DE102018000102A1 - Vehicle charge control unit and vehicle charging method - Google Patents

Abstract

A vehicle charge control unit is configured to control an energy rate according to which power is supplied to a storage unit of a vehicle. The vehicle charge control unit has a processor and a memory, the memory including instructions that may be executed by the processor, and wherein the vehicle load control unit is configured to acquire vehicle task data indicating at least a target vehicle start task start time and a desired energy level that is required to obtain the vehicle task, and to obtain energy data indicating a first energy time rate of supply of energy to the energy storage unit, to obtain a predicted time indicating when a current energy level of the energy storage unit reaches a target energy level corresponding to the energy data data and then it is determined that the predicted time is later than the target start time to control the range magnifier for the delivery of a second energy time rate to the energy storage unit. The invention further relates to a vehicle with the vehicle charge control unit, an associated method and a computer program. Furthermore, the invention relates to a vehicle with the vehicle charge control unit and a corresponding method and computer program.

Description

Technical area

The invention relates to a vehicle charge control unit which is set up for controlling the energy data fed into an energy storage unit of the vehicle. The invention further relates to a vehicle with the vehicle charge control unit, a corresponding method and a computer program.

background

As is well known, vehicles can be powered, at least in part, electrically. Examples are electric vehicles, hybrid electric vehicles and so-called plug-in hybrid vehicles with an electric drive train. Various types of vehicles come into consideration, such as passenger cars, buses and trucks.

An electric powertrain typically includes an electrical energy storage device, such as a battery or a super-capacitor, e.g. in the form of an electric double-layer capacitor or a so-called ultra-capacitor. The energy storage unit is typically charged multiple times or supplied with power from an external power source at an energy rate per unit time, e.g. overnight when parking in a garage. The vehicle may be provided with an on-board charging unit electrically connected to the energy storage unit and configured to pass or control an energy rate per unit time from the external power source to the energy storage unit.

A vehicle may be designed to perform a plurality of tasks per day, e.g. a bus tour or a delivery round. To accomplish a task, it is required that at the target start time, the energy storage unit is charged with energy up to a target level required for the vehicle to complete the task. Typically, the vehicle is provided, for example, stationary in a garage, to charge the energy storage unit from the external power source at a nominal rate of energy per unit time sufficient to reach the desired energy level in the energy storage unit.

The document US 2012/0229087 A1 shows a conventional system in which a range magnifier in the form of a Wankel engine is activated when it is determined that the charge level is insufficient to carry out a planned trip. A disadvantage of this solution is that the decision on a possible contribution of the range enlarger takes place after the vehicle has left the vehicle, ie has left the place where the energy can be supplied to it from an external energy source. Another disadvantage is that a Wankel engine can not be used as a range extender in enclosed spaces, such as in a garage, because it generates exhaust gases. Another drawback is that the range increaser has to be deployed at full capacity to allow the vehicle to reach the target, which increases wear and reduces fuel efficiency, since the range extender can only be used after the vehicle is on its way.

There is therefore a need for an improved vehicle charge control unit and a corresponding vehicle.

Objectives of the invention

An object of embodiments of the invention is to provide a solution which mitigates or overcomes the above disadvantages and problems.

Brief description of the invention

The above and other goals are achieved by what is described here. Further advantageous embodiments of the invention will become apparent from the dependent developments described herein.

According to a first feature combination of the invention, the above object is achieved by a vehicle charge control unit for a vehicle, which is set up to control an energy rate per unit time, which is supplied to an energy storage unit of the vehicle. The vehicle charge control unit has a processor and a memory. The memory contains instructions executable by the processor. The vehicle charge control unit is configured to acquire vehicle task data indicating at least a target start time of a vehicle task and a target power level required for the vehicle to perform the vehicle task. The vehicle charge control unit is further configured to obtain energy data indicative of a first rate of energy per unit time supplied to the energy storage unit. The vehicle charge control unit is configured to acquire a predicted time indicating, in accordance with the energy data data, when a current level of the energy stored in the energy storage unit reaches the target energy level. The vehicle charge control unit is further configured to check whether the predicted time is later than the target start time. If this is the case, a range magnifier is driven to a second energy rate per unit time to supply energy to the energy storage unit.

According to another feature combination of the invention, the above object is achieved by a vehicle having the vehicle charge control unit according to the first feature combination, and an energy storage unit, a range extender connected to the energy storage unit, and a on-board charging unit electrically connected to the energy storage unit is. The vehicle charge control unit is at least communicatively connected to the range extender and to the charging unit on board.

According to a third feature combination of the invention, the above object is achieved by a method of operating a vehicle charge control unit for a vehicle, which is arranged to control an energy time rate according to which energy is fed into an energy storage unit of the vehicle. The method includes obtaining vehicle task data indicating at least a target start time for a vehicle task and a desired energy level required for the vehicle to perform the vehicle task. The method further includes obtaining energy data indicative of a first energy time rate according to which energy is supplied to the energy storage device. The method further includes obtaining a predicted time which indicates when an instantaneous energy level stored in the energy storage unit reaches the target energy level corresponding to the energy data. If the predicted time is later than the target start time, the method further includes controlling a range extender to be fed to the energy storage unit according to a second energy time rate.

Further applications and advantages of embodiments of the invention will become apparent from the following description of details.

list of figures

• 1 shows a vehicle according to one or more embodiments of the invention.
• 2 shows a vehicle in communication with a control information server according to an embodiment of the invention.
• 3 shows a vehicle charge control unit according to an embodiment of the invention.
• 4 FIG. 12 is a block diagram of a method according to one or more embodiments of the invention. FIG.
• 5A shows the termination of the second energy rate to the target start time.
• 5B shows the termination of the second energy rate at a stop time.

Description of details

A "or" in this specification and in the claims means a mathematical "OR", thus includes a "and" and an "or" and is not to be understood as an XOR (exclusive OR). The indefinite article "a" in this specification and claims is not limited to a number word "one" and is also to be understood as "one or more", i. in plural.

In the following description, the terms "rate of energy" and "rate of energy" mean an amount of energy per unit of time. For example, this means an electric current or a charging current, e.g. is fed into an energy storage unit.

The term "energy storage unit" here means an arrangement for storing energy, in particular electrical energy, such as a battery or a super-capacitor, for example in the form of an electric double-layer capacitor or ultra-capacitor.

The term "vehicle task" here means in particular a mission, an order or a task that a vehicle has to execute. In one example, this is typically a repetitive task that is performed between a time when the vehicle leaves a stationary loading position and the time when the vehicle returns to the stationary loading position.

The term "energy level" here means a capacity level of the energy storage unit, e.g. relative to a maximum capacity of the energy storage unit, such as a state of charge, SOC (state of charge). The term "external energy source" as used herein means an external source of energy capable of supplying energy to the vehicle, e.g. a power grid or an electric generator.

1 shows a vehicle 120 with a vehicle charge control unit 100 according to an embodiment of the invention. The vehicle may be a vehicle charge control unit 100 which are connected to an energy storage unit 170 is connected according to embodiments described herein. The energy storage unit 170 is typically part of or connected to a drive train (not shown in the figure) and configured to supply power to the powertrain. The Vehicle can be a range enlarger 150 have, for example in the form of a fuel cell, electrically to the energy storage unit 170 is connected and arranged to supply energy according to a second energy rate per unit time based on a control signal of the energy storage unit. The reach enhancer 150 has a fuel cell and control logic configured to control the fuel cell, eg, to control an energy rate per unit time provided by the fuel cell in accordance with a received control signal. The vehicle can continue on board a charging device (OBC, on board charger), the unit 160 , which are electrically connected to the energy storage unit 170 connected. The OBC unit 160 can still have a connection or line interface 161 have for connecting an external power source 180 to the vehicle or the OBC unit 160 , The vehicle charge control unit 100 communicates at least with the range magnifier 150 and the OBC unit 160 ,

According to one embodiment, a vehicle is provided with the vehicle charge control unit 100 as described herein, an energy storage unit 170 , a range enhancer 150 that is electrically connected to the energy storage unit 170 connected with an onboard cargo unit 160 (OBC), which is electrically connected to the energy storage unit 170 connected is. The vehicle charge control unit 100 is communicatively connected with the range enlarger 150 and the loading unit 160 ,

The vehicle also has one or more vehicle sensors 121 - 123 , The one or more vehicle sensors may be configured to detect and / or record and / or record sensor data concerning the characteristics of the vehicle, and in particular the energy storage unit 170 of the vehicle 120. The one or more vehicle sensors 121 - 123 may further be configured to send the sensor data as a signal to the vehicle charge control unit 100. Examples of the vehicle sensors 121 - 123 may affect any vehicle characteristics, such as a Global Positioning System (GPS), voltages, currents or temperatures. In one embodiment, the vehicle sensors include 121 - 123 Voltage or current sensors which provide a voltage across the electrical storage unit 170 detect and / or generate an electrical current from the energy storage unit 170 is delivered. In another embodiment, the vehicle sensors include 121 - 123 Temperature sensors, which is the temperature of the energy storage unit 170 detect, as well as temperatures of connections and lines, with the energy storage unit 170 are connected, such as pins in plugs or wire interfaces 161 that the external power source 180 to the vehicle or the OBC unit 160 connect. An elevated temperature of pins in the connector or in the conductor interface may indicate a loose or bad contact which represents the rate of energy per unit of time entering the energy storage unit 170 of the vehicle is fed.

The vehicle sensors 121 - 123 or the OBC unit 160 may comprise a processor communicatively connected to a transceiver for wire or wireless communication. Furthermore, the one or more vehicle sensors may 121 - 123 or the OBC unit 160 at least one optional antenna (not shown in the figure). The antenna may be connected to the transceiver and configured to transmit and / or emit and / or receive signals during wire communication; This also applies in a wireless communication system. The processor may optionally be connected to the transceiver or memory. In one example, the processor may be a special processing circuit and / or a central processor and / or processor modules and / or multiple processors that cooperate with each other. Furthermore, the one or more vehicle sensors may 121 - 123 or the OBC unit 160 have a memory. The memory may include instructions executable by the processor to perform the methods described herein, eg to acquire sensor data indicative of characteristics and conditions relating to the vehicle, and that sensor data to the vehicle load controller 100 to send as control signals.

The vehicle charge control unit 100 can optionally be communicatively connected to the range enlarger 150 , the loading unit 160 on board and with one or more of the vehicle sensors 121 - 123 For example, via wire communication or wireless communication such as a control area network, CAN, a bus, Bluetooth, WiFi, etc. The one or more vehicle sensors 121 - 123 can be set up, the sensor data directly to the vehicle charge control unit 100 or over a wired and / or wireless network. Wire or wireless communication may be performed using, for example, a control area network, CAN, bus, Bluetooth, WiFi, GSM, UMTS, LTE, or an LTE-advanced communications network or other wire-based communication network known in the art or wirelessly.

The vehicle may further include one or more additional sensors configured to receive and / or gain and / or or measuring physical quantities relating to the vehicle 120 , the environment of the vehicle or the external energy source 180 and one or more second sensor data control signals to the processor 112 to send, which indicate the physical properties.

2 shows a vehicle 120 which with a server 140 communicates according to an embodiment of the invention. The vehicle charge control unit 100 may be arranged to obtain control information by receiving the control information from a memory. The vehicle charge control unit 100 can be set up to obtain control information by calculating it on the basis of a received and / or found current position and received and / or found map data and / or due to predetermined conditions, eg received and / or found data from a global positioning system GPS and / or one storage means. The vehicle charge control unit 100 may be configured to obtain control information by receiving it from the server 140 , The server 140 For example, it may be a conventional server or a general-purpose computer. In one example, the control information includes certain vehicle task data, energy data, a predicted time T _predicted , a current level of energy E _current stored in the energy storage unit, a target energy E _{target level,} or consumed energy statistics from previous completed tasks. A given condition may relate to weather conditions, the expected load, traffic conditions, times of day, all of which may affect the level of energy the vehicle needs to accomplish the task. An energy level can be measured or expressed as state of charge (SOC), for which known techniques can be used. The tax information can be obtained directly from the server 140 be received or via a communication network 130 , by wire or wireless. A wireless communication network 130 For example, Bluetooth, GSM, UMTS, LTE, or an LTE advanced communications network, or any other known communication network, whether wired or wireless.

3 shows a vehicle charge control unit 100 according to an embodiment. The vehicle charge control unit 100 may include an electronic control unit, a server, a computer on board, a digital information display, a stationary computing unit, a laptop computer, a tablet computer, a handheld computer, a wrist-held computer, a so-called smart watch, a PDA, a smart phone, a smart TV, a telephone, a media game machine, a game console, a vehicle-mounted computer system, or a navigation system. The vehicle charge control unit 100 can be a processor 112 included in a transceiver 104 is connected for communication via wire or wireless. Furthermore, the vehicle charge control unit 100 have one or more optional antennas (not shown). The antenna can be connected to the transceiver 104 be connected and set up to forward and / or to emit and / or to receive wireless signals in a wireless communication system, eg to transmit / receive control signals, eg with control information. The transceiver 104 may be configured to exchange the control signals with the range extender 150 or the onboard cargo unit 60 or the one or more vehicle sensors 121 - 123 or with another control unit or another sensor. In one example, the processor 112 a processor circuit and / or a central processing unit and / or a processor module and / or a majority of processors that interact with each other. Furthermore, the vehicle charge control unit 100 a memory 115 exhibit. The memory 115 may include instructions executable by the processor to perform one of the methods described herein. The processor 112 can be connected to the transceiver 104 , the one or more vehicle sensors 121 - 123 and / or the memory 115 , The vehicle charge control unit 100 may be configured with respect to the range extender 150 , the onboard cargo unit 160 and / or one or more vehicle sensors 121 - 123 Control signals, either directly or via a wireless communication network 140 ,

In one or more embodiments, the vehicle charge control unit 100 may also include an input device 117 which is adapted to receive input or information from an operator and a corresponding signal to the processor 112 to send. In one or more embodiments, the vehicle charge control unit 100 further comprising a display device 118 adapted to receive an indication signal relating to, for example, a text or a graphic representation from the processor 112 and then display this. In one embodiment, the display device is 118 in the user input device 117 integrated and arranged to receive an indication signal indicative of objects to be displayed, such as a text or a graphical representation of the processor 112 and perform corresponding representations, or the display device 118 is configured to receive inputs and indications from an operator and a corresponding signal to the processor device 112 to send. In some embodiments, the processor device is 112 with the memory 115 and / or the communication interface and / or the input device 117 and / or the display device 118 and / or one or more vehicle sensors 121 - 123 connected. The communication interface and / or the transceiver can communicate via wire or wirelessly. The one or more memories 115 For example, a hard RAM, a floppy disk drive, a floppy disk drive, a magnetic tape system, an optical disk drive, a CD or DVD drive (R or RW), or other removable or stationary media. In one embodiment, the vehicle charge control unit 100 further comprising and / or connected to one or more further sensors that are configured to receive and / or gain and / or measure parameters relating to the vehicle 120 , the environment of the vehicle or with respect to an external source of energy 180 and sending corresponding signals to the processor 112 ,

• SCHRITT 410: Gewinne Fahrzeugaufgabendaten, enthaltend zumindest einen Sollstartzeitpunkt T_start bezüglich der Fahrzeugaufgabe und einen Sollenergiepegel E_target, welcher für das Fahrzeug 120 erforderlich ist, um die Fahrzeugaufgabe zu erfüllen. Bei einem Beispiel ist das Fahrzeug ein Bus und die Fahrzeugaufgabe enthält einen Sollstartzeitpunkt für den Bus zum Ausführen einer Bus-Route. Die Fahrzeugaufgabendaten enthalten weiterhin den Sollenergiepegel, der erforderlich ist für die Bus-Route. Bei dem Sollenergiepegel kann es sich um einen statistischen Mittelwert handeln bezüglich der Energie, die für die Bus-Route erforderlich ist. Wie im Zusammenhang mit Fig. 2 näher beschrieben ist, können der Sollstartzeitpunkt und der Sollenergiepegel in Steuerinformationen enthalten sein, die lokal im Fahrzeug gewonnen werden oder die von einem Server 140 empfangen werden.
• SCHRITT 420: Gewinne Energieratendaten für eine erste Energiezeitrate, gemäß der Energie der Energiespeichereinheit 170 zugeführt wird, beispielsweise von einer an Bord befindlichen Ladeeinheit 160. Bei einem Ausführungsbeispiel sind die Energieratendaten enthalten in einem Steuersignal von dem einen oder den mehreren Fahrzeugsensoren 121-123 und geben einen Strom oder eine Spannung an, welcher/welche der Energiespeichereinheit 170 zugeführt/angelegt werden. Bei einem anderen Beispiel beinhalten die Energieratendaten Temperaturen von Stiften der Anschluss- oder Leiterschnittstelle 161, welche die externe Energiequelle 180 mit dem Fahrzeug oder der OBC-Einheit 160 verbindet. Bei einem weiteren Beispiel beinhalten die Energieratendaten eine Änderung des vorhergesagten Zeitpunktes, zu dem der Sollenergiepegel E_target erreicht ist. Beispielsweise liegt der vorhergesagte Zeitpunkt anfänglich deutlich vor T_start und nach einigen Zeitänderungen nach T_start, z.B. wegen einiger Probleme bezüglich der Energiezeitrate, mit welcher Energie der Speichereinheit 170 zugeführt wird. Bei einem Ausführungsbeispiel beinhaltet die Gewinnung der Energieratendaten auch die Prüfung, ob die laufende Energiezeitrate unter einer Nenn-Energiezeitrate liegt, gegebenenfalls unter Berücksichtigung eines addierten/subtrahierten Schwellenwertes.
• SCHRITT 430: Gewinne einen vorhergesagten Zeitpunkt T_predicted, der angibt, wann ein laufender Pegel der in der Energiespeichereinheit 170 abgespeicherten Energie E_current den Sollenergiepegel E_target entsprechend den Energieratendaten erreicht.
• SCHRITT 440: Wird festgestellt, dass der vorhergesagte Zeitpunkt T_predicted später liegt als der Sollstartzeitpunkt T_start, wird der Reichweitenvergrößerer 150 gesteuert für eine Bereitstellung einer zweiten Energiezeitrate, gemäß welcher der Energiespeichereinheit 170 Energie zugeführt wird.

4 shows a block diagram for explaining a method according to one or more embodiments of the invention. The procedure 400 can through the vehicle charge control unit 100 be performed to control an energy rate per unit time (energy time rate), according to the energy of an energy storage unit 170 of the vehicle 120 is supplied. The procedure includes the following steps:

• STEP 410 : Gains vehicle task data including at least a target _start time T _start with respect to the vehicle task and a _target energy level E _target indicative of the vehicle 120 required to fulfill the vehicle task. In one example, the vehicle is a bus and the vehicle task includes a target start time for the bus to execute a bus route. The vehicle task data further includes the desired energy level required for the bus route. The desired energy level may be a statistical average of the energy required for the bus route. As described in more detail in connection with FIG. 2, the target start time and the target energy level may be included in control information obtained locally in the vehicle or that from a server 140 be received.
• STEP 420 : Gain energy data for a first energy time rate according to the energy of the energy storage unit 170 is supplied, for example, from a loading unit located on board 160 , In one embodiment, the energy data is included in a control signal from the one or more vehicle sensors 121 - 123 and indicate a current or voltage which of the energy storage unit 170 fed / created. In another example, the energy data includes temperatures of pins of the connector or conductor interface 161 which is the external energy source 180 with the vehicle or the OBC unit 160 combines. In another example, the energy data includes a change in the predicted time when the _target energy level E _{target is} reached. For example, the predicted time is initially well before T _start and after some time changes after T _start , for example because of some energy time rate issues, with what energy of the storage unit 170 is supplied. In one embodiment, obtaining the energy data includes also checking whether the current energy time rate is below a rated energy time rate, optionally taking into account an added / subtracted threshold.
• STEP 430 : Win a predicted time T _predicted , which indicates when a running level of the in the energy storage unit 170 stored energy E _{current reaches} the _target energy level E _target according to the energy data.
• STEP 440 If it is determined that the predicted time T _{predicted is} later than the target _start time T _start , the range magnifier becomes 150 controlled for providing a second energy time rate, according to which the energy storage unit 170 Energy is supplied.

In one embodiment, the second energy time rate is constant or substantially constant. In one embodiment, the second energy time rate is less than the maximum energy time rate that the range magnifier 150 can deliver. An advantage of this embodiment is that the energy efficiency (in particular fuel efficiency) is improved by increasing the range 150 works near his optimal working point. Another advantage of this embodiment is that the life of the range enlarger 150 is extended. It is therefore advantageous to use the range enlarger 150 to predict significantly before initiation of the vehicle task, thus the range magnifier 150 operates at a level less than its maximum level. This is particularly advantageous for range enhancers in the form of fuel cells.

In one embodiment, the method further includes control of Reichweitenvergrößerers 150 such that the energy supply according to the second energy time rate to the energy storage unit 170 is stopped. The power supply according to the second energy time rate may be stopped at the target _start time T _start .

5A illustrates the stopping of the power supply according to the second energy time rate to the target _start time T _start . The X-axis indicates the time and the Y-axis indicates an energy level, eg the state of charge. The curve 510 in the diagram shows the current level of energy E _current . The zero point in time T ₀ means the initiation of the method described here, eg the time at which the vehicle is parked and connected to the external energy source 180 is connected. The vehicle task is initiated at the target _start time T _start and is ended at the termination time T _finish . At zero point in time T ₀ , the vehicle is connected to the external energy source, which results from the diagram that the current level of the energy E _current starts to increase. A time is predicted, at which the current level of the energy E _current , as in the energy storage unit 170 stored, as expected, the _target energy level E _target reached. If it is determined that the predicted time is later than the target _start time T _start , the range magnifier becomes 150 controlled to supply energy to the energy storage unit at a second energy time rate. The second energy time rate is selected or set so that the energy level in the energy storage unit can be expected 170 to the target _start time T _start corresponds to the _target energy level E _target . The second energy time rate is further selected or set such that the energy level in the energy storage unit 170 At the termination time T _{finish is} at a safety _threshold E _safety . The first energy time rate and / or the second energy time rate are corresponding to the energy storage unit 170 fed. The charging control unit 100 sends a signal to the range magnifier 150, causing it to terminate the power supply according to the second energy time rate, that is, to turn off the charging current when the vehicle is to be put into service at the target _start time T _start . In a further embodiment, the charging control unit transmits 100 a control signal only if the instantaneous level of the energy E _{current of} the energy storage unit 170 exceeds the _target energy level E _target . An advantage of this embodiment is at least that an unnecessary use of the range enlarger 150 is avoided and thus the life of the range enlarger 150 is extended. In particular, this applies to a range enlarger 150 in the form of a fuel cell. In another embodiment, the method further includes control of the range magnifier 150 for stopping the supply at the second energy time rate to the energy storage unit 170 when the level of the energy E _{current of} the energy storage unit 170 exceeds the _target energy level E _target . An advantage of this embodiment is at least that even here an unnecessary use of the range enlarger 150 avoided and thus its life is extended, especially in a fuel cell as range extender.

5B shows a diagram for stopping the second energy time rate at the stop time T _stop . The solid curve 520 in the diagram shows the current energy level E _{current of} this embodiment and the dotted curve 510 in the diagram shows the 5A corresponding to the curve in comparison. The method may include a step of obtaining a stop timing T _stop . The stop time T _stop may be determined based on the second energy time rate and a difference between a current energy level E _current at the target _start time T _start and the _target energy level E _target . The reach enhancer 150 can then be controlled so that the supply according to the second energy time rate at the stop time T _{stop is} stopped. This embodiment has at least the advantage that the vehicle can be put into service at the target _start time T _start , even if the _target energy level E _target at the _{target start} time T _{start is} not reached. The range extender may be operated to provide energy according to the second energy time rate just long enough to accomplish the task of the vehicle. The stop time T _stop may be predicted according to a predicted energy level E _predicted , eg, according to E _predicted = _target energy level E _target - current energy level E _current at the target _start time T _start . The predicted energy level E _predicted may optionally be determined according to E _predicted = _target energy level E _target - current energy level E _current at the target _start time T _start - safety threshold. The safety threshold E _safety may be determined as a percentage of the _target energy level E _target , eg, 5-20% of the _target energy level E _target .

In one embodiment, the method further includes determining an operating condition of the on-board charging unit 160 , If it is determined that the operating state is deficient, the initially provided first energy time rate is set to a reduced value. In one example, it is determined that the operating state of the on-board charging unit 160 is deficient in determining that the temperature of one or more pins in the connection or line interface 161 above a threshold. An estimated charge current or the first energy time rate is then set to a reduced value, for example in the range from 50% to 90% of the first envisaged first energy time rate or in relation to a nominal value.

In one embodiment, a computer program is provided with computer readable instructions to a vehicle load controller 100 upon execution of the computer readable instructions in a processor unit in the vehicle load controller 100 to initiate one of the methods described herein. All the methods according to the invention can be implemented by a computer program with a code which, when executed in a processor, causes the individual method steps to be carried out. The computer program can be stored in a computer-readable medium, ie a computer program product.

In one embodiment, a computer program product is provided with a computer-readable storage medium, wherein the computer-readable storage medium stores the computer program described above.

In one embodiment, a carrier is provided with the computer program described above, wherein the carrier may be, for example, an electronic signal, an optical signal, a radio signal, or a computer readable storage medium.

In embodiments, a computer program product is provided with a memory and / or a computer-readable storage medium, wherein the memory or the computer-readable storage medium contains one of the computer programs described above. Basically, the memory and / or said computer readable storage medium may be any storage means such as a ROM (read only memory), a PROM (programmable ROM), an EPROM (erasable PROM), a flash memory, an EEPROM (electronically erasable PROM ) or a hard disk drive.

In embodiments, communication networks, by wire or wireless, may be employed, such as: LAN (Local Area Network), Metropolitan Area Networks (MAN), Global Mobile Network (GSM) Systems, Advanced Data GSM Energy Storage Devices (EDGE), Universal Mobile Telecommunication Systems , LTE, high-speed downlink packet access system (HSDPA), wideband coded division multiple access systems (W-CDMA), coded division multiple access systems (CDMA), time division multiple access systems (TDMA), Bluetooth ^® , Zigbee ^® , Wi-Fi, Voice over Internet Protocol (VoIP), LTE Advanced Systems, IEEE802.16m, MAN Advanced Wireless Systems, High Speed Switched Access Systems (HSPA +), 3GPP LTE Systems, Mobile WiMAX Systems (IEEE 802.16e ), Ultramobile Broadband Systems (UMB) (formerly Evolution-Data-Optimized (EV-DO) Rev. C), fast low-latency access system with seamless handoff in orthogonal frequency division multiplexing (Flash-OFDM), high-capacity spatial division multiple -access (iBurst ^®) and mobile, wireless broadband access (MBWA) (IEEE 802.20 ), High-performance radio-metropolitan area network (HIPERMAN), beam division multiple access (BDMA), world-compatible microwave access (Wi-MAX) and ultrasound communication etc., without limitation to the said means.

A person skilled in the art will recognize that the vehicle charge control unit 100 has the necessary communication options, for example in the form of functions, means, units, elements, etc., to realize the solutions described. Examples of such means, units, elements and functions are: processors, memories, buffers, control circuits, encoders, decoders, rate adjusters, rate shifters, card units, amplifiers, decision units, selection units, switches, interleavers, deinterleavers, modulators, demodulators, input devices, output devices, Antennas, amplifiers, receiving units, transmitter units, DSPs, MSDs, TCM encoders, TCM decoders, power units, power feeders, communication interfaces, communication protocols, etc., all of which are suitably combinable.

In particular, the processors and / or the processor devices according to this description can have one or more of the following devices:

Processor circuits, processor modules, and multiple processors configured to cooperate with each other, central processing units (CPU), a processor unit, a processor circuit, a processor, an application specific integrated circuit (ASIC), a microprocessor, a field programmable gate array (FPGA), or others Processor logic capable of interpreting and executing instructions. The term "processor" and / or "processor device" may thus mean a processing circuit having a plurality of processor circuits, such as one or more of the above. The processor means may perform data processing functions related to input, output and processing of data including data caching and device control functions such as call processing control, user interface control and the like.

Finally, it is understood that the invention is not limited to the embodiments described above, but covers all embodiments within the scope of the independent claims.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 2012/0229087 A1 [0005]

Claims (10)

A vehicle charge control unit (100) for a vehicle (120) arranged to control an energy time rate supplied to an energy storage unit (170) of the vehicle (120), the vehicle charge control unit (100) comprising: a processor (112), and a memory (116 ), with instructions executable by the processor, wherein said vehicle load control unit (100) is configured to: acquire vehicle task _data indicating at least a target task _start time (T _start ) and a target energy level (E _taraget ) _applicable to the vehicle ( 120) to perform the vehicle task of obtaining energy data indicating a first energy time rate for the supply to the energy storage unit (170) to obtain a predicted time (T _predicted ) indicating when a current energy level (E _current ) of the energy stored by the energy storage unit (170) the _target energy level (E _target ) on the basis of the energy data, and if it is determined that the predicted time (T _predicted ) is later than the target _start time (T _start ) to control a range magnifier (150) to energize according to a second energy time rate of the energy storage unit (170) supply. Vehicle charge control unit (100) according to Claim 1 wherein said vehicle load control unit (100) is further configured to control the range increaser (150) to stop the supply according to the second energy time rate to the energy storage unit (170) at the target _start time (T _start ). Vehicle charge control unit (100) according to Claim 1 wherein said vehicle charge control unit (100) is further configured to: acquire a time stop point (T _stop ) based on the second energy time rate and a difference between the current energy level (E _current ) at the target _start time (T _start ) and the target energy level (E _target ); controlling the range magnifier (150) to stop the supply according to the second energy time rate to the energy storage unit (170) at the stop time (T _stop ). Vehicle charge control unit (100) according to Claim 1 set up to: check an operating state of an on-board charging unit (160), and then, if a faulty operating condition is detected, reduce the first power-time rate resulting from the obtained energy-data data to a reduced value. A vehicle, comprising: a vehicle charge control unit (100) according to any one of Claims 1 - 4 , Vehicle according to Claim 5 , further comprising: an energy storage unit (170), a range extender (150) electrically connected to the energy storage unit (170), and an onboard charge unit (160) electrically connected to the energy storage unit (170); Vehicle Load Control Unit (100) communicates with the range extender (150) and the on-board loading unit (160). A method of controlling a vehicle charge control unit (100) arranged to control an energy time rate of the supply of energy to an energy storage unit (170) of the vehicle (120), the method comprising: obtaining vehicle task data including at least one target _start time (T _start ) of the vehicle task and indicate a _target energy level (E _target ) required to perform the vehicle task with the vehicle (120), obtain energy data containing a first energy time rate of energy input to the energy storage unit (170), obtain a predicted time (T _predicted ) indicating when a current energy level (E _current ) in the energy storage unit (170) reaches the _target energy level (E _target ) based on the energy data data, and then determining that the predicted time (T _predicted ) is later than that Target _start time (T _start ), control of the range enlarger ( 150) for feeding a second energy time rate to the energy storage unit (170). Method according to Claim 7 , further comprising: controlling the range extender (150) to stop the injection according to the second energy time rate to the energy storage unit (170) at the solo _start time (T _start ). Method according to Claim 7 , further comprising: obtaining a stop timing (T _stop ) based on the second energy time rate and a difference between the current energy level (E _current ) at the target _start time (T _start ) and the target energy level (E _target ), controlling the range magnifier (150) for Stopping the supply of energy according to the second energy time rate to the energy storage unit (170) at the stop time (T _stop ). Method according to Claim 7 , further comprising: checking an operating state of the on-board charging unit (160) and then, when it is determined that the operating condition is faulty, reducing the indicated first energy time rate according to the obtained energy data data to a reduced value.

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