CN113442790A

CN113442790A - Method for operating a vehicle electrically driven by means of a battery, and vehicle having a battery and a control unit

Info

Publication number: CN113442790A
Application number: CN202110311594.8A
Authority: CN
Inventors: R·施特拉塞尔
Original assignee: Audi AG
Current assignee: Audi AG
Priority date: 2020-03-25
Filing date: 2021-03-24
Publication date: 2021-09-28
Also published as: DE102020108268A1

Abstract

The invention relates to a method for operating a vehicle (1) which is electrically driven by means of a battery (2). The following steps are carried out for this purpose: determining a current state of charge of the battery (2) (S1); determining a location (3) where the vehicle (1) is expected to park (S2); determining a temperature at the site (3) (S4); a future state of charge of the battery (2) at the end of the predefinable parking period is predicted on the basis of the determined temperature and the current state of charge (S5). The invention also relates to a vehicle (1) having a battery (2) and a control unit (8) for carrying out the method.

Description

Method for operating a vehicle electrically driven by means of a battery, and vehicle having a battery and a control unit

Technical Field

The invention relates to a method for operating a vehicle electrically driven by means of a battery by determining a current state of charge of the battery. The invention also relates to a vehicle having a battery and a control unit.

Background

Document DE 102011004357 a1 describes a method for operating an energy storage device for supplying electrical energy to a vehicle having a hybrid drive, wherein the energy storage device is charged by an internal combustion engine and/or by vehicle kinetic energy during braking via an electric machine acting as a generator, and the charging of a charging device of the energy storage device for supplying the electric machine and/or electronic components of the vehicle is carried out in such a way that the energy storage device is operated at a current state of charge between a high state of charge and a low state of charge. The low charge state and/or the current charge state of the energy store can be controlled as a function of the measured current or average temperature and/or the current date and/or time of day.

Document DE 102015108989 a1 describes the display of a drop in battery capacity. Thereby providing the user with information relating to the vehicle state and the battery state based on the environment and the manner of use of the vehicle. The user can learn the effect of vehicle usage and environmental factors on the state and capability of charge storage of the vehicle battery. This is intended to change user behavior in order to improve battery performance. As environmental factors, for example, ambient temperature, estimated energy consumption and parking time can be taken into account here.

Document DE 102015208758 a1 describes an electric vehicle operating mode for managing the battery capacity. Systems and methods for controlling battery state provide techniques for supporting management of battery capacity and battery life under different environmental, operating, and storage conditions. Dynamically managing an expected battery state of charge based on one of a plurality of parameters in combination with usage patterns and environmental conditions, such as charge/discharge patterns, state of charge, and/or temperature during storage, may extend the life of the battery.

Known systems and methods generally include the capability to identify the state of charge of a vehicle battery. It is also described how the life of the battery is determined according to different factors. It is disadvantageous here that the existing parameters, such as user behavior, temperature and memory, do not directly influence the behavior pattern of the user with regard to the charging behavior of the battery in the motor vehicle.

Disclosure of Invention

The object of the present invention is therefore to provide a method for operating a vehicle which is electrically driven by means of a battery, in which a state of charge which is below a predetermined level, i.e. a so-called breakdown, is to be avoided. Furthermore, it is an object of the invention to provide a corresponding vehicle with a battery and a control unit.

The above object is achieved by a method for operating a vehicle driven electrically by a battery according to the independent claim and by a vehicle having a battery and a control unit according to the independent claim.

Advantageous refinements of the invention are described by the dependent claims, the following description and the figures.

Method for operating a vehicle driven electrically by means of a battery, comprising the following steps:

determining the current state of charge of the battery,

determining where the vehicle is expected to be parked,

determining the temperature at the site,

predicting a future state of charge at the end of the predefinable parking period on the basis of the determined temperature and the current state of charge.

A method for operating a vehicle electrically driven by means of a battery is thus provided, which optionally avoids a drop below a defined threshold value of the battery. So-called breaking down of the electric vehicle can thereby be avoided. For this purpose, the current state of charge can be determined and the future state of charge of the battery can be predicted according to specific parameters which have an influence on the state of charge. Depending on the future state of charge and the location at which the vehicle is expected to park, the range of the vehicle, and therefore the closest charging station in the range, may be determined based on the future state of charge.

In the method, the state of charge of a vehicle battery is determined. It is also proposed to determine the location where the vehicle is expected to park. The location (also referred to below as parking location) may be a geographical location, for example an address. Parking locations may also include circumstances such as whether the vehicle is parked in an underground garage, a garage, or in an open area.

In a next step, it is provided that the temperature at the parking point is determined. In particular, it can be provided that the determined temperature is the ambient temperature of the vehicle. The temperature may also be a temperature that allows the cooling performance of the battery to be inferred. The temperature may be determined according to the parking spot. The temperature may also be different at the same geographic location because the temperature in an open air area may be different than the temperature in an underground garage.

In a further step, it is provided that a future state of charge of the battery can be predicted from the temperature determined in the preceding step. In particular, the state of charge of the battery at the end of a predefined parking period is predicted. The vehicle may be parked by the user at a previously determined location, for example. Both the distance from the parking point and the length of the parking time have an effect on the state of charge. The parking time can influence the state of charge, in which the state of charge decreases during the parking time due to the self-discharge of the battery and possibly also the operating consumers on the vehicle. In particular, the state of charge or the self-discharge of the battery is also dependent on the determined temperature.

This has the advantage that the future state of charge of the battery can be predicted from the previously determined parameters relating to the state of charge of the battery. This enables the vehicle user to obtain information about the state of charge of his vehicle at the end of the parking period before reaching the parking spot and to take corresponding actions in advance if necessary.

For example, it may be provided that the current state of charge of the battery is already determined during use of the vehicle. Based on the prediction of the parking spot, not only the distance to the parking spot, but also the ambient temperature at the parking spot can be determined. Based on these parameters, the future state of charge of the battery at the time of arrival at the parking point and at the end of the parking period can be predicted already during use of the vehicle. By providing such information to the vehicle user, the vehicle user can decide whether charging of the vehicle will be required prior to parking.

An advantageous embodiment provides that the temperature is a battery temperature of the battery.

The determination of the battery temperature enables a more accurate prediction of the future state of charge of the battery. In particular, temperature-dependent self-discharge of the battery can be determined more precisely thereby.

This has the advantage that the future state of charge of the battery at the end of the predefinable parking period can be predicted more accurately. In particular, the possible hysteresis of the cooling behavior of the battery with respect to the ambient temperature can also be taken into account by determining the battery temperature.

An advantageous embodiment provides that the closest charging station or charging stations are determined based on the current state of charge and/or the future state of charge as a function of the location and the range of the vehicle.

By determining the current state of charge and/or the predicted future state of charge, the range of the vehicle may be determined. Given the parking location of the vehicle and the determined range of the vehicle at the parking location, the closest charging station or stations in position can be determined. This means that the range of the vehicle can be changed, so that the nearest charging station or stations that can be reached can also be changed. For example, the closest charging station in position may change based on the driving range. In particular, if the driving range of the vehicle is reduced, the number of charging stations that can be reached (which may also be the closest charging stations) is also reduced. For example, due to long parking times, a future state of charge may be reduced, which also results in a reduction in the range, so that, for example, only the closest charging station in the range can be reached.

By informing the user of the closest charging station already during the use of the vehicle, depending on the parking location and the driving range at the expected parking location at the end of the parking period, the user is better able to plan and manage energy. The user can notice in advance whether the vehicle or the battery still has sufficient capacity to reach the charging station at the end of the parking period.

An advantageous embodiment provides that, if no charging station can be reached at the current and/or future state of charge, the service provider is contacted to request a decision by the user as to whether to charge the battery, and that the service provider is contacted and information is transmitted at least relating to the end of the predeterminable parking time, the location and the current and/or future state of charge.

The determination of the closest charging station in position from the parking location and the driving range also yields: no charging station can be reached based on the future or current state of charge. In this case, it may be provided that the user is informed and a decision of the user is requested as to whether to contact a service provider for charging the battery. The facilitator may then be contacted at the user's discretion. The contacting may further include: information relating to the end of a predefined parking time and the current and/or future state of charge at the location is autonomously transmitted.

This has the advantage that the user can contact the service provider if necessary, if he is not scheduled to stay for a long time and therefore the state of charge of the battery is below a threshold value. The service provider may charge the vehicle. On the other hand, the advantage is obtained that by transmitting information about the vehicle, the service provider can plan the charging of the vehicle, so that the battery can be charged at the end of the predefinable parking period. This makes it possible, for example, to avoid the need to recharge the battery in the same parking period.

For example, it can be provided that the communication takes place between the vehicle and the user via a wireless network, in particular a mobile wireless network. The user can receive a message on his mobile communication terminal, which informs the user that the state of charge of the battery is below the lower threshold value. In addition, user input regarding whether to contact the service provider may be transmitted to the vehicle and/or the service provider. The service provider is preferably also contacted and information about the vehicle is transmitted via the mobile radio network, depending on the decision of the user of the vehicle.

An advantageous embodiment provides that the preferred charging station is determined from the closest charging stations determined as a function of the respective charging powers of the charging stations.

As described above, determining the closest charging station in position from the parking location and the range may result in a plurality of charging stations being present in the range of the vehicle. If a plurality of charging stations are present in the range of the vehicle, a preferred charging station can be determined from the determined charging stations in the range of the vehicle on the basis of the respective charging powers. Advantageously, the charging station which is in the range and has the highest charging power can be determined as the preferred charging station.

This has the advantage that, if the user is able to select between a plurality of charging stations on the basis of sufficient driving range, the charging station with the highest charging power is determined. The charging time at the charging station can thus be minimized.

For example, it can be provided that if two or more charging stations are present in the range of the vehicle, the charging station with the highest charging power is preferably selected. The preferred charging station may also be the charging station that is furthest from the vehicle within the range of the vehicle.

An advantageous embodiment provides that the weather conditions are determined in a period of time at the end of a predefinable parking period at the location where the vehicle is expected to be parked. Furthermore, the driving range can be determined as a function of the energy required by the vehicle to prepare itself for a departure due to weather conditions and as a function of the future state of charge.

For this purpose, the vehicle can access a weather database, for example, to determine weather conditions. The determined weather conditions may include information about temperature, wind, sun, and/or precipitation. The vehicle can furthermore determine weather conditions at the parking location in a time period which can be predefined at the end of the parking time period. The vehicle may store information relating to the weather over a defined period of time. In particular, it can be provided that the vehicle stores the weather conditions relevant for preparing a departure in a relevant time period before the end of the predefinable parking period and evaluates them in this regard.

The vehicle may determine the energy required to prepare the vehicle for a departure based on the determined weather conditions. The vehicle can in particular determine the driving range of the vehicle as a function of the required energy. Before the vehicle is ready to go, the state of charge may change due to the energy required. This change in state of charge may be taken into account in the range of the vehicle.

This has the advantage that the vehicle is able to detect weather conditions at the parking location in the period before the end of the predeterminable parking time and is therefore able to retrospectively determine the weather conditions at the end of the parking time at the end of the predeterminable parking time. In particular, it is thus possible to detect weather conditions which have an effect on the readiness of the vehicle to start but which are present before the end of the predefined parking period. Another advantage that results from determining the weather conditions at the parking location is that the energy required to prepare the vehicle for a departure can be taken into account when determining the driving range.

For example, it may be provided that the vehicle determines the weather condition at the end of the parking period. The vehicle can thus determine, for example, the sun shine at the end of the parking period from the respective weather forecast. However, by detecting the time period before the end of the predefinable parking period, the vehicle can also detect the presence of precipitation, for example in the form of snow, shortly before the end of the long parking period. Such snow has an effect on the readiness of the vehicle to start, for example at the end of a parking period. Thus, the vehicle may have determined the effect on readiness to start and the range may be determined from the energy required to prepare the vehicle for starting (e.g., melting ice on the vehicle).

An advantageous embodiment provides that the location at which the vehicle is parked is determined automatically from information outside the vehicle, in particular from a calendar.

This may mean that the vehicle has access to information outside the vehicle. In particular, it is proposed that the vehicle has access to information which can be stored in a database and which is relevant to the future location of the user. The database with information about the place of stay of the user can be designed in particular as a calendar or as a route planning system. In particular, it can be provided that future parking locations are determined as a function of the user behavior. User behavior may be understood here as, for example, the habit of a user, for example, visiting a specific location at a specific time.

This has the advantage that the vehicle can already determine the expected parking point, and thus the future state of charge at the end of the predefinable parking period, as soon as or at the time of the departure time. Based on this information, the vehicle determines as early as or at the time of departure that the state of charge at the end of the predefinable parking period is no longer sufficient for reaching the charging station from the parking point.

An advantageous embodiment provides that, on the basis of the determined location, it is automatically determined how the vehicle is to be used, and that at least one usage parameter during operation of the vehicle is determined, wherein the at least one usage parameter is determined as a function of the energy consumption, the current state of charge, the future state of charge and the usage pattern.

How to use the vehicle can be automatically determined based on information outside the vehicle. In particular, the expected parking location can be determined from information outside the vehicle. At least one usage parameter can be determined from the determined parking location. The usage parameters may depend on, for example, energy consumption, current state of charge, future state of charge, and usage pattern. In particular, it may be provided that the determined usage parameters are displayed to the vehicle user. The vehicle user may be prompted to implement the usage parameters according to the specified values by displaying the usage parameters.

The advantage is thereby obtained that, by determining at least one usage parameter, a future state of charge at the end of the parking period can be predicted before the parking location is reached, and the user can therefore adapt to this future state of charge in a timely manner by using the vehicle.

For example, it may be provided that the user is informed of the usage parameters during the operation of the vehicle at the start of the driving operation. The vehicle is therefore already able to determine the range at the end of the parking period on the basis of the energy consumption and the current state of charge, for example as a function of the future state of charge at the end of the period at the future parking location. By comparing the driving range expected at the end of the parking period with the distance from the parking point to the closest charging station in position, the vehicle can determine, for example, that no charging station is expected in the driving range. With this information, that is, at the end of the parking period, there is no charging station in the range, the vehicle can specify the energy consumption for the user during the use of the vehicle. In particular, it can be provided that the vehicle recommends a maximum speed for the user. Additionally or alternatively, the vehicle may also advise to go to a charging station and to charge at least to a certain state of charge calculated. The calculated state of charge can be determined in particular such that the charging station is also reachable at the end of the parking period.

An advantageous embodiment provides that the vehicle autonomously drives to the nearest charging station before the current or future state of charge falls below a defined threshold value: below this predetermined threshold value, the closest charging station will no longer be reached.

If the vehicle determines that it is below the prescribed threshold, the vehicle may autonomously travel to the closest charging station. Preferably, the predetermined threshold value is selected such that the vehicle can also reach at least the closest charging station in position.

This has the advantage that a state of charge below a threshold value can be avoided if the parking time of the vehicle is longer than the expected parking time. For this purpose, it can be provided that the vehicle can autonomously drive to the nearest charging station before its range is no longer sufficient for driving to the nearest charging station. This also results in the advantage that the user does not have to travel to any other charging stations that may be needed at the end of the parking period, since the vehicle can autonomously complete charging by driving to the charging stations already before the end of the parking period.

Another aspect of the invention relates to a vehicle having a battery and a control unit to implement the above method.

Drawings

One embodiment of the present invention is described below. For this purpose, it is shown that:

figure 1 shows a schematic top view of an example of an initial state of a vehicle after being parked at a parking site,

fig. 2 shows a flowchart of an exemplary embodiment of a method for operating a vehicle driven electrically by means of a battery.

Detailed Description

The examples set forth below are preferred embodiments of the invention. Furthermore, the described embodiments can also be supplemented by other features of the invention which have already been described.

In the drawings, like reference numbers indicate functionally similar elements, respectively.

Fig. 1 shows a top view of a possible initial situation of a method for operating a battery 2 of an electrically driven vehicle 1. The vehicle 1 with the storage battery 2 can be parked on the parking lot 3. Here, the parking lot 3 may be a parking place. Around the parking place 3 around the vehicle 1, there are a plurality of charging stations 4, which have different distances in terms of location with respect to the vehicle 1. In this exemplary embodiment, the range 5 of the vehicle 1 corresponds at least to the distance in position from the closest charging station 4. The vehicle 1 may notify the user 6: whether the driving range calculated by the control unit 8 is sufficient to reach the charging station 4.

Before the start situation shown in fig. 1 is entered, the control unit 8 can already calculate the estimated state of charge from the estimated parking point 3 and the estimated parking time, based on the manner of use of the vehicle 1, the state of charge of the battery 2, as soon as the vehicle 1 is still in use. The driving range 5 of the vehicle 1 at the expected parking point 3 can be determined from the expected state of charge. If the range 5 of the vehicle 1 at the expected parking point 3 is no longer sufficient to reach the charging station 4 to charge the battery 2, the state of charge can be influenced as early as during the operation of the vehicle 1 by determining the usage parameters. The usage parameters may be displayed to the user 6. For example, the usage parameters may specify an additional charging stop, a maximum speed, or a predetermined driving behavior. The driving range 5 can thus be provided by a series of displayed instructions, so that the user 6 can at least reach the charging station 4 at the end of the parking period.

However, if the user 6 leaves the vehicle longer than the defined time period, in contrast to the calculation made by the control unit 8 on the basis of the information before the expected parking point 3 and the parking time period, the state of charge may fall below the lower threshold value. A state of charge below the lower threshold value means, in particular, that the range 5 is no longer sufficient to reach the closest charging station 4. In this case, the control unit 8 may contact the user 6: the state of charge is no longer sufficient to reach the charging station 4, whether the user 6 wishes to contact the service provider 7 to charge the battery 2. If the user 6 wishes to contact the service provider 7, the vehicle 1 or the control unit 8 in the vehicle 1 can transmit information about the parking location 3, the state of charge and/or the expected end of the parking period to the service provider 7. Thus, the service provider 7 can plan its service to the vehicle.

Furthermore, it can be provided that the vehicle 1 can autonomously travel to the charging station 4. If the vehicle 1 is designed to travel autonomously, the need for the service provider 7 in the event of the range 5 falling below the distance to the nearest charging station 4 can be avoided. It can therefore be provided that, as soon as the control unit 8 determines that the current state of charge is below a predetermined threshold value, the vehicle 1 can autonomously travel to the nearest charging station 4 and can charge the battery 2 of the vehicle 1. In particular, it can also be provided that the user 6 can instruct the control unit 8 or the vehicle 1 to autonomously charge the battery 2. This enables the user 6 to see that the battery 2 is fully charged at the end of the parking period.

In the case not shown graphically here, it is also possible for a plurality of charging stations 4 to be present within the range 5 of the vehicle 1. In this case, the vehicle 1 can select the charging station 4 that provides the best parameters for charging the storage battery 2. The charging station 4 with the highest charging power can be particularly preferred because of the short charging time.

Fig. 2 shows a flowchart of an exemplary embodiment of a method for operating a vehicle 1 electrically driven by means of a battery 2.

In a first step, the current state of charge S1 of the battery 2 can be determined. In particular, the current state of charge of the battery 2 can be determined during the entire execution of the method. The current state of charge may be necessary for further calculations, in particular for determining a future state of charge of the battery 2.

In the next step, the location where the vehicle 1 is expected to park may be determined S2. By determining the location 3, on the one hand the location of the parking spot 3 can be determined. Furthermore, it can also be provided that the surroundings of the parking place 3 are also determined. In particular, it can be determined whether the parking place is a parking space, an underground garage or a parking building. It can furthermore be provided that the location 3 at which the vehicle 1 is parked is automatically determined from information outside the vehicle. The information outside these vehicles can be determined in particular by analyzing a database, for example a calendar.

In a next step, it is possible to determine how to use the vehicle on the basis of the information determined in the previous step for the possible expected parking spots 3. In particular, at least one usage parameter S3 during operation of the vehicle 1 can be determined in this step. The determined usage parameters may be displayed to the user 6 during operation of the vehicle 1. The usage parameter can be related to, in particular, energy consumption, current state of charge or usage pattern.

The usage parameter may also be related to the determination of the temperature at site 3 by S4. The determined temperature may be the ambient temperature around the vehicle 1, but may also be the temperature of the battery 2 itself.

Furthermore, the future state of charge of the battery can be predicted in step 5. In particular, the future state of charge predicted in step S5 may already be taken into account as early as S3. Thus, for example, in S3, at least one usage parameter can also be determined in addition to the future state of charge of the battery 2. In step S5, the future state of charge of the battery 2 is predicted as a function of the end of the predeterminable parking time period on the basis of the temperature determined in S5 and/or the current state of charge determined in S1.

In the next step, the weather condition at the site 3 where the vehicle 1 is expected to park is determined — S6. In particular, it can be provided that the weather conditions in the time interval before the end of the predefinable parking time are predetermined. The weather influences occurring at the end of the parking period can therefore be taken into account when determining the current weather conditions. In particular, it is possible that precipitation occurs before the long end of the parking operation, which precipitation still has an effect at the end of the specifiable parking time.

In the next step, the driving range 5 can be determined according to the required energy, S7. The energy required by the vehicle 1 to prepare for a departure may also be taken into account when determining the future state of charge. This means, in particular, that the required energy may have an effect on the future state of charge-dependent driving range 5 of the vehicle 1. To determine what energy consumption is required to get the vehicle 1 ready for departure, the weather conditions determined in S6 may be evaluated.

In the following step, either step S8a or step S8b can be executed depending on the state of charge of the vehicle 1 at the end of the parking period. In one case, it can be provided that the vehicle 1 cannot reach the charging station 4 any more because the state of charge of the battery 2 is too low. Thus, in step S8a, the facilitator 7 may be contacted based on the decision of the user 6. The vehicle 1 can therefore contact the user 6 to inform the user that the range 5 of the vehicle 1 is below the distance to the nearest charging station 4 and ask the user 6 whether the user 6 wishes to contact the service provider 7 to charge the battery 2. If the user decides to charge the vehicle 1 by the service provider 7, step S10 may be followed.

In another case, if the range 5 of the vehicle 1 is sufficient to reach the closest charging station 4, it can be provided in step S8b that the closest charging station (S) 4 is/are determined. The vehicle 1 can therefore advise the user when the user 6 arrives at the vehicle 1 of the approach to the nearest charging station 4. The control unit 8 of the vehicle 1 can in particular determine the preferred charging station 4. The preferred charging station 4 can also be determined from the charging power or the respective position on the route.

In the following steps, it can be optionally designed that: the vehicle 1 has driven autonomously to the closest charging station 4, S9 a. Thus, the vehicle 1 can already be driven to the charging station 4 and charge the battery 2 before the user 6 arrives. It is also possible to design: the user 6 has arrived at the vehicle 1 and the vehicle travels autonomously together with the user 6 to the nearest charging station 4.

Instead of step S9a, it is also possible to provide that step S9b, i.e. the closest charging station 4, is carried out by the user 6 himself. The vehicle 1 can, for example, propose the closest, preferred charging station 4 for the user 6 and the user 6 can drive itself to this charging station.

In step S10, the battery 2 can be charged whether step S8a is performed, i.e., the service provider 7 is contacted according to the determination of the user 6, step S9a is performed, i.e., the vehicle 1 autonomously travels to the nearest charging station 4, or step S9b is performed, i.e., the user 6 personally travels to the charging station 4. By charging the battery 2 in step S10, the vehicle 1 can be prevented from being stranded.

Advantageously, the above method can avoid the breakdown of the electric vehicle 1. In order to avoid a breakdown, in particular various parameters can be used, such as weather forecast, battery temperature, aging of the battery 2, cooling performance of the battery 2, utilization of the battery 2 of the vehicle 1, parking location 3 and manner of use. In particular, these so-called group data can be combined in an algorithm which determines the range 5 of the vehicle 1 at the expected parking point 3 using these data. The algorithm can, in particular, intelligently classify the charging stations 4 as a function of the range 5 and the charging stations 4 located in the range 5, for example as a function of the charging power.

Claims

1. A method for operating a vehicle (1) which is electrically driven by means of a battery (2), comprising the following steps:

determining the current state of charge of the battery (2) (S1),

determining a location (3) where the vehicle (1) is expected to park (S2),

determining the temperature at the site (3) (S4),

predicting a future state of charge of the battery (2) at the end of the predefinable parking period on the basis of the determined temperature and the current state of charge (S5).

2. The method of claim 1,

the temperature is a battery temperature of the battery (2).

3. The method according to any of the preceding claims,

determining the closest charging station (4) or charging stations (4) in position from the location (3) and the range (5) of the vehicle (1) on the basis of the current and/or future state of charge (S8 b).

4. The method of claim 3,

if no charging station (4) can be reached in the current and/or future state of charge, a decision of the user (6) is requested whether to contact the service provider (7) for charging the battery (2), and

-contacting the service provider (7) according to the decision of the user (6) and transmitting information (S8a) relating to at least the end of the predefinable parking period, the location (3) and the current and/or future state of charge.

5. The method of claim 3,

determining a preferred charging station from the determined closest charging stations based on the respective charging powers of the respective charging stations.

6. The method according to any of the preceding claims,

determining weather conditions (S6) at the location (3) where the vehicle (1) is expected to be parked in a time period which can be predefined as the end of the parking period,

determining a driving range (5) from the energy required by the vehicle (1) to prepare itself for a departure based on weather conditions and from a future state of charge (S7).

7. The method according to any of the preceding claims,

-automatically determining the location (3) where the vehicle (1) is parked from information outside the vehicle, in particular from a calendar.

8. The method of claim 7,

automatically determining how to use the vehicle (1) based on the determined location (3),

-determining at least one usage parameter during operation of the vehicle (1), wherein the at least one usage parameter is determined as a function of the energy consumption, the current state of charge, the future state of charge and the usage pattern (S3).

9. The method according to any of the preceding claims,

the vehicle (1) autonomously travels to the closest charging station (S9a) before the current or future state of charge falls below a defined threshold value as follows: if the predetermined threshold value is undershot, the nearest charging station (4) can no longer be reached.

10. A vehicle (1) having a battery (2) and a control unit (8) to implement the method according to the preceding claims.