DE102011116184A1 - Method for operating e.g. electric car, involves determining power requirement of auxiliary equipments of vehicle, and determining driving mode for vehicle based on power requirement, where driving mode influences estimated travel time - Google Patents

Abstract

The method involves determining first power requirement of auxiliary equipments e.g. electric air conditioning system (6) and electric heating system (7), of a vehicle (1), where the first power requirement is independent of second power requirement that is required for an electric drive machine (2) of the vehicle. A driving mode for the vehicle is determined based on the first power requirement by selecting an operating mode from a group of operating modes, where the driving mode influences estimated travel time. The determined driving mode is output to a driver of the vehicle. An independent claim is also included for a device for operating a vehicle.

Description

The present invention relates to a method for operating a vehicle as well as a corresponding device and a vehicle with the device. In particular, the present invention relates to a method of operating a vehicle in which an operating mode for operation of the vehicle is automatically determined.

In vehicles, such as passenger cars or trucks, it is known that energy can be saved by a predictive driving style. Accordingly, driving programs or driving modes which influence, for example, an automatic gearbox of the vehicle or an automatic cruise control system of the vehicle can save energy via a predictive driving style. In particular, in electric vehicles or hybrid vehicles with at least one electric drive, an energy-saving driving style not only contributes to a reduction of costs for

In addition, energy and a reduction in environmental impact, but can also increase the range of the vehicle.

Against this background is from the DE 10 2010 016 188 A1 a method of operating an electric vehicle is known. The vehicle includes an electric drive machine, an electrical energy storage and a power generating device. The power generating device is activated from a defined state of charge of the electrical energy storage. In order to reduce the cost of the electric vehicle and save space, it is provided that the power generating device is designed for a mean power demand of the electric drive machine and that the power generating device is activated before reaching a lower technical operating limit of the state of charge of the electric energy storage at a defined Einschaltladezustand.

Furthermore, from the DE 10 2006 000 397 A1 a powertrain life-span predictor is known. A data processing unit obtains and processes data relating to a vehicle with a battery. The data includes battery environmental data, energy consumption data and vehicle driving data. A recording unit records vehicle characteristic data and histories of the obtained and processed data. The battery wear data obtained in a vehicle travel test is used for estimating a degree of battery wear and calculating the remaining life of the battery. The remaining life of the battery is shown to a driver on a display device.

In addition to the energy for driving the vehicle is in a vehicle more energy for so-called auxiliary consumers, such. As an air conditioner, a music system, a lighting system and an electric heating system, consumed.

In this context is from the DE 10 2010 010 620 A1 an integrated range indicator for the combined display of an energy storage amount and a range in a motor vehicle, taking into account an individual driving style of the motor vehicle and an influence of secondary consumers known. On the combined display, the informational time is indicated as the information content, from which a return of the vehicle to a predetermined starting point due to an insufficient amount of energy storage is no longer possible.

Furthermore, from the DE 10302504 A1 a method for determining the range of an electric vehicle known. In the method, vehicle, route and / or environmental information about the vehicle and a planned or current route to be traveled are detected and processed by a vehicle computer by means of suitable information acquisition devices. For this purpose, this information is linked to each other before starting and / or driving on a route and evaluated with regard to a predetermined or variably changing vehicle operating mode. From this information, the remaining range of the electric vehicle is calculated and displayed in a display device. Furthermore, the vehicle computer, for example, a ride comfort function off or stimulate such a shutdown when a currently calculated for a route remaining range of the electric vehicle to achieve the target is insufficient or the electrical system does not tolerate this heavy burden. For example, an air conditioner or an additional heater can be switched off at short notice on inclines and turned on again on downhill or other unpowered vehicle movements.

Object of the present invention is therefore to increase in a vehicle, in particular an electric or hybrid vehicle, a range and to reduce energy consumption.

According to the present invention, this object is achieved by a method of operating a vehicle according to claim 1, a method of operating a vehicle according to claim 7, a device for a vehicle according to claim 8, a device for a vehicle according to claim 10 and a vehicle according to claim 12 solved. The dependent claims define preferred and advantageous embodiments of the invention.

According to the present invention, a method for operating a vehicle is provided. In the method, a first power requirement of auxiliary consumers of the vehicle is determined. The first power requirement is independent of a second power requirement, which is required for driving the vehicle. Depending on the first power requirement, a driving mode for the vehicle is determined; the driving mode influences an estimated travel time.

For example, if in summer a significant power requirement for operating an air conditioning system of the vehicle is required or if, for example, a significant power requirement for operating an electric heating system, a lighting system and / or a windshield wiper system of the vehicle is required in winter, by reducing the total travel time energy consumption This secondary consumer can be reduced. The energy saved thereby can be greater than an energy saving through a forward-looking and economical driving style. As a result, less energy can be consumed overall and thus the range of the vehicle can be increased when the vehicle is operated in a brisk or sporty driving mode. On the other hand, if the auxiliary consumers of the vehicle only have a low power consumption, for example when the lighting is switched off in a temperate climate, so that neither heating nor air conditioning is active, a predictive and economical driving mode can reduce the energy consumption of the vehicle and thus increase the range of the vehicle.

According to one embodiment, an operating mode is selected from a mode group for determining the driving mode. The mode group includes a drive energy optimized mode, a travel time optimized mode, and a total energy optimized mode. In the drive energy optimized operating mode, an energy requirement for the drive of the vehicle is optimized over the estimated travel time. The energy requirement for the drive includes the second power requirement, which is required for driving the vehicle over the travel time. The drive energy optimized mode may be used, for example, when the power demand of the vehicle's auxiliary consumers is relatively low compared to the power demand for driving the vehicle. The drive energy optimized mode may include, for example, a predictive and economical mode of operation. In the travel time optimized mode, the estimated travel time is optimized to achieve a predetermined destination. The travel time optimized mode may be selected, for example, when the power demand of the vehicle's auxiliary load is relatively high compared to the power requirement for driving the vehicle, for example, when the vehicle's air conditioning is expected to be on throughout the travel time, or at very low outside temperatures Outside temperatures a heating system of the vehicle is expected to be switched on throughout the travel period. To reduce travel time, the mode may include a quick or even sporty driving, as far as the traffic and weather conditions allow. In the overall energy-optimized operating mode, a sum of the energy requirement for the drive of the vehicle is optimized over the estimated travel time and the energy consumption for the secondary consumers over the estimated travel time. The energy requirement for the drive includes the second power requirement for the drive, which is integrated over the travel time, and the energy requirement for the secondary consumers includes the first power requirement for the secondary consumers integrated over the travel time. The total energy-optimized operating mode can be selected, for example, if it is foreseen on the basis of the planned travel route that the power requirement for the secondary consumers will vary greatly over the travel time, for example due to large outside temperature differences during a journey through mountains and valleys. For example, the overall energy-optimized operating mode can adaptively switch between an economical, forward-looking driving style and a swiftly sporty driving style. In particular, the entire energy-optimized operating mode can adaptively switch between the drive energy-optimized operating mode and the travel-time-optimized operating mode. Thus, with a few predetermined modes of energy consumption of the vehicle can be reduced and thus a range of the vehicle can be increased. For example, the determined driving mode may be output to a driver of the vehicle to convey to the driver the current selected driving characteristic of the vehicle.

In one embodiment, the particular driving mode may be output via a multi-function display of the vehicle, for example in a dashboard of the vehicle. Alternatively or additionally, the specific driving mode can be output to a mobile terminal, for example a so-called smartphone. The mobile terminal can output the particular driving mode via an indication of the mobile terminal and thus indicate to the driver. The transmission of the determined driving mode to the mobile terminal can be done, for example, via a Radio connection or an electrical connector that connects the mobile device to the vehicle done. By issuing the selected driving mode, the driver can be instructed accordingly to guide the vehicle in order to achieve the lowest possible energy consumption and thus a long range of the vehicle. The particular driving mode may alternatively or additionally also be output to an automatic cruise control system of the vehicle. The cruise control system of the vehicle may adjust the speed of the vehicle depending on the received driving mode. For example, the cruise control system may use a fast or sporty speed characteristic or a predictive economic speed characteristic depending on the received driving mode. By using the particular driving mode through the vehicle cruise control system, energy saving and range enlargement can be automatically ensured.

According to another embodiment, the vehicle includes an energy recovery mechanism, and additionally, a battery state of charge of a drive battery of the vehicle is determined. The driving mode for the vehicle is determined depending on the first power demand for the auxiliary consumers of the vehicle, the battery state of charge, and an efficiency of the energy recovery mechanism. By taking into account the battery state of charge can be avoided, for example, that at full or almost full battery energy recovery, a so-called recuperation, is performed, whereby the travel time is unnecessarily extended. In addition, for example, based on a route profile of a planned itinerary and the efficiency of the energy recovery mechanism, it is possible to predict how much energy can be fed into the battery through recuperation. Depending on the battery state of charge and the power consumption of the auxiliary consumers, the driving mode may be set to a more rapid driving mode, thereby shortening the total travel time without reducing the range of the vehicle.

According to the present invention, there is further provided a method of operating a vehicle, wherein a remaining estimated remaining travel time to a destination is determined and power consumption of a secondary consumer of the vehicle is reduced when the remaining travel time is less than a predetermined threshold. The auxiliary consumer has a first power requirement which is independent of a second power requirement required for driving the vehicle. For example, an air conditioner or heating system of the vehicle can be reduced in power a few minutes before reaching the destination or even completely shut down, without leading to noticeable cooling or heating inside the vehicle for the driver. This can save energy and increase the range of the vehicle without sacrificing comfort.

According to the present invention, there is further provided an apparatus for a vehicle. The device comprises an interface for receiving information about a first power requirement of secondary consumers and a processing unit. The first power requirement is independent of a second power required for driving the vehicle. The processing unit is coupled to the interface and configured to determine a driving mode for the vehicle in response to the first power demand. The driving mode influences an estimated travel time. The device may be configured to carry out the method described above or one of its embodiments, and therefore also comprises the advantages described above.

The present invention further provides an apparatus of a vehicle comprising an interface and a processing unit. The interface is for receiving information about a first power requirement of auxiliary consumers of the vehicle. The first power requirement is independent of a second power required for driving the vehicle. The processing unit is coupled to the interface and capable of determining a remaining expected remaining travel time to a destination and reducing power consumption of the auxiliary consumer of the vehicle when the remaining travel time is less than a predetermined threshold. As a result, the device can help to ensure that secondary consumers, for example a heating system or an air conditioning system of the vehicle, are operated with reduced power or switched off shortly before reaching the destination, whereby energy can be saved. The threshold may be, for example, a few minutes, for example 2-5 minutes. The threshold value can also be set as a function of, for example, an outside temperature.

The devices described above may comprise a mobile telephone, a mobile navigation system, an on-board computer or a driver assistance system of the vehicle. The Information about the first power requirement of the secondary consumers can be provided via the interface, for example, directly from a vehicle bus of the vehicle or can be estimated, for example via temperature sensors for determining the indoor and outdoor temperatures. This allows easy integration of the device into a vehicle.

According to the present invention, there is further provided a vehicle having the above-described apparatus. The auxiliary consumer may include, for example, an air conditioning system or a heating system of the vehicle. The vehicle may include, for example, an electric vehicle or a hybrid vehicle with an electric drive. However, the vehicle may also include a vehicle with only one combustion engine. The inventive determination of the driving mode of consumption of the vehicle can be reduced and thus the range of the vehicle can be increased with a predetermined amount of energy.

The present invention will be described below in detail with reference to the drawings.

The sole figure shows a vehicle according to an embodiment of the present invention.

The figure shows a vehicle 1 , For example, an electric vehicle, with an electric drive machine 2 and an electrical energy storage 3 , The electric drive machine 2 is with drive wheels of the vehicle 1 coupled and able to power the vehicle with electrical energy from the electrical energy storage 3 driving and recuperation kinetic energy of the vehicle 1 to convert into electrical energy; which in the electrical energy storage 3 can be stored. The vehicle 1 further comprises a device 4 with an interface 5 for receiving information about a first power requirement of secondary consumers 6 and 7 of the vehicle 1 , The secondary consumers 6 and 7 For example, an electrically powered air conditioning system 6 and an electric heating system 7 , The device 4 further comprises a processing unit, such as an electronic controller, such as a microprocessor, connected to the interface 5 coupled and is able to a driving mode for the vehicle 1 depending on the first power requirement of the secondary consumers 6 and 7 to determine. The driving mode thus determined may be in a dashboard, for example 8th a driver of the vehicle 1 are displayed. Additionally or alternatively, the particular driving mode may also be to a mobile device 9 , For example, a mobile phone or a mobile navigation device, and there the driver of the vehicle 1 are displayed. The particular driving mode may also be provided to a driver assistance system of the vehicle, such as a vehicle cruise control system, to automatically adjust the speed and driving style of the vehicle 1 according to the particular driving mode. The driver assistance system can be integrated with the device, for example 4 be educated.

Especially in battery-powered electric vehicles, the range is in comparison, to internal combustion engine vehicles significantly lower. The already small ranges of electric vehicles will be reduced again in winter. On the one hand, this is due to the battery capacity decreasing with the ambient temperature and, on the other hand, to the additional energy requirement for heating the passenger compartment. For heating the passenger compartment, an energy requirement of the same magnitude as for the drive of the electric vehicle may be required. In addition to measures to reduce the heating power, such as heat exchangers, optimization of the vehicle insulation or climate control between the front and rear seats, the required heating capacity can be significantly reduced by shortening the total travel time. The same applies to a cooling performance in the summer.

By influencing the driving style, the device 4 to reduce energy consumption of the vehicle 1 and thus to an increase in the range of the vehicle 1 by taking into account the power needs of ancillary consumers to derive an energy-efficient driving strategy. For example, can. the device 4 in winter in cool weather and high heat output of the heater 7 Suggest a speedy driving style by reducing the energy intake for the heater 7 the range of the vehicle 1 to increase. Depending on the energy requirements for the air conditioning by the air conditioning 6 and the heater 7 Foresight or speedy driving may be proposed or automatically implemented by a cruise control system to provide a range of the vehicle 1 to optimize. The driving strategy determined in this way can be provided, for example, by instructions or recommendations for action via an indication in the dashboard 8th or the mobile device 9 be transmitted to the driver or via a (semi) -automated driving style, for example, a cruise control system of the vehicle 1 be implemented.

The of the device 4 certain driving mode, for example, a predictive and economical driving mode, which will be hereinafter referred to as eco mode, a speedy driving mode, which will be referred to as sports mode hereinafter, and an adaptive mode, which will be referred to as intelligent mode hereinafter.

1. Eco mode

If the additional energy requirement, which arises for example by cooling or heating the passenger compartment in summer or winter, sufficiently low, then a proactive driving is consumption optimal. For example, if vehicle speed has to be reduced before speed limits, city entrance signs, traffic lights, obstacles or other vehicles, this is ideally done by "rolling out" the vehicle rather than brakes alone. Rolling out can in this case, for example, with the clutch open (if present), with closed drive train and energization of the electric motor to generate a zero torque, with closed drive train and none. Energizing the electric motor, with closed drive train and generator operation of the electric motor (recuperation), with the clutch open (if available) and additional mechanical braking, or by a combination of the aforementioned possibilities. The way of rolling out here can be determined by the driver, for example, the potential savings at zero moment compared to recuperation is higher. At the same time, however, the journey time is increased. If the destination is, for example, at the range limit, the driver can choose the most energy-saving driving possible. On the other hand, if the destination is well within range, the driver may choose a different mode of operation. The decision on the manner of rolling out can also be made automatically by a driver assistance system if, for example, a route has previously been entered.

Information about the presence of speed limits, city entrance signs, traffic lights, obstacles or other vehicles can be provided via sensors of the vehicle (radar, camera, laser), through additional information, in navigation maps or via information from other vehicles, a so-called car-to-car communication , or transmitted to the vehicle via information from devices in the vicinity of the vehicle, a so-called car-to-infrastructure communication. The energy requirement for cooling or heating the vehicle interior can be determined, for example, using an algorithm. In this algorithm, state variables of the vehicle and the environment may be included, for example a current heating power, a current air conditioning power, a current date, a current geographical location, a current time of day, information about a current driver, for example in the form of a driver profile, a current outside temperature, a current indoor temperature, heating capacity and air conditioning capacity in the past, daily temperature or velocity profiles from historical or real-time data.

2. Sport mode

If the additional energy demand, which arises for example by cooling or heating the passenger compartment in summer or winter, is sufficiently high, then a speedy driving with increased delay and acceleration can be optimal consumption. The relevant objects are not rolled out, but braked.

If it can be accelerated, this is done quickly, that is, time-optimized. In sport mode, for example, the driver can also choose between different driving profiles with different values for deceleration and acceleration. In deciding on the deceleration value, information about current road data, for example smoothness or a road condition, can also be included. These can be determined in the vehicle via a coefficient of friction estimation or can be obtained from, for example, Internet services or estimated by the driver himself.

3. Intelligent mode

Depending on a vehicle and environmental condition, a driving strategy which is optimal in the current driving situation is selected, which results in an optimum driving maneuver being derived under the given boundary conditions (traffic signs, inclines, curves, state of the energy recovery system, etc.). As criteria, driver-individual and collective variables, such as travel time, energy consumption, comfort specifications, component protection, wear, selected driving profile u. s. w. be used.

• – Der Fahrer kann Vorschläge zu einer verbrauchsoptimalen Fahrweise von einer mobilen Vorrichtung, beispielsweise von einem sogenannten Smartphone, erhalten. Der mobilen Vorrichtung können Streckendaten über beispielsweise eine Navigationskarte bekannt sein. Den Energiebedarf für die Heizung beziehungsweise Klimaanlage kann die mobile Vorrichtung anhand von beispielsweise Datum, geographischem Ort, Tageszeit und Heizleistung und Klimaleistung in der Vergangenheit sowie Informationen aus dem Internet (aktuelle Wetterinformationen) schätzen. Bei moderaten Umgebungstemperaturen kann die mobile Vorrichtung dem Fahrer beispielsweise vor einem Ortseingangsschild vorschlagen auszurollen. Bei niedrigen Umgebungstemperaturen kann es dagegen empfehlen zu bremsen. Die Umsetzung obliegt dem Fahrer. Die Ausgaben von der mobilen Vorrichtung können beispielsweise optisch, akustisch und/oder haptisch erfolgen.
• – Der Fahrer kann Vorschläge für eine verbrauchsoptimierte Fahrweise über eine Anzeige in einem Navigationssystem des Fahrzeugs oder einem Kombiinstrument des Fahrzeugs erhalten, ebenso wie bei der zuvor beschriebenen Ausgabe über die mobile Vorrichtung. Zur Bestimmung der Fahrstrategie können zusätzlich aktuelle Werte einer Klimaleistung oder Heizleistung eingehen.
• – Schließlich kann die optimale Fahrstrategie direkt von einem Fahrerassistenzsystem, beispielsweise einer automatischen Geschwindigkeitsregelungsanlage des Fahrzeugs, einer sogenannten Längsregelung, umgesetzt werden. Neben der zuvor beschriebenen Umsetzung der Fahrstrategie, wie sie zuvor im Zusammenhang der mobilen Vorrichtung beschrieben wurde, können weitere Informationen zur Umsetzung der Fahrstrategien verwendet werden, beispielsweise eine car-to-infrastructure-communication zur Übertragung von Ampelphasen, Wechselverkehrszeichen und Verkehrsinformationen aus Verkehrsmanagementdiensten; Navigationskarten und/oder Kameras für Informationen über Verkehrszeichen; abstandsmessende Sensoren mit großer Reichweite (zum Beispiel Radar), um andere Fahrzeuge zu erfassen; eine car-to-car oder car-to-infrastructure-communication, um auf Gefahrenstellen, wie zum Bespiel Wanderbaustellen, ein Stauende oder glatte Straßen hinzuweisen; umgebungsinterpretierende Sensoren, wie zum Beispiel eine Kamera; zusätzliche externe Dienste, welche beispielsweise über ein Mobilfunknetz übertragen werde, wie zum Beispiel Informationen über einen aktuellen Verkehrsfluss, beispielsweise zeit- und ortsabhängige Geschwindigkeitsprofile; und Systeme zur Messung, Auswertung und Speicherung des aktuellen Leistungs-, Momenten- oder Energiebedarfs der Fahrzeugverbraucher und Energiespeichersysteme des Fahrzeugs. Bei der automatischen Längsregelung ist ein Eingriff des Fahrers für eine verbrauchsoptimale Fahrweise kaum erforderlich. Das Energiesparpotential und die erzielbare Reichweite können somit optimiert werden.

An implementation of the thus determined driving strategy can be carried out as follows:

• The driver can receive suggestions for a consumption-optimized driving style from a mobile device, for example from a so-called smartphone. The mobile device may be known route data via, for example, a navigation map. The energy requirement for the heating or air conditioning, the mobile device based on, for example, date, geographical location, time of day and heating power and climate performance in the Estimate past as well as information from the internet (current weather information). At moderate ambient temperatures, the mobile device may propose to the driver, for example, in front of a place name sign. At low ambient temperatures, however, it may recommend braking. The implementation is the responsibility of the driver. The outputs from the mobile device can be made, for example, optically, acoustically and / or haptically.
• The driver may receive suggestions for a consumption-optimized driving style via a display in a navigation system of the vehicle or a combination instrument of the vehicle, as well as in the above-described output via the mobile device. To determine the driving strategy, it is also possible to enter current values of a climatic output or heat output.
• - Finally, the optimal driving strategy directly from a driver assistance system, such as an automatic cruise control system of the vehicle, a so-called longitudinal control implemented. In addition to the previously described implementation of the driving strategy, as described previously in the context of the mobile device, further information can be used to implement the driving strategies, for example a car-to-infrastructure communication for transmitting traffic light phases, variable message signs and traffic information from traffic management services; Navigation charts and / or cameras for traffic sign information; long-range distance-measuring sensors (for example radar) to detect other vehicles; a car-to-car or car-to-infrastructure communication to alert people to danger spots, such as hikes, jams or slippery roads; environment-interpretive sensors, such as a camera; additional external services which are transmitted, for example via a mobile network, such as information about a current traffic flow, such as time and location-dependent speed profiles; and systems for measuring, evaluating and storing the current power, torque or energy demand of vehicle consumers and energy storage systems of the vehicle. In the automatic longitudinal control intervention of the driver for a consumption-optimal driving style is hardly required. The energy saving potential and the achievable range can thus be optimized.

The device 4 may also determine a remaining estimated travel time to a destination and a power consumption of the air conditioning system 6 and the heating system 7 reduce if the remaining travel time falls below a predetermined threshold. The predetermined threshold may be, for example, several minutes, for example 5 minutes. Alternatively, the threshold value can also be predefined as a function of an interior temperature of the passenger compartment and / or an outside temperature outside the vehicle or a temperature difference between the inside temperature and the outside temperature. If the remaining travel time falls below the predetermined threshold value, for example, the power consumption can be reduced to a predetermined percentage or the air conditioning system 6 or the heating system 7 can be completely switched off. By shortly before reaching the destination of a planned route the air conditioning 6 or the heating system 7 be shut down or switched off, a significant amount of energy can be saved without a significant change in temperature takes place in the interior of the vehicle.

The device described above 4 and the previously described methods used by the device 4 can be used in conjunction with an electric vehicle or a hybrid vehicle but also in conjunction with a vehicle with an internal combustion engine to achieve energy savings. In particular, a determination of the driving mode for a vehicle having an internal combustion engine depending on a power demand of an air conditioner may reduce power consumption of the vehicle.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102010016188 A1 [0004]
• DE 102006000397 A1 [0005]
• DE 102010010620 A1 [0007]
• DE 10302504 A1 [0008]

Claims (14)

Method for operating a vehicle, comprising: determining a first power requirement of secondary consumers ( 6 . 7 ) of the vehicle ( 1 ), wherein the first power requirement is independent of one for a drive ( 2 ) of the vehicle ( 1 ) required second power requirement, and - determining a driving mode for the vehicle ( 1 ) depending on the first power demand, wherein the driving mode affects an estimated travel time. The method of claim 1, wherein determining the driving mode comprises selecting an operating mode from a mode group, the mode group comprising: a drive energy optimized mode in which an energy requirement for the drive ( 2 ) of the vehicle ( 1 ) is optimized over the estimated travel time, with the energy requirement for the drive ( 2 ) comprises the second power requirement integrated over the travel time, - a travel time-optimized mode in which the estimated travel time is optimized, and - a total energy-optimized mode in which a sum of the energy requirement for the drive ( 2 ) of the vehicle ( 1 ) on the expected travel time and the energy needs of the secondary consumers ( 6 . 7 ) is optimized over the estimated travel time, with the energy requirement for the drive ( 2 ) includes the second power requirement integrated over the travel time and the energy needs for the secondary consumers ( 6 . 7 ) includes the first power requirement integrated over the travel time. Method according to claim 1 or 2, further comprising: outputting the determined driving mode to a driver of the vehicle ( 1 ). The method of claim 3, wherein issuing the determined driving mode comprises: outputting the determined driving mode via a multifunction display ( 8th ) of the vehicle ( 1 ), or - transmitting the determined driving mode to a mobile terminal ( 9 ) for outputting the determined driving mode via the mobile terminal ( 9 ) to the driver. Method according to one of the preceding claims, further comprising: outputting the determined driving mode to an automatic cruise control system of the vehicle ( 1 ). Method according to one of the preceding claims, wherein the vehicle ( 1 ) comprises an energy recovery mechanism, the method comprising determining a battery state of charge of a drive battery ( 3 ) of the vehicle ( 1 ) and wherein determining the driving mode for the vehicle ( 1 ) comprises determining the driving mode in dependence on the first power requirement, the battery state of charge and an efficiency of the energy recovery mechanism. A method of operating a vehicle, comprising: determining a remaining estimated travel time to a travel destination, and reducing a power consumption of a secondary consumer ( 6 . 7 ) of the vehicle ( 1 ), if the remaining travel time falls below a predetermined threshold value, whereby the secondary consumer ( 6 . 7 ) has a first power requirement which is independent of one for a drive ( 2 ) of the vehicle ( 1 ) required second power requirement. Device for a vehicle, comprising: - an interface ( 5 ) for receiving information about a first power requirement of secondary consumers ( 6 . 7 ), wherein the first power requirement is independent of one for a drive ( 2 ) of the vehicle ( 1 ) required second power requirement, and - a processing unit connected to the interface ( 5 ) and is set up, a driving mode for the vehicle ( 1 ) depending on the first power demand, the driving mode affecting an estimated travel time. Apparatus according to claim 8, wherein the processing unit is adapted to carry out the method according to any one of claims 1-7. Device for a vehicle, comprising: - an interface ( 5 ) for receiving information about a first power requirement of secondary consumers ( 6 . 7 ), wherein the first power requirement is independent of one for a drive ( 2 ) of the vehicle ( 1 ) required second power requirement, and - a processing unit connected to the interface ( 5 ) and is arranged to determine a remaining estimated remaining travel time to a travel destination, and a power consumption of a secondary consumer ( 6 . 7 ) of the vehicle when the remaining travel time falls below a predetermined threshold. Device according to one of claims 8-10, wherein the device ( 4 ) a mobile telephone, a mobile navigation system, an on-board computer or a driver assistance system of the vehicle ( 1 ). Vehicle with a device ( 4 ) according to any one of claims 8-11. Vehicle according to claim 12, wherein the secondary consumer ( 6 . 7 ) an air conditioning system ( 6 ) or a heating system ( 7 ) of the vehicle ( 1 ). Vehicle according to claim 12 or 13, wherein the vehicle ( 1 ) an electric vehicle or a hybrid vehicle with an electric drive ( 2 ).

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