CN106938613A - 充电策略 - Google Patents

充电策略 Download PDF

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Publication number
CN106938613A
CN106938613A CN201611059548.9A CN201611059548A CN106938613A CN 106938613 A CN106938613 A CN 106938613A CN 201611059548 A CN201611059548 A CN 201611059548A CN 106938613 A CN106938613 A CN 106938613A
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CN
China
Prior art keywords
route
fuel
converter
storage device
energy storage
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Granted
Application number
CN201611059548.9A
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English (en)
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CN106938613B (zh
Inventor
P.古特鲁夫
J.戈尔纳
M.马丁
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Magna Steyr Automotive Technologies
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Steyr Daimler Puch Fahrzeugtechnik AG and Co KG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/28—Conjoint control of vehicle sub-units of different type or different function including control of fuel cells
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
    • G01C21/3469—Fuel consumption; Energy use; Emission aspects
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
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    • G01C21/36—Input/output arrangements for on-board computers
    • G01C21/3605—Destination input or retrieval
    • G01C21/3614—Destination input or retrieval through interaction with a road map, e.g. selecting a POI icon on a road map
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
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Abstract

一种用于对于车辆或借助于车辆确定和可选地附加实现最佳路线的方法，其中该车辆包含转换器和具有能量存储设备的电驱动系统，其中该转换器能借助于燃料操作，其中能通过转换器对电驱动的能量存储设备充电，包括步骤：‑由用户提供目的地Z，‑确定从当前位置A到目的地Z的一条或多条可能路线，其中，取决于在当前位置A和目的地Z之间的区域中的燃料的燃料补给站和充电站两者的地理位置，确定所述一条或多条路线，‑借助于从所确定的可能路线中进行选择，来设置最佳路线，‑借助于方便地操作转换器，可选地实现最佳路线，以便当沿着最佳路线驾驶时，对能量存储设备充电。

Description

充电策略
技术领域
本发明涉及用于对于车辆或者借助于车辆确定和可选地附加实现最佳路线的方法，其中，车辆包含转换器和具有能量存储设备的电驱动系统，其中能借助于燃料来操作该转换器，其中能通过转换器对电驱动的能量存储设备充电。
背景技术
正如人们亲身所知，具体地讲，例如，借助于诸如GPS(全球定位系统)导航系统中所使用的导航系统，支持用于确定最佳路线的方法，以便向系统的用户，具体地讲，向车辆的驾驶员提供或者建议到预定目的地的至少一条适合的路线。
已知的是，当计划旅行时，电动车辆需要考虑用于电动车辆的能量存储设备充电的充电站的位置。例如，DE 10 2011 108 381 A1公开了一种针对电动车辆的的方法，以便输出有关其中能使用电动车辆抵达旅行目的地的整个区域的信息。为此，初始确定这样一个开始区域：在不使用能量再充电的情况下，基于所述车辆的能量存储设备的常规(prevailing)充电状态，使用电动车辆，从电动车辆的当前位置能抵达所述开始区域的界限。然后在所述开始区域中确定电动车辆的充电站的位置。
短语“借助于车辆实现路线”(其中，车辆包含电驱动系统和转换器)被理解为：操作车辆的电驱动和转换器，以沿相关路线驾驶，其中，为了适当地，具体地讲，为了经济地沿所述路线行驶，接通和关断电驱动系统和转换器和/或能利用较高或者较低的功率对它们加以操作。也将这种类型的用于实现路线的方法称为操作策略，具体地讲，将其称为与距离相关的操作策略，或者将其称为充电策略，具体地讲，将其称为与距离相关地对车辆充电的策略。
一种车辆包含具有能量存储设备的电驱动系统和转换器，其中能借助于燃料操作转换器，其中能通过代表所谓“行程延伸器”的转换器对电驱动的能量存储设备进行充电。换句话说，“转换器”代表能将包含在燃料中的非电能至少部分地转换为电能的能量转换器。例如，能通过电驱动系统主要或者排他地提供这种类型的车辆的驱动。为了向电驱动系统的能量存储设备充电的目的，能在任何情况下使用转换器，以便由此在低电功率的情况下增加车辆的行程。取决于转换器的类型，也可能通过转换器直接驱动车辆，或者通过借助于该转换器所提供的能量直接驱动车辆。
例如，转换器能够是耦合于发电机或者燃气轮机的内燃机。将使用氢或者另一合适燃料所操作的燃料电池用作转换器也是人们所熟悉的。
特别是，对于具有燃料电池驱动的车辆，合适路线的选择以及智能充电策略的实现特别有利，但也特别具有挑战性，因为当前可得的氢燃料补给站的充电基础设施具有大间隙，而且燃料电池的功率和动力对于直接驱动车辆是有限的。另一方面，与电能存储设备相比，能够明显更快地为氢存储设备进行填充或者燃料补给，这也为将来具有更好构造的燃料补给站网络的情况提供了优点。而且，可能按零排放方式，特别是也能够按零噪音方式操作燃料电池，例如向电能存储设备充电，结果，使传送或者重新分配能量的场景成为可能，该场景对于其它转换器将是不可能的或者是不太方便的。
发明内容
本发明的目的是，提供一种用于对于车辆或借助于车辆确定和可选地附加实现最佳路线的方法，其中，该车辆包含转换器和具有能量存储设备的电驱动系统，其中，能借助于燃料操作转换器，其中能通过转换器向电驱动的能量存储设备充电，使得考虑两种能量存储设备的不同特征，并且能够提出或者成功地跟随一条经济上合算的路线。
通过一种用于对于车辆或借助于车辆确定和可选地附加实现最佳路线的方法实现所述目的，其中该车辆包含具有能量存储设备的电驱动系统和转换器，其中能借助于燃料操作转换器，其中能通过转换器向电驱动系统的能量存储设备充电，所述方法包含下列步骤：
-由用户，具体地讲是借助于HMI(人机接口)，提供目的地，
-确定从当前位置到目的地的一条或多条可能路线，其中，取决于在当前位置和目的地之间的区域中的燃料的燃料补给站和充电站两者的地理位置，确定所述一条或多条路线，
-借助于从所确定的可能路线中进行选择，来设置最佳路线，其中，该选择能优选由用户执行、或者还能在没有用户参与的情况下自动执行，
-借助于方便地操作(换句话说，接通和关断)转换器，可选地实现最佳路线，以便当沿着最佳路线驾驶时，对能量存储设备充电。
根据本发明，具体地讲，通过借助于GPS导航系统特别借助于使用对应位置坐标，来提供转换器的充电站以及燃料的燃料补给站两者的位置，以便计算到预定目的地的可能路线。具体地讲，在考虑了诸如估计的旅行时间、包括所花必要额外时间(充电时间或者燃料补给时间)的充电/燃料补给可能性、常规的燃料供给、常规的填充液面情况下相应驱动系统的行程、可能的罐容、相应路线上可能的消耗、所述路线的特征、以及中间位置和结束位置的附加数据之后所确定的可能的路线能向用户显示、预先选择、并由此按受限的方式向用户显示，或者也能按全自动方式加以估计，以便从所确定的可能够路线中选择最佳路线。
根据本发明的术语“燃料”不指代电流，而指代物质，通常指液态或者气态物质。具体地讲，转换器能够是氢驱动系统，并且燃料可以是氢。
能使用根据本发明的方法考虑两种能量存储设备的不同特征，并且能提出或者跟随经济上合算的路线。于是，取决于能源，可能会影响旅行时间和/或旅行开销。如果借助于电驱动系统专门提供驱动，则能针对借助于转换器的纯驱动，降低旅行开销，例如，在高燃料价格的情况下，然而，由于较长的充电时间，旅行时间增加。
优选的是，取决于所呈现的(电或者燃料)充电系统的可用充电功率和/或可能的燃料补给站处的压力水平和/或可能的充电站处的充电功率和/或所讨论的能量存储设备的其它系统限制，确定所述路线。并非每一个充电站能在任何特定时刻都提供足够的能量。因此，当选择充电站路线时，必须考虑充电站处可得的充电容量对于车辆是否也足够，或者在具有较大充电容量的另一个充电站处是否能够更快地对电池充电。如果将车辆中的燃料传送到压力罐中，则当选择燃料补给站路线时必须考虑：对于相应的燃料，燃料补给站处的可得压力。例如，如果燃料补给站处的压力远低于位于车辆中的罐式容器的标准压力，则车辆的行程受到限制。如果燃料补给站处的罐压太高，则可能不能为车辆补给燃料。
优选的是，所确定的可能的路线包含针对燃料的燃料补给站的优先使用所优选的至少一条路线和/或针对充电站的优先选用所优选的至少一条路线。具体地讲，优选的是，向系统的用户建议一条路线，所述路线优先选择为填充转换器的燃料的停车点，所述燃料最好是氢，并且建议优先选择充电的路线。用户能从这两条所建议的路线中选择从其角度来看最佳的路线，例如，能提供最佳开销优选的或者最佳时间优选的路线。
因此，优选的是，借助于HMI向用户显示或者建议所确定的可能路线，具体地讲，是两条可能路线，其中，建议针对燃料的燃料补给站的优先使用所优选的至少一条路线，并且建议针对充电站的使用所优选的至少一条路线。
能够由用户(换句话说，具体地讲，由车辆的驾驶员或者乘客)从所确定的路线中选择最佳路线，或者也能够借助于所述方法自动地或者半自动地进行选择，其中，能特别向用户推荐一条路线。
如果路线为针对燃料的燃料补给站的优先使用所优选的路线，换句话说，如果优先使用氢补给燃料的路线，则能按这样的方式实现最佳路线：尽可能激烈(intensely)地使用转换器，以当到达燃料补给站时，使燃料的填充液面尽可能低，具体地讲，当到达指定的燃料补给站时，燃料箱几乎为空。例如，转换器的激烈使用能包括激烈地向能量存储设备充电，同时跟随所述路线，例如，还附加地使用转换器来驱动车辆。
在最佳路线为针对充电站的优先使用所优选的路线的情况下，换句话说，在优先用电力充电的路线的情况下，能按这样的方式实现最佳路线：尽可能激烈地使用电驱动系统，以当到达充电站时，使能量存储设备的充电状态尽可能低，其中，在这一情况下，“尽可能低”能意指达到了所定义的较低的能含量，因为能量存储设备的完全放电不利于所述能量存储设备。
能取决于能量存储设备的常规的充电状态(SOC)和/或针对转换器的燃料的常规的填充容量，来确定可能路线，并且能考虑到达用于燃料和/或用于电流的充电站和/或燃料补给站的能力。
在路线的行驶过程期间和/或在目的地处能取决于排放要求确定可能的路线。例如，能考虑可能在具有零排放规定的建筑物或者城市中使用转换器。也能取决于可能的相继路线确定可能的路线，例如，为此目的，能考虑先前已经跟随的路线。
能按这样的方式实现最佳路线：具体地讲，如果在目的地处能量存储设备的充电状态为低，则在到达目的地之后，具体地讲，当停下车辆时，操作转换器，以向能量存储设备充电。
根据本发明，一种车辆能包括转换器、控制单元以及具有能量存储设备的电驱动系统，其中能借助于燃料操作转换器，其中能通过转换器向电驱动系统的能量存储设备充电，其中能将控制单元配置为执行以上所描述的方法。
附图说明
以下，参照附图，通过示例描述本发明。
图1概要性地说明了能借助于根据本发明的方法确定与实现的最佳路线。
图2概要性地说明了能借助于根据本发明的方法确定与实现的替换最佳路线。
图3概要性地说明了根据本发明的用于为车辆确定与实现最佳路线的方法的过程图。
具体实施方式
图1和图2概要性地说明能借助于根据本发明的方法确定与实现的两条可能的最佳路线。
参照假想(fictitious)路线距离F解释根据本发明的方法。提供使用氢(H2)操作为车辆的转换器的燃料电池。
车辆的驾驶员希望行驶从作为开始位置和当前位置A的慕尼黑中央站至作为目的地Z的卡尔斯鲁厄中央站的路线距离F。由于车辆的行程不足以覆盖路线距离F的整个距离，所以必须补给氢燃料或者电能。在所述示例中，为此目的，在开始点S(换句话说，在慕尼黑)之后204km的、慕尼黑和卡尔斯鲁厄之间存在用于补给氢燃料的燃料补给站TW。如果车辆行驶至这一补给站，则至目的地Z、卡尔斯鲁厄中央站的整个旅程变为306km。而且，在慕尼黑中的开始点S之后的218km的斯图加特中存在充电站TS。当行驶至这一充电站TS时，至目的地的整个旅程变为294km。
因此，根据本发明的方法向用户建议了对两种补给可能性进行差别优先次序区分的两条所确定的路线，换句话说，是用于操作驱动系统的两种不同的可能能量形式。由驾驶员进行最终要实现的最佳路线的选择。所确定的第一路线优先选择氢补给，图1中对此进行了说明。所确定的第二路线优先选择充电，图2中对此进行了说明。
借助于根据本发明的方法、按下述方式确定图1中所说明的、优先补给氢的路线：对所述路线进行优选，以便可能在开始点和目的地之间的区域中存在的为数不多的氢燃料补给站尽可能多地进行氢补给，以获得车辆的最大行程。将电驱动系统的能量存储设备用作缓冲存储设备，以能够临时存储氢能量。如果氢燃料补给站位于车辆的行程之内，则尽可能完全地补给氢。为此目的，在第一时间周期中，车辆仅通过电驱动驾驶，而且燃料电池不操作，或保持去激活。在相继的第二时间周期中，最初使用车辆和可能的额外单元的驱动所需的较低或者最小功率操作燃料电池，从而使所存储的电驱动的能量(电池SOC)保持在恒定的水平上。在相继的第三时间周期中，使用高于车辆和可能的额外单元的驱动所需功率的功率操作燃料电池，并且使用通过氢获得的能量的其余能量为电能存储设备充电。当到达氢燃料补给站TW时，氢燃料箱为空，从而能够使用尽可能多的氢为燃料箱进行补给，即整个氢燃料罐容积(H2 SOC)。当到达氢燃料补给站TW时，经由燃料电池、借助于上述充电过程，对电存储设备(电池SOC)进行完全充电。按这样的方式确定时间周期之间的过渡：在所计划的中间站‘氢燃料补给站TW’处，氢燃料罐为空(H2 SOC)，并且电能存储设备(电池SOC)被尽可能充分地充电。在离开氢燃料补给站TW之后，仅使用电能驾驶车辆至目的地Z，并且不操作燃料电池，因为在目的地处，氢燃料补给站不可得。
如果在低充电状态(电池SOC)下已经到达目的地Z、并且经由充电站的外部充电过程不可能，则车辆借助于氢驱动提供电存储设备的零排放充电过程的功能。能在停车状态P下在任何地方执行充电过程，甚至是在封闭的空间中。在下一旅程开始时，驾驶员应具有足够高的电池充电状态(电池SOC)。
在图2中所说明的路线以及优先充电的情况下，通过根据本发明的方法、按这样的方式选择路线距离F：在作为中间站的所定义的充电站TS处电池为空，或者，最好充电的状态(电池SOC)处于所定义的下阈值，以使电流的最大放电成为可能。
为此目的，在第一时间周期中，使用电驱动车辆，而不操作或者激活燃料电池。接下来，在第二时间周期中，使用氢驱动系统，以在旅行期间向电驱动(电池SOC)的电能存储设备充电，使得完全能够到达中间站充电站TS。当到达充电站TS时，充电状态(电池SOC)处于所定义的最小阈值，氢燃料罐(H2 SOC)部分为空，而且当前不能够补给燃料。能在充电站TS处进行电流的充电。在离开充电站TS之后，专门通过电驱动来驱动车辆，不操作燃料电池。当到达目的地Z时，例如，能借助于目的地停车场Z处的电流充电可能性对电能存储设备(电池SOC)进行充电。如果这样的充电可能性不存在，则也可以停止操作燃料电池，以提高能量存储设备的充电状态。
如果驾驶员选择补给氢的路线(图1)，则路线距离增加12km。然而，在几分钟内用氢为车辆补给燃料。如果选择充电的路线(图2)，则整个距离减少至294km。但是，旅行时间被增加该充电时间，该充电时间取决于电池的充电类型和充电功率会持续数小时。因此，根据本发明的方法的用户能在两个优先次序之间进行选择，并且在适当时，能选择较长路线以便实现更短旅行时间。
最后，图3说明了根据本发明的用于为车辆确定与实现最佳路线的方法的过程图。
取决于可得能量(电池充电状态和H2罐填充液面状态)，从而取决于车辆能够行驶的行程(H2最大行程、电最大行程、总行程)、以及目的地(驾驶员请求导航目的地)以及所以路线长度、旅程的持续时间(距离‘’持续时间)以及可能在路线上或者目的地处可得的燃料补给的可能性(路线上的燃料补给和充电的可能性)，根据本发明所说明的方法基于是否能够在不执行燃料补给过程的情况下到达目的地的疑问，最初对使用基于路线的充电策略的必要性(图3，左下方区域)加以决定。如果由于所存在的燃料足以到达目的地、以及电流和/或氢的充分的再充电过程对于相继的操作在目的地处是可能的、所以基于路线的充电策略是不必要的，则使用车辆中实现的“正常的”不与路线相关的策略(正常策略)实现所述路线，换句话说，使用不取决于可能的充电站/燃料补给站的位置的操作策略(图3，右下方区域)。
然而，例如，如果针对车辆常规行程导航的目的地太远或者在目的地处无充电的可能性或者补给燃料的可能性，则选择基于路线的充电策略，从而取决于当前位置和目的地之间的区域中的氢燃料补给站和充电站两者的地理位置，来确定可能的路线(图3，左上方区域)。
考虑到所计算的总旅行时间(路线的持续时间)、潜在的充电可能性/燃料补给可能性(燃料补给站)的可得性和位置以及所计算的能量开销(能量开销)，这向驾驶员提供对氢燃料补给过程和再充电过程两者排列优先次序的路线推荐和/或路线，用于从(路线推荐、H2燃料补给路线、充电路线)选择。
当驾驶员进行选择(驾驶员请求)时，将路线传送到导航系统(导航)，并将为此目的实现所述路线所计算的充电策略传输到操作策略(操作策略)(图3，右侧区域)。
附图标记的列表
F 路线距离
P 停车时间
A 开始位置、当前位置
Z 目的地
TW 氢燃料补给站
TS 充电站
SOC 充电状态

Claims (11)

1.一种用于对于车辆或借助于车辆确定和可选地附加实现最佳路线的方法，其中该车辆包含转换器和具有能量存储设备的电驱动系统，其中该转换器能借助于燃料操作，其中能通过转换器对电驱动的能量存储设备充电，
其特征在于，
-由用户提供目的地Z，
-确定从当前位置A到目的地Z的一条或多条可能路线，其中，取决于在当前位置A和目的地Z之间的区域中的燃料的燃料补给站和充电站两者的地理位置，确定所述一条或多条路线，
-借助于从所确定的可能路线中进行选择，来设置最佳路线，
-借助于方便地操作转换器，可选地实现最佳路线，以便当沿着最佳路线驾驶时，对能量存储设备充电。
2.根据权利要求1所述的方法，
其特征在于，该转换器为燃料电池，并且该燃料为氢。
3.根据权利要求1所述的方法，
其特征在于，所确定的可能路线包含对于燃料的燃料补给站的优先选用所优化的至少一条路线和/或包含对于充电站的优先选用所优化的至少一条路线。
4.根据权利要求1所述的方法，
其特征在于，向用户显示所确定的可能路线，特别是对于燃料的燃料补给站的优先选用所优化的至少一条路线和对于充电站的优先选用所优化的至少一条路线，还特别优选为推荐路线。
5.根据权利要求1所述的方法，
其特征在于，由用户从所确定的路线中选择最佳路线。
6.根据权利要求1所述的方法，
其特征在于，如果最佳路线是对于燃料的燃料补给站的优先选用所优化的路线，则按这样的方式实现最佳路线，以尽可能剧烈地使用转换器，使得当到达燃料的燃料补给站时，燃料的填充液面尽可能低。
7.根据权利要求1所述的方法，
其特征在于，如果最佳路线是对于充电站的优先选用所优化的路线，则按这样的方式实现最佳路线，以尽可能剧烈地使用电驱动系统，使得当到达充电站时，能量存储设备的充电状态尽可能低。
8.根据权利要求1所述的方法，
其特征在于，取决于能量存储设备的常规的充电状态和/或燃料的常规的填充液面，来确定可能的路线。
9.根据权利要求1所述的方法，
其特征在于，取决于目的地处的排放要求，确定可能的路线。
10.根据权利要求1所述的方法，
其特征在于，按这样的方式实现最佳路线，使得在到达目的地之后，操作转换器，以便对能量存储设备充电。
11.一种车辆，包含具有能量存储设备的电驱动系统、转换器以及控制单元，其中能借助于燃料操作转换器，其中能通过转换器对电驱动系统的能量存储设备充电，其中该控制单元被配置为执行根据权利要求1所述的方法。
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