DE102013203794A1 - Method for supplying a vehicle with energy - Google Patents

Abstract

The invention relates to a method for supplying a first vehicle with energy. In order to make the energy supply of the first vehicle less energy for this vehicle by providing a second vehicle with less effort and for both vehicles, it is proposed that a minimum energy requirement of the first vehicle be determined in advance, an energy reserve of the second vehicle determined and then this Energy reserve is compared with the minimum energy requirement of the first vehicle. A corresponding device is also described.

Description

The present invention relates to a method for supplying a vehicle with energy and to a corresponding device.

With the increasing penetration of the automotive market with electric and hybrid vehicles, vehicles will increasingly be left behind in the future due to a lack of energy. But even vehicles that have only an internal combustion engine are affected.

When a first vehicle is not lying down due to insufficient energy reserves, such a vehicle generally relies on the aid of a second vehicle, which can assist the vehicle that has remained lying down. In this case, depending on the cause of the stay, different assistance may be required. In the case of an empty starter battery, jump start must be given. If the fuel tank is empty, for example, a corresponding amount of fuel can be transferred from a reserve canister into the tank or the vehicle can be towed to a filling station. If the traction battery is empty, electrical energy can be transferred from another battery, a so-called "electric reserve canister" coupled, drive energy transmitted directly to the engine or the vehicle to be towed to a charging station. The possibilities for assistance depend on the type of helping vehicle. So z. B. a vehicle having only an internal combustion engine, usually not provide sufficient electrical energy for driving the electric motor of an electric vehicle. On the other hand, it is not expected that an electric vehicle carries a filled fuel reserve canister.

The problem of the stagnation of vehicles with electric motor is especially because the range of electric vehicles is currently still relatively low. Furthermore, the energy reserves of the helping vehicle can be exhausted by an energy transfer or a towing process, so that the helping vehicle finally needs help or no longer reaches its destination.

From the publication WO 2008/028567 A1 is a wiring system of a motor vehicle with a power supply control device known, which detects the provision of an external power supply, in particular by a towing vehicle for the motor vehicle, and controls the power supply in the motor vehicle such that only one or more sub-systems of the entire wiring system be powered by the motor vehicle. The sub-supply system to be supplied is the part of the vehicle electrical system that must be supplied with voltage for the safe towing of the vehicle. In the electrical system, a battery state detection device is further provided, which determines based on predetermined criteria, whether the towing vehicle is capable of supplying a towed vehicle with electrical voltage. In particular, it is provided that the battery state detection device in the case of insufficiently powerful battery is a corresponding indication to the driver and the electrical power supply for the vehicle to be towed not even provides when the towing vehicle for this purpose for a short time in a position would. Otherwise, the towing vehicle could itself remain or not function reliably.

The object of the present invention is therefore to provide a method which is improved over the prior art in that it works safer both on the side of the helping vehicle and on the side of the stopped vehicle with less user effort.

The above object is achieved by a method for supplying energy to a first vehicle, which has been left behind due to lack of energy or threatens to remain, in which determines a minimum energy requirement of the first vehicle in advance, determines an energy reserve of a second vehicle and then this energy reserve with the minimum Energy consumption of the first vehicle is compared.

The method according to the invention ensures that, on the one hand, the vehicle which has remained lying down is reliably supplied with sufficient energy so that it reaches either the next energy source (gas station or charging station) or its destination, whereby the helping vehicle (second vehicle) itself is not in difficulty device. In a particularly preferred embodiment, therefore, the energy reserve of the second vehicle includes the maximum free energy for this vehicle. Free energy is the energy that the second vehicle does not need to reach its destination or an energy source (gas station or charging station). In determining the free energy, it may also be considered that the second vehicle additionally requires energy to travel back and forth for assistance with the first vehicle. The free energy which this driving energy to the first vehicle and back may not contain would therefore be available for the first vehicle.

The minimum energy requirement includes the amount of energy required by the first vehicle to reach a source of energy which is the next or otherwise favorable, possibly previously selected by the driver of the vehicle, or to its destination.

According to the invention, it goes without saying that amounts of energy of the same types of energy are compared with one another, eg. As the minimum energy consumption of the first vehicle to electrical energy and the energy reserve of the second vehicle, also based on the available electrical energy. Similarly, the above comparison is feasible for a fuel type. In this case, it is possible in particular for hybrid vehicles that several types of energy are "played through" for a pair of vehicles, ie. H. for each type of energy, the above comparison is carried out separately. The different fuel types must also be treated separately for the fuels.

The above-described method may be performed when the second vehicle is already in place of the first vehicle that has been left to help. However, the method may also advance, preferably without current knowledge of the driver of the second vehicle, for. B. be processed in the control unit of the first vehicle or the second vehicle when the second vehicle is still on the road without offering any assistance. Particularly preferably, this variant is applied with respect to a plurality of second vehicles in order to determine an optimal partner for assistance in the first vehicle.

In particular, in a preferred embodiment, in the case where the auxiliary second vehicle is already at the location of the first vehicle, energy transfer from the second vehicle to the first vehicle is enabled only when the energy reserve of the second vehicle meets the minimum energy requirement of the first vehicle Vehicle exceeds. For this purpose, it is further advantageous if, in the energy transfer from the second vehicle to the first vehicle, the driver of the first vehicle preselects the type of energy to be transferred (eg fuel type or electrical energy) and / or the amount of energy to be transferred.

In a further exemplary embodiment, it is preferred if for carrying out the above method the minimum energy requirement of the first vehicle to a second vehicle or infrastructure device, preferably a plurality of second vehicles and / or a plurality of infrastructure devices, wirelessly, preferably in the context of a C2X Communication, is transmitted. In this embodiment, the second vehicle (helper vehicle) after receiving such a request in advance by comparing the minimum energy requirement of the first vehicle with the energy reserve of the second vehicle determine whether assistance is even meaningful. For this purpose, this request can be directed to a large number of potential helper vehicles (second vehicles), which are located, for example, in close proximity to the vehicle that has remained lying down. As a result, consuming calling, maneuvering and coupling of vehicles can be avoided. The effort for this is unnecessary if it is only subsequently determined that the helper vehicle does not have enough energy reserves to transfer the energy required to the left vehicle. The wireless transmission of data via the C2X communication such contact is easily possible. Alternatively, z. B. via mobile an infrastructure facility, such as a service provider, contacted, the information about vehicles in a fleet or about customers of a tank / charging stations network or community user holds, which are also located in the vicinity and which for a Assistance would come into question.

Particularly preferred here is that the determination of the energy reserve of the second vehicle and the comparison with the minimum energy consumption of the first vehicle takes place before by the first vehicle to the second vehicle for which the comparison is positive, a request for help or by the second vehicle an offer of help is sent to the first vehicle. This communication also preferably takes place as C2X communication.

• – die Position des ersten Fahrzeugs,
• – den Fahrzeugtyp, die Antriebsart und/oder die Kraftstoffart des ersten Fahrzeugs,
• – die Ursache des Liegenbleibens und/oder den Hilfewunsch, beispielsweise die Information, dass die Starterbatterie leer ist und daher Starthilfe gewünscht ist, oder der Treibstofftank leer ist und daher neuer Treibstoff benötigt wird,
• – Angaben zur Wunsch-Ladestation oder Tankstelle, alternativ Angaben zur nächsten Ladestation oder Tankstelle oder Angaben zur Ladestation/Tankstelle auf der Zielroute des ersten Fahrzeugs,
• – den minimalen Energiebedarf pauschal pro Kilometer oder detailliert berechnet bis zu nächsten Energiequelle (Ladestation/Tankstelle) oder zum Fahrtziel des ersten Fahrzeugs,
• – Informationen zur Charakteristik des Elektromotors, beispielsweise dessen Leistungsaufnahme,
• – Informationen zur Batterie und/oder deren Ladecharakteristik und/oder deren Ladezeit, jeweils entweder pauschal oder detailliert berechnet.

In a further preferred embodiment, one or more of the following details (data) is additionally sent from the first vehicle to a plurality of second vehicles or infrastructure devices:

• The position of the first vehicle,
• The type of vehicle, the type of drive and / or the type of fuel of the first vehicle,
• The cause of the stoppage and / or the help request, for example the information that the starter battery is empty and therefore jump start is desired, or the fuel tank is empty and therefore new fuel is needed,
• - details of the desired charging station or gas station, alternatively information on the next charging station or gas station or information on the charging station / gas station on the destination route of the first vehicle,
• - the minimum energy consumption per kilometer or in detail calculated to the nearest source of energy (charging station / petrol station) or to the destination of the first vehicle,
• Information about the characteristic of the electric motor, for example its power consumption,
• - Information on the battery and / or their charging characteristics and / or their charging time, each calculated either flat rate or detailed.

• – ob das zweite Fahrzeug mit dem ersten Fahrzeug kompatibel ist, d. h. die Anforderungen des ersten Fahrzeugs mit den Fähigkeiten des zweiten Fahrzeugs vereinbar sind, z. B. hinsichtlich Energietyp, Antriebsart, Kraftstofftyp und verfügbarer Leistung, und/oder
• – ob der Aufwand für die Hilfsaktion (einschließlich An- und Abfahrt des zweiten Fahrzeugs) und/oder für das Betanken mit dem Treibstoff oder Aufladen mit elektrischer Energie, vorzugsweise hinsichtlich Zeit und/oder Kosten, für das erste Fahrzeug und/oder das zweite Fahrzeug (bzw. den jeweiligen Fahrer) vertretbar ist.

In a further exemplary embodiment, the first vehicle or the second vehicle additionally checks before sending a request for assistance by the first vehicle to a second vehicle,

• Whether the second vehicle is compatible with the first vehicle, ie the requirements of the first vehicle with the capabilities of the second vehicle are compatible, for. B. type of energy, type of drive, fuel type and available power, and / or
• - Whether the effort for the auxiliary action (including arrival and departure of the second vehicle) and / or refueling with the fuel or charging with electrical energy, preferably in terms of time and / or cost, for the first vehicle and / or the second vehicle (or the respective driver) is justifiable.

With regard to the compatibility check, for example, the situation may arise that the first vehicle wants to be towed with simultaneous transmission of electrical energy. If the battery of the second vehicle turns out to have sufficient energy reserves but can not cover the power requirements of two engines (the towing vehicle and the towed vehicle), the compatibility of the two vehicles is lacking.

With regard to the justifiability of the time required, it should be noted that it can be viewed both on the side of the first vehicle seeking assistance and on the side of the second vehicle offering help and / or in relation to the dispatch of a request for assistance or of an offer of assistance.

For example, the second vehicle may calculate the time required for the assistance, e.g. B. as the sum of the time necessary for the journey to the first vehicle, the time for the transmission of energy and the time for the drive away from the first vehicle. After determining the time required, the question of the justifiability of the time required can be made available to the driver of the second vehicle, so that he decides whether he offers his assistance to the requesting first vehicle. Alternatively, it can be decided automatically on the basis of a stored in the memory of the second vehicle, predetermined time threshold on the sending of the help. If the time required for the assistance is less than or equal to the time threshold, the first vehicle is offered assistance. If the time required is greater than the time threshold, the assistance is not offered on the basis of this criterion or, alternatively, submitted to the driver for a case-by-case decision.

Alternatively or additionally, the first vehicle may check the time expenditure determined in the offers for assistance of the second vehicles with respect to its ideas or the ideas of its driver and may not consider the assistance offer on this basis. For this purpose, a comparison can be made with a corresponding time threshold stored in the first vehicle or a decision can be demanded in individual cases by the driver of the first vehicle. For example, a potential helper vehicle may provide an assistance offering involving charging the battery of the first vehicle (for example, because battery-powered towing is not possible for performance reasons). However, the charging of the battery takes much time, so that the time taken by the second vehicle does not match with the timing of the driver of the first vehicle in a hurry. An auxiliary offer of this second vehicle would therefore negatively evaluate the first vehicle after a corresponding request to the driver or a comparison with a corresponding time threshold and therefore send no request for assistance to the second vehicle.

If, as shown above, a second vehicle can make an auxiliary offer on the basis of the result of the above comparison between the energy reserve of the second vehicle and the minimum energy requirement of the first vehicle, the corresponding information of the second vehicle, in particular also the parameters indicated above, is sent to the first vehicle sent back. Optionally, the result of the difference between the energy reserve of the respective second vehicle and the minimum energy requirement of the first vehicle is also determined and sent back to the first vehicle as a measure of how suitable the second vehicle is for assistance.

In a particularly preferred embodiment, as already explained above with reference to examples, the first vehicle or an infrastructure device sends the request for assistance to a second vehicle with the results of the comparison and optionally with the inclusion of further parameters, in particular including the above parameters, an optimization based on the data of the plurality of second vehicles or the infrastructure performed, each of which have submitted an aid offer, with the optimization of the most suitable for auxiliary action second vehicle is determined. This second vehicle is then asked for help by requesting assistance afford what the driver of this vehicle may refuse, however, for whatever reason. In this case, the second vehicle in terms of optimization is then asked for help, etc. In the optimization, in particular, the distance of the respective second vehicle to the location of the first vehicle that has remained or threatens to remain, and / or takes into account the difference between the energy reserve of the second vehicle and the minimum energy requirement of the first vehicle, possibly with a higher weighting than other criteria.

The core of the method according to the invention lies with respect to the variant in which the second vehicles move at a certain distance from the first vehicle, thus in the targeted advance suitability test and selection of a helper vehicle, preferably based on extensive data of the stopped vehicle (first vehicle ) as well as the helper vehicle (second vehicle), in particular before the helper vehicle is called in, overcomes the distance between both vehicles and is connected to the vehicle which has been left standing.

In this case, not only the simple auxiliary scenario of charging the battery of the first vehicle to the next charging station while ensuring the remaining range of the helper vehicle to just this next charging station or its destination is considered, but it represented much more complex scenarios and / or calculated different auxiliary scenarios. For example, a small electric vehicle can not tow a large vehicle with an internal combustion engine, which has been left lying due to fuel shortage, nor transfer the suitable fuel to it. However, in the case of an empty starter battery, such a small electric vehicle might well be able to jump-start.

It is further provided that a service vehicle of a charging station operator near the location of the first vehicle can provide electric reserve canister with sufficient content, with which the stagnant vehicle can drive independently to the charging station, or that the service Vehicle can tow the first vehicle to the charging station. The charging station operator is regarded as an infrastructure facility and its vehicle as a second vehicle in the sense of the present invention. This has the advantage that, if there is time pressure for the vehicle that has been left behind, towing to a charging station or the use of an electric reserve canister with less time than a first charging of the battery in the field, driving to the charging station and the subsequent second shop at the charging station.

If, in a further exemplary embodiment, the nearest gas station / charging station is not ideal for the first vehicle, but a more remote gas station / charging station is located on its destination route, then a second vehicle, which in any case travels in the direction of this charging station, the first vehicle but over a longer distance with less detour and thus with less time loss and overall energy-saving for both vehicles drag there.

With the method according to the invention, it is also possible to react to current conditions; in particular, in the case of a second vehicle, it can be taken into account in the optimization that the relevant second vehicle drives in the direction of the planned destination of the first vehicle and thus can tow the first vehicle to a charging station located more favorably ,

The above object is also achieved by a device for controlling the supply of a first vehicle with energy, which comprises means for carrying out the above-mentioned method, preferably a communication device for the wireless transmission (ie sending and / or receiving) of vehicle-relevant data to a second vehicle or to an infrastructure device, the communication device preferably operating as a C2X communication device. The device according to the invention is preferably realized in the control device of the first vehicle and of the second vehicle.

Vehicle-to-environment communication (C2X or V2X communication) is referred to as wireless communication, which may take the form of vehicle-to-infrastructure communication (C2I) or vehicle-to-vehicle communication (C2C). In this communication, different information is transmitted according to their content as signals on different radio channels. In Europe and the US wireless communication in particular is used for this purpose IEEE 802.11p used according to a standard for the communication of intelligent transport systems (ITS). However, there are other standards, some of which are also in use. The communication according to IEEE 802.11p takes place in Europe z. B. in a frequency range of 5.875 to 5.905 GHz instead, with a control channel (control channel CCH) and at least two service channels (service channel SCH) are realized. The control channel is used for the broadcast communication, in which information is to be transmitted to several or all subscribers in the communication network. This channel is reserved for short, low-latency, safety-critical information and communication management. The service channels do not serve the delivery of additional safety-critical data, for example for application-specific information, road geometry, etc.

The structure of the transmitted information in the C2X communication is set in an industry standard, in particular one of the ETSI, and in particular is subject to the OSI layer model.

To the present invention, the C2X communication comprises the communication, for example by means of WLAN ( IEEE 802.11a / b / g / n / p ), by means of cellular radio (GSM, GPRS, EDGE, UMTS, LTE), by means of WiMax, by means of Bluetooth and the like. Furthermore, the communication may be included as part of a remote keyless entry system. The transmission unit and / or receiving unit provided in the communication device in a preferred embodiment are preferably for the transmission or reception of such radio signals, for. B. as antennas, formed.

The vehicle in the present invention, for example, a motor vehicle, such as car, bus or truck, or even to a rail vehicle, a ship, an aircraft, such as helicopters or aircraft, or to an electric bicycle.

Further advantages, features and possible applications of the present invention will become apparent from the following description of exemplary embodiments and the single FIGURE. All described and / or illustrated features alone or in any combination form the subject matter of the present invention, also independent of their summary in the claims or their back references.

The only 1 schematically shows a method according to the invention in a flowchart.

In a first step 10 after the start 1 The method first determines a minimum energy requirement of the first vehicle. This is the minimum energy that this vehicle needs to reach either the destination or the nearest source of energy (charging station / gas station). This energy requirement can be expressed as fuel demand or electrical energy amount, depending on which type of energy is used by the first vehicle. In a further step 20 Then the energy reserve of the second vehicle is determined, the energy reserve of this second vehicle is its maximum free energy. Subsequently, in step 30 the energy reserve of the second vehicle compared with the minimum energy consumption of the vehicle. This analysis can be done both in the first vehicle and in the second vehicle. The analysis can also be carried out simultaneously for a large number of second vehicles, in order finally to determine the second vehicle which is most suitable for the energy transfer by means of a further, not shown optimization step. In this case, in the plurality of second vehicles, the desired or as many as possible of the above-mentioned criteria can first be checked in order to decide whether an aid offer is made. Only after such a check, if appropriate, the offer of assistance is sent to the first vehicle seeking help. This approach is also useful in terms of minimizing the burden on the communication channels, as a comparatively small number of pre-audited offers is transmitted.

If the energy reserve of the second vehicle exceeds the minimum energy requirement of the first vehicle, then this second vehicle can be requested to help the first vehicle. If the second vehicle has acknowledged the request for assistance, preferably by the driver of the affected second vehicle, then the second vehicle has arrived at the first, stopped vehicle, so there in one step 40 the possible amount of transfer energy that can be transferred from the second vehicle to the first vehicle is displayed. The driver of the second vehicle then selects the amount of transfer energy needed (step 50 ), then starts the energy transfer (step 60 and then observes a display showing the progress of the energy transfer (step 70 ). In a subsequent step 80 When the selected amount of energy has been transferred, information about completion of the transfer is displayed on the display. Then the process reaches its end 2 ,

If, for some reason, the energy reserve of the second vehicle is not yet sufficient to cover the minimum energy requirement of the first vehicle, then the control device or the driver of the first or second vehicle can do so in one step 90 , z. B. via a corresponding display, be informed before the process on this way the end 2 reached. Alternatively, this second vehicle will not be reported to the first vehicle as a vehicle eligible for assistance.

The advantage of the method according to the invention is also that, in particular in the case of communication via an infrastructure facility (service provider, fleet management, customer database, community), the help of the second vehicle can be terminated in the event of a lack of energy. For example, the driver of the first vehicle notices that he is with the remaining one No more energy comes to the next source of energy (charging station), but at the moment he has no time to worry about it because he is on his way to work and has to make an important appointment. Then, a second vehicle for a certain period in which the driver of the first vehicle can take care of it again, asked for help and reserved accordingly. For example, by the driver of the first vehicle during the lunch break of a working day, assistance of a second vehicle could be claimed, ie, the desired amount of energy and type transmitted, or the first vehicle towed to a charging station. Alternatively, the operator could offer a charging station in the vicinity to deliver an electric reserve canister to his vehicle during the lunch break of the driver of the first vehicle to complete the charging of the first vehicle over the remaining working day. After work, the driver of the first vehicle can then drive to the charging station of the helpful provider, bring back the electric reserve canister and load the vehicle at this charging station.

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

• WO 2008/028567 A1 [0005]

Cited non-patent literature

• IEEE 802.11p [0029]
• IEEE 802.11p [0029]
• IEEE 802.11a / b / g / n / p [0031]

Claims (10)

Method for supplying a first vehicle with energy, characterized in that a minimum energy requirement of the first vehicle determines, determines an energy reserve of a second vehicle and then this energy reserve is compared with the minimum energy consumption of the first vehicle. A method according to claim 1, characterized in that the energy reserve of the second vehicle includes the maximum free energy for this vehicle. Method according to one of the preceding claims, characterized in that an energy transfer from the second vehicle to the first vehicle is only released when the energy reserve of the second vehicle exceeds the minimum energy requirement of the first vehicle. Method according to one of the preceding claims, characterized in that in an energy transfer from the second vehicle to the first vehicle, the driver of the first vehicle preselected to select the type of energy to be transferred and / or the amount of energy to be transferred. Method according to one of the preceding claims, characterized in that the minimum energy requirement of the first vehicle to a second vehicle or an infrastructure device, preferably a plurality of second vehicles and / or infrastructure facilities wirelessly, preferably in the context of a C2X communication, is transmitted. A method according to claim 5, characterized in that the determination of the energy reserve of the second vehicle and the comparison with the minimum energy consumption of the first vehicle takes place before the second vehicle for which the comparison has been positive, a request for help or by the second Vehicle is sent a help offer to the first vehicle. A method according to claim 6, characterized in that is additionally checked by the first vehicle or by the second vehicle before sending a request for help, - whether the second vehicle is compatible with the first vehicle and / or - whether the time required for the Help action and / or for refueling or charging is acceptable. A method according to claim 6 or 7, characterized in that prior to sending the request for assistance to a second vehicle with the results of the comparison and optionally with the inclusion of other parameters, an optimization based on the data of the plurality of second vehicles or the infrastructure is carried out with the the most appropriate second aid vehicle is determined. Method according to one of the preceding claims, characterized in that different auxiliary scenarios are calculated to determine the minimum energy requirement of the first vehicle and / or the energy reserve.  Device for controlling the supply of a first vehicle with energy having means for performing a method according to any one of the preceding claims, preferably with a communication device for wireless transmission of vehicle-related data to a second vehicle or to an infrastructure device in the context of C2X communication.

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