WO2015104207A1

WO2015104207A1 - Method for charging a battery in a vehicle

Info

Publication number: WO2015104207A1
Application number: PCT/EP2014/079458
Authority: WO
Inventors: Andre Boehm; Andreas Lemke; Alfons Doerr; Christian Korn
Original assignee: Robert Bosch Gmbh
Priority date: 2014-01-10
Filing date: 2014-12-30
Publication date: 2015-07-16
Also published as: DE102014200315A1

Abstract

The invention relates to a method for charging a battery (14) in a vehicle (10, 10.1), comprising the following steps: a) initializing a charging process; b) providing driver-specific data that concern at least destinations and travel times, c) determining a target charge state as a function of the driver-specific data; and d) charging the battery (14) until the target charge state has been reached. The invention also relates to a computer program, a management system (16, 16.1), a vehicle (10, 10.1) and a charging station (20, 20.1) for carrying out the method according to the invention.

Description

Description Method for charging a battery in a vehicle Prior art

The invention relates to a method for charging a battery in a vehicle. The invention also relates to a computer program, a management system, a vehicle and a charging station, which are designed to carry out the method according to the invention.

Modern vehicles are increasingly powered by electricity. For this purpose, the vehicles are equipped with an electric motor, which is supplied by a rechargeable battery unit with electrical energy. For the integration of an electric drive in the drive train of a vehicle different concepts are known. So electric vehicles are based on a purely electric drive, with a battery is charged via an external power grid. Hybrid vehicles also include an internal combustion engine in addition to the electric motor. In this case, the battery of hybrid vehicles can be charged internally via a generator with excess energy of the engine. Other concepts, also known as plug-in hybrid electric vehicles (PHEV), also provide the option of using the external battery

Charge electricity. To charge the battery via the external power grid, electric vehicles or

Hybrid vehicles connected to charging stations. Such charging stations can be realized at parking spaces, for example in garages, or similar to the existing filling station system in the form of charging stations. The number of charging stations is currently still low. This means that drivers have to consider the range until the next charging option.

From US 201 1/202219 A1 a unit for processing information in the operation of electrically driven vehicles is known, wherein electrical energy between

Vehicles is transferred. Before discharging a battery of a first vehicle, locations are displayed to which the first vehicle after transmitting the electric Energy can move to a second vehicle. The locations are thereby determined from a quantity of the electrical energy to be transmitted, a resulting mobile route and map material. In addition to the availability of charging stations is to consider when charging the battery that a full charge can take several hours. With shorter charging times increases due to the necessary increased current of the wear in the battery. The battery ages faster. Therefore, there is a continuing interest in further improving the charging strategy for electrically powered vehicles.

Disclosure of the invention

According to the invention, a method for charging a battery in a vehicle is proposed, comprising the following steps: a) initializing a charging process, b) providing driver-specific data relating at least to travel destinations and driving times, c) determining a destination charging state as a function of the driver-specific data, and d) charging the battery until reaching the target charge state. The invention makes it possible to charge the battery in the vehicle so that a driver can reach his destinations and still does not lead to excessive aging in service life of the vehicle, the state of charge.

In one embodiment, initialization of the charging process may be accomplished by detecting a coupling between the vehicle and a charging station. For this purpose, the vehicle and the charging station may each comprise a charging element, via which electrical energy is transmitted. The connection for transmitting electrical energy may be formed as a wired or a wireless connection between the charging elements. For example, the charging elements can be designed as a charging connector, wherein the electrical energy is transmitted via a wired wire. To initialize the Charging is detected, for example, the mating of the charging connector.

Alternatively, there may be an inductive coupling of vehicle and charging station. Further alternatively, the charging elements on the vehicle side can be designed as a photovoltaic element and charging station side as a light source, wherein electrical energy is transmitted wirelessly via optical signals to the vehicle. To initialize the charging process, it is detected, for example, that an optical signal emitted by the light source of the charging station is received by the photovoltaic element on the vehicle. Further alternatively, an inductive coupling for wireless transmission of electrical energy is possible.

In another embodiment, the driver-specific data is provided as electronic data from a component-bound storage unit and / or from a mobile storage unit. The component-bound storage unit is bound to, for example, the vehicle or the charging station. Mobile devices such as smartphones or tablet PCs, USB sticks, memory cards or those that allow access to cloud servers are suitable as mobile storage units.

Furthermore, driver-specific data designate such data which concern at least travel destinations and travel times of one or more drivers of the vehicle. This can

especially calendar data. Thus, driver profiles can be stored on the memory unit, which can be retrieved, processed and / or changed with the aid of a driver identification. For example, the driver with the help of a man-machine interface of the vehicle or the charging station, such as a switch, a

Touchscreen or an input unit, the driver identification and thus determines the driver profile with the associated driver-specific data. So can

driver-specific data, such as calendar data, which are assigned to one or more drivers. If the vehicle is used by an unregistered driver, the function can also be deactivated. That is, no driver-specific data is provided, and the above-mentioned method is not performed.

In a further embodiment, the target charge state is determined from a demand-dependent energy that takes into account a total distance and an efficiency of the vehicle. In particular, the demand-dependent energy is determined from the product of the total distance and the efficiency. The efficiency refers to a quotient of range and consumed electrical energy. This depends on the vehicle side of factors such as Weight and drag, and on the road side of factors such as the amount of height difference, from. Furthermore, the efficiency depends on the design of the vehicle, for example, whether the vehicle is a hybrid vehicle with different

Operating points or a pure electric vehicle. The target charge state refers to the state of charge of the battery, which provides enough energy to cover the entire distance after charging with the vehicle can. The target charge state thus indicates the state of charge after charging the battery according to the

proposed method. If the target charge state is greater than the maximum charge state of the battery, the destination charge state can be set to the maximum possible or permitted

Charge state of the battery are set. In addition, in this case, a warning to the driver may be issued that the range is not sufficient for the total distance.

In a further embodiment, a location is determined from the driver-specific data at which a next charging process takes place or is to take place. The next charging process can indicate the charging process, which, in terms of time, directly follows the charging process currently being performed. The driver-specific data in particular include calendar data relating to future travel destinations and travel times. From the calendar data can be determined, for example, when the vehicle next time, so in terms of time immediately following the current charge to be performed, at a location with a charging station, such as in the local garage parked. In particular, such places may be considered as driver-specific data concerning

Usage behavior are provided, the places were previously used, ie in terms of time before the currently performed charging for loading. Additionally or alternatively, the driver can enter and / or enter locations of charging stations via a man-machine interface of the vehicle or the charging station, such as the switch, the touch screen or the input device, to which destinations of the calendar data there is a charging station which Driver can use.

In a further embodiment, the total distance is determined up to the location at which a next charging process takes place or is to take place. This can be card data

can be provided, and the driver-specific data can be correlated with the provided map data. For example, routes are calculated based on the destinations and the corresponding total distance is determined. Providing the

Map data, calculating the routes and / or determining the total distance can be implemented in a management system. Alternatively, the map data may be from a Navigation system, such as a navigation system of the vehicle, can be provided, which calculates the routes. The determination of the total distance can be implemented as a function in the navigation system, wherein the determined total distance via a communication link, such as a CAN bus, from the navigation system to the

Management system is transmitted.

Furthermore, the efficiency can be given as a constant value per kilometer which takes into account the factors mentioned above. Alternatively or additionally, the efficiency may be variable and determined taking into account the nature of the total distance. The demand-dependent energy E _bed ar _f is then determined in particular by the integral of a variable efficiency w (z) over sections dz. The variable efficiency w (z) is based, for example, on the nature of the total distance, such as the grade and the road surface quality. In particular, the soil friction and / or the height difference is taken into account in the calculation of the efficiency.

In a further embodiment, the destination load state is determined taking into account a security buffer. The destination load state with security buffer corresponds in particular to the sum of the destination load state and a percentage of the destination load state. The percentage can be 0 to 20%.

In a further embodiment, the target charge state is determined taking into account a predetermined optimum state of charge. The optimum state of charge indicates the state of charge, in which the aging effects in the battery are minimal. Optimal states of charge can be provided in the form of a table in which predetermined optimal states of charge are stored, for example as a function of the age of the battery. Optimal here is to be understood in the sense of the least possible calendar aging. For example, the higher the state of charge when parking, the stronger the calendar aging. Optimal states of charge can be determined, for example, in the context of aging experiments. If the optimum state of charge is greater than the determined target charge state, the battery is charged until the optimum state of charge is reached.

In a further embodiment, the driver-specific data relate to

Usage behavior of a driver, which is taken into account when determining the destination charge state. In particular, places are stored at which charging in the Past have been carried out. These are taken into account, for example, when determining the location at which the next charging process takes place or should take place. Additionally or alternatively, actual required charge states and the determined

Target load states stored in previous load operations. These can be taken into account when determining the destination load state in subsequent load operations. In particular, for charging operations with the same total distance, an actually required energy or a corresponding state of charge can be used as the destination charge state. Furthermore, a current state of charge can be taken into account. The current state of charge indicates the state of charge that the battery has before charging. In another embodiment, the battery is charged by the difference between the target charge state and the current charge state. According to the invention, a computer program is also proposed according to which one of the methods described herein is performed when the computer program is executed on a programmable computer device. For example, the computing device may be a module for implementing a management system of a vehicle or a charging station or a subsystem of the management system. The computer program may be stored on a machine-readable storage medium, such as a permanent or rewritable medium

Storage medium or in association with a computer device or on a portable storage medium such as a memory card, a removable CD-ROM, a DVD or a USB stick. Additionally or alternatively, the computer program on a

Computer equipment, such as a server or a cloud server, for downloading, e.g. over a data network, like the internet or a

Communication connection, such as a telephone line or a wireless connection.

According to the invention, a management system is proposed for carrying out the above-described methods, having the following components: a) a component for initializing a charging process, b) a component for providing driver-specific data which relate at least to travel destinations and driving times, c) a component for determining a destination charge state as a function of the driver-specific data, and d) a component for charging the battery until reaching the destination charge state.

The management system is preferably designed and / or set up to carry out the methods described above. In this case, the methods described above can be implemented as functions in the management system. The components of the management system are more preferably functional components that are not necessarily part of a single physical entity.

Furthermore, the management system can be implemented in a battery unit of the vehicle or in a control unit of the charging station. In the battery unit of the vehicle, the management system is designed, in particular, as a battery management system which, for example, comprises a subsystem for charging the battery according to the methods described above.

Further according to the invention, a vehicle and a charging station are proposed with the above-described management system. The vehicle can be a

Battery unit comprising a battery and the management system described above. The battery may further include one or more battery cells or

Include accumulator cells. Preferably, the battery can be connected to charging stations. The charging station may be connected to an external power grid and comprise a control unit with the management system described above. Preferably, the

Charging station with batteries of vehicles connectable.

Advantages of the Invention The invention makes it possible to carry out the charging process in a forward-looking manner, thereby minimizing the load on the battery and ensuring a long service life without impairing the comfort for the driver. If the battery is operated permanently below the full charge, this also has an effect on aging. So a fully charged battery ages faster than a half-charged battery. The battery is so charged that a Although the driver can reach his destinations, the state of charge does not lead to excessive aging in the service life of the vehicle.

In particular, the coupling of the charging strategy to driver-specific data enables a more efficient charging process. This way the charging process will be adapted to the driver specific

Adapted conditions. For example, a full charge is not necessary, as long as a lower state of charge than Zielladezustand sufficient for the route to be traveled. This saves the driver several hours of charging, for example during the night, and he can reach a state of charge in a short time, which is adapted to the routes to be traveled. This is particularly useful for commuters or occasional drivers, who usually travel short distances and thus get along permanently with less charge in the battery.

The proposed charging strategy thus not only protects the battery, but also saves time. Moreover, the target charge state can be selected to give optimum conditions with respect to the aging state of the battery. The battery is then minimally loaded and still provides the necessary energy to cover the route to be traveled. In addition, the charging strategy can be designed to be adaptive, whereby the accuracy in determining the destination charge state is increased.

Overall, the charging process is thus optimized by the predictive charging strategy so that the use of the vehicle and the aging of the battery are optimally matched. The proposed charging strategy increases the

Life of the battery without sacrificing comfort for the driver and can thus contribute to the acceptance of electrically powered vehicles.

BRIEF DESCRIPTION OF THE DRAWINGS Exemplary embodiments of the invention are illustrated in the figures and will be explained in more detail in the following description.

Show it: FIG. 1 shows an embodiment of a vehicle with a battery unit whose battery management system is designed to charge a battery via a charging station in accordance with the method according to the invention,

Figure 2 shows an embodiment of a charging station with a control unit, the

is configured to charge the battery of a vehicle according to the inventive method, and

3 shows a sequence of a method according to the invention in the form of a

Flowchart.

In the following description of the embodiments of the invention, the same or similar components and elements are denoted by the same or similar reference numerals, and in individual cases to dispense with a repeated description of these components or elements. The figures illustrate the subject matter of the invention only schematically.

DETAILED DESCRIPTION FIG. 1 shows an embodiment of a vehicle 10, 10.1 with a battery unit 12, 12.1, whose battery management system 16, 16.1 is designed to charge a battery 14 via a charging station 20, 20.1 in accordance with a method according to the invention, which with reference to FIG will be described in more detail. The vehicle 10, 10.1 may be configured as a plug-in hybrid vehicle or electric vehicle in which electrical energy from the battery 14, such as a lithium-ion or nickel-metal hybrid battery, is provided. For this purpose, the vehicle 10, 10.1 comprises a battery unit 12, 12.1 which, in addition to the battery 14, has a battery management system 16, 16.1. For charging the battery 14, the vehicle 10, 10.1 is coupled via a connection 18 for transmitting electrical energy to the charging station 20, 20.1. The connection 18 for transmitting electrical energy is, for example, wired

Connection with a charging cable or as a wireless inductive or optical connection between charging elements 26, 27 designed. Via a communication link 50, which may be implemented, for example, wirelessly or by wire between the charging station 20, 20.1 and the vehicle 10, 10.1, data between the Charging station 20, 20.1 exchanged to the battery unit 12, 12.1. Typically, the charging station 20, 20.1 is connected to an external power supply 22, which provides the electrical energy. To initialize a charging process, the battery management system 16, 16.1 comprises a unit 24, which recognizes that charging or transmission of electrical energy is possible. For example, the unit 24 for initializing the charging process can recognize that a charging element 26, such as a charging plug or an inductive or photovoltaic element on the vehicle 10, 10.1, is connected to a charging element 27 of the charging station 20, 20.1.

Furthermore, the battery management system 16, 16.1 comprises a unit 28 which, after initializing the charging process, determines a target charge state SOC _Z iei of the battery 14. The unit 28 for determining the destination load state SOC _Z iei is coupled to a vehicle-mounted memory unit 30 in which driver-specific data are stored. In particular, 30 calendar data are stored in the vehicle-mounted storage unit, which relate to destinations and driving times of a driver. In other embodiments, the

Memory unit 30 as a mobile storage unit, for example, on a smartphone or as a USB stick to be configured.

From the destinations and driving times is in the unit 28 for determining the

Target load state SOC _Z iei Determines a location where a next charge is or is to be executed. Subsequently, the determined location is transmitted to a navigation system 32 in the vehicle 10, 10.1. In the navigation system 32, a total distance is determined on the basis of the determined location and transmitted to the battery management system 16, 16.1. In this case, the unit 28 for determining the target load state SOC _Z iei and the

Navigation system 32, for example via a CAN bus (Control Area Network Bus) coupled together. Based on the transmitted from the navigation system 32

Total distance is finally determined the target load state SOC _Z iei in the unit 28.

The determined target load state SOC _Z iei is provided to a charge control and monitoring unit 34 which controls and monitors the charging so as to charge the battery 14 until reaching the target load state SOC _Z iei. In this case, the battery 14 is charged by the difference between the Zielladezustand SOC _Z iei and a current state of charge SOC _a ktueii the battery 14. The current state of charge SOC _a ktueii indicates the state of charge, which is given before performing the charging in the battery 14.

FIG. 2 shows an embodiment of a charging station 20, 20. 2 having a control unit 40, which is designed to charge a battery 14 of a vehicle 10, 10. 2 according to the method according to the invention, which will be described in more detail with reference to FIG.

The system of Figure 2 with the vehicle 10, 10.2 and the charging station 20, 20.2 substantially corresponds to that of Figure 1. In contrast to Figure 1, however, the method for charging the battery 14 in the control unit 40 of the charging station 20, 20.2 instead of

Battery management system 16, 16.2 of the battery unit 12, 12.2 implemented. For charging the battery 14, the vehicle 10, 10.2 is coupled via a connection 18 for transmitting electrical energy to the charging station 20, 20.2. The connection 18 to

Transmission of electrical energy is, for example, as a wired connection to a charging cable or as a wireless inductive or optical connection between

Loading elements 26, 27 configured. Via a communication link 50, which may be implemented, for example, wirelessly or by wire between the charging station 20, 20.2 and the vehicle 10, 10.2, data between the

Charging station 20, 20.2 exchanged to the battery unit 12, 12.2. Usually, the charging station 20, 20.2 is connected to an external power supply 22, which provides the electrical energy.

To initialize a charging process, the control unit 40 comprises a unit 42 which recognizes that charging or transfer of electrical energy is possible.

For example, the unit 42 for initializing the charging process can recognize that a charging element 26, such as a charging plug or an inductive or photovoltaic element on the vehicle 10, 10.2, is connected to a charging element 27 of the charging station 20, 20.2.

Furthermore, the control unit 40 comprises a unit 44 which, after initializing the charging process, determines a target charge state SOC _Z iei of the battery 14. The unit 44 for determining the destination charge state SOC _Z iei is coupled to a mobile storage unit 46, such as a smartphone or a USB stick, in which driver-specific data are stored. For coupling, the mobile storage unit 46 and the control unit 40 include

Interfaces 47, 48, between which data over a preferably wireless

Communication link 45, such as a WLAN (Wireless Local Area Network) or Bluetooth connection, to be transmitted. In particular, calendar data are stored in the mobile memory unit 46, which relate to driving destinations and driving times of the driver. In other embodiments, the memory unit 46 can also be used as a component-bound (possibly also wirelessly communicating) memory unit of the charging station 20, 20

Vehicle 10, 10.2 assigned.

From the destinations and driving times, the unit 44 determines to determine the

Target state of charge SOC _Z iei the next location at which a charging operation is carried out or will be. Subsequently, a total distance is determined on the basis of the determined location. For this purpose, in the memory unit 46 further maps deposited material from which the

Total distance is determined, in turn, the unit 44 via the wireless

Communication link 45 between the interfaces 47, 48 is provided. On the basis of the determined total distance, the destination charge state SOCziei is finally determined in the unit 44. In other embodiments, the map material can also be deposited in a storage unit 20, 20.2 associated storage unit.

The determined target charge state SOCziei is transmitted from the charging station 20, 20.2 to the battery unit 12, 12.2 via the communication link 50, which can be implemented, for example, wirelessly or by wire between the charging station 20, 20.2 and the vehicle 10, 10.2. The charge control and monitoring unit 34 associated with the battery management system 16, 16. 2 controls and monitors the charging operation on the vehicle side such that the battery 14 reaches the time of reaching

Target load state SOCziei is loaded. Thus, the battery 14 is charged by the difference between the target charge state SOCziei and the current charge state SOC _ak tueii. In other embodiments, the controller 40 may also control the charging process to charge the battery 14 until the target load state SOCziei is reached. In this case, the battery management system 16, 16.2 and in particular the unit 34 for controlling and monitoring the charging process monitors the battery 14 and transmits the data for controlling the charging process via the communication link 50 to the control unit 40 of the charging station 20, 20.2.

FIG. 3 shows a sequence 100 of a method according to the invention in the form of a

Flowchart. In a first step 102, the charging process is initialized. The initialization can be done automatically or by manual selection of the driver. Furthermore, the driver can be provided with further input options, such as aging-optimized charging, location-dependent charging or next charging options.

In a second step 104, driver-specific data, in particular

Calendar data, or from an input made by the driver determines at which place the next charging process is or should take place. It can be considered places that are visited according to the calendar data in the following days and in the vicinity of a charging station 20, 20.1, 20.2 is located.

If the location of the next charging operation is determined, in a third step 106, the total distance is determined up to the location at which a next charging process takes place or is to take place. For this, the calendar data is linked with map data. Furthermore, it is possible to consider data from previous loads. For example, the Zielladezustand SOC _Z iei and the energy actually required or the corresponding state of charge for different, already covered Stecken be stored. Thus, a learning algorithm is initialized which improves the accuracy for determining the target load state SOC _Z iei.

In a fourth step 108, a demand-dependent energy E _Be may be determined from the total distance determined or, equivalently, a demand-dependent charge Q _Be may be determined. In this case, in particular a route profile of the map data can be utilized in order to determine a variable efficiency E. Thus, poorly sourced roads with many inclines, such as mountain roads, consume more energy than flat well-preserved roads, such as a highway. The demand-dependent energy E _Be may or the equivalent demand-dependent charge Q _Be may arise

^E demand ⁼ ^ ^{z) dz> (1)} where w (z) denotes the variable efficiency and dz sections.

In a fifth step 110, the demand-dependent energy E _Be or equivalent to the demand-dependent charge Q _Be may be determined taking into account the current state of charge SOCaktueii of the target charge state SOC _Z iei. is ^ Requirements

C currently, the battery 14 is to be charged, and the target charge state SOC _Z iei is added

^SOC Zie,

If the destination charge state SOC _Z ie less than 100% of the battery capacity, a safety buffer s (stated in%) can also be included. The destination load state SOC _Z iei then results in:

SOC ₇ . _] = SOC _r . _j

Destination goal

In a sixth step 1 12, an optimal state of charge SOC ₀ t is determined on the basis of the determined target load state SOC _Z iei. Thus, for example, different values for SOC ₀ t can be stored in a table, which identify different optimum charge states SOC _Z iei. The optimum state of charge SOC ₀ t can be determined, for example, by means of experiments and tests relating to the calendar aging of the battery 14. Furthermore, the optimal state of charge SOC _0p t may be calculated from models involving wear of the battery 14 under various conditions.

In a seventh step 14, it is determined whether the target load state SOC _Z iei is greater or smaller than the optimum state of charge SOC ₀ t, where

SOC _target = ^ SOC _opt , SOC _J _ _el ). (5,

If the target charge state SOC _Z iei is greater than the optimum charge state SOC ₀ t, the target charge state SOC _Z iei remains unchanged. If the target charge state SOC _Z iei is smaller than the optimum charge state SOC ₀ t, the optimal charge state SOC ₀ t is set as the target charge state SOC _Z iei. In an eighth step 16, the battery 14 is charged until reaching the target charge state SOC _Z iei. Furthermore, the actual required state of charge of the battery 14 can be stored after executing the drive, ie during the next charging process or when parking the vehicle 10, 10.1, 10.2. These data can be read out of the memory unit 46, 30 in a subsequent determination of the target load state SOC _Z iei and taken into account in the renewed determination of the target load state SOC _Z iei. In particular, it can be taken into account in the next charging process whether there is more residual charge at the point of arrival than is required, and whether a smaller destination charge state SOCziei makes sense for reasons of age in the next charging process.

The method described above can be implemented in the battery management system 16, 16.1 of FIG. 1 and / or in the charging station 20, 20.2 of FIG. The invention is not limited to the embodiments described herein and the aspects highlighted therein. Rather, it is within the scope of the appended claims

A large number of modifications are possible within the scope of the expert action.

Claims

Claims 1. Method for charging a battery (14) in a vehicle (10, 10.1, 10.2) comprising the following steps: a) initializing a charging process, b) providing driver-specific data relating at least to travel destinations and driving times, c) determining a destination charging state as a function of the driver-specific data, and d) charging the battery (14) until reaching the destination charge state.

2. The method according to claim 1, characterized in that the Zielladezustand is determined from a demand-dependent energy, which takes into account a total distance and an efficiency of the vehicle (10, 10.1, 10.2).

3. The method according to claim 2, characterized in that from the

driver-specific data, a location is determined at which a next charge is or should take place and the total distance is determined up to the place where the next charge is or should take place.

4. The method according to any one of claims 1 to 3, characterized in that the Zielladezustand is determined taking into account a security buffer.

5. The method according to any one of claims 1 to 4, characterized in that the Zielladezustand is determined taking into account a predetermined optimum state of charge.

6. The method according to any one of claims 1 to 5, characterized in that the driver-specific data additionally relate to a user behavior of a driver, which is taken into account when determining the Zielladezustandes.

7. The method according to any one of claims 1 to 6, characterized in that the battery (14) by the difference between the Zielladezustand and a current

Charging state is charged.

8. Computer program according to which a method according to one of claims 1 to 7 is performed when the computer program on a programmable

Computer device is running.

9. Management system (16, 16.1, 40) for carrying out the method according to one of claims 1 to 7 with at least the following components: a) a component (24, 42) for initializing a charging process, b) a component (30, 46) for Providing driver-specific data concerning at least travel destinations and driving times, c) a component (28, 44) for determining a destination charge state as a function of the driver-specific data, and d) a component (26, 27) for charging the battery (14) to to reach the

Target state of charge.

10. vehicle (10, 10.1) equipped with a management system (16, 16.1) according to claim 9.

1 1. Charging station (20, 20.2) equipped with a management system (40) according to claim 9.