DE102014200315A1 - Method for charging a battery in a vehicle - Google Patents

Abstract

The invention relates to a method for charging a battery (14) in a vehicle (10, 10.1) with the following steps: a) initializing a charging process, b) providing driver-specific data that relate at least to travel destinations and driving times, c) determining a destination charging state in Dependency on the driver-specific data, and d) Charging the battery (14) until reaching the destination charge state. The invention also relates to a computer program, a management system (16, 16.1), a vehicle (10, 10.1) and a charging station (20, 20.1) for carrying out the method according to the invention.

Description

State of the art

The invention relates to a method for charging a battery in a vehicle. The invention also relates to a computer program, a management system, a vehicle and a charging station, which are designed to carry out the method according to the invention.

Modern vehicles are increasingly powered by electricity. For this purpose, the vehicles are equipped with an electric motor, which is supplied by a rechargeable battery unit with electrical energy. For the integration of an electric drive in the drive train of a vehicle different concepts are known. So electric vehicles are based on a purely electric drive, with a battery is charged via an external power grid. Hybrid vehicles also include an internal combustion engine in addition to the electric motor. In this case, the battery of hybrid vehicles can be charged internally via a generator with excess energy of the engine. Other concepts, also known as plug-in hybrid electric vehicles (PHEV), also provide the option of charging the battery via the external power grid.

To charge the battery via the external power grid, electric vehicles or hybrid vehicles are connected to charging stations. Such charging stations can be realized at parking spaces, for example in garages, or similar to the existing filling station system in the form of charging stations. The number of charging stations is currently still low. This means that drivers have to consider the range until the next charging option.

Out US 2011/202219 A1 For example, a unit for processing information in operating electrically powered vehicles is known, wherein electrical energy is transferred between vehicles. Prior to discharging a battery of a first vehicle, locations are displayed to which the first vehicle can move after transmitting the electrical energy to a second vehicle. The locations are thereby determined from a quantity of the electrical energy to be transmitted, a resulting mobile route and map material.

In addition to the availability of charging stations is to consider when charging the battery that a full charge can take several hours. With shorter charging times increases due to the necessary increased current of the wear in the battery. The battery ages faster. Therefore, there is a continuing interest in further improving the charging strategy for electrically powered vehicles.

Disclosure of the invention

• a) Initialisieren eines Ladevorgangs,
• b) Bereitstellen von fahrerspezifischen Daten, die zumindest Fahrziele und Fahrzeiten betreffen,
• c) Ermitteln eines Zielladezustandes in Abhängigkeit von den fahrerspezifischen Daten, und
• d) Laden der Batterie bis zum Erreichen des Zielladezustandes.

According to the invention, a method for charging a battery in a vehicle is proposed, comprising the following steps:

• a) initializing a charging process,
• b) providing driver-specific data which relate at least to travel destinations and travel times,
• c) determining a Zielladezustandes depending on the driver-specific data, and
• d) Charging the battery until reaching the destination charge state.

The invention makes it possible to charge the battery in the vehicle so that a driver can reach his destinations and still does not lead to excessive aging in service life of the vehicle, the state of charge.

In one embodiment, initialization of the charging process may be accomplished by detecting a coupling between the vehicle and a charging station. For this purpose, the vehicle and the charging station may each comprise a charging element, via which electrical energy is transmitted. The connection for transmitting electrical energy may be formed as a wired or a wireless connection between the charging elements. For example, the charging elements can be designed as a charging connector, wherein the electrical energy is transmitted via a wired wire. To initialize the charging, for example, the mating of the charging connector is detected. Alternatively, there may be an inductive coupling of vehicle and charging station. Further alternatively, the charging elements on the vehicle side can be designed as a photovoltaic element and charging station side as a light source, wherein electrical energy is transmitted wirelessly via optical signals to the vehicle. To initialize the charging process For example, detects that an emitted from the light source of the charging station optical signal is received by the photovoltaic element on the vehicle. Further alternatively, an inductive coupling for wireless transmission of electrical energy is possible.

In another embodiment, the driver-specific data is provided as electronic data from a component-bound storage unit and / or from a mobile storage unit. The component-bound storage unit is bound to, for example, the vehicle or the charging station. Mobile devices such as smartphones or tablet PCs, USB sticks, memory cards or those that allow access to cloud servers are suitable as mobile storage units.

Furthermore, driver-specific data designate such data which concern at least travel destinations and travel times of one or more drivers of the vehicle. This can be calendar data in particular. Thus, driver profiles can be stored on the memory unit, which can be retrieved, processed and / or changed with the aid of a driver identification. For example, the driver enters the driver identification with the aid of a human-machine interface of the vehicle or the charging station, for example via a switch, a touchscreen or an input unit, thereby determining the driver profile with the associated driver-specific data. Thus, driver-specific data, such as calendar data, can be provided, which are assigned to one or more drivers. If the vehicle is used by an unregistered driver, the function can also be deactivated. That is, no driver-specific data is provided, and the above-mentioned method is not performed.

In a further embodiment, the target charge state is determined from a demand-dependent energy that takes into account a total distance and an efficiency of the vehicle. In particular, the demand-dependent energy is determined from the product of the total distance and the efficiency. The efficiency refers to a quotient of range and consumed electrical energy. This depends on the vehicle on factors such as the weight and air resistance, and on the road side of factors such as the height difference covered. Furthermore, the efficiency depends on the design of the vehicle, for example, whether the vehicle is a hybrid vehicle with different operating points or a pure electric vehicle. The target charge state refers to the state of charge of the battery, which provides enough energy to cover the entire distance after charging with the vehicle can. The target charge state thus indicates the state of charge after charging the battery according to the proposed method. If the target charge state is greater than the maximum charge state of the battery, the target charge state can be set to the maximum or permitted state of charge of the battery. In addition, in this case, a warning to the driver may be issued that the range is not sufficient for the total distance.

In a further embodiment, a location is determined from the driver-specific data at which a next charging process takes place or is to take place. The next charging process can indicate the charging process, which, in terms of time, directly follows the charging process currently being performed. The driver-specific data in particular include calendar data relating to future travel destinations and travel times. From the calendar data can be determined, for example, when the vehicle next time, so in terms of time immediately following the current charge to be performed, at a location with a charging station, such as in the local garage, is parked. In particular, such locations may be provided as driver-specific data relating to a usage behavior, the locations having been used for loading beforehand, that is, in terms of time before the actual charging process to be carried out. Additionally or alternatively, the driver can enter and / or enter locations of charging stations via a man-machine interface of the vehicle or the charging station, such as the switch, the touch screen or the input device, to which destinations of the calendar data there is a charging station which Driver can use.

In a further embodiment, the total distance is determined up to the location at which a next charging process takes place or is to take place. For this purpose, map data can be provided, and the driver-specific data can be correlated with the provided map data. For example, routes are calculated based on the destinations and the corresponding total distance is determined. The provision of the map data, the calculation of the routes and / or the determination of the total distance can be implemented in a management system. Alternatively, the map data may be provided by a navigation system, such as a navigation system of the vehicle, which calculates the routes. Determining the total distance can also be implemented as a function in the navigation system, wherein the determined total distance is transmitted via a communication link, such as a CAN bus, from the navigation system to the management system.

Furthermore, the efficiency can be given as a constant value per kilometer which takes into account the factors mentioned above. Alternatively or additionally, the efficiency may be variable and determined taking into account the nature of the total distance. The demand-dependent energy E _demand is then determined in particular by the integral of a variable efficiency w (z) over sections dz. The variable efficiency w (z) is based, for example, on the nature of the total distance, such as the grade and the roadway quality. In particular, the soil friction and / or the height difference is taken into account in the calculation of the efficiency.

In a further embodiment, the destination load state is determined taking into account a security buffer. The destination load state with security buffer corresponds in particular to the sum of the destination load state and a percentage of the destination load state. The percentage can be 0 to 20%.

In a further embodiment, the target charge state is determined taking into account a predetermined optimum state of charge. The optimum state of charge indicates the state of charge, in which the aging effects in the battery are minimal. Optimal states of charge can be provided in the form of a table in which predetermined optimal states of charge are stored, for example as a function of the age of the battery. Optimal here is to be understood in the sense of the least possible calendar aging. For example, the higher the state of charge when parking, the stronger the calendar aging. Optimal states of charge can be determined, for example, in the context of aging experiments. If the optimum state of charge is greater than the determined target charge state, the battery is charged until the optimum state of charge is reached.

In a further embodiment, the driver-specific data relate to the user behavior of a driver, which is taken into account when determining the destination charge state. In particular, locations are stored in which loading operations have been carried out in the past. These are taken into account, for example, when determining the location at which the next charging process takes place or should take place. Additionally or alternatively, actual required charging states and the destination charge states determined therefor are stored in previously performed charging processes. These can be taken into account when determining the destination load state in subsequent load operations. In particular, for charging operations with the same total distance, an actually required energy or a corresponding state of charge can be used as the destination charge state.

Furthermore, a current state of charge can be taken into account. The current state of charge indicates the state of charge that the battery has before charging. In another embodiment, the battery is charged by the difference between the target charge state and the current charge state.

According to the invention, a computer program is also proposed according to which one of the methods described herein is performed when the computer program is executed on a programmable computer device. For example, the computing device may be a module for implementing a management system of a vehicle or a charging station or a subsystem of the management system. The computer program may be stored on a machine-readable storage medium, such as on a permanent or rewritable storage medium or in association with a computer device or on a portable storage medium such as a memory card, a removable CD-ROM, a DVD or a USB stick. Additionally or alternatively, the computer program may be provided for download on a computing device, such as a server or a cloud server, e.g. via a data network such as the Internet or a communication connection such as a telephone line or a wireless connection.

• a) einer Komponente zum Initialisieren eines Ladevorgangs,
• b) einer Komponente zum Bereitstellen von fahrerspezifischen Daten, die zumindest Fahrziele und Fahrzeiten betreffen,
• c) einer Komponente zum Ermitteln eines Zielladezustandes in Abhängigkeit von den fahrerspezifischen Daten, und
• d) einer Komponente zum Laden der Batterie bis zum Erreichen des Zielladezustandes.

According to the invention, a management system is proposed for carrying out the above-described methods with the following components:

• a) a component for initializing a charging process,
• b) a component for providing driver-specific data which relate at least to travel destinations and travel times,
• c) a component for determining a destination load state as a function of the driver-specific data, and
• d) a component for charging the battery until reaching the Zielladezustandes.

The management system is preferably designed and / or set up to carry out the methods described above. In this case, the methods described above can be used as functions in the Be implemented management system. The components of the management system are more preferably functional components that are not necessarily part of a single physical entity.

Furthermore, the management system can be implemented in a battery unit of the vehicle or in a control unit of the charging station. In the battery unit of the vehicle, the management system is designed, in particular, as a battery management system which, for example, comprises a subsystem for charging the battery according to the methods described above.

Further according to the invention, a vehicle and a charging station are proposed with the above-described management system. In this case, the vehicle may comprise a battery unit with a battery and the management system described above. The battery may further comprise one or more battery cells or accumulator cells. Preferably, the battery can be connected to charging stations. The charging station may be connected to an external power grid and comprise a control unit with the management system described above. Preferably, the charging station can be connected to batteries of vehicles.

Advantages of the invention

The invention makes it possible to carry out the charging process in a forward-looking manner, thereby minimizing the load on the battery and ensuring a long service life without impairing the comfort for the driver. If the battery is operated permanently below the full charge, this also has an effect on aging. So a fully charged battery ages faster than a half-charged battery. The battery is thus charged so that a driver can reach his destinations, but the state of charge does not lead to excessive aging in the service life of the vehicle.

In particular, the coupling of the charging strategy to driver-specific data enables a more efficient charging process. Thus, the charging process is adapted to the driver-specific conditions. For example, a full charge is not necessary, as long as a lower state of charge than Zielladezustand sufficient for the route to be traveled. This saves the driver several hours of charging, for example during the night, and he can reach a state of charge in a short time, which is adapted to the routes to be traveled. This is particularly useful for commuters or occasional drivers, who usually travel short distances and thus get along permanently with less charge in the battery.

The proposed charging strategy thus not only protects the battery, but also saves time. Moreover, the target charge state can be selected to give optimum conditions with respect to the aging state of the battery. The battery is then minimally loaded and still provides the necessary energy to cover the route to be traveled. In addition, the charging strategy can be designed to be adaptive, whereby the accuracy in determining the destination charge state is increased.

Overall, the charging process is thus optimized by the predictive charging strategy such that the use of the vehicle and the aging of the battery are optimally matched to each other. The proposed charging strategy increases the life of the battery without sacrificing comfort for the driver and can thus contribute to the acceptance of electrically powered vehicles.

Brief description of the drawings

Embodiments of the invention are illustrated in the figures and are explained in more detail in the following description.

Show it:

1 an embodiment of a vehicle with a battery unit, the battery management system is configured to charge a battery according to the inventive method via a charging station,

2 an embodiment of a charging station with a control unit which is adapted to charge the battery of a vehicle according to the inventive method, and

3 a flow of a method according to the invention in the form of a flow chart.

In the following description of the embodiments of the invention, the same or similar components and elements are denoted by the same or similar reference numerals, and in individual cases to dispense with a repeated description of these components or elements. The figures illustrate the subject matter of the invention only schematically.

Embodiments of the invention

1 shows an embodiment of a vehicle 10 . 10.1 with a battery unit 12 . 12.1 , their battery management system 16 . 16.1 is formed, a battery 14 via a charging station 20 . 20.1 according to a method according to the invention, with respect to 3 will be described in more detail.

The vehicle 10 . 10.1 can be configured as a plug-in hybrid vehicle or electric vehicle in which electrical energy from the battery 14 , For example, a lithium-ion or nickel-metal hybrid battery is provided. The vehicle 10 . 10.1 includes a battery unit 12 . 12.1 next to the battery 14 a battery management system 16 . 16.1 having. To charge the battery 14 is the vehicle 10 . 10.1 over a connection 18 for transmitting electrical energy to the charging station 20 . 20.1 coupled. The connection 18 for transmitting electrical energy is for example as a wired connection to a charging cable or as a wireless inductive or optical connection between charging elements 26 . 27 designed. Via a communication connection 50 for example, wireless or wired between the charging station 20 . 20.1 and the vehicle 10 . 10.1 can be realized, if necessary, data between the charging station 20 . 20.1 to the battery unit 12 . 12.1 replaced. Usually, the charging station 20 . 20.1 to an external power grid 22 Tailored, which provides the electrical energy.

To initialize a charge, the battery management system includes 16 . 16.1 one unity 24 that recognizes that charging or transmitting electrical energy is possible. For example, the unit 24 to initialize the charging process, realize that a charging element 26 such as a charging plug or an inductive or photovoltaic element on the vehicle 10 . 10.1 , with a charging element 27 the charging station 20 . 20.1 connected is.

Furthermore, the battery management system comprises 16 . 16.1 one unity 28 which, after initializing the charging process, has a target charge state SOC _{target of} the battery 14 determined. The unit 28 for determining the destination load state SOC _destination is to a vehicle-mounted storage unit 30 coupled, are stored in the driver-specific data. In particular, in the vehicle-mounted storage unit 30 Calendar data stored concerning the driving destinations and driving times of a driver. In other embodiments, the storage unit 30 be configured as a mobile storage unit, for example on a smartphone or as a USB stick.

From the destinations and driving times will be in the unit 28 for determining the destination load state SOC _destination, a location is determined at which a next load is or is to be executed. The determined location is connected to a navigation system 32 in the vehicle 10 . 10.1 transfer. In the navigation system 32 Based on the determined location, a total distance is determined and sent to the battery management system 16 . 16.1 transmitted. Here are the unit 28 for determining the destination load state SOC _destination and the navigation system 32 For example, via a CAN bus (Control Area Network Bus) coupled together. Based on the navigation system 32 Finally, the transmitted total distance becomes the target load state SOC _destination in the unit 28 determined.

The determined target load state SOC _destination becomes one unit 34 to control and monitor the charging process that controls and monitors the charging process so that the battery 14 until the _destination load state SOC _destination is reached. This is the battery 14 by the difference between the target load state SOC _target and a current state of charge SOC _{current of} the battery 14 loaded. The current state of charge SOC _actual designates the state of charge before the charging process in the battery 14 is given.

2 shows an embodiment of a charging station 20 . 20.2 with a control unit 40 that is formed a battery 14 of a vehicle 10 . 10.2 according to the method of the invention, with respect to 3 will be described in more detail.

The system of 2 with the vehicle 10 . 10.2 and the charging station 20 . 20.2 is essentially the same as the 1 , In contrast to 1 however, is the method of charging the battery 14 in the control unit 40 the charging station 20 . 20.2 instead of the battery management system 16 . 16.2 the battery unit 12 . 12.2 implemented. To charge the battery 14 is the vehicle 10 . 10.2 over a connection 18 to the Transfer of electrical energy to the charging station 20 . 20.2 coupled. The connection 18 for transmitting electrical energy is for example as a wired connection to a charging cable or as a wireless inductive or optical connection between charging elements 26 . 27 designed. Via a communication connection 50 for example, wireless or wired between the charging station 20 . 20.2 and the vehicle 10 . 10.2 can be realized, if necessary, data between the charging station 20 . 20.2 to the battery unit 12 . 12.2 replaced. Usually, the charging station 20 . 20.2 to an external power grid 22 Tailored, which provides the electrical energy.

To initialize a charge, the controller includes 40 one unity 42 that recognizes that charging or transmitting electrical energy is possible. For example, the unit 42 to initialize the charging process, realize that a charging element 26 such as a charging plug or an inductive or photovoltaic element on the vehicle 10 . 10.2 , with a charging element 27 the charging station 20 . 20.2 connected is.

Furthermore, this includes the control unit 40 one unity 44 which, after initializing the charging process, has a target charge state SOC _{target of} the battery 14 determined. The unit 44 for determining the destination load state SOC _destination is to a mobile storage unit 46 , such as a smartphone or a USB stick, coupled, are stored in the driver-specific data. For coupling include the mobile storage unit 46 and the control unit 40 interfaces 47 . 48 between which data is via a preferably wireless communication link 45 how to transmit a wireless local area network (WLAN) or Bluetooth connection. In particular, in the mobile storage unit 46 Calendar data stored concerning the destinations and driving times of the driver. In other embodiments, the storage unit 46 also as a component-bound (possibly also wirelessly communicating) storage unit of the charging station 20 . 20.2 or the vehicle 10 . 10.2 be assigned.

From the destinations and driving times determined the unit 44 for determining the destination load state SOC _destination the next location where a load is or is to be executed. Subsequently, a total distance is determined on the basis of the determined location. This is in the storage unit 46 further deposited map material from which the total distance is determined, which in turn is the unit 44 over the wireless communication link 45 between the interfaces 47 . 48 provided. On the basis of the determined total distance becomes finally in the unit 44 the destination load state SOC _destination determined. In other embodiments, the map material may also be in one of the charging stations 20 . 20.2 assigned storage unit to be deposited.

The determined target load state SOC _destination is established via the communication link 50 for example, wireless or wired between the charging station 20 . 20.2 and the vehicle 10 . 10.2 can be realized from the charging station 20 . 20.2 to the battery unit 12 . 12.2 transmitted. The unit 34 for controlling and monitoring the charging process of the battery management system 16 . 16.2 is assigned, controls and monitors the charging process on the vehicle side such that the battery 14 until the _destination load state SOC _destination is reached. This is how the battery works 14 by the difference between the target load state SOC _target and the current state of charge SOC _currently loaded. In other embodiments, the control unit may also 40 Control the charging process so that the battery 14 until the _destination load state SOC _destination is reached. Here, the battery management system monitors 16 . 16.2 and especially the unit 34 to control and monitor the charging process the battery 14 and transmits the data to control the charging process via the communication link 50 to the control unit 40 the charging station 20 . 20.2 ,

3 shows a sequence 100 a method according to the invention in the form of a flow chart.

In a first step 102 the charging process is initialized. The initialization can be done automatically or by manual selection of the driver. Furthermore, the driver can be provided with further input options, such as aging-optimized charging, location-dependent charging or next charging options.

In a second step 104 is determined from driver-specific data, in particular calendar data, or from an input made by the driver, at which location the next charging process is or should take place. It can take into account places that are visited according to the calendar data in the following days and in the vicinity of a charging station 20 . 20.1 . 20.2 located.

If the location of the next charging is determined, in a third step 106 the total distance is determined up to the place where the next charge is or should take place. For this, the calendar data is linked with map data. Furthermore, it is possible to consider data from previous loads. For example, the target load state SOC may be the _target and the power actually required or the corresponding state of charge for different, already covered sticks are stored. Thus, a learning algorithm is initialized which improves the accuracy for determining the target load state SOC _target .

In a fourth step 108 a demand-dependent energy E _demand or, equivalently, a demand-dependent charge Q _{demand is} determined from the determined total distance. In this case, in particular a route profile of the map data can be utilized in order to determine a variable efficiency E. Thus, poorly sourced roads with many inclines, such as mountain roads, consume more energy than flat well-preserved roads, such as a highway. The demand-dependent energy E _demand or the equivalent demand-dependent charge Q _demand then arise E _demand = ∫w (z) dz, (1) where w (z) denotes the variable efficiency and dz sections.

ist die Batterie 14 zu laden, und der Zielladezustand SOC_Ziel ergibt sich zu

In a fifth step 110 is determined from the demand-dependent energy E _demand or equivalent of the demand-dependent charge Q _demand , taking into account the current state of charge SOC _currently the target load state SOC _target . is

is the battery 14 to load, and the destination load state SOC _destination results too

If the target load state SOC _{target is} less than 100% of the battery capacity, a safety buffer s (stated in%) can also be included. The destination load state SOC _destination then results in: SOC _target = SOC _target (1 + s). (4)

In a sixth step 112 is determined based on the determined Zielladezustandes SOC _target an optimal state of charge SOC _Opt . Thus, for example, different values for SOC _Opt can be stored in a table, which identify different optimum charge states SOC _destination . The optimum states of charge SOC _Opt can be determined, for example, by means of experiments and tests showing the calendar aging of the battery 14 affect. Furthermore, the optimum state of charge SOC _Opt can be calculated on the basis of models that wear the battery 14 involve under different conditions.

In a seventh step 114 is determined whether the target load state SOC _{target is} greater or less than the optimum state of charge SOC _Opt , wherein SOC _target = max (SOC _opt , SOC _target ). (5)

If the _target charge state SOC _{target is} greater than the optimal charge state SOC _Opt , the target load state SOC _destination remains unchanged. If the _target charge state SOC _{target is} smaller than the optimum charge state SOC _Opt , the optimal charge state SOC _{Opt is set} as the _target charge state SOC _target .

In an eighth step 116 becomes the battery 14 until reaching the _destination load state SOC _destination loaded. Furthermore, after running the ride, so the next charge or when parking the vehicle 10 . 10.1 . 10.2 that actually needed state of charge of the battery 14 get saved. This data can be obtained from the memory unit in a subsequent determination of the destination load state SOC _destination 46 . 30 be read and taken into account in the re-determination of the target load state SOC _target . In particular, it can be taken into account in the next charging process whether there is more residual charge at the point of arrival than is needed, and whether a smaller target load state SOC _destination makes sense for reasons of age in the next charging process.

The method described above can be used in the battery management system 16 . 16.1 of the 1 and / or in the charging station 20 . 20.2 of the 2 be implemented. The invention is not limited to the embodiments described herein and the aspects highlighted therein. Rather, within the scope of the appended claims, a variety of modifications are possible which are within the purview of the skilled artisan.

QUOTES INCLUDE IN THE DESCRIPTION

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Cited patent literature

• US 2011/202219 A1 [0004]

Claims (11)

Method for charging a battery ( 14 ) in a vehicle ( 10 . 10.1 . 10.2 ) with the following steps: a) initializing a charging process, b) providing driver-specific data which relate at least to travel destinations and travel times, c) determining a destination charge state as a function of the driver-specific data, and d) charging the battery ( 14 ) until reaching the destination charge state. Method according to claim 1, characterized in that the target charge state is determined from a demand-dependent energy representing a total distance and an efficiency of the vehicle ( 10 . 10.1 . 10.2 ) considered. A method according to claim 2, characterized in that from the driver-specific data, a location is determined at which a next charging process is or is to take place and the total distance is determined up to the place where the next charging process is or should take place. Method according to one of claims 1 to 3, characterized in that the destination load state is determined taking into account a security buffer. Method according to one of claims 1 to 4, characterized in that the Zielladezustand is determined taking into account a predetermined optimum state of charge. Method according to one of claims 1 to 5, characterized in that the driver-specific data additionally relate to a user behavior of a driver, which is taken into account when determining the Zielladezustandes. Method according to one of claims 1 to 6, characterized in that the battery ( 14 ) is charged by the difference between the target charge state and a current charge state. A computer program according to which a method according to any one of claims 1 to 7 is performed when the computer program is executed on a programmable computer device. Management system ( 16 . 16.1 . 40 ) for carrying out the process according to any one of claims 1 to 7 with at least the following components: a) a component ( 24 . 42 ) for initializing a charging process, b) a component ( 30 . 46 ) for providing driver-specific data which relate at least to travel destinations and travel times, c) a component ( 28 . 44 ) for determining a destination load state as a function of the driver-specific data, and d) a component ( 26 . 27 ) for charging the battery ( 14 ) until reaching the destination charge state. Vehicle ( 10 . 10.1 ) equipped with a management system ( 16 . 16.1 ) according to claim 9. Charging station ( 20 . 20.2 ) equipped with a management system ( 40 ) according to claim 9.

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