DE102013007525A1 - Method and device for charge control of an electrical energy store in vehicles - Google Patents

Method and device for charge control of an electrical energy store in vehicles

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Publication number
DE102013007525A1
DE102013007525A1 DE102013007525.4A DE102013007525A DE102013007525A1 DE 102013007525 A1 DE102013007525 A1 DE 102013007525A1 DE 102013007525 A DE102013007525 A DE 102013007525A DE 102013007525 A1 DE102013007525 A1 DE 102013007525A1
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Germany
Prior art keywords
electrical energy
time
vehicle
route
supplied
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
DE102013007525.4A
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German (de)
Inventor
Christopher Harmening
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
IAV GmbH
Original Assignee
IAV GmbH
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Publication date
Application filed by IAV GmbH filed Critical IAV GmbH
Priority to DE102013007525.4A priority Critical patent/DE102013007525A1/en
Publication of DE102013007525A1 publication Critical patent/DE102013007525A1/en
Application status is Pending legal-status Critical

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12Recording operating variables ; Monitoring of operating variables
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14Conductive energy transfer
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30Constructional details of charging stations
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
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    • B60L53/00Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/50Charging stations characterised by energy-storage or power-generation means
    • B60L53/51Photovoltaic means
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01CMEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00Navigation; Navigational instruments not provided for in preceding groups G01C1/00-G01C19/00
    • G01C21/26Navigation; Navigational instruments not provided for in preceding groups G01C1/00-G01C19/00 specially adapted for navigation in a road network
    • G01C21/34Route searching; Route guidance
    • G01C21/36Input/output arrangements for on-board computers
    • G01C21/3605Destination input or retrieval
    • G01C21/3617Destination input or retrieval using user history, behaviour, conditions or preferences, e.g. predicted or inferred from previous use or current movement
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01CMEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00Navigation; Navigational instruments not provided for in preceding groups G01C1/00-G01C19/00
    • G01C21/26Navigation; Navigational instruments not provided for in preceding groups G01C1/00-G01C19/00 specially adapted for navigation in a road network
    • G01C21/34Route searching; Route guidance
    • G01C21/36Input/output arrangements for on-board computers
    • G01C21/3605Destination input or retrieval
    • G01C21/362Destination input or retrieval received from an external device or application, e.g. PDA, mobile phone or calendar application
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02JCIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007Regulation of charging current or voltage
    • H02J7/0072Regulation of charging current or voltage using semiconductor devices only
    • H02J7/0073Regulation of charging current or voltage using semiconductor devices only with a programmable charge schedule
    • BPERFORMING OPERATIONS; TRANSPORTING
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    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/60Navigation input
    • B60L2240/62Vehicle position
    • B60L2240/622Vehicle position by satellite navigation
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    • B60L2240/00Control parameters of input or output; Target parameters
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    • B60L2240/64Road conditions
    • BPERFORMING OPERATIONS; TRANSPORTING
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    • B60L2240/00Control parameters of input or output; Target parameters
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    • B60L2240/66Ambient conditions
    • BPERFORMING OPERATIONS; TRANSPORTING
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    • B60L2240/60Navigation input
    • B60L2240/68Traffic data
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00Control parameters of input or output; Target parameters
    • B60L2240/80Time limits
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
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    • B60L2250/00Driver interactions
    • B60L2250/10Driver interactions by alarm
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
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    • BPERFORMING OPERATIONS; TRANSPORTING
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    • BPERFORMING OPERATIONS; TRANSPORTING
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    • B60L2260/00Operating Modes
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    • BPERFORMING OPERATIONS; TRANSPORTING
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    • B60VEHICLES IN GENERAL
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

The invention relates to a method and a device for charge control of an electrical energy store in vehicles. Here, a route is planned on the basis of appointments, determines the amount of electrical energy required for this route and compared with a state of charge of an energy storage. If a recharge is required, a recharge time will be calculated on the basis of the required quantity and, depending on the start date of the next trip, a latest recharge time will be issued.

Description

  • The invention relates to a method and a device for charge control of an electrical energy store in vehicles. In particular, the invention relates to a method for charge control of an electrical energy storage in purely electrically driven vehicles or in vehicles in which at least part of the drive power is provided by electrical energy available, so-called hybrid vehicles.
  • In conventionally powered vehicles, especially motor vehicles, chemical energy of a fossil fuel, eg. As gasoline or diesel fuel, converted into mechanical energy in an internal combustion engine, which is used to drive the vehicle, so for conversion into kinetic energy. If the chemical energy source, ie the fuel, runs out, this is signaled to the driver, who then visits a refilling opportunity, usually a petrol station. Due to the existing dense network of gas stations and the relatively rapid refilling of the storage for the energy carrier, so the tank, a lying with emptied energy storage is unlikely and a declining energy source relatively uncritical.
  • For reasons such. As regards environmental protection, on the one hand increasingly used alternatives to conventional fossil fuels as energy sources in vehicles, eg. As hydrogen or electric energy. Furthermore, hybrid vehicles are used in which, inter alia, for efficiency and environmental reasons, fossil fuels with alternative drive energies, usually electrical energy, are combined. There is no comparable dense network of refill opportunities for alternative energy sources as for conventional fuels. In addition, replenishment processes of the alternative energy sources can take much longer than when filling a tank with conventional fuel.
  • State of the art
  • The problem of the wide-meshed network of refill opportunities and the associated criticality of remaining for lack of energy sources has been recognized in the prior art and there are a variety of proposed solutions.
  • The patent application DE 10 2011 003 993 A1 discloses a charge controller and a navigation device for a plug-in vehicle. On the basis of a planned or estimated route, the estimated amount of energy consumption for the route is determined, an energy loss amount is calculated and a loading plan is created, with the loading plan being created as a function of the most cost-effective form of energy and the current charge level of the energy store. The estimation of the route is based on user-entered goals or historical data, the z. For example, take a daily commute to work on a weekday.
  • A method and apparatus for performing itinerary planning, particularly daytime trip planning, for a vehicle is disclosed in the patent application DE 10 2011 015 775 A1 described. In this case, a predicted amount of residual energy in the energy store for driving on the route sequence is calculated. Further, locations associated with the destinations of the target sequence are determined near the respective destination, taking into account the time for replenishing the energy store and the predicted amount of residual energy for driving the route sequence.
  • The patent application DE 10 2010 039 075 A1 proposes an output device and a system for outputting information about an amount of electrical energy. In this case, it is checked whether a remaining amount of electric power of a battery at a departure point is less than a total amount of electric energy required to travel to a destination point. If this is not the case, a defect information is output. In addition, it is calculated when the vehicle arrives at a charging station on the route and how long the charging process lasts. The charging station is then reserved for this period of time.
  • Finally, methods are proposed which, by interfering with the energy management, specifically by limiting the mileage and switching off comfort functions, such as air conditioning, ensure that a goal is achieved. As an example, the granted version of the patent DE 43 44 369 C2 called.
  • A disadvantage of the known state of the art is that it only reacts to a lack of an energy carrier instead of recognizing it in advance and not letting it become a defect.
  • Object of the invention
  • It is an object of the present invention to identify a potential shortcoming of an energy source in good time and to take measures that this deficiency can not occur and therefore does not have to be reacted to.
  • Advantages of the invention
  • According to the invention, this object is achieved by means of a method having the features according to independent claim 1 and a device having the features according to independent claim 9.
  • Claim 1 relates to a method for charge control of an electrical energy storage in vehicles, in which a route to be traveled at least based on a target and a time is determined. Route planning is known to the person skilled in the art and, in the simplest case, requires a start and destination location as well as a database on which a total distance from the start location to the destination location is usually selected among several possible route sections, eg. B. a road network. It often play on boundary conditions, eg. Whether a fastest, a shortest or a most economical route should be chosen, a role. In the present invention, these known optional route planning parameters can be fully applied. Necessary for the process are a goal and a time limit. The goal may consist of one or more destinations. The order of multiple destinations may be predetermined or determined according to selected route planning parameters. The time specification may consist of one or more specified start and / or destination times, ie departure and arrival time. Goal and timing can be linked together. Appointments can be specified, which are defined by a location and a start time. In addition to the selected total distance is another result of the route planning a period of time, so a driving time. This allows the further determination of times within the route, z. B. between appointments or for a given arrival time the necessary start time.
  • In the method according to the invention, the state of charge (SOC) is also detected. The state of charge represents an amount of available electrical energy. With a lot of electrical energy, the concrete electrical energy in Ws (watt seconds) is called.
  • The amount of electrical energy that the vehicle needs to drive on the route, ie the consumption, is calculated. This can be done in different ways. In the simplest case, the average consumption of electrical energy of the vehicle is extrapolated to the length of the particular route to be traveled. Furthermore, historical data of already traveled sections of the route as well as information about the route profile, about congestion problems, construction sites, traffic lights, weather conditions, other influencing factors, even of the vehicle itself, or about the driving style of a driver can be included. Furthermore, statistical traffic data, which from a third party, z. As an online provider such as Google Maps, are available, are included in the calculation of the required amount of electrical energy.
  • The state of charge of the electrical energy store is compared with the calculated consumption of electrical energy on the particular route to be traveled, optionally plus a predetermined safety criterion. The optional safety criterion can be defined as an absolute amount of electrical energy, so that the vehicle is still ready to drive even after reaching the destination. It may also be defined as a percentage margin of safety that takes into account a general inaccuracy in consumption calculation or unforeseen events. The specification of the security criterion can be done manually and / or automatically and can be changed if necessary.
  • If the state of charge is greater than the calculated consumption, optionally plus the safety criterion, the range or the state of charge is displayed.
  • If it is determined that the state of charge of the electrical energy storage is less than the calculated consumption of electrical energy on the particular route to be traveled, optionally plus the predetermined safety criterion, an at least necessary amount of electrical energy to be supplied is calculated as the difference of the calculated consumption of electrical energy at that particular to be traveled route, optionally plus at least one predetermined safety criterion, and the state of charge of the electrical energy storage determined. The user of the vehicle is notified of the fact that the state of charge is less than the calculated consumption.
  • Based on this at least necessary amount of electrical energy to be supplied, a supply period for supplying the at least necessary amount of electrical energy to be supplied is determined. The feed time is influenced by the power electronics of the electrical energy store. Depending on the design of such memories, a fast charge may take less than an hour and a normal charge may take several hours. The user of the vehicle will be shown this required delivery time.
  • On the basis of the timing and the feed duration of the latest time to start a supply of the at least necessary amount of electrical energy to be supplied is determined. If the time specification consists of a start time of an appointment, the travel time is calculated, from which the start time results, to which the user of the vehicle must go. At this starting time, the vehicle must be charged, which is why the latest time to start the supply of the at least necessary amount of electrical energy to be supplied is calculated by subtracting the charging time from the start time.
  • This time is issued to the user of the vehicle. In the simplest case, this can be indicated by display on a navigation device and / or on an instrument of the instrument panel. It is also possible to make an acoustic output through the speakers of the vehicle.
  • Advantageously, the user of the vehicle is informed by when he has to start at the latest with the charging process.
  • In one embodiment according to claim 2, a method for charge control of an electrical energy storage in vehicles is disclosed, wherein the target and the timing for determining the route to be traveled manually entered by a user of the vehicle in a navigation device and / or automatically selected by the navigation device , Manually inputting the targets into the navigation device is known from the prior art and will not be explained in more detail here. However, the entry of timings is not known in standard navigation devices. This feature can be connected to a built-in calendar, which in turn can allow the entry of appointments, the combination of target and time constraints. The automatic selection of the necessary data, that is to say the destination and the time specification, for the determination of the route to be traveled can be a prediction of the route to be traveled next.
  • This automatic choice can be made by the navigation device based on historical data and / or calendar data and / or on the basis of further data. On the one hand, the historical data can be autonomously learned times, destinations and / or routes with corresponding route parameters by the navigation device. Furthermore, the historical data can also be stored or predetermined times, destinations and / or routes with corresponding route parameters, and finally an automatic selection of the destination and time specifications can also be carried out on the basis of the driver. Calendar data is data on destinations, times and routes that are linked to specific days or times. These can be days of the work week, at which a job is visited. These can be individual days of the week, such as B. the Saturday shopping route. The historical data is advantageously linked to the calendar data. This can generate a comprehensive driver profile and significantly increase the probability of predicting the actual planned route. It is also possible to include further data in the prediction of the route and / or to use to increase the accuracy of the route planning and driving time calculation. Such additional data may include information about the expected conditions of the route, eg. As the weather, congestion, construction sites or traffic lights and data from external route planning or appointments from a diary. If the historical, calendar and other data are linked together, the probability of the correct route prediction and the correct time and resource planning for the route advantageously further increased significantly. A predicted route is issued to the driver for confirmation.
  • All data can be stored in the navigation device or a memory unit associated therewith. Furthermore, these data may be received by the navigation device via a connection to a communication device. Such connections can be wireless or wired. A wireless connection can be established via a WLAN interface of the vehicle at a residence or a public place. If the wireless connection at the place of residence is possible, the vehicle or the navigation device can advantageously be integrated into an existing network. Furthermore, the vehicle or the navigation device can be equipped with its own mobile radio connection and its own SIM card and receive the data about it. Finally, a communication device, such. B. a PDA or a smartphone make a wireless connection with the navigation device, for example via WLAN or Bluetooth. With such communication devices can also be wired connections, z. B. via a USB cable, with the navigation device.
  • A further embodiment of the invention according to claim 3, to define the timing as a start time and / or a target time. In a classic appointment, the target time of the route is given, ie the time at which the appointment begins. Here, a start time must be determined from the target time and the predicted travel time. Advantageously, a route optimally aligned with the route planning parameters can be planned, since the available time interval is only limited on one side. If a starting time for the route specified, z. B. Leaving the house every day at the same time, can be determined based on the travel time of the target time. Here can also one optimal route planning, since the time interval is again limited only on one side. However, if the start and finish times are given, a route parameter compromise may have to be found. This can consist in the fact that not the most energy efficient, but the fastest route is determined. This has a significant influence on the energy consumption to be forecast and thus on the at least necessary amount of electrical energy to be supplied and thus again on the charging time and the latest time to start the supply of electrical energy. Advantageously, this is included according to the invention.
  • In a further advantageous embodiment according to claim 4 is in the determination of the feed duration calculated for a movement of the vehicle to the place of delivery time, a Zuführvorgangsdauer for supplying the at least necessary amount of electrical energy to be supplied from an electrical energy source in the electrical energy storage, one for a Movement of the vehicle to start the particular route to be traveled calculated duration, a temporal availability of the electrical energy or the electrical energy source and / or a Energiekostentechnische size considered. An electric vehicle or a plug-in hybrid must be externally charged with electrical energy from the power source. The energy source may be a charging station, a power grid access or a rechargeable battery. Charging can be done at a private charging station on a private property or in a garage. There may also be public charging stations in a parking garage or in a parking lot at the residence. If this is not the case, the vehicle must be brought to the place of recharging. The time required for this can advantageously be included in the charging time, because it is necessary for charging the energy storage. The Zuführvorgangsdauer itself is also included in the feed time and forms its essential section. Furthermore, a movement of the vehicle to start the particular route to be traveled can be included in the feed duration. If the vehicle has to be moved to the starting point of the route after successful loading, this time is no longer available for loading and must accordingly be included in the delivery time and thus in the calculation of the latest time to start the supply of electrical energy. Driving to the charging station can, for. For example, take 5 minutes by car if you start at home. These 5 minutes are then included in the delivery time. If the charging station itself is the starting point, then no further time for further movements of the vehicle must be included. If the vehicle is still 20 minutes away from the charging station and the charging station is specified as the final destination, the arrival time of 20 minutes must be included in the delivery period and the latest time to start the feeder is brought forward 20 minutes. If, for example, you want to start punctually from home the next day, the above-mentioned 5 minutes are to be taken into account. It also follows that the time taken by the user of the vehicle to the vehicle does not have to be taken into account, since the vehicle is loaded during this time.
  • Additionally or alternatively, the calculation of the feed duration may include the temporal or capacitive availability of the electrical energy. If, for example, the only source of electrical energy supplied to the vehicle on the private property is a solar system, the available hours of sunshine must be included in the delivery period. Is z. B. for the vehicle an at least necessary amount zuzuführender electrical energy determined that corresponds to two hours of charging time to the solar system, the latest time to start the supply is two hours before sunset or before reducing the sunlight, z. By mountains or by inefficient angles of incidence due to earth rotation. There may be opening hours at a public charging station that limit its use. Or the number of available charging stations can be limited, so that they can only be approached with free capacity. In a manner known per se, such capacity data can be transmitted and thereby calculated in. Finally, an energy cost parameter may be included in the feed time calculation. The choice of a supply of the vehicle with electrical energy from a solar system is useful both from environmental aspects, as well as from a cost point of view. Another example would be the tariff structure of the energy supply company with time-dependent energy costs, eg. B. night stream. Advantageously, it is ensured by this refinement that no shortage of energy carriers arises due to the inclusion of temporal influences. In addition, the costs of operation are minimized. Particularly advantageously, all temporal influences and availability are detected by the navigation device or a communication device connected to it and independently learned in order to enable a constant improvement in the prediction of route selection and route design.
  • In the embodiment according to claim 5, the output of the latest time to start supplying the at least necessary amount of electrical energy to be supplied immediately after the determination, during a next stop, when leaving the vehicle by the user, at regular intervals after leaving the vehicle by the user, to one determinable time before the end of the latest time to start the supply of the at least necessary amount of electrical energy to be supplied, upon reaching a determinable time before the end of the latest time to start the supply of the at least necessary amount of electrical energy to be supplied and / or the latest time to start the supply the at least necessary amount of electrical energy to be supplied.
  • Immediate notification after discovery is more advantageous because the user of the vehicle can thereby incorporate the time into his or her daily schedule as early as possible. The output during the next stop is advantageous because a timely message taking into account traffic safety aspects takes place. The output when leaving the vehicle, preferably at the final destination or a charging station advantageously ensures that the user does not forget to charge the vehicle. Should the user, for. B. by distraction, have forgotten to load the vehicle, the output is advantageously at regular intervals after leaving the vehicle. Furthermore, an output at a certain time before the end of the latest time, which may be advantageously given, take place. In the manner the output may also be relative to the latest time, for example, by issuing at a time interval set before expiration, e.g. For example one hour. Finally, the latest time can be spent at the latest time to advantageously finally remind the user. The type of output may vary depending on the time of issue. In particular, an intensification of the output by longer and / or larger displays and / or longer and / or louder acoustic output is advantageous. If the latest time is exceeded, without the charging process has been initiated, an output is also carried out at regular intervals in order to supply at least in the time remaining until the start time a still possible amount of energy to be supplied.
  • Once the charging is triggered, z. B. by plugging in a charging station, no output is provided, since no further reminder is necessary. The optimum timings for issuing the latest time may be learned by the navigation device. If it is determined that no reaction takes place one hour before the latest time, e.g. For example, because it is three o'clock in the morning and the user is asleep, the amount of time may be increased or eliminated if other times of issue result in success.
  • According to the embodiment according to claim 6, the output takes place optically, acoustically and / or haptically. Advantageously, several senses of the user can be stimulated in order to ensure that electrical energy is tracked.
  • In a further embodiment according to claim 7, the output on a display unit in the vehicle, by a speaker unit in the vehicle, by a vibration unit in the vehicle, on a display unit outside the vehicle, in particular on a selectable communication device, which is a mobile phone and / or a PDA and / a tablet PC and / or a clock and / or a laptop and / or a stationary PC and / or a multimedia system is, by a speaker unit outside the vehicle, in particular on a selectable communication device, which is a mobile phone and / or a PDA and / or a tablet PC and / or a clock and / or a laptop and / or a stationary PC and / or a multimedia system, and / or by a vibration unit outside the vehicle, in particular on a selectable communication device, what is a mobile phone and / or a PDA and / or a tablet PC and / or a clock.
  • Advantageously, communication devices which are in any case networked with the vehicle are used in some cases in order to display or output to the driver the supply of the electrical energy at the latest starting time. So the user is also reached when he is not in or on the vehicle or not at home. Communication devices that are not networked with the vehicle or the navigation device by default, can get the output via modules, for example by using an app on a smartphone. If the vehicle has its own mobile radio connection with its own SIM card, the data for the planned route and the amount of energy available in the energy store can be transmitted to an online service. The provider of the online service can then perform both the calculation of the latest time to start the supply of the at least necessary amount of electrical energy to be supplied as well as trigger the notification of the user of the vehicle via the mobile phone. This can be done for example via an SMS (short message service) or a TTS (text to speech) message. Advantageously, the notification can thereby be personalized.
  • In an embodiment according to claim 8, the complete calculation is taken over by a computer unit arranged away from the vehicle, preferably by a commercially operated server or online service. For this purpose, the navigation data, the calendar data and the other necessary data are either transferred to the computer unit or are already there. For example, a calendar app can have a Mobile phones manage the calendar or appointment data online. All that is required is to transfer the current storage state of the energy store and current driver profiles to the computer unit for the purpose of accurately determining the expected consumption. The remote computer unit undertakes the determination of the latest time for loading and initializes the warning times, the warning types and the communication channels of the warning.
  • According to the invention, a device for charge control of an electrical energy store is proposed, which is suitable for carrying out the method according to the invention. The device includes an electrical energy storage, for. A battery or an accumulator, and an energy storage charge detection unit. These are known, inter alia, as sensors for detecting the acid density for lead-acid batteries or as current integrators for lithium-ion batteries, eg. B. lithium polymer batteries. Furthermore, the device according to the invention includes a navigation device, which may be designed as a classic built-in vehicle navigation device, as a standalone accessory or as a function of another communication device, eg. B. a smartphone. Furthermore, part of the device is a consumption calculation unit for calculating the consumption on a determinable by the navigation device route, wherein the consumption calculation unit is part of the navigation device, a vehicle-mounted control device or an additional communication device, eg. As a smartphone or a home computer may be. In addition, a comparison unit for comparing the state of charge and calculated consumption, a supply controller for calculating the supply duration of certain amounts of electrical energy and calculating times including predeterminable constraints and a warning unit for issuing warnings are provided. The comparison unit can be designed as a simple comparator with difference formation. The feed regulator may be part of the already existing power electronics of the vehicle or the accumulator or in external devices, eg. As communication devices, be arranged. The warning unit may be part of a navigation device, part of an on-board multi-media device, eg a radio, part of other external communication devices, or may form a stand-alone unit, e.g. B. as an online service. It is designed to output at least one optical or acoustic or haptic message from which a time, more precisely the latest time for starting the supply of the at least necessary amount of electrical energy to be supplied emerges.
  • embodiment
  • Further details of the invention will be described in the drawing with reference to a schematically illustrated embodiment.
  • This shows the only one 1 a schematic block diagram with an exemplary sequence of the method according to the invention.
  • Start of the procedure (S1) is the specification of a destination (place) with a time. This specification can be made by the user of the vehicle by entering the data in a navigation device in the vehicle or at home on the PC or a portable navigation device. However, the selection can also be made on the basis of learned historical data or received calendar or other data by the navigation device itself. For example, the navigation device may have learned that weekday travel is from a nighttime location (home) to a remote location where the vehicle is only during the daytime (worksite) and back. The specifications can also be adopted from an electronic diary, including the navigation device wireless or wired in conjunction with other communication devices occurs, for. B. a mobile phone, a PDA, a PC in the home network o. A. The inherited appointments contain a time component (beginning of the appointment and / or end of the appointment) and a location component.
  • In block S2, the route is calculated on the basis of the target and time specification. Known route planning parameters are included in a known manner. These route planning parameters include, among others, an overall route condition, e.g. As the shortest, the cheapest or the fastest route to calculate, a route conditions such as the avoidance of highways or highways, or a choice of specific places, such. B. so-called POIs (Points of Interest). If the route consists of several locations with multiple time specifications, a deviation from the preset route planning parameters may occur. For example, a fastest route must be chosen because a location can not be reached in time on the preset most cost-effective route. Such deviations are displayed to the user for decision. A repeated decision can be learned several times and then no longer needs to be presented to the user.
  • If the route is known, the expected consumption on the route can be determined in block S3. All available information can be used. In the simplest Case, the route length and the average consumption of electrical energy per unit travel are known. Thus, the total consumption of electrical energy can be calculated on a route. However, due to the criticality of emptying the memory unit, a more accurate consumption calculation is desirable. Thus, in the road network stored properties of the route can be included. These include uphill gradients, number of turns that require deceleration and acceleration, or the like. Information about short-term disturbances or delays, such as traffic accidents, traffic jams or construction sites or influencing factors, such as the weather, can be included. Such information may be transmitted via a car radio with TMC, via a connection to the Internet or by prior transmission from an external communication device, e.g. As a mobile phone can be obtained. Finally, learned characteristics of the track can be used. Especially on frequently too similar time driven routes, z. As the way to work, relatively accurate consumption values are known, which can be achieved by z. B. traffic lights or other otherwise not to be maintained consumption information. From these influences, a correction factor can also be learned, which is used to correct a total consumption calculated from the average consumption on an unknown route. Furthermore, peculiarities of different users can be learned and calculated in the determination of consumption. Finally, properties of the vehicle itself can be included in the consumption determination. As an example, the weight of the vehicle is called. After the consumption calculation, a safety criterion is selected. This may be a Percentage Consumption Supplement for unknown routes or known routes with widely varying consumptions. This can be an absolute surcharge on consumption to guarantee a defined residual range. This residual range can also exist at a distance to the nearest charging station to ensure double protection. In addition, a combination of relative and absolute fuel surcharges is conceivable to cover several benefits, such as a weather-dependent percentage surcharge and a far-margin absolute supplement. The surcharges are learnable. For example, the same route to different daily, weekly or annual sections have different total consumption or different varying consumption. The surcharges can generally be specified or individually requested. If the user has unplanned or irregular trips to do, he can take these into account at this point.
  • In block S4, the state of charge of the energy storage is detected. This can be done after the determination of the consumption or parallel to it. Preferably, a state of charge determined in any case in the power control of the vehicle or of the storage management system is interrogated and transmitted to the comparison unit.
  • The comparison unit compares in block S5 the state of charge with the calculated consumption plus the safety criterion. It is either determined that the state of charge is greater than the calculated consumption, plus the safety criterion or not.
  • If the state of charge is lower than the calculated consumption, plus the safety criterion, the shortfall is calculated in S6, which can be done by forming a difference. The result is an amount of electrical energy that must be supplied to drive on the planned route at least.
  • The calculated at least necessary amount of electrical energy to be supplied is transferred to the feed regulator. This calculates in block S7 the duration that is needed to supply the necessary amount of electrical energy to be supplied. The duration may depend on the state of charge of the energy storage. At a relatively low charge state, the amount can be supplied in a shorter time, as at a relatively high state of charge. This depends on the type of energy storage. The feed regulator is advantageously part of the power electronics of the vehicle or of the energy store. However, it can be part of another on-board computer in the vehicle or part of an external computer unit, eg. A home PC or a communication device such as a smartphone or PDA.
  • In block S8, the latest time to start the supply of the at least necessary amount of electrical energy to be supplied is determined. This is also done by the feed regulator. The start time of the next trip is known. This is either part of the time specification from block S1 or was calculated from the time specification from block S1. At this time, the at least necessary amount of electrical energy to be supplied must be supplied. Since the feed time is known, the latest time to start the feed results from the start time of the next drive minus the feed time. To hedge unforeseen events, eg. As a power failure, a safety margin can be added to the feed duration.
  • Finally, the calculated latest time to start the feed of the electric Energy output by the warning unit. This happens in block S9. In the simplest case, this is done by a display on the navigation device, z. For example, by issuing the text "From 18.30 hours, your vehicle must be charged at the latest". The display can also display the remaining time until the latest charge start. Furthermore, an acoustic message, for example, by the navigation device, via the speakers of the vehicle done. The time of the message is variable and can be learned by acknowledging the message by connecting the vehicle to a power source. If the amount to be supplied is relatively small and the time to the latest charge start compared to the travel time to the charging station large, the output of the warning at the time of reaching the charging station may be sufficient. However, if it is anticipated that the time to reach the charging station at the latest charge start may be short, the output of the warning is timed in advance to notify the user of the urgency. Is the vehicle arrived at the charging station, z. As in a garage, it may happen that the user forgets despite warning to connect the vehicle to the charging station. Reasons for this may be that a purchase made in the house must be spent or the possibly collected children need care. Therefore, at least one more warning is provided. This can be done via a mobile phone or a home network, in which the vehicle is logged. In a future embodiment, the warning unit can be supplemented by an automatic connection unit which automatically connects the vehicle to the charging station when the spatial proximity of the vehicle to the charging station is detected. The warning in advance can persist.
  • For completeness, it should be mentioned that the once connected to the charging station vehicle can be charged until the energy storage is full or due to the start of the next trip the vehicle is disconnected from the charging station. Restrictions of this can be given criteria, eg. B. energy cost criteria form. If, for example, the energy-cost-critical criterion "use only night-time power" is selected, the charging process can be ended after the night-time tariff has expired.
  • The prerequisite for this is that the at least necessary amount of electrical energy to be supplied is supplied. Priorities can be given or learned according to the restrictive criteria.
  • The invention advantageously enables a lack of energy in a vehicle to be detected and prevented in advance instead of eliminating an energy shortage that has occurred. As a result, the worry of staying low is greatly reduced and the acceptance of alternative-powered vehicles is increased significantly.
  • 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 102011003993 A1 [0005]
    • DE 102011015775 A1 [0006]
    • DE 102010039075 A1 [0007]
    • DE 4344369 C2 [0008]

Claims (9)

  1. Method for charge control of an electrical energy store in vehicles, in which A route to be traveled is determined at least based on a destination and a time specification, A state of charge of the electrical energy store is detected, - the consumption of electricity is calculated on the specific route to be traveled, The charge state of the electrical energy store is compared with the calculated consumption of electrical energy on the particular route to be traveled, - If it is determined that the state of charge of the electrical energy storage is less than the calculated consumption of electrical energy on the particular route to be traveled, an at least necessary amount to be supplied electrical energy as the difference of the calculated consumption of electrical energy on the particular route to be traveled and the state of charge of the electrical energy storage is determined A supply duration for supplying the at least necessary amount of electrical energy to be supplied is determined, - The latest time to start a supply of the at least necessary amount of electrical energy to be supplied on the basis of the timing and the feed duration is determined, and - The latest time to start the supply of the least necessary amount of electrical energy to be supplied is output.
  2. The method of claim 1, wherein The destination and the time for the determination of the route to be traveled are entered manually by a user of the vehicle into a navigation device and / or automatically selected by the navigation device, - The automatic selection of the target and / or the timing by the navigation device on the basis of historical data and / or calendar data and / or based on further data is performed, and The historical, the calendar and the further data are stored in the navigation device and / or are received via a connection with a communication device from the navigation device.
  3. The method of claim 1 or 2, wherein the timing is a start time and / or a target time.
  4. Method according to one of claims 1 to 3, wherein the determination of the feed time taking into account at least one of the following conditions: A time period calculated for a movement of the vehicle to the location of the supply; A feed operation time for supplying the at least necessary amount of supplied electric power from an electric power source into the electric energy storage; A time period calculated for a movement of the vehicle to start the determined route to be traveled; A temporal availability of the electrical energy or the electrical energy source; - an energy cost-related size.
  5. Method according to one of claims 1 to 4, wherein an indication of the lower state of charge, the latest time for starting the supply of the at least necessary amount of electrical energy to be supplied and / or at least one of the following points in time: - immediately after the investigation; - during a next stop; When leaving the vehicle by the user; - at regular intervals after leaving the vehicle by the user; - At a determinable time before the end of the latest time to start the supply of the at least necessary amount of electrical energy to be supplied; - Upon reaching a determinable period of time before the end of the latest time to start the supply of the at least necessary amount of electrical energy to be supplied; - At the latest time to start the supply of the least necessary amount of electrical energy to be supplied.
  6. Method according to one of claims 1 to 5, wherein the output is optically and / or acoustically or haptically in combination with optical and / or acoustic.
  7. Method according to one of claims 1 to 6, wherein the output is carried out on at least one of the following units: - on a display unit in the vehicle; - By a speaker unit in the vehicle; By a vibration unit in the vehicle; - On a display unit outside the vehicle, in particular on a selectable communication device, wherein the communication device, a mobile phone and / or a PDA and / or a tablet PC and / or a clock and / or a laptop and / or a stationary PC and / or a multimedia system; - By a speaker unit outside the vehicle, in particular on a selectable communication device, wherein the communication device, a mobile phone and / or a PDA and / or a tablet PC and / or a clock and / or a laptop and / or a stationary PC and / or a multimedia facility is; - By a vibration unit outside the vehicle, in particular on a selectable communication device, wherein the communication device is a mobile phone and / or a PDA and / or a tablet PC and / or a clock.
  8. Method according to one of the preceding claims, wherein the determination of the latest time to start the supply of the at least necessary amount of electrical energy to be supplied is performed from a computer unit remote from the vehicle, wherein all necessary navigation, calendar and other data is transmitted to the computer unit and the output of the latest time to start the supply of the at least necessary amount of electrical energy to be supplied is initialized by the computer unit.
  9. Device for charge control of an electrical energy storage device for vehicles, comprising An electrical energy store for storing electrical energy, An energy storage charge detection unit configured to detect the state of charge of the electrical energy storage, A navigation device configured to determine a route to be traveled on the basis of a destination and a time preset, A consumption calculation unit configured to calculate the consumption of electrical energy on the particular route to be traveled, A comparison unit configured to compare the state of charge of the electrical energy store with the calculated consumption of the electrical energy on the particular route to be traveled, - wherein by the comparison unit in the determination that the state of charge of the electrical energy storage is less than the calculated consumption of electrical energy on the particular route to be traveled, an at least necessary amount of electrical energy supplied as a difference of the calculated consumption of electrical energy on the particular driving route and the state of charge of the electrical energy storage is determined, Wherein a supply duration for supplying the at least necessary quantity of electrical energy to be supplied is determinable by a supply regulator, - wherein by the feed controller on the basis of a timing and the Zuführzeitraums a latest time to start the supply of the at least necessary amount of electrical energy to be supplied is determined, and - Wherein by a warning unit for outputting a time or a period of the latest time to start the supply of the at least necessary amount of electrical energy to be supplied is output.
DE102013007525.4A 2013-04-26 2013-04-26 Method and device for charge control of an electrical energy store in vehicles Pending DE102013007525A1 (en)

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