DE102005024403A1 - Energy saving method for vehicle e.g. passenger plane, involves connecting drive with accumulators, loading drives by energy demand, which causes operation of vehicle, and changing loading state of accumulators based on load of drives - Google Patents

Abstract

The method involves connecting drive (6-10) with accumulators (4, 5), and loading the drives by energy demand, which causes an operation of a vehicle. A loading state of the accumulators is changed based on a load of the drives. The loading state of the accumulators is adjusted with an additional reference value. The load of the drives is determined from signals of a signal generator, which provides location coordinates of the vehicle. An independent claim is also included for a device for saving energy in a vehicle.

Description

The The invention relates to a method and a device for saving of energy in a vehicle, with an accumulator arrangement with at least one accumulator and a drive arrangement with at least a drive, wherein at least one drive with at least one Accumulator is connected and at least one drive by a Operation of the vehicle conditional energy demand is charged.

to Saving energy in vehicles have for some time been energy management strategies developed. Here, the energy intake of aggregates plays a Role. One tries on the one hand the efficiency of aggregates, such as air conditioning, water pump, power steering and fan too increase. On the other hand you also do not forgo the comfort in the vehicle, so that in the past the number of energy consuming units in a vehicle has increased.

The Units are partly driven directly by an engine in the vehicle, for example about a V-belt, so that the Operation of these units directly loaded the drive. Other aggregates are supplied with electrical energy from accumulators that represent an indirect load on the drive. To do this converts For example, an alternator rotational energy of a drive shaft of the Vehicle into electrical energy and provides this energy Accumulators available. The stored electrical energy is then for the operation of the units available. However, it must be ensured be that too enough energy at every moment in the accumulators available stands for reliability of the vehicle.

One Energy management on a rechargeable battery is for example used to the utter To avoid discharging the accumulator, so that the accumulator still enough starting energy for the next Start has. With a sensor on the accumulator is then, for example the state of charge of the accumulator monitored. At a critical Charging state intervenes in the charging process of the monitored accumulator, for example, by increasing the idle speed of the vehicle, to achieve a faster charging of the battery.

at However, this energy management is only waiting for a critical Charge state of an accumulator and then passes measures one. The drive motor is at the moment of reloading due to the increased idle speed stronger loaded. This is usually undesirable is because at this moment more drive energy, e.g. in the form of fuel, needed becomes.

Of the Invention is based on the object provided in a vehicle Use energy from the drive more effectively.

These Task is characterized by a method of the type mentioned by solved, that he a state of charge of at least one accumulator in dependence changed from a load of at least one drive.

Under drive is here understood any device that controls a vehicle in motion and can maintain this movement. As drives are, for example, internal combustion engines, electric motors, pneumatically or hydraulically operated piston devices and jet engines and nuclear drives in question. Under accumulator is understood here any type of energy storage. Accumulators store, for example, chemical energy, electrical energy or compressed gases. An accumulator which receives electrical energy, temporarily stores it and gives it off again as electrical energy is referred to herein as an electrical accumulator. In accumulators comes as a storage medium, for example, an electric capacitor, hydrogen or nitrogen used. The state of charge of a rechargeable battery changes without further measures depending on the connected energy sources and energy consumers. The accumulator has the function of storing energy between them, which is available at the moment, but only needed later. One now actively changes the state of charge of the accumulator by causing it to absorb energy or to give off energy. This happens, for example, by a change in the electrical input or output voltage of an electric accumulator. The load of the drive is caused both by connected units, such as air conditioning, heated windows, heated seats, pumps and fans, as well as by a route on which the vehicle moves. If one knows, for example, the height profile of a route, this is a parameter to be taken into account for the loading of the drive. The operation of the units often also depends on the route, but also on the habits of the driver. By changing the state of charge of at least one rechargeable battery as a function of a load on at least one drive, an optimization of the energy utilization is achieved. For example, it takes more drive energy to go up an increasing distance than the same distance in the opposite direction shutdown. The energy for the rising route is first kept in the accumulator and used when driving uphill, by giving more energy to the aggregates. Later, you will be able to recover energy on a downhill trip, or at least partially and be able to feed it into the accumulators. If the accumulator consumes more energy when going downhill, it indirectly loads the currently driving drive when driving downhill and causes a braking effect, which is desirable when going downhill.

It is particularly preferred that one adjusts the state of charge of the accumulator in time. Since the Load of the drive on a route can change, it is favorable if one also temporally changes the state of charge of at least one accumulator. you fits through it the accumulator operation of the route.

It is provided that one adjusts the state of charge of the accumulator with an additional setpoint. An additional setpoint can be independent be generated by the other existing setpoints. The additional setpoint can then be supplied to the location in the vehicle where a controller or regulation is present. The additional setpoint can also be done easily fed directly to the accumulator become.

In preferably superimposed you add the additional setpoint to an existing setpoint. The adjustment the energy intake and energy output is thus via a additional Setpoint adjustment. So you do not access the actual operating principle of the respective controller or accumulator. Within a permissible tolerance deceives you just a different environmental condition before and cause so the desired Reaction on the accumulator. This has the advantage that no structural changes and further connection options at the accumulator available have to be asked.

preferably, supports you brake the vehicle by cutting the energy intake of the accumulator increases and the accumulator by the increased energy consumption on the vehicle braking effect. The battery mulator acts during the braking process as additional Burden. This supports the braking effect of the vehicle and thus acts as an additional indirect engine brake. One thus influences the accumulator currently occurring events. At the same time, the accumulator also increase the energy output, so that connected Consumers can also absorb more energy during braking for a short time.

It is provided that one calculates the anticipated load of the drive anticipatory. This predictive calculation is an extrapolation to the future Admission of traffic events, expected road conditions or foreseeable environmental influences. The extrapolation allows that anytime enough Energy reserves are present in the accumulators.

In Preferably, one uses for predictive calculation load at least one of the following parameters: current Traffic data, traffic forecast data, current route, intended route, current weather data, predicted Weather data. The predictive calculation may be based on the current Vehicle position and vehicle speed, the expected Vehicle movement and general information, e.g. Stop signs, Routes with bends, routes with limited speed, traffic density, Traffic. This data can For example, be deposited by adaptive learning in the vehicle. The predictive quality is the better, the more about the ordinary ones Routes of the vehicle is known and the more frequently these driving stretched become. This is useful, for example, in rail-bound vehicles On the basis of a regular timetable to be moved. Also, vehicles move in the water, for example Cargo ships, and flying vehicles, such as passenger aircraft, according to a timetable and on specified routes.

It is provided that one determines the load of the drive from signals from a signal generator. Such a signal generator can directly on a shaft of the drive motor be appropriate, for example, a torque meter. It is too possible, the To determine load of the drive motor indirectly, for example through an altimeter, a tilt sensor, a speedometer or through a Data memory, are stored on the known routes. Also the signal generator with other signal sources, for example via a Radio connection in connection. In this way are possible Comprehensive data collected for the load on the drive can be significant.

In practical terms, the signal generator provides location coordinates of the vehicle. Location coordinates can be provided for example by a position detection device. This can be used to determine the latitude and longitude of the vehicle. It is also possible that such position detection devices provide height information. So you get not only information about coordinates in the plane, but also receives the infor mation, at what altitude the vehicle over Nor malnull is located. If the position detection device does not provide such height information as a third dimension specification, then it is also possible for a height coordinate to be determined from the other two coordinates, for example taking into account a known route. The location coordinates of the vehicle can be used for a predictive calculation of the expected load of the drive.

It is provided that one detects an energy reserve of the accumulator. The still in the accumulator to disposal Steady-state energy can, for example, be provided by a voltage measurement carried out at intervals take place at the input and / or output terminals of the accumulator.

advantageously, to provide the state of charge of the accumulator. The state of charge can then, for example, provided to the additional adjuster which incorporate the current state of the accumulator into its energy management can. This is particularly advantageous in predictive operation.

Preferably one determines operating hours of the accumulator. The operating hours let close to an existing storage capacity of the accumulator, since this can lose storage capacity in the course of its operating time. Knows the operating hours, it is easier to calculate which maximum Charge state of the accumulator can accept and when he exchanged should be.

In preferably changed one the state of charge of the accumulator as a function of environmental influences, in particular meteorological parameters, on the vehicle. Environmental influences can be affect the utilization of the accumulator, for example when cool outside temperatures the heating in the vehicle or the seat heating with high probability is operated. Other environmental factors involved in energy management considered can be are seasons, times of day, weather conditions, such as wind, wind direction, Rain, fog, snow, ice and the like. Many of these environmental influences can be predicted so that this can be included in a forward-looking mode of operation.

Favorable Way changed one the state of charge of the accumulator in dependence of traffic influences and / or distance influences on the vehicle. The energy demand in the vehicle depends, for example from the nature and style of the road. On a dirt road Feldweg is the rolling resistance of the wheels and thus the energy requirements for the Drive higher be as on a slippery road. Also traffic signs, curves and detours affect the Energy requirement of the vehicle. Both current, i. just while the traffic conditions present as well as expected traffic influences be taken into account.

It is provided that one coordinates the state of charge of several accumulators. One agrees thus several charge states each other and avoids, for example, that none of the accumulators overloaded will or completely unloaded. This is extended the life of the accumulators.

The Task is characterized in a device of the type mentioned by solved, the existence Charge state of at least one accumulator as a function of a load at least a drive by an additional adjuster is changeable.

Of the Additional adjuster can be electric, hydraulic, mechanical or pneumatic act and be installed anywhere in the vehicle. at an electric accumulator is the Zusatzversteller preferably electrical signals to the accumulator from. It is also possible that several additional adjusters act on one or more accumulators. The additional adjuster acts on the operation of the accumulator, so that the load of the drive by adjusting the battery changes. Of the Additional adjuster sets the energy intake and energy output at least a rechargeable battery. The settings depend on the current and / or expected load of the drive.

It is particularly preferred that the Additional adjuster spatial coordinates of the vehicle to be supplied. The location coordinates of the vehicle may be on the geographic Length and Width refer, but also in addition the altitude of the vehicle as height coordinate include. It can the additional adjuster current location coordinates of the vehicle are supplied and also location coordinates, which are expected to be anticipatory.

One temporal comparison of current location coordinates with temporally older location coordinates enabled simple way of forecasting future location coordinates. It can be on the future expected load on the drive are closed.

Preferably, the additional adjuster is connected to at least one sensor. This connection can be wired or radio-based. The sensor can monitor, for example, influences on the load of the drive directly, so that the additional adjuster without time delay on Signal from the sensor is received. The vehicle often already has sensors that can be used, such as humidity sensors, temperature sensors and torque meters. The more up-to-date information is available to the additional adjuster, the more accurately a prediction can be made of expected loads on the drive. For example, a sensor can continuously record the air pressure outside the vehicle. From the measured data can then be closed to the outside climate, for example, to predict a thunderstorm in which then increased energy must be provided for the headlights and for the windshield wipers of the vehicle.

It is provided that with the Zusatzversteller an additional setpoint can be generated, the Accumulator supplied becomes. In this way, the additional setpoint acts directly on the accumulator, where is the additional setpoint an original one Setpoint superimposed on the input or output terminals of the accumulator. The generated additional setpoint can the accumulator via a signal line or a radio connection supplied become. It is also possible that the Additional adjuster multiple accumulators simultaneously or in time one after the other.

It is provided that the Vehicle has a charge status indicator. The driver is then at any time informs in which state the accumulator is located. He can then contribute to energy saving even if it is low Charge increasingly pay attention to the switched on consumers and if necessary, switch it off manually.

With Advantage, the additional adjuster to a computing unit. With the Arithmetic unit can also future Location coordinates of the vehicle with a certain probability be calculated. The arithmetic unit can also retrieve data from a data store retrieve and even after a calculation there for future applications store. On the data storage can historical data from previous trips are stored. The arithmetic unit can then access these data as soon as the arithmetic unit returns same route is traveled.

preferably, the additional adjuster is a charge controller. A charge controller with the Functions of an additional adjuster is an easy way to to optimally use energies in the vehicle. As a conventional Charge controller is already connected to at least one accumulator, is no construction effort necessary to the additional adjuster against the conventional one Replace charge controller.

The Invention will be described below with reference to preferred embodiments described in more detail in connection with the drawing. Herein show:

1 a schematic view of a vehicle with an accumulator assembly and a drive assembly and

2 an embodiment for applying the method with the vehicle after 1 ,

1 schematically shows a vehicle 1 with an accumulator arrangement 2 and a drive assembly 3 , The vehicle is designed here as a passenger vehicle in hybrid design. The accumulator arrangement 2 has a first 4 and a second accumulator 5 on. The drive arrangement 3 has a total of five drives 6 - 10 on, of which the first drive 6 a conventional internal combustion engine of the vehicle 1 is and the second, third, fourth and fifth drive 7 - 10 each is an electric drive, each a wheel 11 of the vehicle 1 drives. The second and the third drive 7 . 8th is each on a front axle 12 of the vehicle, while the fourth and the fifth drive 9 . 10 on a rear axle 13 of the vehicle 1 is arranged. The drives 7 - 10 on the axles 12 . 13 of the vehicle 1 are independently controllable.

The vehicle 1 has a charge controller 14 up, the here as additional adjuster 15 is formed and with the accumulators 4 . 5 connected is. The additional adjuster 15 has an arithmetic unit 16 and a data store 17 on. A signaler 18 is with the additional adjuster 15 connected. The signal generator 18 represents position coordinates of the vehicle 1 to disposal. In addition, the additional adjuster is 15 with a first sensor 19 , a second sensor 20 and a third sensor 21 in connection. The first sensor 19 Here is a light intensity sensor that measures the solar radiation on the vehicle. The second sensor 20 is a tilt sensor with which the inclination of the roadway being driven can be determined. The third sensor 21 is a moisture sensor that precipitates on the vehicle 1 finds.

The additional adjuster 15 Three-dimensional spatial coordinates are available. Coordinates in the plane receive the additional adjuster 15 for example, from the position coordinates of the signal generator 18 which, for example, is in connection with a satellite system, eg GPS. The position coordinates are from the additional adjuster 15 with one in the data store 17 compared stored map to determine based on the stored height profile of the road map, the third Ortskoodinate in space. This is just an example Determining the altitude coordinate and is only necessary if the signal generator 18 does not provide this information. The use of a digital road map but is beneficial because you can estimate the height of the future route based on this map. In the present example, the height coordinate is determined from measured values of the inclination sensor 20 determined.

The condition of the accumulators 4 . 5 is monitorable. With a first and a second charge status indicator 22 becomes the state of charge of the respective accumulator 4 . 5 in the cockpit of the vehicle 1 displayed. In addition, the operating hours of the accumulators 4 . 5 recorded and with the help of a first and a second hour meter 23 provided.

When Generator can serve both the usual in a vehicle alternator as well as the electric drive motors of the wheels when switched so can be that she work as a generator in braking mode.

The accumulators 4 . 5 are with aggregates 24 - 28 of the vehicle 1 connected, which use the stored energy of the accumulators for their operation. Aggregates in the vehicle 1 For example, there are air conditioning, rear window heating, seat heating, seat cooling, power steering, fans and pumps. Depending on the load of at least one drive 6 - 10 is the discharge and storage of energy of the accumulators 4 . 5 adjustable. For this purpose, the additional adjuster coordinates 15 with the help of additional setpoints 29 . 30 at the accumulators 4 . 5 the charging and discharging of individual batteries 4 . 5 , For example, has an accumulator, such as the first accumulator 4 , reaches its maximum possible state of charge, so the additional adjuster switches 15 a charge on the first accumulator 4 and connects the second accumulator 5 with a generator, so for example with one of the drives 6 - 10 , The internal combustion engine 6 Provides energy in the form of rotational energy to a driven shaft, via a transducer 31 , Eg an alternator, can be converted into electrical energy and then in the accumulators 4 . 5 is storable. The electric drives 7 - 10 can directly provide electrical energy because they are designed for generator operation. Also can brake energy of the vehicle 1 be used as electrical energy and in the accumulators 4 . 5 be fed.

In 2 is an embodiment of the application of the method with the vehicle 1 to 1 given. The driver of the vehicle 1 begins his journey from his home A on a Sunday morning in sunny weather. In a navigation device of his vehicle 1 he does not enter a destination. The two accumulators 4 . 5 are still loaded from the previous rides, which also the driver on the basis of the state of charge indicators 22 recognizes. At the beginning of the journey, the additional adjuster selects 15 an operation with the four electric drives 7 - 10 because it is not yet clear whether the driver would like to cover a short distance within the place A or would like to leave the place A. The electric drives 7 - 10 are operated with priority and only in case, if it is foreseeable that the stored energy in the accumulators 4 . 5 will probably not be enough, the internal combustion engine 6 used. After starting the journey, the driver controls the vehicle 1 up a hill towards a road with an arrow drawn in it 32 , The road is from the additional adjuster 15 using the tilt sensor 20 and based on the stored road map in the data memory 17 identified. For this purpose, data of the road map with currently received location coordinates of the signal generator 18 of the position detection system compared. The additional adjuster 15 thus first determines the current vehicle position. Then the additional Verstell calculates 15 with his arithmetic unit 16 immediately after the start of the journey a probability for the expected route. For this purpose, the additional adjuster 15 Extrapolate future location coordinates and weight them with a probability.

From stored historical data in the data store 17 of the additional adjuster 15 recognizes the additional adjuster 15 that the driver will most likely opt for a hairpin bend C, as he usually goes to a restaurant on a lake at a place D for lunch on Sundays. Also knows the additional adjuster 15 further habits of the driver and has saved that the driver was already in the previous day in the place B and there apparently made the usual once a week trip to B due to the parking time of the vehicle. For this reason, the additional adjuster keeps 15 taking into account the parameters day of the week, time, weather and history of the driving data, it is likely that the driver will drive to place D. However, the additional adjuster 15 initially not rule out that the driver will opt for a route E or F, since the driver now and then also selects another destination with the same parameters. From historical data is the additional adjuster 15 However, it is known that the stored energy in the two accumulators 4 . 5 will not be enough to exclusively with the drive of electric drives 7 - 10 to reach the restaurant at place D or the streets to place E or F. For this reason, it will be necessary in the course of the journey that the additional adjuster 15 the internal combustion engine 6 as drive selects.

The driver passes the junction to the place B and continues straight in direction D, E or F. Immediately behind the branch creates the additional adjuster 15 an additional setpoint 29 . 30 and switches the drive of the vehicle to the internal combustion engine 6 around, because the energy still available in the two accumulators 4 . 5 will not be enough for the entire further route. The electric drives 7 - 10 be from the additional adjuster 15 off. In the meantime, the driver has also put some units into operation, such as the air conditioning, the seat heating and the audio system of the vehicle 1 , These aggregates are also from the two accumulators 4 . 5 fed.

The branch to location B and the selected street C after the branch point recognizes the additional adjuster 15 Based on extrapolated location coordinates with the stored road map, which is continuously compared with the current vehicle position during the entire journey time. Due to traffic information in the form of a radio signal, the additional adjuster 15 is made available recognizes the additional adjuster 15 that the vehicle 1 will have to slow down soon. The radio signal provides the information that a traffic light system 33 driving in a single-lane tunnel 34 controls, has a red phase in the next ten minutes to give oncoming traffic free rein. The additional adjuster 15 responds to this traffic information by throttling the air conditioning system with the aid of an additional setpoint at a terminal of an air conditioning compressor to save energy. It adjusts the air conditioner for example from 20 ° C to 21 ° C. The air conditioning then requires less energy for cooling. This relieves the drive motor 6 , so that more energy for storage for the accumulators 4 . 5 provided. The ride comfort is not affected by the change in temperature, since the adjustment is made only for a short time and is reversed once the Zusatzversteller 15 For this purpose, an additional setpoint is generated, which is superimposed on the actual setpoint of the climate controller.

The energy required for the headlamps during the passage of the tunnel is calculated by the additional adjuster 15 also and takes these into account in its forward-looking energy management. This is possible because of the additional adjuster 15 the length of the tunnel route and the likely speed traveled, for example, from historical data or the stored road map.

When entering the tunnel is the additional adjuster 15 a switch-on command to the lighting system of the vehicle 1 off, so that the headlights are turned on automatically. Also at this time are the electric drives 7 - 10 switched on. The internal combustion engine 6 is switched off during the passage through the tunnel, which is particularly advantageous because of the choking hazard in tunnels. The additional adjuster 15 thus reacts to current traffic situations, such as the beginning and the end of the tunnel route.

Due to the previous drive with the internal combustion engine 6 and the throttling of the air conditioning is enough energy for the four electric drives for the tunnel passage 7 - 10 and the headlights, as well as for the already switched on aggregates, such as air conditioning, audio system, etc. are available.

The end of the tunnel passage is from the additional adjuster 15 detected, for example, by the receipt of a previously shielded position detection signal of the signal generator 18 , by the deposited road map in the data memory 17 or through the light intensity sensor 19 , When leaving the tunnel, the additional adjuster switches 15 the headlights of the vehicle 1 Automatically switches off and switches all other units, which were previously reduced in their energy supply, back to their original value.

After the vehicle 1 has passed the tunnel, the additional adjuster reacts 15 also on the now consumed energy reserves in the accumulators 4 . 5 and switches again for the further course of the serpentine path C, the internal combustion engine 6 one. It is not clear at this time, whether the remaining energy in the two accumulators 4 . 5 must be kept as a reserve or whether in a downhill further energy to the accumulators 4 . 5 will be supplied.

The vehicle 1 then turns off the serpentine line C at the next junction towards location D or F. From this point on there is a very high probability that the driver will drive to the restaurant at place D. Although there is still a residual uncertainty that the driver decides to go to the place F or that the driver on the way to the place D or F previously reverses. This residual uncertainty is, however, of the additional adjuster 15 classified as very low, so he now on the operation with the four electric drives 7 - 10 as the drive of the vehicle 1 switches over and the internal combustion engine 6 turns off again. This happens even though the ride initially runs parallel to the road in the direction of E uphill and could also run uphill again if the driver is driving in the direction of location F. The accumulators 4 . 5 However, there is still enough energy left to drive up the hill at the beginning of the branch line with electric drives 7 - 10 to cope with while the switched-aggregates can be operated without reduction. The additional adjuster 15 has also predicted that it will be soon after a right-hander, go downhill for a longer distance before deciding whether the driver will choose the route to the D or F location. For this reason, the additional adjuster generates 15 one additional setpoint each 29 . 30 on each accumulator 4 . 5 so that all four electric drives 7 - 10 and all aggregates from the accumulators 4 . 5 be fed.

After the driver the vehicle 1 at the next fork in the road in direction D, it is clear that the route only leads downhill to the place D. On this sloping route the accumulators become 4 . 5 recharged, so that they have reached their maximum storable state of charge when reaching the place D.

The additional adjuster 15 takes into account already during the current trip, here on the downhill stretch in the direction of D, also in the future pending rides. It is for the additional adjuster 15 recognizable that the driver, after he has arrived at the destination D, the currently traveled road at least until the next junction, where he could also drive in the direction F, will go back again. The additional adjuster 15 To do this, call up the deposited road map and recognize that the road currently being used ends at location D. The additional adjuster 15 ensures for this reason that when you start again sufficient energy of the two accumulators 4 . 5 can be provided because the return journey begins immediately with a climb.

The additional adjuster 15 holds a certain energy reserve in at least one of the two accumulators 4 . 5 ready, even if the end of the route is not downhill. In this way, it is ensured that the vehicle 1 can safely start again and more consumers can be operated. Preferably, the charging and discharging of the batteries takes place 4 . 5 so that the vehicle 1 arrives at the destination and the accumulators 4 . 5 then have their maximum state of charge. To save energy, the additional adjuster switches 15 the air conditioning already several hundred meters before the parking position of the vehicle 1 from. This also reduces the risk of microbial formation inside the air conditioner.

The additional adjuster 15 Based on the historical data, it calculates that the driver will drive back to place A in the evening with a certain probability, eg 90%. From the historical data in the data store 17 and a weather forecast, the additional adjuster 15 For example, as a radio signal from the Internet or a weather satellite is available, calculates the additional adjuster 15 one that the driver will drive back in the dark and that it will rain according to the weather forecast. The additional adjuster 15 thus also reserves energy for the illumination of the vehicle 1 and for the windscreen wipers. In addition, the additional adjuster 15 It is known that the driver will have turned on the air conditioner during the return trip and that the driver will use the seat heater. The energy required for this is the additional adjuster 15 take into account in his energy management and early enough the internal combustion engine 6 turn on so that the accumulators 4 . 5 not be completely discharged.

In the vehicle 1 , which is designed here as a hybrid vehicle, are preferably the electric drives 7 - 10 increasingly used when it is foreseeable that at least one accumulator 4 . 5 can be recharged soon to favorable condition. It is also conceivable that the internal combustion engine 6 and the electric drives 7 - 10 be operated simultaneously. There are also other types of drive with the proposed energy management can be used. Conceivable, therefore, are also chemical drives, such as hydrogen drives. It is also possible to use accumulators which do not store electrical energy but, for example, hydrogen or other chemical substances which are suitable as energy temporary storage.

Another embodiment provides that the driver is given the opportunity to switch to manual operation, for example, by a selection menu in the cockpit of his vehicle 1 , The driver can then manually between the internal combustion engine 6 and the electric drive 7 - 10 choose, with the additional adjuster 15 optionally proposes one of the two companies.

There is also the possibility that an accumulator, eg 4 only with the combustion engine 6 working together on the alternator and an accumulator, eg 5 only with the electric drives 7 - 10 cooperates. This is possible when the electric drives 7 - 10 can also work as generators and eg in braking operation electrical energy to the accumulator 5 can feed back. In this way, the conventional fuel-consuming operation of the vehicle 1 separate from the electric drive of the vehicle 1 , This is advantageous if, for example, a conventional vehicle 1 to be converted to a hybrid vehicle and an electric drive is retrofitted. The necessary connection between the two otherwise separate drives 6 and 7 - 10 then sets the additional adjuster 15 ago.

Claims (22)

A method for saving energy in a vehicle having an accumulator arrangement with at least one accumulator and a drive arrangement with at least one drive, wherein at least one drive with at least one accumulator Tor is connected and at least one drive is charged by an operation of the vehicle-related energy demand, characterized in that one changes a state of charge of at least one accumulator in response to a load of at least one drive. Method according to claim 1, characterized in that that he adjusts the state of charge of the accumulator in time. Method according to claim 1 or 2, characterized that he adjusts the state of charge of the accumulator with an additional setpoint. Method according to claim 3, characterized that he superimposed the additional setpoint to an existing setpoint. Method according to one of claims 1 to 4, characterized that he a braking process of the vehicle is supported by the energy intake of the accumulator increases and the accumulator by the increased energy consumption on the Vehicle braking effect. Method according to one of claims 1 to 5, characterized that he calculates the anticipated load of the drive anticipatory. Method according to Claim 6, characterized that he for predictive calculation of the load at least one of the following parameters: current traffic data, traffic forecast data, current route, intended route, current Weather data, forecast weather data. Method according to one of claims 1 to 7, characterized that he determines the load of the drive from signals from a signal generator. Method according to claim 8, characterized in that that the Signal generator provides location coordinates of the vehicle. Method according to one of claims 1 to 9, characterized that he detects an energy reserve of the accumulator. Method according to one of claims 1 to 10, characterized that he provides the state of charge of the accumulator. Method according to one of claims 1 to 11, characterized that he Operating hours of the accumulator determines. Method according to one of claims 1 to 12, characterized that he the state of charge of the accumulator as a function of environmental influences, in particular meteorological parameters, changed to the vehicle. Method according to one of claims 1 to 13, characterized that he the state of charge of the accumulator as a function of traffic influences and / or distance influences changed to the vehicle. Method according to one of claims 1 to 14, characterized that he coordinates the state of charge of several accumulators. Device for saving energy in a vehicle having an accumulator arrangement with at least one accumulator and having a drive arrangement with at least one drive, wherein at least one accumulator is connected to at least one drive and at least one drive is loaded by an operation of the vehicle-related energy requirement, characterized in that a state of charge of at least one rechargeable battery ( 4 . 5 ) depending on a load of at least one drive ( 6 - 10 ) by an additional adjuster ( 15 ) is changeable. Apparatus according to claim 16, characterized in that the additional adjuster ( 15 ) Location coordinates of the vehicle ( 1 ). Apparatus according to claim 16 or 17, characterized in that the additional adjuster ( 15 ) with at least one sensor ( 19 . 20 . 21 ) connected is. Device according to one of claims 16 to 18, characterized in that with the additional adjuster ( 15 ) an additional setpoint ( 29 . 30 ), which is the accumulator ( 4 . 5 ) is supplied. Device according to one of Claims 16 to 19, characterized in that the vehicle ( 1 ) a charge status indicator ( 22 ) having. Device according to one of claims 16 to 20, characterized in that the additional adjuster ( 15 ) a computing unit ( 16 ) having. Device according to one of claims 16 to 21, characterized in that the additional adjuster ( 15 ) a charge controller ( 14 ).