 30 described above, an HV discharge controller in the form of an HV discharge controller 250, which controls the voltage of the HV circuit 15, and a torque control unit 210.

[0038] The HV discharge controller 250 is used to control the voltage of the HV circuit 15. Specifically, the HV discharge controller 250 is effective in discharging the HV circuit 15 from an operating voltage. The HV discharge controller 250 is effective in response to a discharge signal 35 output by the HV controller 30 to discharge the HV circuit 15. When the high-voltage circuit 15 is discharged, its voltage can be reduced to a low voltage, such as 12 Vdc, or essentially to 0 V. The HV discharge controller 250 can also divert the voltage of the HV circuit 15 to ground, depending on the discharge signal 35. The HV discharge control 250 can continue to be effective in response to the discharge signal 35 to reset the HV circuit 15 to the operating voltage, which, as mentioned above, may be above 60Vdc or 30Vac.The HV discharge control 250 can restore the operating voltage of the HV circuit 15 by removing the shunt, which allows the operating voltage of the HV circuit 15 to increase.

[0039] The torque control unit 210 is functional to receive a request for the drive or drive torque for the vehicle 10. In the Fig. In the illustrated embodiment, the torque control unit 210 is arranged to receive a torque request signal indicating a torque request that can be provided by a sensor 220 associated with an accelerator pedal of the vehicle 10, wherein the sensor 220 is effective in determining the position of the accelerator pedal and outputting a signal indicating this to the torque control unit 210. Furthermore, the torque control unit 210 is arranged in the Fig. In the illustrated embodiment, the torque control unit 210 is arranged to receive a brake status signal indicating the condition of the vehicle 10's brakes, as provided by a sensor 225 associated with the vehicle 10's brake pedal. Furthermore, in some embodiments, the torque control unit 210 is arranged to determine the vehicle 10's gear selection, specifically selecting a gear that allows the vehicle to move, i.e., excluding park or neutral gears. The torque control unit 210 can be provided with a signal indicating the selected gear, either from a sensor 230 associated with the vehicle 10's gear selector or from a module associated with the vehicle's automatic transmission that indicates the current gear.It should be noted that the torque control unit 210 must not be supplied with signals from sensors as described above, and that the torque control unit 210 can be supplied with data indicating the vehicle 10 characteristics described above, from control modules assigned to the respective controllers, such as via a communication bus of the vehicle 10. Furthermore, in some embodiments, a torque request may not be generated in response to a user request. Instead, the torque request may be generated by an automatic or autonomous module, such as an Advanced Driver Assistance System (ADAS), which can control the vehicle 10 at least semi-autonomously.In some embodiments, the functionality of the torque request unit 210 for receiving one or more of the signal indicating a torque request, the brake status signal and the signal indicating the selected gear can be implemented in the HV control 30, such as a software module thereof.

[0040] In one embodiment, the torque control unit 210 is arranged to supply the HV control unit 30 with a pull-away signal 240, which indicates a request to the vehicle 10 to pull away, i.e., to begin moving from a standstill. The pull-away signal 240 is issued by the torque control unit 210 in response to one or more predefined conditions. The predefined conditions can be based on one or more of the torque requirements, the braking status, and the gear selection. In some embodiments, the pull-away signal 240 is issued to the HV control unit 30 when there is a torque request, the braking status indicates that the vehicle 10's brakes are released, and a forward or reverse gear is selected, i.e., the gear is not neutral or park in the case of an automatic transmission.

[0041] In response to receiving the pull-away signal 240, the HV control 30 is configured to increase the voltage of the HV circuit 15. The voltage of the HV circuit 15 is also increased when a fault is present. That is, the voltage of the HV circuit 15 is increased from the voltage to which it was previously reduced by the shutdown. The voltage of the HV circuit 15 can be increased to its normal operating voltage. In some embodiments, while the fault detection unit 60 supplies the fault signal 65 to the HV control 30, the HV control 30 is able to increase the voltage of the HV circuit 15 depending on the receipt of the pull-away signal 240. In one embodiment, the HV controller 30 modifies or terminates the discharge signal 35 provided to the HV discharge controller 250, so that the HV discharge controller 250 no longer discharges the HV circuit 15, i.e.In some embodiments, the shunt to the HV ground is removed, which allows the voltage of the HV circuit 15 to increase. Since it has been recognized that the voltage of the HV circuit 15 can only pose a risk when the vehicle 10 is stationary, it is unproblematic to allow the vehicle 10 to move even when the fault is present. It has been determined that the vehicle's hood or access hatch is unlikely to be opened to allow access to the HV circuit 15 if the driver of the vehicle 10 intends to move the vehicle. Even in a semi-autonomous or autonomous vehicle, a module that provides the torque request is configured so that it does not provide the torque request if, for example, sensors indicate that people are near the vehicle or if, for example, the vehicle 10's hood is open.Furthermore, the movement of vehicle 10 can prevent vehicle 10 from becoming entangled.

[0042] Fig. Figure 300 illustrates a method according to an embodiment of the invention. Method 300 is a method for controlling the high-voltage circuit 15. Method 300 can be carried out by the high-voltage control unit 30, as described above.

[0043] Method 300 includes a step 310 for detecting a fault associated with the HV circuit 15. Step 310 may include the HV controller 30, which receives the fault signal 65. The fault message 65 indicates the fault associated with the HV circuit 15. In some embodiments, the fault message 65 indicates an open-circuit fault of the high-voltage circuit 15.

[0044] In step 320, the voltage of the HV circuit 15 is reduced. This voltage reduction occurs in response to the fault detection in step 310. The voltage of the HV circuit 15 is reduced from its normal operating voltage. The voltage of the HV circuit 15 can be reduced by configuring the HV control 30 to output the discharge signal 35 for discharging the HV circuit 15, with the HV discharge circuit 250 operating to discharge the HV circuit 15. The voltage of the high-voltage circuit 15 can be reduced to a safety voltage, such as a low voltage of, for example, 12 volts. However, in some embodiments, the safety voltage is essentially 0 V. Thus, in step 320, the HV circuit 15 is reduced to a voltage that is safe for the contact.Step 320 can be performed immediately after step 310 occurs, or if the vehicle 10 is moving at the time of step 310, step 320 can be performed as soon as the vehicle 10 comes to a standstill or stops.

[0045] Step 330 determines whether a torque request is received. The torque request is a request for propulsion or drive torque for the vehicle 10. The torque request can originate from the driver of the vehicle 10, from a driver assistance module of the vehicle, or from an autonomous driving module of the vehicle 10. The torque request can be determined depending on one or more conditions, including the presence of the torque request, where the brake status indicates that the brakes of the vehicle 10 are released and that a forward or reverse gear is selected (i.e., the selected gear is not neutral or parked in the case of an automatic transmission). Thus, step 330 determines whether the vehicle 10 is intended to be pulled away, either by the driver or a module of the vehicle. Step 330 can be performed by the HV controller 30, which receives the pull-away signal 240.If step 330 is determined to be positive, then procedure 300 proceeds to step 340. However, if the torque request is not received, the procedure remains at step 330; that is, procedure 300 shuts down or does not continue. During step 330, the voltage of HV circuit 15 is reduced.

[0046] In step 340, the voltage of the high-voltage circuit 15 is increased. The voltage of the HV circuit 15 is also increased during fault detection, as indicated by the persistence of fault message 65. The voltage of the HV circuit 15 can be increased to its normal operating voltage in step 340. Step 340 enables the operation of one or more components or systems supplied by the high-voltage circuit 15, such as motors 51 and 52. Thus, as a result of the torque request in step 330, the operating voltage of the HV circuit 15 is restored, allowing motors 51 and 52 to exert a driving force on the vehicle 10.

[0047] Step 350 determines whether vehicle 10 has stopped. If vehicle 10 stops, the procedure returns to step 320, at which point the voltage of the high-voltage circuit 15 is reduced. That is, until vehicle 10 comes to a standstill, the high-voltage circuit 15 is controlled to remain at operating voltage or high voltage, but after it stops, the voltage of the high-voltage circuit 15 is reduced to a safe voltage.

[0048] It should be noted that the embodiments of the invention make it possible to provide functionality dependent on the high-voltage circuit after the detection of a fault.

[0049] It should be noted that embodiments of the present invention can be implemented in the form of hardware, software, or a combination of hardware and software. Such software can be stored in the form of volatile or non-volatile memory, such as a storage device like a ROM, whether erasable or rewritable or not, or in the form of memory such as RAM, memory chips, devices, or integrated circuits, or on an optically or magnetically readable medium, such as a CD, DVD, magnetic disk, or magnetic tape. It should be noted that the storage devices and storage media are embodiments of machine-readable memory suitable for storing a program or programs that, when implemented, carry out embodiments of the present invention.Accordingly, embodiments provide a program containing code for implementing a system or method as required in a previous claim, and a machine-readable memory that stores such a program. Furthermore, embodiments of the present invention can be transmitted electronically over any medium, such as a communication signal transmitted via a wired or wireless connection, and embodiments that include these accordingly.

[0050] All features disclosed in this specification (including all related claims, abstractions and drawings) and / or all steps of a method or process disclosed so may be combined in any combination, unless the combinations are mutually exclusive and contain at least some of these features and / or steps.

[0051] The claims are to be interpreted not only as referring to the aforementioned embodiments, but also to all embodiments that fall within the scope of the claims.

Claims

[1] Method for controlling a high-voltage circuit (15) of a vehicle (10), comprising: Detecting (310) a fault associated with the high-voltage circuit (15); Reducing (320) a voltage of the high-voltage circuit (15) depending on the fault detection; Receiving (330) a torque request and, depending on this, increasing (340) the voltage of the high-voltage circuit (15), characterized by , that the voltage of the high-voltage circuit (15) is increased while the fault is present. [2] The method of claim 1, comprising: Determine (350) that the vehicle (10) is stationary; wherein the voltage of the high-voltage circuit (15) is reduced depending on the vehicle being stationary. [3] Method according to claim 1 or 2, wherein the voltage of the high-voltage circuit (15) is reduced starting from an operating voltage of the high-voltage circuit (15); optionally, the operating voltage of the high-voltage circuit (15) is at least 50V. [4] Method according to a preceding claim, wherein the voltage of the high-voltage circuit (15) is reduced to a safety voltage; optionally, the safety voltage is essentially 0V. [5] Method according to a preceding claim, wherein the torque requirement is a requirement for the drive torque for the vehicle (10). [6] Method according to a preceding claim, wherein the torque request originates from a driver of the vehicle or an autonomous driving module of the vehicle. [7] Method according to a preceding claim, wherein the fault is an open circuit fault. [8] Method according to a preceding claim, comprising reducing the voltage of the high-voltage circuit (15) according to the torque requirement depending on the detection of the standstill of the vehicle (10). [9] Method according to a preceding claim, comprising increasing the voltage of the high-voltage circuit (15) depending on the torque requirement and the fulfillment of one or more predetermined conditions. [10] Method according to claim 9, wherein one or more of the specified conditions include releasing a brake of the vehicle and / or attempting to engage a gear in the transmission of the vehicle. [11] High-voltage control (30) for a vehicle (10), comprising: Input means for receiving an error signal (65) indicating a fault associated with a high-voltage circuit (15); Output means for outputting a voltage control signal (35) for controlling a voltage of the high-voltage circuit (15); Input means for receiving a torque request signal indicating a torque request; Control means for receiving the fault signal and, depending on this, for controlling the output means for outputting the voltage control signal (35) in order to effect a reduction of the voltage of the high-voltage circuit (15); wherein the control means is configured to receive the torque request signal and, depending on this, to control the output means in order to output the voltage control signal (35) to cause an increase in the voltage of the high voltage circuit (15), characterized by , that the control means is set up to increase the voltage of the high-voltage circuit (15) while the fault signal (65) is being received. [12] High-voltage control (30) according to claim 11, wherein the control means is configured to output the voltage control signal (35) in order to reset the high-voltage circuit (15) to an operating voltage depending on the torque request signal. [13] High-voltage control (30) according to claim 11 or 12, wherein the control means is configured to output the voltage control signal (35) to effect the reduction of the voltage of the high-voltage circuit (15) starting from an operating voltage of the high-voltage circuit (15). [14] High-voltage control (30) according to one of claims 11 to 13, wherein the voltage of the high-voltage circuit (15) is reduced to a safety voltage. [15] High-voltage control (30) according to claim 14, wherein the safety voltage is equal to or less than 12V; optionally the safety voltage is essentially 0V. [16] High-voltage control (30) according to any one of claims 11 to 15, wherein the control means is configured to determine that the vehicle is stationary and to reduce the voltage of the high-voltage circuit (15) according to the torque requirement. [17] High-voltage control (30) according to any one of claims 11 to 16, wherein the control means is configured to increase the voltage of the high-voltage circuit (15) depending on the torque requirement and to receive a signal indicating that one or more predetermined conditions are met. [18] High-voltage control (30) according to claim 17, wherein one or more predetermined conditions include releasing a brake of the vehicle and / or a successful or other attempt to engage a gear in the transmission of the vehicle. [19] High-voltage system for a vehicle, comprising: a high-voltage circuit (15) that is electrically connected to a high-voltage source; a high-voltage control (30) according to one of claims 11 to 18; a high-voltage discharge control (250) which is arranged to receive the voltage control signal and to control the voltage of the high-voltage circuit (15) depending on it. [20] Vehicle (10) comprising the high-voltage control (30) according to any one of claims 11 to 18 or the system according to claim 19. [21] Computer software which, when executed by a computer, is configured to perform a method according to any one of claims 1 to 10. [22] Computer software according to claim 21, which is stored on a computer-readable medium.

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