DE102017205983B4 - Method and computer program for sizing a battery, a generator and a wiring harness for a vehicle - Google Patents

Abstract

Method (10) for dimensioning a battery (13), a generator (11) and a wiring harness (14) for a vehicle, comprising:receiving (15) at least one consumer input signal comprising at least one piece of information about a plurality of consumers located in the vehicle is coupled to the battery (13), the generator (11) and/or the wiring harness, from a control device; receiving (16) at least one infrastructure signal which includes at least one piece of information about a plurality of possible battery variants, generator variants and wiring harness variants, from the electronic control device; generating (17) at least one selection signal by means of the control device, the selection signal comprising information about a selected battery variant, generator variant and wiring harness variant that is required to supply the consumers of the vehicle, based on the information about the plurality of consumers , which are coupled in the vehicle to the battery (13), the generator (11) and the wiring harness (14) and the information about a plurality of possible battery variants, generator variants and wiring harness variants, generating (17) the selection signal that Having information about the selected generator variant, further comprising: determining (21) a first design criterion, which relates to a required charge balance power of the generator (11) in a cold state of the generator (11); determining (22) a second design criterion, which relates to a required charge balance power of the generator (11) in a warm state of the generator (11); comparing (23) the first and second design criteria, with the available charge balance power in a cold and a warm state of possible generator variants, the information about the required generator variant based on the comparison is generated by generating (25) an output signal by means of the control device, which comprises information about a proportion that each consumer of the plurality of consumers that are in the vehicle with the battery (13), the generator (11) and / or the Wiring harness (14) is coupled to the selected battery variant, generator variant and wiring harness variant.

Description

Embodiments of the present invention relate to a method for sizing a battery, a generator and/or a wiring harness for a vehicle.

Most vehicles, such as automobiles, have a large number of consumers that must be supplied with electrical energy. The consumers can be, for example, steering of the vehicle, vehicle lighting, heating of the vehicle, a radio or the like. Depending on the vehicle's equipment, additional consumers can be added, such as air conditioning, different driver assistance systems, seat heating and others.

As a rule, consumers must be supplied with electrical energy. In most cases, a battery and a generator are used to supply energy. The generator converts mechanical energy from a vehicle's internal combustion engine into electrical energy. The battery can also be charged via the generator if necessary. A wiring harness is usually used to distribute the electrical energy between the battery and the generator, which can also be referred to below as generators or energy sources. These components therefore represent an infrastructure for electrically supplying the consumers of a vehicle.

Basically, there are different generator variants and battery variants that can provide different outputs to choose from for most vehicles. The size or power of the generator or battery selected for a vehicle usually depends on the consumers that are used in a vehicle. This applies analogously to the dimensioning of the cable harness. It can therefore be very complex to dimension the infrastructure for electrical supply to a vehicle or its components.

Pamphlet DE 197 22 808 A1 discloses a drive system for a motor vehicle with an internal combustion engine, a transmission with a variable ratio between the internal combustion engine and the drive, in particular with a continuously variable or finely variable ratio, at least one auxiliary unit driven by the internal combustion engine, in particular an electric generator, and a control which adjusts the translation within a range of possible translation values so that the greatest possible overall efficiency is achieved, taking into account the individual efficiencies of the internal combustion engine and auxiliary unit(s).

Pamphlet DE 10 2011 056 017 A1 discloses an engine restarting device for improving fuel efficiency and reducing torque of an engine, which may include: a dual mass type flywheel unit having a main flywheel rotating with an engine connected to a transmission and having a ring gear for receiving power from a starter motor and a sub-flywheel rotatably mounted on a crankshaft of the engine and selectively connected to the main flywheel, a power control circuit forming an electrical circuit connecting a battery to the sub-flywheel, and a control device that connects the sub-flywheel to the main flywheel by supplying an electric current to the sub-flywheel through a power control circuit, or separates the sub-flywheel from the main flywheel by cutting off the electric current supplied to the sub-flywheel, depending on the engine -Load state, the engine start state and the vehicle mode state.

Pamphlet DE 10 2012 020 008 A1 discloses a method for maintaining a predetermined threshold value Imax of a current intensity in an electrical network, in particular in the on-board electrical system of a motor vehicle, with at least the following steps proposed: recognizing an additional request for electrical energy from a predetermined electrical consumer group within the electrical network; Determining a resulting current intensity Ires to be expected in a line section of the predetermined electrical consumer group; Evaluating the expected resulting current intensity Ires with respect to the predetermined threshold value Imax of the current intensity for this line section; and, under the condition that the expected resulting current intensity Ires is greater than the predetermined threshold value Imax of the current intensity of this line section, reducing the power consumption of a predetermined consumer of the predetermined electrical consumer group to such an extent that the expected resulting current intensity Ires is equal to or less than that predetermined threshold value Imax of the current strength of this line section.

Pamphlet DE 10 2005 007 272 A1 discloses a method for limiting the load current in the on-board electrical system of a motor vehicle, which is pulled by at least two electric motors actuating a transmission and / or a clutch of a vehicle during the starting and / or traversing process, after which the load current is limited to a predetermined permissible load current and is supplied to a single electric motor in full or divided into more than one electric motor at the same time.

Pamphlet DE 10 2012 015 258 A1 disclosed in a motor vehicle with an internal combustion engine with an energy supply unit which provides a first and a second electrical output voltage for supplying energy to a first and second on-board electrical system of the motor vehicle, - with a conversion unit by means of which the second electrical output voltage can be converted or converted into a modified second electrical output voltage is, wherein the modified second electrical output voltage is smaller than the second electrical output voltage with a first, second and third connection element, on which the first, the second and the modified second electrical output voltage is provided, - with an electrically connected to the second connection element Warm start starter unit for warm starting the internal combustion engine, - with a cold start starter unit electrically connected to the third connection element for cold starting the internal combustion engine.

There is therefore a need to provide an improved approach to sizing a vehicle's electrical infrastructure. This need is met by a method and a computer program according to the independent patent claims.

Embodiments therefore provide a method and a computer program for sizing a battery, a generator, and a wiring harness for a vehicle. For this purpose, at least one consumer input signal is received by a control device. The consumer input signal has at least one piece of information about a plurality of consumers that are coupled in the vehicle to the battery, the generator and/or the wiring harness. Furthermore, at least one infrastructure signal is also received by the control device, which includes at least one piece of information about a plurality of possible battery variants, generator variants and/or wiring harness variants. Based on this information and on the information about the plurality of consumers that are coupled to the battery, the generator and/or the wiring harness in the vehicle, at least one selection signal is generated by the control device. The selection signal includes information about a selected battery variant, generator variant and/or wiring harness variant that is required to supply the vehicle's consumers. Furthermore, an output signal is also generated by the control device, which includes information about a share that each consumer of the plurality of consumers that are coupled to the battery, the generator and / or the wiring harness in the vehicle has in the selected battery variant , generator variant and/or wiring harness variant required.

In addition, in order to generate the selection signal, which includes the information about the selected generator variant, the first design criterion is a required charge balance power of the generator in a cold state of the generator and, as a second design criterion, a required charge balance power of the generator in a warm state of the generator are determined by the control device . The required generator variant can then be selected based on a comparison of the two design criteria with possible available generator variants. By considering two critical operating states of the generator, the generator can be provided in a size sufficient to supply the vehicle's consumers.

In some embodiments, the dimensioning of the battery, the generator or the wiring harness can be simplified. In particular, because in some exemplary embodiments the method can be used to make a statement about what proportion of the selected infrastructure components battery, generator and/or cable harness an individual consumer needs, it is possible, for example, to replace individual consumers or, if these are omitted, to re-size them of the infrastructure components can be greatly simplified. Furthermore, it may also be possible to identify consumers with high consumption and, if necessary, take measures to reduce consumption.

Additionally, in some embodiments, generating the selection signal that includes information about a selected battery variant may include determining at least one of the design criteria for the battery storage load, peak power and/or starting capability. Based on at least one of the design criteria, a battery variant can then be recommended that meets the design criterion. In some exemplary embodiments, this can be achieved, for example that the battery is dimensioned appropriately for different operating states of the vehicle and can adequately supply the consumers.

Furthermore, in order to generate the selection signal, which has information about a selected battery variant, at least one recommendation for a battery variant for one design criterion can be compared with a recommendation for a battery variant according to another design criterion. Based on the comparison, the selection signal, which includes information about a selected battery variant, can then be generated. By comparing battery variants required for different design criteria, the operating states that are critical for the battery can be identified again. If necessary, attempts can be made to reduce consumption in these operating states.

In some further embodiments, in order to determine the starting capability design criterion, a comparison of at least one recommendation for a battery variant based on the starting capability design criterion for a first operating state of the vehicle with a recommendation for a battery variant based on the starting capability design criterion for at least a second operating state of the vehicle vehicle. In some exemplary embodiments, for example, one of several battery variants available for the vehicle can be recommended as suitable, taking into account different operating states of the vehicle.

In some embodiments, the required charge balance power of the generator is determined from a sum of the charge balance power of all consumers of the vehicle, based on the information of the consumer input signal. This makes it easy to determine the design criteria for the generator.

Additionally or alternatively, in some exemplary embodiments, the selection signal, which includes the information about the selected wiring harness variant, is generated based on the number and connections of the vehicle's consumers. This information can be received, for example, with the consumer input signal and/or the infrastructure signal. In some exemplary embodiments, the cable harness can be dimensioned accordingly.

In some embodiments, the information about the proportion that a consumer needs of the selected battery variant or generator variants can be assigned to generate the output signal. This assignment can, for example, be made proportionally for each battery variant or generator variant in accordance with a distribution of the utilization of the individual battery variants or generator variants according to the design criteria. In some exemplary embodiments, this proportional assignment can also make it possible to see which design states or operating states under consideration would get by with a smaller battery or generator variant than the selected one.

Additionally or alternatively, the output signal can also be generated by assigning the share that a consumer requires of the selected wiring harness variant using a table that includes an assignment of consumers and their share of the wiring harness variant. In some embodiments, this assignment can be used to show which consumers make the wiring harness complex and/or cause costs.

The share can, for example, be based on a power share that the consumer receives from the total service that can be provided. Furthermore, the proportion can also relate to the installation space or costs of the variants. Under certain circumstances, the actual structure of cost causation in the form of consumers and their requirements for the on-board electrical system can be taken into account. In some exemplary embodiments, the costs can be paid in accordance with the costs. In other words, in some exemplary embodiments, cost causation can be designed transparently and costs can be allocated to specific cost centers that are assigned to consumers. Furthermore, for example, a reduction in costs can be achieved by eliminating cost drivers, as these can be identified by determining the share.

Additionally or alternatively, the method according to one of the preceding exemplary embodiments can be used to produce a vehicle. Embodiments also relate to a vehicle that was manufactured using this method. In some exemplary embodiments, this can be the case part show that the design of the components of the vehicle electrical system, in particular the generator, battery and / or wiring harness, is simplified.

Embodiments also relate to a computer program with a program code for carrying out at least one of the methods according to one of the previously described exemplary embodiments when the program code is executed on a computer, a processor, a control module or a programmable hardware component.

• 1 eine schematische Darstellung eines Ausführungsbeispiel eines Verfahrens zum Dimensionieren einer Batterie, eines Generators und/oder eines Kabelbaums für ein Fahrzeug;
• 2 eine schematische Darstellung einer Batterie, eines Generators und eines Kabelbaums, die gemäß eines Ausführungsbeispiels des Verfahrens dimensioniert werden;
• 3 ein Diagramm zur schematischen Darstellung des Verfahrens, zum Dimensionieren eines Generators für ein Fahrzeug gemäß einem Ausführungsbeispiel;
• 4 eine Tabelle zur schematischen Darstellung des Verfahrens, zum Dimensionieren eines Generators für ein Fahrzeug gemäß einem Ausführungsbeispiel;
• 5 ein Diagramm zur schematischen Darstellung des Verfahrens, zum Dimensionieren einer Batterie für ein Fahrzeug gemäß einem Ausführungsbeispiel; und
• 6 eine Tabelle zur schematischen Darstellung des Verfahrens, zum Dimensionieren einer Batterie für ein Fahrzeug gemäß einem Ausführungsbeispiel.

Exemplary embodiments are explained in more detail below with reference to the accompanying figures. Show it:

• 1 a schematic representation of an embodiment of a method for dimensioning a battery, a generator and/or a wiring harness for a vehicle;
• 2 a schematic representation of a battery, a generator and a wiring harness that are dimensioned according to an embodiment of the method;
• 3 a diagram for the schematic representation of the method for dimensioning a generator for a vehicle according to an exemplary embodiment;
• 4 a table for the schematic representation of the method for dimensioning a generator for a vehicle according to an exemplary embodiment;
• 5 a diagram for the schematic representation of the method for dimensioning a battery for a vehicle according to an exemplary embodiment; and
• 6 a table for the schematic representation of the method for dimensioning a battery for a vehicle according to an exemplary embodiment.

Various embodiments will now be described in more detail with reference to the accompanying drawings.

1 illustrates an embodiment of a method 10 for sizing a battery, a generator and/or a wiring harness for a vehicle.

A battery 13, a generator 11 and a wiring harness 14 are shown schematically in FIG 2 shown. The generator 11 can, for example, be a component that is designed to convert mechanical energy from an internal combustion engine of a vehicle (not shown) into electrical energy. This electrical energy is used to supply a plurality of electrical consumers 12 of the vehicle. The battery 13 can be, for example, a component in which electrical energy is stored, which is also used to supply the consumers 12. An electrical connection between the battery 13 and/or the generator 11 and/or the consumers 12 can take place, for example, via the cable harness 14.

In order to dimension the battery 13, the generator 11 and/or the wiring harness 14 accordingly, at least one consumer input signal is received from a control device in a first process 15 of the method 10. The control device can, for example, be designed or trained to carry out the method 10 and be implemented in programmable hardware. Furthermore, the control device must be designed in such a way that appropriate control software is available to control the control device.

The consumer input signal has at least one piece of information about a plurality of consumers 12 that are coupled in the vehicle to the battery 13, the generator 11 and/or the wiring harness 14. This information can, for example, be input variables from consumers. This means consumers 12 that are electrically connected to the battery 13, the generator 11 and/or the wiring harness 14, so that a power supply from the battery 13 and/or the generator 11 is possible. The connection or coupling can optionally also be designed in such a way that data transmission, for example in the form of control signals, is possible.

The information about a plurality of consumers can, for example, include information about the type of consumers that are to be supplied. The consumers can be, for example, steering, brakes, lights, interior lighting, heating, air conditioning, different driver assistance Tension systems, seat heating, a radio or other entertainment systems, locking systems, control devices, seats and the like.

Furthermore, the information about a plurality of consumers can also include specific information about the individual consumers 12 that is relevant for dimensioning. To dimension the battery 13 and the generator 11, for example, electrical input variables such as quiescent and peak currents, operating currents and switch-on profiles of the individual consumers 12 can be provided. To dimension the cable harness 14, for example, the relevant sizes that the individual consumers 12 require on the cable harness 14, such as connections, in particular, for example, a number of pins, a sum of the cross sections of the lines, a number of special lines and/or a number of Plugs that are not yet included in a series or standard version are provided or received.

In some embodiments, the consumer input signal may only include information that is relevant to the consumers 12 of the vehicle under consideration. In other exemplary embodiments, the corresponding information can be stored for all possible consumers, for example in a table or a memory. Then, for example, a derivative signal can also be received, which includes information about a derivative or a vehicle type and its equipment for which the dimensioning is to be carried out. The information about a derivative can be, for example, a derivative name, engine, transmission and/or equipment of the vehicle. Using this information, the information about the consumers that are to be installed in the derivative can then be read out. In some embodiments, the derivative signal can also include information about operating states of the vehicle. This can be, for example, predefined operating states and/or information about which consumers are activated in this operating state and/or how long the operating state lasts and/or how often the operating state occurs, for example in a certain period of time, for example a warranty period of the vehicle possibly two years. In other words, general information about the vehicle under consideration, parameters and/or premises can be received or specified.

In a further process 16 of the method 10, at least one infrastructure signal is received by the electronic control device. The infrastructure signal includes at least one piece of information about a plurality of possible battery variants and/or generator variants. This information can also be referred to as input variables from the generator, for example the different battery and/or generator variants

For example, at least two, three or exactly three different batteries can be considered as possible battery variants. The information about a plurality of possible battery variants can, for example, be data that relate to the design of a service life of the battery variant, such as SoC values, self-discharge values, recharging intervals, design periods, available battery capacities and / or values that determine a peak performance of the battery variant Battery variants affect how a consideration time acts for a current carrying capacity limit or the like. Furthermore, it can also be data or values that relate to a design of a storage load on the battery, such as an average MSA period, which describes a period in which the vehicle's engine is not running and/or a number of MSA stops, which describes an expected number of engine stops and/or a residence time, which describes a duration of a certain operating state of the vehicle, which will be explained in more detail later. Furthermore, the information for each battery variant can include an available nominal voltage and/or a number of full cycles. In addition, the information can also include the costs for each of the battery variants. The information mentioned can be supplemented by further information and can, for example, be read from a memory or a table.

For example, at least two, three or exactly three different generators can be considered as possible generator variants. The information about a number of possible generator variants can, for example, be a warranty period for the vehicle (abbreviation: GWK period). Furthermore, the information can also include, for each generator variant, an available generator current, an upper and a lower voltage level, information about the idle speeds (LLDZ information) in a warm and a cold state of the generator and / or a generator output, also in a warm and include a cold state of the generator. In addition, the information can also include the costs for the individual generator variants.

The infrastructure signal received in process 16 may also include information about a plurality of possible wire harness variants. The information about a plurality of possible cable harness variants, which can also be referred to as input variables of the cable harness, can, for example, be a number of necessary pins per consumer. Additionally or alternatively, the information can also include a sum of the necessary cross-sections per consumer. The information can also include a number of necessary special lines per consumer. Furthermore, the information may also include a number of connectors that are not yet planned in series but are required for each component. This information can be read from a parts processing list, for example. This allows a large number of possible wiring harness variants to be considered, which differ, for example, in a number of pins, their cross sections, a number of special cables and/or a number of special plugs that are not available as series plugs.

Furthermore, the information about a plurality of possible cable harness variants can also include costs or cost factors for different variants of the cable harness. This can in particular be a cost factor for a number of pins, a cost factor for a cable cross section, a cost factor for a number of special cables and/or a cost factor for a number of plugs of the cable harness that are not implemented in a standard variant. Under certain circumstances, the values for the costs and/or cost factors may result from an estimate.

In a subsequent process 17 of the method 10, at least one selection signal is generated by the control device. The selection signal includes information about a selected battery variant, generator variant and/or wiring harness variant that is or will be required to supply the consumers 12 of the vehicle.

The selection signal, which includes the information about the selected wiring harness variant, is based on the information about the consumers that are to be coupled or electrically connected to the wiring harness and the information about the number of pins per consumer, the information about the sum of the cross sections per Consumer that generates information about the number of special cables and/or information about the number of plugs per consumer that are not yet planned in series. This makes it possible, for example, to determine what the wiring harness should look like and how many pins, which cross sections, how many special cables and special plugs or plugs that are not available in series must be provided.

In order to generate the selection signal, which has information about the selected battery variant, at least one of the design criteria for the battery storage load, peak power and / or starting ability for at least one operating state of the vehicle is determined in a process 18.

To determine the storage load design criterion, the following formula is used: $$\begin{array}{l}{\text{Memory load}}_{\text{i}\text{,2 years}}={\text{Operating current}}_{\text{i}}\times {\text{Activity}}_{\ddot{\text{a}}}\times {\text{Number of MSA stops}}_{\ddot{\text{u}}}\times \\ \text{Avg}{\text{. MSA duration}}_{\text{i}}+{\text{Operating current}}_{\text{i}}\times {\text{Activity}}_{\ddot{\text{a}}}\times {\text{Duration of residence}}_{\ddot{\text{u}}}+\\ {\text{Operating current}}_{\text{i}}\times 2\times \text{No}{\text{. Activity}}_{\ddot{\text{a}}}\times \text{Avg}{\text{. Duty cycle per activity}}_{\ddot{\text{a}}}+\\ {\text{Entertainment stream}}_{\text{i}}\times {\text{Activity}}_{\ddot{\text{a}}}\times {\text{Duration of residence}}_{\ddot{\text{u}}}\end{array}$$

It describes Operating current _i : Electricity that a consumer i consumes during operation; Activity MSA _i : Consumers that are active when the engine stops; Number of MSA stops via GWK _i : Number of engine stops over the vehicle's warranty period, where the warranty period can be, for example, 1, 2 or 3 years; Avg. MSA duration _i : average time it takes for an engine to stop; Activity Living;: Consumers that are active in the “Living” operating mode; Duration of residence above GWK _i : Duration of the “living” operating state during the vehicle’s warranty period; No. Activities per year: how often consumer i is active per year; Avg. Duty cycle per activity vity _i : how long the consumer is switched on and consumes electricity; Entertainment current _i : Power consumption in “Entertainment/Living” operating mode.

The above values can be received, for example, with the consumer input signal.

herangezogen werden. Dabei steht

max. verfügbare Zyklisierungsmengei:

für eine maximal verfügbare Zyklisierungsmenge der Batteriekapazität der Batterievariante i;

Batteriekapazitäti :

für die Batteriekapazität der Batterievariante i;

Anzahl der Vollzyklen:

für mögliche Vollzyklen der Batterie.

Furthermore, a calculation or determination takes place, for example with the control device, of a maximum available cycling quantity of the battery capacity of the different available battery variants. The maximum available cycling amount of the battery capacity can, for example, be based on the information from the infrastructure signal or the input variables from the generators. The formula can do this $$\text{Max}{\text{.author}\ddot{\text{u}}\text{possible cycling amount}}_{\text{i}}=\left({\text{Battery capacity}\ddot{\text{a}}\text{t}}_{\text{i}}\times \text{Number of full cycles}\right)$$

be used. It says so

Max. available cycling quantity:

for a maximum available cycling amount of the battery capacity of battery variant i;

Battery capacityi:

for the battery capacity of battery variant i;

Number of full cycles:

for possible full cycles of the battery.

The sum of the cyclization of all consumers is automatically calculated from the information of the consumer input signal or the input variables of the consumers. A comparison of the maximum available cycling quantity of the battery variants with the cycling quantities of the consumers, which can also be referred to as the cycling quantity of the components, provides a battery recommendation from the perspective of the storage load design criterion.

In order to determine the design criterion of peak power, a current carrying capacity limit, a red. Peak current of the vehicle, which describes the relevant syringe current of the vehicle, a red. Peak current of the consumers, which describes the relevant syringe current of the consumers and a red. Peak current of the vehicle and the consumers are determined together.

The current carrying capacity limit for the different battery capacities is taken from the information in the infrastructure signal, which can also be referred to as the “input generator”. The sum of the red. Peak currents of all components are automatically calculated or determined from the information of the consumer input signal or the input variables of the consumers. About the talk. Top performance; For example, to calculate the value of a single consumer, the following formula can be used: $$\text{Red}{\text{.Top performance}}_{\text{i}}={\text{Top performance}}_{\text{i}}\times {\ddot{\text{U}}\text{superposition factor}}_{\text{i}}$$

Spitzenleistungi :

Spitzenleistung des Verbrauchers; und

Überlagerungsfaktori:

welche Verbraucher zeitgleich in Betrieb sind.

It describes

Top performancei:

peak consumer performance; and

Overlay factori:

which consumers are in operation at the same time.

The superposition factor _i can be received, for example, with the consumer input signal or with the derivative signal.

The speaker Peak current of the vehicle can be received, for example, with the consumer input signal or with the derivative signal. About the talk. Determining the peak current of the vehicle and the consumers is the red. Peak current of the vehicle and the red. Peak current of the consumers is added.

A comparison of the red. Peak current of the vehicle and the consumers with the current carrying capacity limit of the battery variants provides a battery recommendation from the perspective of the design criterion peak performance (stability).

In order to determine the design criterion of starting capability, 24 different operating states of the vehicle are considered in one process. In some embodiments, the starting capability design criterion can include or take into account a total of seven sub-criteria, based on which the battery recommendation is created. The criteria are seven different operating states or situations in which the vehicle can be, such as “distribution”, “parking light downtime”, “parking light downtime”, “hazard flashing downtime”, “parking without living”, “parking after “Living” and “Duration of residence”, which are described in more detail below.

verwendet. Dabei steht

max. Ruhestrom Distributioni:

für den max. verfügbaren Ruhestrom der Batterie i während des Transports;

verfügbare Batteriekapazitäti:

für die verfügbare Batteriekapazität der Batterie i;

nominelle Batteriekapazitäti:

für die nominelle Batteriekapazität der Batterie i; und

AuslegungszeitraumDistribution:

für die Anzahl der Tage, die der Transport oder Versand maximal dauern soll.

For example, the distribution criterion describes a condition in which the vehicle is transported from a factory where it is manufactured to an end customer or a dealer, with the vehicle's engine not running. For each battery variant, a maximum available quiescent current can be determined or automatically calculated based on the information from the infrastructure signal or from the input variables from the generators. The formula is used for this $$\begin{array}{l}\text{Max}{\text{.quiescent current distribution}}_{\text{i}}=\left({\text{available}\ddot{\text{u}}\text{available battery capacity}\ddot{\text{a}}\text{t}}_{\text{i}}\times {\text{nominal battery capacity}\ddot{\text{a}}\text{t}}_{\text{i}}\right)\\ /\left({\text{design period}}_{\text{distribution}}\times 24\text{H}\right)\end{array}$$

used. It says so

max. quiescent current distributioni:

for the maximum available quiescent current of the battery i during transport;

available battery capacityi:

for the available battery capacity of battery i;

nominal battery capacityi:

for the nominal battery capacity of battery i; and

Design periodDistribution:

for the maximum number of days that the transport or shipping should take.

A sum of the quiescent current distribution components, which describes the quiescent current of all consumers in the distribution operating state, is determined from the information of the consumer input signal or calculated from the input variables of the consumers. The Ruhrstrom distribution vehicle, which describes the quiescent current that the vehicle requires in the distribution operating state, can be received, for example, with the derivative signal and/or the consumer input signal. A comparison of the available maximum quiescent current with the sum of the quiescent current distribution vehicle and the quiescent current distribution components provides a battery recommendation based on the design criterion of starting capability for the “Distribution” operating state.

wobei

max. verfügbarer Ruhestrom Parklichti:

für den max. verfügbaren Ruhestrom der Batterie i

während des

Betriebszustand Parklicht; und

AuslegungszeitraumParklicht:

für den Zeitraum den der Betriebszustand Parklicht maximal dauert; steht.

The “parking light” criterion, for example, describes a state in which the vehicle is stationary, the engine is not running and the parking light is on. Other consumers may be activated, such as an alarm system. Alternatively, the parking light can be the only consumer. For this purpose, the maximum available power for the parking light is automatically calculated or determined for the individual battery variants based on the information from the infrastructure signal using the following formula: $$\begin{array}{l}\text{Max}{\text{.author}}_{\ddot{\text{u}}}=\\ \left({\text{available}\ddot{\text{u}}\text{available battery capacity}\ddot{\text{a}}\text{t}}_{\text{i}}\times {\text{nominal battery capacity}\ddot{\text{a}}\text{t}}_{\text{i}}\right)/\left({\text{Interpretation period}}_{\text{Parking light}}\right)\end{array}$$

where

Max. available quiescent current for parking lights:

for the maximum available quiescent current of the battery i

during the

Parking light operating status; and

Design period for parking lights:

for the maximum period of time that the parking light operating state lasts; stands.

A sum of the quiescent currents of all components, which describes the sum of the quiescent currents of all consumers in the “parking light” operating state, and a power requirement of the parking light is automatically calculated from the information of the consumer input signal or the consumer input variables. A rest Current parking light vehicle parking time, which describes the quiescent current of the vehicle in the operating state, can be received, for example, with the derivative signal and / or the consumer input signal. A sum of the quiescent currents during the parking light's service life results from the sum of the quiescent currents of all components and the quiescent current during the parking light's service life. A comparison of the available maximum quiescent current of the parking light with the sum of the quiescent currents during the parking light's service life provides a battery recommendation based on the design criterion of starting ability for the "parking light" operating state.

wobei

max. verfügbarer Ruhestrom Standlichti :

für den max. verfügbaren Ruhestrom der Batterie i während des Betriebszustand Standlicht; und

Auslegungszeitraum Standlicht:

für den Zeitraum den der Betriebszustand Standlicht maximal dauert; steht.

The criterion “parking lights”, for example, describes a state in which the vehicle is stationary, the engine is not running and the parking lights are lit or activated. Other consumers may be activated, such as the alarm system. Alternatively, the parking light can be the only consumer. For this purpose, a maximum available current for the parking light is calculated or determined based on the information from the infrastructure signal for the individual battery variants using the following formula: $$\begin{array}{l}\text{Max}{\text{.author}}_{\ddot{\text{u}}}=\\ \left({\text{available}\ddot{\text{u}}\text{available battery capacity}\ddot{\text{a}}\text{t}}_{\text{i}}\times {\text{nominal battery capacity}\ddot{\text{a}}\text{t}}_{\text{i}}\right)/\left({\text{Interpretation period}}_{\text{Parking light}}\right)\end{array}$$

where

Max. available quiescent current for parking lights:

for the maximum available quiescent current of the battery i during the parking light operating state; and

Design period for parking lights:

for the maximum period of time that the parking light operating state lasts; stands.

A sum of the quiescent currents of the parking light of all components, which describes the sum of the quiescent currents of all consumers in the “parking light” operating state and the power requirement of the parking light is automatically calculated from the information of the consumer input signal or the input variables of the consumers. A quiescent current during parking light vehicle, which describes the quiescent current required by the vehicle in this operating state, can be received, for example, with the derivative signal and / or the consumer input signal. A quiescent current during parking light is determined from the sum of the quiescent currents of parking lights of all components and the quiescent current during parking light vehicle. A comparison of the available maximum quiescent current of the parking light with the quiescent current of the parking light's operating time provides a battery recommendation from the perspective of the design criterion of starting ability for the "parking light" operating state.

wobei

max. verfügbarer Ruhestrom Warnblinklichti :

für den maximal verfügbaren Ruhestrom der Batterie i während des Betriebszustand Warnblinklicht; und

Auslegungszeitraum Warnblinklicht:

Zeitraum den der Betriebszustand Warnblinklicht maximal dauert; steht.

The “hazard warning light” criterion, for example, describes a state in which the vehicle is stationary, the engine is not running and the hazard warning lights and possibly other consumers are activated. It is also possible that only the hazard warning lights are activated. For this purpose, the maximum available current for the “hazard warning light” criterion is calculated or determined based on the information from the infrastructure signal for the individual battery variants using the following formula: $$\begin{array}{l}\text{Max}{\text{.author}}_{\ddot{\text{u}}}=\\ \left({\text{available}\ddot{\text{u}}\text{available battery capacity}\ddot{\text{a}}\text{t}}_{\text{i}}\times {\text{nominal battery capacity}\ddot{\text{a}}\text{t}}_{\text{i}}\right)/\left({\text{Interpretation period}}_{\text{Hazard warning light}}\right)\end{array}$$

where

Max. available quiescent current for hazard warning lights:

for the maximum available quiescent current of the battery i during the hazard warning light operating state; and

Design period for hazard warning lights:

Maximum period of time for which the hazard warning light operating status lasts; stands.

A sum of the resting currents of all components, which describes the sum of the resting currents of all consumers in the “hazard flashing light” or “hazard flashing” operating state, is automatically calculated from the information of the consumer input signal or the input variables of the consumers. A quiescent current during the vehicle's hazard warning light, which describes the quiescent current that the vehicle requires in this operating state, can be received, for example, with the derivative signal and/or the consumer input signal. A quiescent current during the hazard warning light vehicle and components is determined from the sum of the quiescent current during the hazard warning light of all components and the quiescent current during the hazard warning light vehicle. A comparison of the available maximum quiescent current of the hazard warning light with the quiescent current during the hazard warning light's life The vehicle and components provide a battery recommendation based on the design criterion of starting ability for the operating state or the “hazard warning light” criterion.

wobei

max. verfügbarer Ruhestrom Parken 6 Wocheni :

für den max. verfügbaren Ruhestrom der Batterie i während des Betriebszustand Parken 6 Wochen;

Auslegungszeitraum Parken 6 Wochen ohne Wohnen:

für 6Wochen mal 7 Tage steht.

The criterion “Parking for 6 weeks without living” describes a state in which the vehicle is parked for, for example, six weeks, the engine is not running and typical consumers for the living operating state, such as interior lighting, entertainment system, heating, hands-free system or the like, are not used. For this purpose, a maximum available quiescent current is calculated or determined based on the information from the infrastructure signal for the individual battery variants using the following formula: $$\begin{array}{l}\text{Max}\text{.author}\ddot{\text{u}}\text{Available quiescent current parking}6{\text{weeks}}_{\text{i}}=\\ \left({\text{available}\ddot{\text{u}}\text{available battery capacity}\ddot{\text{a}}\text{t}}_{\text{i}}\times {\text{nominal battery capacity}\ddot{\text{a}}\text{t}}_{\text{i}}\right)/\\ \left({\text{design period}}_{\text{Park}6\text{Weeks without living}}\times 24\text{H}\right)\end{array}$$

where

Max. available quiescent current parking 6 weeksi:

for the maximum available quiescent current of the battery i during the parking operating state 6 weeks;

Design period for parking 6 weeks without living:

for 6 weeks times 7 days.

A sum of the quiescent currents Parking 6 weeks of all components, which describes the sum of the quiescent currents of all consumers in the operating state Parking 6 weeks without living, is automatically calculated from the information of the consumer input signal or the consumer input variables. A quiescent current vehicle, which describes the quiescent current that the vehicle requires in this operating state, can be received, for example, with the derivative signal and/or the consumer input signal. A quiescent current vehicle and components is determined from the sum of the quiescent currents of all components with the quiescent current vehicle. A comparison of the available maximum quiescent current for parking for 6 weeks without living of the different battery variants with the quiescent current for components and the vehicle provides a battery recommendation based on the design criterion of starting ability for the “Parking for 6 weeks” operating state.

wobei

max. verfügbarer Ruhestrom Parken nach Wohneni :

für den max. verfügbaren Ruhestrom der Batterie i während des Betriebszustand Parken nach Wohnen; und

Auslegungszeitraum Parken nach Wohnen:

für die Dauer des Betriebszustand Parken nach Wohnen steht.

The criterion “Parking after living” describes a state in which, for example, the vehicle is parked, the engine is not running and consumers typical for the living operating state, such as interior lighting, entertainment system, heating, hands-free device or the like, have been used or were used before parking with the engine not running became. For this purpose, a maximum available quiescent current is calculated or determined for the individual battery variants based on the information from the infrastructure signal using the following formula: $$\begin{array}{l}\text{Max}{\text{.author}}_{\ddot{\text{u}}}=\\ \left({\text{available}\ddot{\text{u}}\text{available battery capacity}\ddot{\text{a}}\text{t}}_{\text{i}}\times {\text{nominal battery capacity}\ddot{\text{a}}\text{t}}_{\text{i}}\right)/\\ \left({\text{design period}}_{\text{Parking after living}}\times 24\text{H}\right)\end{array}$$

where

Max. available quiescent current parking according to Wohneni:

for the maximum available quiescent current of the battery i during the parking to living operating state; and

Design period for parking according to living space:

for the duration of the operating mode parking after living.

A sum of the resting currents for parking after living of all components, which describes the sum of the resting currents of all consumers in the operating state of parking after living, is automatically calculated from the information of the consumer input signal or the input variables of the consumers. A quiescent current vehicle, which describes the quiescent current required by the vehicle in this operating mode, can be received, for example, with the derivative signal and/or the consumer input signal. A quiescent current vehicle and components is determined from the sum of the quiescent currents of all components and the quiescent current vehicle. A comparison of the available maximum quiescent current for parking after living of the different battery variants with the quiescent current of components and vehicle provides a battery Recommendation based on the design criterion of starting ability for the “parking after living” operating state.

wobei

max. verfügbarer Ruhestrom S/W Wohndaueri :

für den max. verfügbaren Ruhestrom der Batterie i im Sommer bzw. Winter für den Betriebszustand „Wohndauer“, und

Auslegungszeitraum Parken nach Wohnen:

für die Dauer des Betriebszustand „Parken nach Wohnen“ steht.

The criterion “duration of residence” or the operating state “living” describes, for example, a state in which the vehicle is parked, the engine is not running, and typical consumers for the operating state “living” such as interior lighting, entertainment system, for example radio, hands-free system, heating, air conditioning or the like can be used. For example, a distinction can be made between a “living” operating state in winter and a “living” operating state in summer. These can differ, for example, in the use of the heating and/or air conditioning. A maximum available quiescent current is calculated or determined based on the information from the infrastructure signal for the individual battery variants using the following formula: $$\begin{array}{l}\text{Max}{\text{.author}}_{\ddot{\text{u}}}=\\ \left({\text{available}\ddot{\text{u}}\text{available battery capacity}\ddot{\text{a}}\text{t}}_{\text{i}}\times {\text{nominal battery capacity}\ddot{\text{a}}\text{t}}_{\text{i}}\right)/\left({\text{design period}}_{\text{Duration of residence B/W}}\right)\end{array}$$

where

Max. available quiescent current S/W living time:

for the maximum available quiescent current of the battery i in summer or winter for the “dwelling time” operating state, and

Design period for parking according to living space:

stands for the duration of the “parking after living” operating state.

A quiescent current of all winter components, which describes the sum of the quiescent currents of all consumers in the “dwelling period” operating state for the winter, is calculated from the information of the consumer input signal or the consumer input variables. Analogously, a quiescent current of all summer components, which describes a sum of the quiescent currents of all consumers in the “dwelling period” operating state for the summer, is calculated from the information of the consumer input signal or the consumer input variables. A quiescent current vehicle for summer and winter, which describes the quiescent current that the vehicle requires in summer and winter for the “living” operating state, can be received, for example, with the derivative signal and/or the consumer input signal. A quiescent current vehicle and winter components is determined from the sum of the quiescent current of all winter components and the quiescent current vehicle winter. A quiescent current vehicle and summer components is determined from the sum of the quiescent current of all summer components and the quiescent current vehicle summer. A comparison of the maximum available quiescent currents for summer and winter residence times of the different battery variants with the quiescent current for components and vehicle in summer and quiescent current for components and vehicle and winter provides a battery recommendation based on the design criterion of starting ability for the operating state or the “dwelling duration” criterion.

As an overall result for the design criterion of starting ability, the largest battery 13 recommended for the individual operating states or criteria is selected. For this purpose, the battery recommendations for the criteria “distribution”, “parking light downtime”, “parking light downtime”, “hazard flashing downtime”, “parking without living”, “parking after living” and “duration of living” are compared with each other in a process 19. This information can be displayed, for example, on a display device, for example a screen or the like. Of course, in other exemplary embodiments, other criteria or only selected ones of these criteria or operating states can be considered. The operating states or criteria and premises can, for example, be received by the control device with the consumer input signal, the derivative signal and/or the infrastructure signal. Alternatively, information can also be read from a memory or a table.

Subsequently, in a process 20, a recommendation for a battery variant is determined based on the design criteria of storage load, peak performance and starting capability. In other words, the battery 13 is designed based on the three design criteria of peak performance (BN stability), starting ability and storage load. The battery recommendations for the individual design criteria are compared with the possible battery variants. For example, the values determined as design criteria, which can describe a required battery capacity, can be compared with the battery capacity of the possible battery variants. The information about the required battery is generated in such a way that the smallest possible battery variant is selected, for example with regard to a battery capacity that can be provided, a current that can be provided, a voltage that can be provided and/or a power that can be provided, which, however, at least meets all design criteria.

It may be advisable to use the comparison to identify the states that are critical for the battery 13. For this purpose, the results of the battery design can be presented as an overview in a diagram, for example a spider diagram. Under certain circumstances, an attempt can also be made to optimize critical conditions, for example in relation to the required battery capacity, so that a smaller battery variant can be selected.

The generation of the selection signal in the process 17, which includes the information about the selected generator variant, includes in a process 21 determining a first design criterion, which relates to the required charge balance power of the generator 11 in a cold state of the generator 11. Furthermore, in a process 22, a second design criterion is determined, which relates to the required charge balance power of the generator 11 when the generator 11 is in a warm state. The warm state of the vehicle and/or the generator 11 and/or the consumers 12 can, for example, be a state in which the engine of the vehicle has already been running for some time, for example more than 10 minutes, 15 minutes or 20 minutes The cold state of the vehicle and/or the generator 11 and/or the consumers 12 can, for example, be a state in which the engine of the vehicle is not running or is running for less than 5 minutes, 10 minutes or 15 minutes. The exact definition of the warm and cold states can depend, for example, on a generator type and/or vehicle type and/or possibly also on climatic conditions.

The required charge balance power of the generator 11 is at least a charge balance power of the vehicle and the consumer in a cold state or in a warm state of the generator 11, depending on the state in which a higher charge balance power is required.

A charge balance power of the vehicle and components results from a sum of a charge balance power of the vehicle and a sum of the charge balance power of all consumers that are to be supplied with the generator 11 in the vehicle.

The sum of the charging balance power of all consumers can be determined for the cold state and the warm state based on the information of the consumer input signal, or can be automatically calculated from the consumer input variables. The charge balance power of the vehicle in a cold and a warm state can be received, for example, with the consumer input signal and/or the derivative signal.

Subsequently, in a process 23, the first and second design criteria are compared with the available charge balance power in a cold and a warm state of possible generator variants, with the information about the required generator variant being generated based on the comparison. In other words, a comparison of the charge balance performance of the vehicle and components in a cold state with the charge balance performance of the generator variants in a cold state and the comparison of the charge balance performance of the vehicle and components in a warm state with the charge balance performance of the generator variants in a warm state each provides a recommendation of a suitable one or require generator variants for the cold state and the warm state.

The information about the required generator variant can, for example, be based on adopting the largest value from the generator recommendation for the warm and cold states. In other words, the first and second design criteria, namely the charge balance performance of the vehicle and components in a warm state and a cold state, are compared with the charge balance performance in a cold and a warm state of possible generator variants, with the information about the required generator variant based on the comparison is produced.

Subsequently, in a further process 25, at least one output signal is generated with the control device, which includes information about a share that each consumer of the plurality of consumers 12 that are coupled to the battery 13, the generator 11 and / or the wiring harness 14 , required on the selected battery variant, generator variant and/or wiring harness variant.

In order to generate the output signal, which includes information about a share that each consumer of the plurality of consumers 12, which are coupled to the generator 11, needs in the selected generator variant, in a process 26 a share that a consumer receives required by the selected generator variant, assigned proportionally to each generator variant according to a distribution of the utilization per generator variant according to the design criteria.

For this purpose, the design criteria of warm charge balance power and cold charge balance power are compared with the charge balance power of the different possible generator variants.

In 3 A diagram is shown in which the design criterion is shown on a y-axis and the charge balance performance of the generator variants is shown on a y-axis. The load balance design criterion determined is cold as bar 27 and the load balance design criterion determined for a specific vehicle is shown warm as bar 28. Marked with the reference number 29, a first generator variant is shown with a charge balance output of 180 A, which costs €80. Marked with the reference number 30, a second generator variant is shown with a charge balance output of 210 A, which costs €100. Marked with the reference number 31, a third generator variant is shown with a charge balance output of 250 A, which costs €120. All values can deviate from the values mentioned in other exemplary embodiments.

As can be seen from the diagram, the cold charging balance design criterion requires the generator variant 31 with the highest charging balance output of 250 A. Only if this generator variant is selected as the required generator variant is a reliable supply of all consumers 12 possible. For the cold charging balance design criterion, the medium generator variant 30 with 210 A would be sufficient to adequately supply all consumers 12. According to both design criteria, generator variant 29 is not sufficient.

The allocation of the shares results from 4 . Like in the 4 shown, the charging balance power of the smallest generator variant 29 or its share or costs can be divided 50% between the two design criteria, since this generator variant 29 does not meet both design criteria. The charging balance power of the middle generator variant 30 or its differential power or a difference in costs compared to the generator variant 29 is divided into other shares. Both design criteria require at least generator variant 30, whereby the second design criterion, warm charge balance, does not fully utilize the charge balance power of the middle generator variant, but only uses 43%, for example. The remaining proportion of the difference costs of the middle generator variant 30 compared to the next smaller generator variant 29 is then distributed at 57% on the design criterion of the cold charging balance. The third generator variant 31 is not required at all by the second design criterion, the warm charge balance. Therefore, a difference in power or a difference in the costs of the generator variant 31 compared to the next smaller generator variant 30 is completely or 100% assigned to the first design criterion, the cold charge balance. The costs or the proportion that were determined for each generator variant for a design criterion are added together. The costs for the selected generator variant 31 are distributed at €71.40 on the cold charging balance design criterion and €48.60 on the warm charging balance design criterion, if you go from that to the 3 and 4 illustrated embodiment starts. In further exemplary embodiments, not shown, a larger or smaller number of possible generator variants than three can also be assumed.

berechnet. Dabei steht:

spe. Ladebilanzkostenkalt/warm:

für die spezifischen Ladebilanzkosten eines Verbrauchers;

Kostenkalt/warm:

für die Verteilung der Kosten nach den Auslegungskriterien wie in 4 dargestellt; und

Ladebilanzleistung Genkalt/warm:

Ladebilanzleistung der ausgewählten erforderlichen Generatorvariante.

After the shares or costs of the individual generator variants have been allocated proportionally to the design criteria, the specific. Charge balance costs cold and warm based on the following formula: $$\text{spe}{\text{.Load balance costs}}_{\text{cold warm}}={\text{cost}}_{\text{cold warm}}{\text{/Charge balance power Gen}}_{\text{cold warm}}$$

calculated. It says:

spe. Charge balance costs cold/warm:

for the specific charge balance costs of a consumer;

Cost cold/warm:

for the distribution of costs according to the design criteria as in 4 depicted; and

Charging balance power Gencold/warm:

Charge balance power of the selected required generator variant.

The specific Charging balance costs for the generator cold and warm are thus calculated and can be assigned to the consumers 12 in one process 32 according to your needs. The needs of the consumers 12 can arise, for example, from the information of the consumer input signal. Of course, a comparison and/or assignment in other exemplary embodiments can also be done in a different way, for example without the diagram 3 , take place.

In order to generate the output signal, which includes information about a proportion that each consumer of the plurality of consumers 12 requires of the selected battery variant, the procedure is essentially analogous. For this purpose, in a process 33, a proportion that a consumer requires of the selected battery variant is assigned proportionally per battery variant in accordance with a distribution of the utilization per battery variant according to the design criteria. For this purpose, the design criteria of stability, starting ability and storage load are compared with the different possible battery variants.

In 5 A diagram is shown in which the design criteria are shown on a y-axis and the battery capacity of the different battery variants are shown on an x-axis. The design criterion stability is shown as bar 34, the startability design criterion is shown as bar 35 and the storage load design criterion is shown as bar 36. Marked with the reference number 37, a first battery variant with a battery capacity of 80 Ah, which costs €80, is shown. Marked with the reference number 38, a second generator variant with a battery capacity of 90 Ah, which costs €100, and marked with the reference number 39, a third battery variant with a battery capacity of 105 Ah, which costs €120, is shown. All values can deviate from the values mentioned in other exemplary embodiments.

As can be seen from the diagram, the storage load design criterion 36 requires battery variant 39 with the largest battery capacity of 105 Ah. Only if this battery variant is selected as the required battery variant is a reliable supply of all consumers possible. For the design criteria of stability 34 and starting ability 35, in the present exemplary embodiment, the middle battery variant 38 with 90 Ah would be sufficient to adequately supply all consumers. The smallest battery variant 37 is not sufficient for all three design criteria.

The allocation of the shares to the individual design criteria results from 6 . The share or costs of the smallest battery variant 37 are divided evenly, at 33.3%, between the three design criteria, since this battery variant 37 does not meet any of the design criteria.

The proportion or costs of the middle battery variant 38 or their difference or a difference in costs compared to the next smaller battery variant 37 is divided into other proportions. This battery variant would be sufficient for the two design criteria of stability and starting capability. Therefore, 25% of the difference or a difference in costs compared to battery variant 37 is assigned to these design criteria. The remaining 50% of the difference in costs compared to battery variant 37 is assigned to the storage load design criterion.

The largest battery variant 39 is only required by the design criterion storage load 36. Therefore, a difference or a difference in costs compared to the next smaller battery variant 38 is assigned completely or 100% to the design criterion storage criterion. The costs or the proportion that was determined for each battery variant for a design criterion are added together. The costs for the selected battery variant 39 are distributed at €31.66 on the design criterion of stability, at €31.66 on the design criterion of starting capability and at €56.66 on the design criterion of storage load, if one goes from that in the 5 and 6 illustrated embodiment starts. In further exemplary embodiments, not shown, a larger or smaller number of possible battery variants than three can also be assumed.

The costs for the battery in the design points are thus calculated and can be assigned to the components according to your needs. The consumer's needs can be determined, for example, as battery capacity from the information in the consumer input signal.

In order to generate the output signal in relation to the wiring harness, a portion that a consumer requires of the selected wiring harness variant can be assigned in a process 40, for example using a table. The table can, for example, include a cost factor for consumer connections, for example a number of pins, a cost factor for a cable cross section, a cost factor for a number of special cables and/or a cost factor for a number of plugs of the cable harness that are not implemented in a standard variant. This information can be received either with the consumer input signal or with the infrastructure signal.

The information of the output signal, i.e. the share or cost share of the consumers in the selected battery, cable harness and/or generator variant, can be output in a process 41. For this purpose, for example, a value can be displayed on a display surface, for example a computer screen.

The method according to exemplary embodiments can be used, for example, for planning and/or manufacturing a vehicle. This can include all kinds of vehicles, especially automobiles with combustion engines.

The features disclosed in the above description, the following claims and the attached figures can be important and implemented both individually and in any combination for the realization of an exemplary embodiment in their various configurations.

Depending on particular implementation requirements, embodiments of the invention may be implemented in hardware or in software. The implementation may be using a digital storage medium such as a floppy disk, a DVD, a Blu-Ray Disc, a CD, a ROM, a PROM, an EPROM, an EEPROM or a FLASH memory, a hard drive or other magnetic or optical memory are carried out on which electronically readable control signals are stored, which can interact or interact with a programmable hardware component in such a way that the respective method is carried out.

A control device, for example, can consist of a processor, a computer processor (CPU = Central Processing Unit), a graphics processor (GPU = Graphics Processing Unit), a computer, a computer system, an application-specific integrated circuit (ASIC = Application-Specific Integrated Circuit), a integrated circuit (IC = Integrated Circuit), a one-chip system (SOC = System on Chip), a programmable logic element or a field programmable gate array with a microprocessor (FPGA = Field Programmable Gate Array).

The digital storage medium can therefore be machine or computer readable. Some embodiments therefore include a data carrier that has electronically readable control signals that are capable of interacting with a programmable computer system or a programmable hardware component such that one of the methods described herein is carried out. An exemplary embodiment is therefore a data carrier (or a digital storage medium or a computer-readable medium) on which the program for carrying out one of the methods described herein is recorded.

Another exemplary embodiment is also a data stream, a signal sequence or a sequence of signals which represents the program for carrying out one of the methods described herein. The data stream, the signal sequence or the sequence of signals can, for example, be configured to be transferred via a data communication connection, for example via the Internet or another network. Embodiments also include signal sequences representing data that are suitable for transmission via a network or a data communication connection, the data representing the program.

Reference symbol list

10

Proceedings

11

generator

12

Majority of consumers

13

battery

14

Wiring harness

15

Process Receive consumer input signal

16

Process Receive infrastructure signal

17

Process Generate selection signal

18

Process Determine battery design criteria storage load, starting capability and/or peak performance

19

Process Compare Battery Recommendation

20

Process Determine Battery Recommendation

21

Process Determine the design criterion for the cold charge balance

22

Process Determine the design criterion for the warm charging balance

23

Process: Compare the design criterion of the charge balance with the charge balance of the generator variants

24

Process Determination of the design criterion of starting ability for different operating states of the vehicle

25

Process Generate output signal

26

Process Assign generator share to design criteria

27

Bar charge balance power cold

28

Bar charging balance power warm

29

first generator variant

30

second generator variant

31

third generator variant

32

Process Assigning the Spec. Charge balance costs to consumers

33

Process Compare the design criterion of the battery with the battery capacity of the battery variants

34

Beam design criterion stability

35

Bar design criterion starting ability

36

Bar design criterion storage load

37

first battery variant

38

second battery variant

39

third battery variant

40

Process Assign Cost Share Wire Harness

41

Process Outputting the information of the output signal

Claims (9)

Method (10) for dimensioning a battery (13), a generator (11) and a wiring harness (14) for a vehicle, comprising: receiving (15) at least one consumer input signal comprising at least one piece of information about a plurality of consumers located in the vehicle is coupled to the battery (13), the generator (11) and/or the wiring harness, from a control device; Receiving (16) at least one infrastructure signal, which includes at least one piece of information about a plurality of possible battery variants, generator variants and wiring harness variants, from the electronic control device; Generating (17) at least one selection signal by means of the control device, the selection signal comprising information about a selected battery variant, generator variant and wiring harness variant that is required to supply the consumers of the vehicle, based on the information about the plurality of consumers that are in the vehicle are coupled to the battery (13), the generator (11) and the wiring harness (14) and the information about a plurality of possible battery variants, generator variants and wiring harness variants, the generation (17) of the selection signal containing the information about the selected generator variant has, further comprising: determining (21) a first design criterion which relates to a required charge balance power of the generator (11) in a cold state of the generator (11); Determining (22) a second design criterion, which relates to a required charge balance power of the generator (11) when the generator (11) is warm; Comparing (23) the first and second design criteria with the available charge balance power in a cold and a warm state of possible generator variants, the information about the required generator variant being generated based on the comparison. Generating (25) an output signal by means of the control device, which is a Information includes, about a share that each consumer of the plurality of consumers that are coupled in the vehicle to the battery (13), the generator (11) and / or the wiring harness (14) requires of the selected battery variant, generator variant and wiring harness variant. Procedure according to Claim 1 , wherein generating (17) the selection signal, which has information about a selected battery variant, further comprises: determining (18) at least one design criteria for the battery (13) storage load, peak performance and / or starting ability; and determining (20) a recommendation for a battery variant based on at least one of the design criteria storage load, peak performance and/or starting capability. Procedure according to Claim 2 , wherein determining (18) the design criterion starting capability further comprises: comparing (19) at least one recommendation for a battery variant based on the design criterion starting capability for a first operating state of the vehicle with a recommendation for a battery variant based on the design criterion starting capability for at least a second Operating condition of the vehicle. Method according to one of the preceding claims, wherein the required charge balance power of the generator (11) is determined from the sum of the charge balance powers of all consumers of the vehicle, based on the information of the consumer input signal. Method according to one of the preceding claims, wherein the generation (17) of the selection signal, which includes the information about the selected wiring harness variant, takes place based on the number of consumers and their connections. A method according to any one of the preceding claims, wherein generating (25) the output signal further comprises: Assigning (33, 26, 32) the proportion that a consumer requires of the selected battery variant or generator variant, per battery variant or generator variant, proportionally according to a distribution of a load per battery variant or generator variant according to the design criteria. A method according to any one of the preceding claims, wherein generating (25) the output signal further comprises: Assigning (40) the share that a consumer requires of the selected wiring harness variant using a table that has an assignment of consumers and their share of the wiring harness variant. Method according to one of the preceding claims, wherein the method (10) is used to produce a vehicle. Computer program with a program code for carrying out at least one of the methods (10) according to one of Claims 1 until 8th , when the program code is executed on a computer, a processor, a control module or a programmable hardware component.

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