DE102022002993B4 - Energy management method and energy management system for a vehicle - Google Patents

Abstract

Energy management method for a vehicle, wherein
- a number of electrical consumers (8.1 to 8.m, n.1 to nm) and/or a number of groups of electrical consumers (8.1 to 8.m, n.1 to nm) can each be coupled to an on-board network of the vehicle by means of at least one semiconductor switch (7.1 to 7.n),
- electrical currents are detected in the semiconductor switches (7.1 to 7.n) and
- an energy distribution from the vehicle's on-board network to the number of electrical consumers (8.1 to 8.m, n.1 to nm) and/or the number of groups of electrical consumers (8.1 to 8.m, n.1 to nm) is carried out in a model-based control of the semiconductor switches (7.1 to 7.n) depending on the detected electrical currents, characterized in that
- the model-based control is based on a model (5) which is designed to optimize the energy efficiency of all electrical consumers (8.1 to 8.m, n.1 to nm) and/or groups of electrical consumers (8.1 to 8.m, n.1 to nm) of the vehicle,
- by means of the model (5), a state of the vehicle is recorded and compared with a set of rules stored in a software component, comprising optimization logic for saving energy and parameters for maintaining functional safety of the vehicle, and a current electrical current of all electrical consumers (8.1 to 8.m, n.1 to nm) and/or the number of respective groups of electrical consumers (8.1 to 8.m, n.1 to nm),
- depending on this comparison, by means of the model-based control of the semiconductor switches (7.1 to 7.n), a respective number of electrical consumers (8.1 to 8.m, n.1 to nm) and/or a number of respective groups of electrical consumers (8.1 to 8.m, n.1 to nm) are activated and/or deactivated and/or a maximum in a number of respective electrical consumer (8.1 to 8.m, n.1 to nm) and/or a number of groups of electrical consumers (8.1 to 8.m, n.1 to nm) is regulated and/or limited,
- if there are no passengers on the rear seat of the vehicle when the vehicle is being driven, basic electrical loads in the vehicle's electrical system which are caused exclusively by comfort functions perceptible to passengers in the rear of the vehicle are reduced to 0 amperes and/or
- if no trailer is detected on the vehicle, a trailer control unit is disconnected from the vehicle's electrical system, and/or
- If an ambient light control unit is not required, it is deactivated.

Description

The invention relates to an energy management method for a vehicle.

The invention further relates to an energy management system for a vehicle.

In the EN 10 2010 002 914 A1 a method for recording electrical consumption and generation in an energy management network is described. The energy management network has an energy management unit. In a power distribution system, a number of electrical consumers or consumer groups and a number of producers are connected using assigned components in the form of switching elements and energy meters, which are influenced or evaluated by the energy management unit. Using a switching algorithm, the consumers or consumer groups are indexed starting with a currently highest purchase price and the producers starting with a lowest feed-in tariff, and the producers and consumers or consumer groups are coupled using the switching elements in such a way that a number of couplings of consumers or consumer groups with high purchase prices with producers with low feed-in tariffs is maximized. Furthermore, a device for energy management in the form of an energy management unit for optimizing loads and generation in an energy management network is described. The device for connecting an electrical consumer or a consumer group and a producer in a power distribution system has components assigned to them in the form of switching elements and energy meters, which can be influenced or evaluated by the energy management unit via a connection to the latter. It is intended that the switching elements are arranged in the form of a switching matrix and thus energy meters for producers and consumers or consumer groups can be switched in series or in parallel, depending on a respective current feed-in or consumption tariff, which are received by the energy management unit from different energy service providers. Integrated into the switching matrix, each producer and each consumer or each consumer group are assigned an energy meter and one or more energy flow direction meters for billing. The energy meter, the energy flow direction meters and the switching elements are designed as electronic components and the evaluation and a switching algorithm for controlling the switching elements are implemented as software in the energy management unit. The switching elements are designed as semiconductor switches.

The EN 10 2014 222 878 A1 describes a motor vehicle supply network, comprising a power source, a power distributor that is connected to the power source via a supply current path, and a load that is connected to the power distributor via a load current path with an integrated semiconductor switch. A current measuring unit, a voltage measuring unit and a monitoring unit are integrated into the power distributor. The monitoring unit is set up in such a way that it detects an impending fault based on measurement data from the current measuring unit and the measurement data from the voltage measuring unit and that it initiates a shutdown of the load using the semiconductor switch. Impending overcurrent faults and impending arc faults are detected as impending faults.

• - einen Halbleiterschalter, der mit der Bordnetz-Komponente elektrisch leitfähig verbunden ist,
• - einen Schaltkreis, der mit dem Halbleiterschalter elektrisch leitfähig verbunden ist und der eine Erfassungseinrichtung zur Erfassung einer elektrischen Fehlfunktion des Fahrzeug-Bordnetzes sowie eine Ansteuereinrichtung zum Ansteuern des Halbleiterschalters aufweist, und
• - eine Steuereinheit, die mit dem Schaltkreis kommunikationsfähig verbunden ist,

auf. Die Vorrichtung ist dazu eingerichtet,

• - den Halbleiterschalter in Abhängigkeit von einem sicheren Zielzustand „aus“ und einem Einschaltsignal einzuschalten, und dann in Abhängigkeit von der Erfassung einer vorbestimmten elektrischen Fehlfunktion in einen ersten Sicherheitszustand, in dem der Halbleiterschalter ausgeschaltet ist, zu schalten, um die Bordnetz-Komponente vor elektrischen Überlasten zu schützen, und
• - den Halbleiterschalter in Abhängigkeit von einem sicheren Zielzustand „ein“ und einem Einschaltsignal einzuschalten, und dann in Abhängigkeit von der Erfassung einer vorbestimmten elektrischen Fehlfunktion in den ersten Sicherheitszustand zu schalten, und ferner nach einem vorbestimmten Zeitintervall, das 50 µs bis 100 µs beträgt, in Abhängigkeit von dem sicheren Zielzustand „ein“ in einen zweiten Sicherheitszustand zu schalten, in dem der Halbleiterschalter eingeschaltet ist, um eine verfügbarkeitsrelevante Versorgung der Bordnetz-Komponente sicherzustellen, wobei in Abhängigkeit von der erneuten Erfassung der vorbestimmten elektrischen Fehlfunktion erneut in den ersten Sicherheitszustand geschaltet wird.

From the EN 10 2016 121 447 B4 A device for securing a safety-relevant on-board network component of a vehicle electrical system is known. The device has

• - a semiconductor switch that is electrically connected to the on-board network component,
• - a circuit which is electrically connected to the semiconductor switch and which has a detection device for detecting an electrical malfunction of the vehicle electrical system and a control device for controlling the semiconductor switch, and
• - a control unit that is connected to the circuit in a communicative manner,

The device is designed to

• - to switch on the semiconductor switch depending on a safe target state “off” and a switch-on signal, and then to switch to a first safety state in which the semiconductor switch is switched off depending on the detection of a predetermined electrical malfunction in order to protect the on-board network component from electrical overloads, and
• - to switch on the semiconductor switch depending on a safe target state "on" and a switch-on signal, and then to switch to the first safety state depending on the detection of a predetermined electrical malfunction, and further, after a predetermined time interval, which is 50 µs to 100 µs, to switch to a second safety state depending on the safe target state "on", in which the semiconductor switch is switched on in order to ensure an availability-relevant supply of the on-board network component, wherein depending on the renewed detection of the previous certain electrical malfunction is switched back to the first safety state.

The invention is based on the object of specifying a novel energy management method and a novel energy management system for a vehicle.

The object is achieved according to the invention by an energy management method which has the features specified in claim 1 and by an energy management system which has the features specified in claim 4.

Advantageous embodiments of the invention are the subject of the subclaims.

In an energy management method for a vehicle in which a number of electrical consumers and/or a number of groups of electrical consumers can each be coupled to an on-board network of the vehicle by means of at least one semiconductor switch, electrical currents are detected in the semiconductor switches and energy is distributed from the on-board network of the vehicle to the number of electrical consumers and/or the number of groups of electrical consumers in a model-based control of the semiconductor switches depending on the detected electrical currents.

By means of the energy management process, a high level of detail of the existing energy consumption for electrical consumers in a vehicle can be achieved by recording the electrical currents in the semiconductor switches. This enables measures to be derived for intelligent energy distribution and for saving electrical energy in the corresponding vehicle in a simple and efficient manner. Furthermore, the current recording via the semiconductor switches enables the vehicle's power consumption to be determined at any time with a fine granularity. The energy management process thus enables an increase in transparency regarding energy consumption and energy saving potential in a vehicle.

For example, instead of a fuse, a semiconductor switch, also referred to as a semiconductor fuse, is connected upstream of at least one electrical consumer or at least one group of electrical consumers in a vehicle as an overcurrent protection device. It is possible, for example, to use a shunt resistor, also referred to as a shunt, on the semiconductor switch to measure an electrical current flowing through the at least one consumer downstream and/or through the at least one group of consumers downstream. A value of the measured current can be provided at a data interface of the corresponding semiconductor switch.

The model-based control is based on a model that is designed to optimize the energy efficiency of all electrical consumers and/or groups of electrical consumers in the vehicle. This enables the energy supply of all electrical consumers in a vehicle to be optimized in a simple and reliable manner.

The model is used to record a state of the vehicle and compare it with a set of rules stored in a software component, comprising optimization logic for saving energy and parameters for maintaining the functional safety of the vehicle, and a current electrical current of all electrical consumers and/or the number of respective groups of electrical consumers. Depending on this comparison, a number of respective electrical consumers and/or a number of groups of electrical consumers are activated and/or deactivated and/or a maximum electrical current fed to a number of respective electrical consumers and/or a number of groups of electrical consumers is regulated and/or limited by means of the model-based control of the semiconductor switches. This enables the energy efficiency of the vehicle's electrical consumers to be optimized easily and efficiently. For example, the semiconductor switches can be switched on and off by means of a control device, which is or includes a microcontroller processing unit, for example, in order to de-energize at least one consumer behind them. In the event of an overload, this mechanism can be triggered automatically, for example. However, it is also possible for the mechanism to be controlled manually and remotely via a corresponding data interface. This prevents idle and standby currents, which leads to energy savings.

If there are no passengers on the rear seat when the vehicle is being driven, basic electrical loads in the vehicle's electrical system, which are caused exclusively by comfort functions that are perceptible to passengers in the rear of the vehicle, are reduced to 0 amps. Such functions include displays or seat control units. If, for example, a passenger gets in the rear of the vehicle and thus causes an exogenous change in the state of the vehicle, the described procedure carried out by means of the energy management system initiates appropriate activation measures while maintaining the shortest possible start-up times, so that all comfort functions on the rear seat are available again without the vehicle occupants noticing.

Alternatively or additionally, if no trailer is detected on the vehicle, a trailer control unit is disconnected from the vehicle's electrical system. This can save idle or standby currents.

Alternatively or additionally, if an ambient light control unit is not required, it is deactivated. In this way, in contrast to solutions known from the state of the art, permanent energy consumption of the ambient light control unit or similar control units can be avoided when they are not actually required.

In one possible embodiment of the energy management process, the model-based control is also carried out depending on information available on a data bus of the vehicle. This can further increase the energy efficiency of the vehicle's electrical consumers.

In another possible embodiment of the energy management method, data relating to the vehicle and/or the vehicle's surroundings are used as information on the data bus. This means that operation of the electrical consumers can be adapted to a particular vehicle state and/or environmental conditions. This means that restrictions in the operation of the electrical consumers to increase energy efficiency, for example, do not affect the driving of the vehicle and/or comfort functions for a vehicle occupant, or at least only affect them minimally.

In the energy management system for a vehicle, a number of electrical consumers and/or a number of groups of electrical consumers can each be coupled to an on-board network of the vehicle by means of at least one semiconductor switch. At least one detection device is provided, which is designed to detect electrical currents flowing in the semiconductor switches. Furthermore, at least one control device coupled to the at least one detection device is provided, which is designed to distribute energy from the on-board network of the vehicle to the number of electrical consumers and/or the number of groups of electrical consumers by means of a model-based control of the semiconductor switches depending on the detected electrical currents.

By recording the electrical currents in the semiconductor switches, the energy management system can be used to achieve a high level of detail regarding the energy consumption of electrical consumers in a vehicle. This enables measures to be derived for intelligent energy distribution and for saving electrical energy in the relevant vehicle in a simple and efficient manner. Furthermore, current recording via the semiconductor switches means that the vehicle's power consumption can be determined in fine granularity at any time. The energy management process therefore increases transparency regarding energy consumption and energy saving potential in a vehicle.

For example, instead of a fuse, a semiconductor switch is connected upstream of at least one electrical consumer or at least one group of electrical consumers in a vehicle as an overcurrent protection device. It is possible, for example, to use a shunt resistor on the semiconductor switch to measure an electrical current flowing through the at least one consumer downstream and/or through the at least one group of consumers downstream. A value of the measured current can be provided at a data interface of the corresponding semiconductor switch.

The model-based control is based on a model that is designed to optimize the energy efficiency of all electrical consumers and/or groups of electrical consumers in the vehicle. This enables the energy supply of all electrical consumers in a vehicle to be optimized in a simple and reliable manner.

Furthermore, the model records a state of the vehicle and compares it with a set of rules stored in a software component, comprising optimization logic for saving energy and parameters for maintaining functional safety of the vehicle, and a current electrical current of all electrical consumers and/or the number of respective groups of electrical consumers.

Depending on this comparison, the control device activates and/or deactivates a respective number of electrical consumers by means of the model-based control of the semiconductor switches. cher and/or a number of respective groups of electrical consumers and/or regulates and/or limits a maximum electrical current carried in a number of respective electrical consumers and/or in a number of groups of electrical consumers.

Furthermore, if there are no passengers on the back seat when the vehicle is being driven, the control unit reduces the basic electrical loads in the vehicle's electrical system, which are caused exclusively by comfort functions that can be perceived by passengers in the rear of the vehicle, to 0 amps. If, for example, a passenger gets in the rear of the vehicle and thus causes an exogenous change in the state of the vehicle, the described process carried out using the energy management system can initiate appropriate activation measures while maintaining the shortest possible start-up times, so that all comfort functions on the rear seat are available again without the vehicle occupants noticing.

Alternatively or additionally, if no trailer is detected on the vehicle, the control unit disconnects a trailer control unit from the vehicle's electrical system. This can save idle or standby currents.

Alternatively or additionally, the control unit deactivates an ambient light control unit when it is not required. In this way, in contrast to solutions known from the state of the art, permanent energy consumption of the ambient light control unit or similar control units can be avoided when they are not actually required.

In another possible embodiment of the energy management system, the semiconductor switches can be switched on and off by means of the control device, which is or includes a microcontroller processing unit, for example, in order to de-energize at least one consumer behind them. In the event of an overload, this mechanism can be triggered automatically, for example. However, it is also possible for the mechanism to be controlled manually and remotely via a corresponding data interface. This means that idle and standby currents can be prevented, which leads to energy savings.

In another possible embodiment of the energy management system, the control device is designed to carry out the model-based control additionally depending on information available on a data bus of the vehicle. This can further increase the energy efficiency of the vehicle's electrical consumers.

Embodiments of the invention are explained in more detail below with reference to a drawing.

• 1 schematisch ein Blockschaltbild eines Energiemanagement-Systems eines Fahrzeugs.

It shows:

• 1 schematic block diagram of an energy management system of a vehicle.

In the only 1 a block diagram of a possible embodiment of an energy management system 1 of a vehicle is shown. Connections shown with a broken line represent data lines and connections shown with a solid line represent electrical supply lines.

The energy management system 1 has a control device 2 with a microcontroller computing unit 3 and a detection device 4. The energy management system 1 also has a model 5, a voltage source 6, a number of semiconductor switches 7.1 to 7.n and a number of electrical consumers 8.1 to 8.m, n.1 to n.m.

Model 5 is designed as an intelligent energy management model which is designed to optimize the energy efficiency of all electrical consumers 8.1 to 8.m, n.1 to n.m and/or groups of electrical consumers 8.1 to 8.m, n.1 to n.m of the vehicle.

The electrical consumers 8.1 to 8.m, n.1 to n.m or groups of electrical consumers 8.1 to 8.m, n.1 to n.m can each be coupled to the voltage source 6 by means of at least one semiconductor switch 7.1 to 7.n, wherein the voltage source 6 is integrated in an on-board network of the vehicle.

To optimize energy efficiency, electrical currents are detected in the semiconductor switches 7.1 to 7.n by means of the detection device 4 and fed to the microcontroller processing unit 3. For example, an electrical current flowing through the at least one downstream consumer 8.1 to 8.m, n.1 to n.m and/or through the at least one downstream group of consumers 8.1 to 8.m, n.1 to n.m is measured by means of a shunt resistor on the corresponding semiconductor switch 7.1 to 7.n. A value of the measured current can be provided at a data interface of the corresponding semiconductor switch 7.1 to 7.n.

Furthermore, information I present on a data bus 9 of the vehicle is fed to the microcontroller computing unit 3, whereby the microcontroller computing unit 3, on the basis of the detected electrical currents and the information I and using the model 5, carries out a power distribution from the vehicle's electrical system to the number of electrical consumers 8.1 to 8.m, n.1 to nm and/or the number of groups of electrical consumers 8.1 to 8.m, n.1 to nm by appropriately controlling the semiconductor switches 7.1 to 7.n. The information I of the data bus 9 includes data relating to the vehicle and/or an environment of the vehicle.

For example, in the control device 2 and/or with the microcontroller processing unit 3, the electrical currents of the consumers 8.1 to 8.m, n.1 to n.m and/or number of groups of electrical consumers 8.1 to 8.m, n.1 to n.m are brought together and pre-processed if necessary. Such data pre-processing can include smoothing, outlier removal, scaling, etc. The pre-processed data can be made available, for example, at a central interface, also referred to as an interface. This interface can be bidirectional. This means that not only can power consumption values be made available in real time, but switching and control commands can also be received from other authorized software components, so that the semiconductor switches 7.1 to 7.n can also be switched on and off externally. The microcontroller processing unit 3 does not make any independent decisions in this case.

The intelligence is mapped, for example, in at least one upstream software component that has read and write access to the interface of the microcontroller processing unit 3. This software component is implemented, for example, in model 5, which can receive and process input variables from the vehicle. For example, model 5 is designed to record a state of the vehicle and its environment as well as a current configuration of the vehicle and to make decisions on how to save energy based on this. It is assumed, for example, that by switching off a consumer 8.1 to 8.m, n.1 to n.m and/or a number of groups of electrical consumers 8.1 to 8.m, n.1 to n.m using a semiconductor switch 7.1 to 7.n, energy savings can be achieved in the vehicle's electrical system.

The model-based control of the semiconductor switches 7.1 to 7.n is carried out, for example, in such a way that an optimization of the energy efficiency of the entirety of all electrical consumers 8.1 to 8.m, n.1 to n.m and/or groups of electrical consumers 8.1 to 8.m, n.1 to n.m of the vehicle is achieved.

In this control, the respective number of electrical consumers 8.1 to 8.m, n.1 to n.m and/or the number of respective groups of electrical consumers 8.1 to 8.m, n.1 to n.m are activated and/or deactivated. Alternatively or additionally, a maximum electrical current fed into a number of respective electrical consumers 8.1 to 8.m, n.1 to n.m and/or a number of groups of electrical consumers 8.1 to 8.m, n.1 to n.m is regulated and/or limited.

If, for example, model 5 detects a specific state of the vehicle, it compares this with a set of rules stored in the software component and with the current electrical current of all consumers 8.1 to 8.m, n.1 to n.m and/or the number of respective groups of electrical consumers 8.1 to 8.m, n.1 to n.m and, on this basis, makes a decision to switch a consumer 8.1 to 8.m, n.1 to n.m and/or a group of electrical consumers 8.1 to 8.m, n.1 to n.m on or off. Such a set of rules takes into account, for example, both optimization logic for saving energy and parameters for maintaining the functional safety of the vehicle. This assessment and a comparison between environmental conditions and a vehicle configuration takes place iteratively at a very high frequency, so that the system works largely unnoticed in the background.

• In einem ersten Beispiel befinden sich bei einer Fahrt eines Fahrzeugs keine Passagiere auf einer Rücksitzbank desselben. Dieser Zustand kann durch eine entsprechende optische und/oder taktile Sensorik im Fahrzeug erfasst werden. Das intelligente Modell 5 verarbeitet diesen Zustand und kann so elektrische Grundlasten im Bordnetz des Fahrzeugs, welche ausschließlich durch für Passagiere in einem Fond des Fahrzeugs wahrnehmbare Komfortfunktionen hervorgerufen werden, auf 0 Ampere herabsenken. Solche Funktionen sind beispielsweise Displays oder Sitzsteuergeräte. Sollte beispielsweise ein Passagier im Fond des Fahrzeugs zusteigen und so eine exogene Zustandsänderung des Fahrzeugs hervorrufen, können durch das mittels des Energiemanagement-Systems 1 ausgeführte beschriebene Verfahren entsprechende Zuschaltmaßnahmen unter Wahrung kürzester Aufstartzeiten eingeleitet werden, so dass alle Komfortfunktionen auf der Rücksitzbank wieder zur Verfügung stehen, ohne dass Fahrzeuginsassen Notiz davon nehmen.

Two possible examples of an application of the energy management system 1 are described below:

• In a first example, there are no passengers on the back seat of a vehicle when it is being driven. This state can be detected by appropriate optical and/or tactile sensors in the vehicle. The intelligent model 5 processes this state and can thus reduce electrical base loads in the vehicle's electrical system, which are only caused by comfort functions that can be perceived by passengers in the rear of the vehicle, to 0 amps. Such functions are, for example, displays or seat control units. If, for example, a passenger gets in the rear of the vehicle and thus causes an exogenous change in the state of the vehicle, the described method carried out by means of the energy management system 1 can initiate appropriate activation measures while maintaining the shortest possible start-up times, so that all comfort functions in the rear seat bank will be available again without the vehicle occupants noticing.

In another example, the focus is on saving idle or standby currents. For example, it is possible to disconnect a trailer control unit from the vehicle's electrical system if - as is usual in most cases - no trailer is detected on the vehicle. The same applies to a so-called ambient light control unit. This can also be deactivated when it is not needed. In this way, in contrast to solutions known from the state of the art, permanent energy consumption of the ambient light control unit or similar control units can be avoided when they are not actually needed.

Thus, by means of the energy management system 1, electrical consumers 8.1 to 8.m, n.1 to n.m and/or groups of electrical consumers 8.1 to 8.m, n.1 to n.m can be switched on and off in a dynamic manner, thereby minimizing electrical energy consumption.

List of reference symbols

1

Energy management system

2

Control device

3

Microcontroller processing unit

4

Detection device

5

Model

6

Voltage source

7.1 to 7.n

Semiconductor switches

8.1 to 8.m, n.1 to n.m

consumer

9

Data bus

I

information

Claims (5)

Energy management method for a vehicle, wherein - a number of electrical consumers (8.1 to 8.m, n.1 to nm) and/or a number of groups of electrical consumers (8.1 to 8.m, n.1 to nm) can each be coupled to an on-board network of the vehicle by means of at least one semiconductor switch (7.1 to 7.n), - electrical currents are detected in the semiconductor switches (7.1 to 7.n), and - energy is distributed from the on-board network of the vehicle to the number of electrical consumers (8.1 to 8.m, n.1 to nm) and/or the number of groups of electrical consumers (8.1 to 8.m, n.1 to nm) in a model-based control of the semiconductor switches (7.1 to 7.n) depending on the detected electrical currents, characterized in that - the model-based control is based on a model (5) which is based on an optimization of the energy efficiency of all electrical consumers (8.1 to 8.m, n.1 to nm) and/or groups of electrical consumers (8.1 to 8.m, n.1 to nm) of the vehicle, - a state of the vehicle is recorded by means of the model (5) and compared with a set of rules stored in a software component, comprising optimization logic for saving energy and parameters for maintaining functional safety of the vehicle, and a current electrical current of all electrical consumers (8.1 to 8.m, n.1 to nm) and/or the number of respective groups of electrical consumers (8.1 to 8.m, n.1 to nm), - depending on this comparison, a respective number of electrical consumers (8.1 to 8.m, n.1 to nm) and/or a number of respective groups of electrical consumers (8.1 to 8.m, n.1 to nm) are activated and/or deactivated by means of the model-based control of the semiconductor switches (7.1 to 7.n) and/or a maximum in a number of respective electrical consumers (8.1 to 8.m, n.1 to nm) and/or a number of groups of electrical consumers (8.1 to 8.m, n.1 to nm) are regulated and/or limited, - whereby, if there are no passengers on the rear seat of the vehicle when the vehicle is being driven, basic electrical loads in the vehicle's electrical system, which are caused exclusively by comfort functions perceptible to passengers in the rear of the vehicle, are reduced to 0 amperes and/or - whereby, if no trailer is detected on the vehicle, a trailer control unit is disconnected from the vehicle's electrical system, and/or - whereby, if an ambient light control unit is not required, it is deactivated. Energy management procedures according to Claim 1 , characterized in that the model-based control is additionally carried out as a function of information (I) available on a data bus (9) of the vehicle. Energy management procedures according to Claim 2 , characterized in that data concerning the vehicle and/or an environment of the vehicle are used as information (I) of the data bus (9). Energy management system (1) for a vehicle with - a number of electrical consumers (8.1 to 8.m, n.1 to nm) and/or a number of groups of electrical consumers (8.1 to 8.m, n.1 to nm), each of which can be coupled to an on-board network of the vehicle by means of at least one semiconductor switch (7.1 to 7.n), - at least one detection device (4) which is designed to detect electrical currents flowing in the semiconductor switches (7.1 to 7.n), and - at least one control device (2) coupled to the at least one detection device (4), which is designed to distribute energy from the on-board network of the vehicle to the number of electrical consumers (8.1 to 8.m, n.1 to nm) and/or the number of groups of electrical consumers (8.1 to 8.m, n.1 to nm) by means of a model-based control of the semiconductor switches (7.1 to 7.n) depending on the detected electrical currents, characterized in that a model (5) is provided, which - is designed to optimize the energy efficiency of all electrical consumers (8.1 to 8.m, n.1 to nm) and/or groups of electrical consumers (8.1 to 8.m, n.1 to nm) of the vehicle, and - records a state of the vehicle and compares it with a set of rules stored in a software component, comprising optimization logic for saving energy and parameters for maintaining functional safety of the vehicle, and a current electrical current of all electrical consumers (8.1 to 8.m, n.1 to nm) and/or the number of respective groups of electrical consumers (8.1 to 8.m, n.1 to nm), the control device (2) - depending on this comparison, by means of the model-based control of the semiconductor switches (7.1 to 7.n), a respective number of electrical consumers (8.1 to 8.m, n.1 to nm) and/or a number of respective groups of electrical consumers (8.1 to 8.m, n.1 to nm) and/or regulates and/or limits a maximum electrical current conducted in a number of respective electrical consumers (8.1 to 8.m, n.1 to nm) and/or in a number of groups of electrical consumers (8.1 to 8.m, n.1 to nm), - when there are no passengers on a rear seat when the vehicle is being driven, reduces basic electrical loads in the vehicle's electrical system, which are caused exclusively by comfort functions perceptible to passengers in the rear of the vehicle, to 0 amps and/or - when no trailer is detected on the vehicle, disconnects a trailer control unit from the vehicle's electrical system, and/or - deactivates an ambient light control unit when it is not required. Energy management system according to Claim 4 , characterized in that the control device (2) is designed to carry out the model-based control additionally as a function of information (I) available on a data bus (5) of the vehicle.

Images