DE102016217087B4 - Charging-driving assistant for electric vehicles and electric vehicles - Google Patents

Abstract

Charging-driving assistant for electric vehicles with at least one high-voltage storage device, the charging-driving assistant based on a goal specified in a first step (S1) providing the fastest route to this destination in a second and third step (S2, S3). associated charging strategy is determined taking into account at least route information and vehicle data, - where route information includes at least information about the length of the route and charging infrastructure present on the route, and - vehicle data includes at least information about charging requirements of the vehicle, speed traveled and information about the thermal load and / or thermal degradation of the high-voltage storage, wherein the thermal load and / or thermal degradation of the high-voltage storage is determined via a thermal model of the high-voltage storage, at least comprising the refrigerant circuit in the electric vehicle to predict and / or calculate the maximum charging power that can be absorbed and / or the maximum driving speed as a function of influencing factors that can lead to degradation of the high-voltage storage system.

Description

The invention relates to a charging and driving assistant for electric vehicles according to the preamble of patent claim 1.

Battery electric vehicles (BEV) have a shorter range compared to well-known gasoline or diesel vehicles (ICEV). Furthermore, the time required to recharge a defined range of the HVS high-voltage storage unit, i.e. the battery, for BEVs is significantly longer than the time that ICEVs need to refuel the same range. Particularly on long routes where at least one charging stop is necessary, minimizing the charging time and/or the number of charging stops is therefore a goal in order to increase driving comfort and also safety in traffic.

Without assistance, drivers would not necessarily achieve the shortest time when driving any distance, especially a long distance. Drivers of BEVs would intuitively rather drive quickly in order to cover a long distance in a timely manner. The downstream consequences, such as higher consumption, thus a lower range and possibly an increased number of necessary charging stops or a limitation of the possible charging power due to thermal stress on the HVS due to the previous fast driving, can lead to a longer journey time than when driving at lower speeds .

Route planners for electric vehicles are already known, in which not only the route between two points is determined when planning the route, but also the basic characteristics of electric vehicles are taken into account. These include inclines or declines on the route, weather data such as cold in winter and thus the loss of battery power, as well as knowledge of existing and available charging stations, etc. Such a system is described, for example, at www.erouting.net. Another system is operated by the electric vehicle manufacturer Tesla under software version 6.2. Here, the software in the vehicle continuously communicates with the charging network provided by Tesla and calculates the optimal route, when which charging stations should be reached based on the remaining charge level of the HVS and how long the charging time is. Topography data, weather and occupied charging points are also included.

An Indian DE 10 2015 100 245 A1 The vehicle described includes a traction battery, an interface and at least one processor. The processor is configured to present via the interface a message containing a “charge vehicle” recommendation for at least one charging station within driving range in response to (i) a selected destination for the vehicle lacking a battery charger and being within driving range of the vehicle and (ii) that a charging station is within driving distance.

The DE 10 2010 049 661 A1 describes a device and a method for an electronic system, which consists of the components charging system battery, measuring system battery and Internet server and displays information to the user via a navigator, a smartphone or a computer (head unit) installed in the vehicle and visually informs him advises on driving the vehicle within an accessible area, paying particular attention to the battery charge. Information from the Internet can be included in such a way that the user is visually informed at regular, short intervals about which topographical region they can still reach.

The DE 10 2011 116 115 A1 describes a method for determining a range of a vehicle (10), which includes an electric motor (1) for driving, with the following steps: determining or specifying a route to be traveled by the vehicle (10). Determining recuperation events on the route. Determining the range depending on the driving route, the recuperation events and environmental conditions on the driving route. A further method is used to determine at least one vehicle (10) from a group of vehicles, each vehicle (10) of the vehicle group comprising an electric motor (1) for driving the vehicle (10). The at least one vehicle (10) is determined depending on a route to be traveled by the at least one vehicle (10) in such a way that its range is sufficient to cover the route.

The DE 195 19 107 C1 describes a route advisor device for an electric vehicle with an energy storage device into which energy can be fed at respective locations in an energy feed network, with a data input unit for entering one or more destinations for a trip, a road network memory for storing the locations on the road network that can be traveled by the vehicle and the associated ones Location distances, a computer unit for determining one or more possible routes from the vehicle location to the destination(s), including required energy feed-in processes at one or more energy feed-in locations depending on the amount of energy present in the energy storage, the energy feed-in network and the route-specific energy consumption and a display unit for Display of one or more routes determined by the computer unit.

The known systems already take into account some aspects that are fundamental to driving electric vehicles in order to calculate the best possible route for the driver, i.e. to make the best possible use of the range. However, no attention is paid or suggested here to achieving the goal quickly with as few charging stops or as short a charging time as possible. In order to reach the goal quickly, it can only be calculated, if necessary, whether the goal can still be reached with the remaining charge level of the battery or whether consumers have to be switched off in order to reach the goal.

It is therefore an object of this invention to provide a charging-driving assistant and an electric vehicle in which travel time is minimized while taking specific characteristics of electric vehicles into account. This object is achieved according to the invention by the features of the independent patent claims. Advantageous refinements are the subject of the dependent claims.

According to the invention, a charging-driving assistant for electric vehicles with at least one high-voltage battery is proposed, the charging-driving assistant taking into account the fastest route to this destination and the associated charging strategy in a second and third step based on a goal specified in a first step determined at least by route information and vehicle data, wherein route information includes at least information about the length of the route and charging infrastructure present on the route, and vehicle data includes at least information about charging requirements of the vehicle, speed driven and information about the thermal load and / or thermal degradation of the high-voltage storage.

In one embodiment, in order to determine the fastest route to the specified destination, at least one possible route and at least one intermediate destination on this route are calculated in the second step based on the entered destination and the route information and vehicle data, and in the third step, the Time required to reach the destination for each of the calculated possible routes.

Preferably, in a fourth step, the calculation of the fastest route takes place depending on predetermined variations of different driven and / or due to a detected thermal load and / or thermal degradation of the high-voltage storage of possible speeds that can be driven to the destination or next intermediate destination for a predetermined number of in the second and possible fastest routes calculated in the third step.

In one embodiment, the optimal route and the optimal charging strategy are displayed in a further step.

In one embodiment, in a further step, if the strategy has been accepted, at least the next calculated charging station is reserved and the calculated range to be charged is preset to reach the next calculated intermediate destination or the destination.

In one embodiment, information about the charging infrastructure present on the route includes information about existing charging stations for each calculated intermediate destination or the destination and, for the existing charging stations, includes at least one of: information about charging services, information about registration, authentication and / or billing processes, the occupancy and/or reservation status, and route information includes at least one of: information about lost times due to charging, traffic information, topography information, information about speed limits, weather information, closures of roads or road sections, and vehicle data includes at least one of: data about the condition of the High-voltage battery, including charging status and charging capacity, speed set by the driver, on-board electrical system requirements.

The thermal load and/or thermal degradation of the high-voltage storage is determined via a thermal model of the high-voltage storage, at least comprising the refrigerant circuit in the electric vehicle to predict and/or calculate the maximum charging power that can be absorbed and/or the maximum driving speed depending on influencing factors that lead to degradation of the high-voltage battery.

Furthermore, a control device is proposed which is set up to receive and/or determine route information and vehicle data and which includes the charging-driving assistant described above, with at least part of the charging-driving assistant being implemented as a software program.

Furthermore, an electric vehicle is proposed, at least comprising a high-voltage battery for driving, a navigation system that is set up to calculate a route from a start to a destination, at least one previously described control device, at least one first communication tion device, which is set up to determine vehicle data and transfer it to the control device for processing, and at least one second communication device, which is set up to determine route information and hand it over to the control device for processing.

In one embodiment, the navigation system is also set up to display the optimal route calculated by the charging-driving assistant and the optimal charging strategy for it.

Further features and advantages of the invention result from the following description of exemplary embodiments of the invention, based on the figures of the drawing, which show details of the invention, and from the claims. The individual features can be implemented individually or in groups in any combination in a variant of the invention.

• 1 zeigt eine schematische Darstellung eines mit einem Lade-Fahr-Assistenten ausgestatteten Elektrofahrzeugs gemäß einer Ausführung der vorliegenden Erfindung.
• 2 zeigt ein Ablaufdiagramm des Verfahrens gemäß einer Ausführung der vorliegenden Erfindung.

Preferred embodiments of the invention are explained in more detail below with reference to the accompanying drawing.

• 1 shows a schematic representation of an electric vehicle equipped with a charging-driving assistant according to an embodiment of the present invention.
• 2 shows a flowchart of the method according to an embodiment of the present invention.

In the following descriptions of the figures, the same elements or functions are given the same reference numbers.

The aim of the invention is to provide a charging and driving assistant 1 for electric vehicles 100, as in 1 shown to be available to minimize the travel time from start to destination, ie the sum of travel times, loading times, waiting, registration and billing times.

Such a charging-driving assistant 1 can be implemented - at least in parts of it - in the form of software on a control device 101 or in another suitable form, for example as hardware. The charging-driving assistant 1 receives via at least a first communication device 4 vehicle information from, for example, sensors in or on the vehicle, in particular about the charge status of the HVS 3, i.e. the battery, as well as about the thermal status of the HVS 3, as well as about energy consumers present in the vehicle , which (can) influence the charging status of the HVS 3. The at least one first communication device 4 can also be designed for individual vehicle information, i.e. as a device in the HVS 3, as a device in individual or multiple functionalities of the on-board network, etc. A first communication device 4 is described here solely for the sake of simplicity.

As further vehicle information to be used to calculate the fastest route, a thermal model of the high-voltage storage unit (HVS) can optionally be present in order to know or predict the future state of the battery depending on influencing factors that influence the state of the battery. For example, with the help of the thermal model, the thermal state of the HVS can be calculated as a function of the driving speed and the current thermal state, i.e. the thermal load and/or degradation of the HVS before the start of the charging process and the maximum charging power that can be absorbed. This enables the charging time to be estimated depending on the current and a predicted driving speed for the route.

Furthermore, the charging-driving assistant 1 can receive and process information or data 200 of any kind that is necessary or helpful for planning the route via a second communication device 2. Such information or data are, for example, properties of any routes between start and destination, e.g. in the form of traffic information, weather information, topography data, road condition data, data about charging stations, e.g. their charging capacity, type of possible charging, charging performance, availability, payment methods, etc.. This data can be sent directly to the vehicle from outside, or the vehicle requests this data externally; External means here that the data can be queried or received via interfaces, e.g. radio, mobile communications, Internet, interfaces to mobile phones or other suitable data transmission systems. This means that the optimal fastest route can be calculated based on the existing, i.e. queried or received, data and the known destination and a driving and charging strategy can be suggested to the driver.

• - Länge der gewählten Route,
• - maximal zulässige Geschwindigkeiten der Straßenabschnitte der gewählten Route,
• - maximal mögliche Geschwindigkeiten aufgrund Verkehr auf der gewählten Route, welcher beispielsweise aus Real Time Traffic Informationenüber Radio, Mobilfunk, Internet etc. bekannt ist,
• - aktueller, mittlerer und prädizierter Fahrgeschwindigkeit, wobei
  • - sich mit steigender mittlerer Geschwindigkeit die reine Fahrzeit reduziert
  • - die mittlere Geschwindigkeit starken Einfluss auf den Verbrauch und somit auf die verfügbare Reichweite und gegebenenfalls auf die notwendige Anzahl der Ladestopps hat
  • - mit steigender mittlerer Geschwindigkeit die thermische Belastung der Batterie, also des Hochvoltspeichers, steigt, was gegebenenfalls eine spätere Reduzierung der möglichen Ladeleistung zur Folge haben kann,
• - Bordnetzbedarf, wobei der Bordnetzbedarf, also z.B. Klimafunktionen, Komfortfunktionen, Entertainmentfunktionen etc., Einfluss auf die verfügbare Reichweite und gegebenenfalls auf die notwendige Anzahl der Ladestopps hat,
• - Ladeleistung, wobei die Ladeleistung das Angebot an Ladesäulen und die Anforderung des Fahrzeugs an die Ladesäulen, also z.B. mögliche Ladeleistung, Art der möglichen Ladung, d.h. z.B. Art des verfügbaren Stromsteckers etc., umfasst, wobei
  • - sich mit steigender mittlerer Ladeleistung die Dauer zum Nachladen einer gewünschten Reichweite reduziert,
  • - mit steigender mittlerer Ladeleistung die thermische Belastung des HVS steigt, was gegebenenfalls eine spätere Limitierung der maximal möglichen Fahrgeschwindigkeit zur Folge haben kann,
• - Ladehub, also die nachgeladene Reichweite
• - Belegungs-/Reservierungszustand einer als mögliche Ladesäule identifizierten Ladesäule,
• - Vorhandensein oder Nichtvorhandensein von Anmelde-, Authentifizierungs-, Abrechnungsprozessen, z.B. Plug and Charge.

It is important to know as many factors as possible that influence the entire travel time. The most important factors, which can be summarized as either route information or vehicle information, are:

• - length of the selected route,
• - maximum permissible speeds of the road sections of the selected route,
• - maximum possible speeds based on traffic on the selected route, which is known, for example, from real-time traffic information via radio, mobile communications, internet, etc.,
• - current, average and predicted driving speed, where
  • - the actual driving time reduces as the average speed increases
  • - the average speed has a strong influence on consumption and therefore on the available range and, if necessary, on the necessary number of charging stops
  • - as the average speed increases, the thermal load on the battery, i.e. the high-voltage storage device, increases, which may result in a subsequent reduction in the possible charging power,
• - On-board network requirements, whereby the on-board network requirements, e.g. climate functions, comfort functions, entertainment functions, etc., influence the available range and, if necessary, the necessary number of charging stops,
• - Charging power, whereby the charging power includes the range of charging stations and the vehicle's requirements for the charging stations, e.g. possible charging power, type of possible charging, ie type of available power plug etc., where
  • - as the average charging power increases, the time required to recharge to a desired range is reduced,
  • - as the average charging power increases, the thermal load on the HVS increases, which may result in a later limitation of the maximum possible driving speed,
• - Charging stroke, i.e. the reloaded range
• - Occupancy/reservation status of a charging station identified as a possible charging station,
• - Presence or absence of registration, authentication, billing processes, e.g. Plug and Charge.

Based on as many of the above-mentioned parameters as possible, at least as far as available, the fastest route is calculated according to the invention, taking both driving and charging strategies into account. The result, i.e. the best driving and charging strategy in order to travel the entered route as quickly as possible, is made available to the driver as a display as part of the ABK display and operation concept. In addition to information on the route such as the route and locations of the charging stops, the ABK also contains recommendations on the optimal driving speed, the duration of the charging stops and, if necessary, how to set the heating/air conditioning function or other comfort or entertainment functions. If the driver accepts the proposed charging-driving strategy, the designated charging points or charging stations can be reserved for the corresponding times, subject to availability and technical feasibility. The charging power and the charging stroke can be preset automatically so that charging is carried out automatically when the vehicle is plugged in, saving time if the technical possibilities allow it.

2 shows an abstracted flowchart of the corresponding method according to an embodiment of the present invention.

In a first step S1, the destination to be reached is entered into the system, which can be a navigation system 5, for example.

In a second step S2, possible (travel) routes are calculated based on the entered destination. This can be divided into possible intermediate stops or intermediate destinations, as described in more detail later.

In a third step S3, the time required to reach the travel destination is determined for each of the calculated possible routes based on the existing data or information, in particular taking into account the charging strategy. The charging strategy here particularly includes determining the thermal load on the HVS at different speeds, i.e. the driving performance, the charging power available on the route from charging stations and possible cooling of the HVS 3.

In a fourth step S4, for a predetermined number of calculated possible fastest travel routes, a calculation of the optimal route is carried out depending on different variations of the speeds traveled and/or due to a detected thermal load and/or thermal degradation of the high-voltage storage device that can be driven to the destination or next intermediate destination , in particular the maximum speed possible on motorways or expressways, based on the available data.

Variations of different driven speeds mean that a number of different possible speeds, which are possible for each of the previously calculated possible fastest routes or a part thereof, are used to calculate the fastest route. For example, for driving on a country road, speeds of 90 km/h, 95 km/h or 100 km/h can be used to perform the calculation for each of the several calculated possible routes to the destination.

In addition, the possible travelable speed due to thermal degradation of the HVS is advantageously taken into account when calculating the fastest route. The degradation can be determined using a thermal model of the HVS and is influenced by the driving style, consumers in the on-board network such as a running air conditioning system, which reduces the ability of the HVS to cool.

In a further, preferably fifth, step S5, the driver is shown the optimal route and the optimal charging strategy.

In a further, preferably sixth step S6, if the driver has accepted the strategy, for example via a confirmation button in the ABK, and if available, at least the next calculated charging point or charging station is reserved and the range to be charged, i.e. amount of energy, is preset. Depending on the system, the presetting can be done directly at the reserved charging station or in the vehicle for handover to the charging station before charging starts.

Steps S2 to S4 and optionally all other steps, e.g. S5 and S6, are continuously updated while driving. This ensures that the suggested route is always up to date and possible failures of charging stations or new traffic information are taken into account as quickly as possible.

A more detailed description of a possible course of the procedure is given below.

• Aufteilen der gesamte Reise in n+1 Fahrtabschnitte, wobei n die Anzahl der Zwischenstopps i zum Laden ist und n zunächst unbekannt ist. Festlegen, dass die Reise am Zwischenstopp i=0 startet. Berechnen von jedem in der Auswahl des Zwischenstopps i definierten Ort jeweils eine Auswahl an möglichen Orten des nächsten Zwischenstopps i+1. Es ist zu beachten, dass es bei i=0 nur einen Ort, nämlich den Startpunkt gibt.

After the travel destination has been entered, for example, into a navigation system of the electric vehicle in the first step S1, the following sub-steps to step S2 are carried out:

• Divide the entire journey into n+1 journey sections, where n is the number of stops i for charging and n is initially unknown. Specify that the trip starts at stopover i=0. Calculating a selection of possible locations for the next stopover i+1 from each location defined in the selection of stopover i. It should be noted that at i=0 there is only one location, namely the starting point.

A possible location for a next stopover must match a charging point in a database or the destination of the trip. The database can, for example, be stored in the navigation system or a control device or can be accessed from outside. Ideally, but not necessarily, the possible locations selected are on the shortest travel route.

• - vorliegende Geschwindigkeitslimits der einzelnen Straßentypen,
• - durch den Kunden eingegebene Geschwindigkeitslimits, z.B. aus dem ACC oder einem Konfigurationsdialog,
• - aufgrund des thermischen Zustands des HVS vorliegende Einschränkungen der möglichen fahrbaren Geschwindigkeit. Hierzu wird der thermische Zustand des HVS permanent als Funktion der Fahrleistungen, der Ladeleistungen und der Kühlung berechnet,
• - Geschwindigkeitslimitierungen aufgrund Verkehr, welche z.B. über Radio, Mobilfunk, Internet oder andere Medien an das Fahrzeug kommuniziert werden können,
• - den Bordnetzbedarf, also z.B. Klimafunktionen, Komfortfunktionen, Entertainmentfunktionen etc..

Furthermore, a possible location of the next intermediate stop must be reached in such a way that there is at least a predetermined remaining range, which can either be preset as a standard value, can be entered by the driver or can be determined based on existing data using a predetermined algorithm. An energy demand forecast is used to determine the remaining range. This takes into account, among other things:

• - existing speed limits for individual road types,
• - Speed limits entered by the customer, e.g. from the ACC or a configuration dialog,
• - Due to the thermal state of the HVS, there are restrictions on the possible travelable speed. For this purpose, the thermal state of the HVS is constantly calculated as a function of the driving performance, the charging performance and the cooling,
• - Speed limits due to traffic, which can be communicated to the vehicle via radio, mobile phone, internet or other media, for example,
• - the on-board electrical system requirements, e.g. climate functions, comfort functions, entertainment functions, etc.

In a further step, the time required to drive to all possible locations for the next stopover is calculated. Then, if one or more locations from the selection of the i-th intermediate stop match/match the destination for the first time, further iteration loops are rotated, i.e. step 2 is repeated until a new time minimum is not reached in the next iteration loop.

• - die gegebenenfalls notwendige Wartedauer, um eine Ladesäule benutzen zu können, falls verfügbar,
• - die notwendige Anfahrzeit, also z.B. der Umweg von der eigentlichen Reiseroute,
• - der benötigte Zeitaufwand durch Anmelden und Bezahlen an der Ladesäule; es wird beispielsweise überprüft, ob „Plug and Charge“ vorhanden ist oder nicht,
• - die verfügbare Ladeleistung des Ladepunkts,
• - die Dauer des Ladens, welche der Zeit entspricht, die benötigt wird, um den prognostizierten Energiebedarf für den jeweils nächsten Fahrtabschnitt nachzuladen. Die dafür notwendige Ladeleistung ist limitiert durch die verfügbare Ladeleistung des Ladepunkts bzw. der Ladesäule oder durch die (thermisch) limitierte Ladeleistung des Fahrzeugs,
• - der thermische Zustand des HVS am Ende des Ladevorgangs.

The following data is taken into account for each possible location of all calculated stopovers:

• - the waiting time that may be necessary to be able to use a charging station, if available,
• - the necessary travel time, e.g. the detour from the actual travel route,
• - the time required to register and pay at the charging station; For example, it checks whether “Plug and Charge” is present or not,
• - the available charging power of the charging point,
• - the duration of charging, which corresponds to the time needed to meet the forecast energy requirements for the next one to reload the journey section. The charging power required for this is limited by the available charging power of the charging point or charging column or by the (thermally) limited charging power of the vehicle,
• - the thermal state of the HVS at the end of the charging process.

In a further step, the time required to reach the travel destination is calculated for all route options found.

After determining the possible routes, a downstream optimization loop is carried out for a specified maximum number of fastest route options, e.g. depending on the available number of routes and/or the computing power. This includes a loop over all sub-steps with a defined or predeterminable variation of the maximum driven speed on e.g. motorways and/or a maximum possible drivable speed due to thermal degradation of the HVS.

The maximum speed traveled so far serves as an optimization parameter that can be displayed on the ABK.

This means that a possible location for the next stopover must be reached in such a way that there is at least a specified remaining range. The specified remaining range can be specified by the driver or be another (standard) preset.

The thermal load on the HVS 3 is used in particular to determine the optimal route. This has a very high impact on the range of the electric vehicle. If the thermal load on the HVS 3 is high, i.e. it is very hot, the possible charging power can be reduced, as already described above. The thermal load increases especially with increasing average speed and also with increasing average charging power. Depending on which strategy is chosen, it may be that the vehicle can no longer be charged at full power or that the maximum speed that can be driven may be restricted. This can be calculated and optimized based on the existing data. Ultimately, the driver can decide how to behave based on this information. If the optimized driving and charging strategy is adopted, the system can take appropriate measures to ensure charging at the calculated optimal charging station and make presettings to ensure further optimization of charging.

Depending on the implementation, the described steps of the method for optimally planning a route, especially for long-distance journeys, can also be processed in an order other than that listed, as long as a logical order is maintained.

A control unit can also take on functions other than those described if the vehicle concept is designed accordingly.

Receiving or querying data both inside the vehicle and outside, for example route information, can be done via a wide variety of devices, for example via communication devices described here or via other suitable known means.

Below are examples of how a calculation is made in order to be able to travel a distance of 600 km in the best possible time.

example 1

A vehicle has a usable energy of 60 kWh - minus reserve range. At 120 km/h and 150 km/h the vehicle has a consumption of 20 and 30 kWh/100km respectively. The vehicle can be charged with an average of 50 KW. Each charging process takes an additional 5 minutes due to trips to the charging station. The thermal load on the HVS and waiting times at the charging stations are not taken into account here.

Option 1: Speed v=120 km/h and 1-stop strategy. The travel time is 2 x 2.5 hours, the charging time is 1 x 1.2 hours and the time lost due to the journey to the charging station is 5 minutes. This results in a total of 6 hours and 17 minutes of travel time for option 1.

Option 2: Speed v=150 km/h and 2-stop strategy. The travel time is 3 x 1.33 hours, the charging time is 2 x 1.2 hours and the lost time due to the journey to the charging station is 2 x 5 minutes. This results in a total of 6 hours and 34 minutes travel time for option 2.

Example 2

Assumptions as for example 1, only the vehicle can now be charged with 150 kW instead of 50 kW.

Option 1: Speed v=120 km/h and 1-stop strategy. The travel time is 2 x 2.5 hours, the charging time is 1 x 24 minutes and the lost time due to the journey to the charging station is 5 minutes. This results in a total travel time of 5 hours and 29 minutes for option 1.

Option 2: Speed v=150 km/h and 2-stop strategy. The travel time is 3 x 1.33 hours, the charging time is 2 x 24 minutes and the lost time due to the journey to the charging station is 2 x 5 minutes. This results in a total of 4 hours and 58 minutes travel time for option 2.

Example 3

Assumptions as for example 2, except that by driving at 150 km/h, it can only be charged with 120 kW due to thermal degradation of the HVS.

Option 1: Speed v=120 km/h and 1-stop strategy. The travel time is 2 x 2.5 hours, the charging time is 1 x 24 minutes and the time lost due to the journey to the charging station is 5 minutes. This results in a total of 5 hours and 29 minutes travel time for option 1.

Option 2: v speed v=150 km/h and 2-stop strategy. The travel time is 3 x 1.33 hours, the charging time is 2 x 30 minutes and the lost time due to the journey to the charging station is 2 x 5 minutes. This results in a total of 5 hours and 10 minutes for option 2.

It is clear to see that driving faster does not contribute to the desired significantly faster arrival, especially when the HVS 3 can no longer be charged at full power due to thermal degradation. In this respect, the driving and charging assistant 1 according to the invention helps to make it easier for the driver to decide whether he would prefer to reach his destination with fewer stops and fewer charging breaks or whether he would like to drive faster and have to charge more often. However, for the sake of simplicity and illustration, the examples assume that charging stations are available everywhere. This means that the examples do not take into account traffic situations or other situations that could delay charging. In this respect, it can be seen here that, depending on the situation, driving more slowly with just one charging stop can lead to a quicker arrival and less strain on the HVS 3 and thus extend the service life of the HVS 3.

Claims (9)

Charging-driving assistant for electric vehicles with at least one high-voltage storage device, the charging-driving assistant based on a goal specified in a first step (S1) providing the fastest route to this destination in a second and third step (S2, S3). appropriate charging strategy is determined taking into account at least route information and vehicle data, - wherein route information includes at least information about the length of the route and charging infrastructure available on the route, and - Vehicle data includes at least information about charging requirements of the vehicle, speed driven and information about the thermal load and / or thermal degradation of the high-voltage storage, wherein the thermal load and / or thermal degradation of the high-voltage storage is determined via a thermal model of the high-voltage storage, at least comprising the refrigerant circuit in the electric vehicle to predict and/or calculate the maximum charging power that can be absorbed and/or the maximum driving speed depending on influencing factors that can lead to degradation of the high-voltage battery. Loading and driving assistant Claim 1 , wherein in order to determine the fastest route to the specified destination - in the second step S2, at least one possible route and at least one intermediate destination (i) on this route are calculated based on the entered destination and the route information and vehicle data, and - in the third Step S3 determines the time required to reach the destination for each of the calculated possible routes. Loading and driving assistant Claim 2 , wherein in a fourth step S4 the calculation of the fastest route depending on predetermined variations of different driven and / or due to a detected thermal load and / or thermal degradation of the high-voltage storage of possible speeds that can be driven to the destination or next intermediate destination for a predetermined number of in the second and third step (S2, S3) calculated possible fastest routes. Charging-driving assistant according to one of the preceding claims, wherein in a further step the optimal route and the optimal charging strategy are displayed. Loading and driving assistant Claim 4 , whereby in a further step, if the strategy has been accepted, at least the next calculated charging station is reserved and the calculated range to be charged is preset to reach the next calculated intermediate destination or the destination. Charging driving assistant according to one of the preceding claims, wherein - information about the charging infrastructure present on the route for each calculated intermediate destination or the target includes information about existing charging stations and for the existing charging stations includes at least one of: information about charging services, information about registration, authentication and / or billing processes, the occupancy and / or reservation status, and / or where - route information at least one include: information about lost times due to charging, traffic information, topography information, information about speed limits, weather information, closures of roads or road sections, and / or - vehicle data include at least one of: data about the state of the high-voltage storage, including charging status and charging capacity, from the driver set speed, on-board power supply requirement. Control device (101) which is set up to receive and/or determine route information and vehicle data and which comprises the charging-driving assistant (1) according to one of the preceding claims, wherein at least part of the charging-driving assistant (1 ) is implemented as a software program. Electric vehicle (100), at least comprising - a high-voltage battery (3) for driving, - a navigation system (5) which is set up to calculate a route from a start to a destination, - at least one control unit (101). Claim 7 , - at least one first communication device (2), which is set up to determine vehicle data and transfer it to the control device (101) for processing, - at least one second communication device (4), which is set up to determine route information and to the control device (101) for processing. electric vehicle Claim 8 , wherein the navigation system (5) is also set up to display the optimal route calculated by the charging-driving assistant (1) and the optimal charging strategy for it.

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