DE102022102827A1 - Method and control device for determining a charging parameter for a charging stop - Google Patents

Abstract

The invention relates to a method for determining a charging parameter (L) for a charging stop at one of several charging stations that can be selected for the charging stop for electrically charging an energy storage device of a motor vehicle, wherein in the event that a first charging station of the several charging stations has a fast charging function for electrically charging the Energy store of the motor vehicle provides (S12), it is checked whether there is a noise emission-related restriction (S14), according to which the maximum usable charging power during charging is reduced, with the restriction specifying an overall noise emission limit value (G), and the charging parameter ( L) is determined for the first charging station depending on the existence of the restriction (S26). In the event that the noise emission-related restriction applies to the first charging station (S12), an ambient noise level prevailing at the first charging station is determined (S18) and a remaining noise emission limit value (R ) is determined (S24), the charging parameter (L) being determined as a function of the residual acoustic emission limit value (R) (S26).

Description

The invention relates to a method for determining a charging parameter for a charging stop at one of a plurality of charging stations that can be selected for the charging stop for electrically charging an energy storage device of a motor vehicle, in the event that a first charging station of the plurality of charging stations has a quick charging function for electrically charging the energy storage device of the motor vehicle with a certain maximum fast charging power, it is checked whether there is a noise emission-related restriction, according to which the maximum usable charging power during charging is limited to a charging power that is lower than the fast charging power, with the restriction specifying an overall noise emission limit value, and wherein the charging parameter for the first charging station is determined as a function of the existence of the restriction. Furthermore, the invention also relates to a control device for determining a charging parameter.

There are currently no explicit requirements regarding noise emissions when charging. Nevertheless, general noise limit values according to TA Noise also apply to charging points, which vehicle and charging stations must also comply with. TA Noise refers to technical instructions for protection against noise, which represents a general administrative regulation in the Federal Republic of Germany, which serves to protect the general public and the neighborhood from harmful environmental effects caused by noise. Future charging standards are also being considered, which will be expanded to include an acoustic limit value for the charging location and the vehicle's current noise emissions. If such a charging location is implemented, this means that the charging speed is partially reduced in order to comply with the noise limit values, since a higher charging capacity is also associated with higher noise emissions.

The DE 10 2016 202 807 A1 describes a method for charging a battery of an electrically drivable motor vehicle, in which a cooling device of the motor vehicle is operated to cool the battery while the battery is being charged, as a result of which the motor vehicle emits noise depending on a cooling capacity of the cooling device. A maximum value for a noise emission in relation to the charging of the accumulator is taken into account. There is also the possibility of determining a location for charging the accumulator according to a permissible noise emission and selecting it accordingly. Due to acoustic limits or maximum values for noise emissions, the charging power can then be reduced, resulting in a longer charging time for the high-voltage battery.

Since fast charging, i.e. charging the energy store of the motor vehicle with a high charging power, is associated with very high noise levels, it is possible that at some charging stations, which in principle provide the possibility of such a fast charging function, only with a reduced charging power can be charged, which means that charging takes longer. Accordingly, it is advantageous to take such limitations of the charging power into account when determining a charging time, for example, in order to counteract possible frustration of a user who expected significantly shorter charging times at a charging station due to the possibility of such a quick charging function. Overall, it would therefore be advantageous to be able to determine the charging time or other associated charging parameters for a charging stop as accurately as possible, taking into account noise emission-related restrictions.

The object of the present invention is therefore to provide a method and a control device that make it possible to determine a charging parameter for a charging stop as accurately as possible, taking into account noise emission-related restrictions.

This object is achieved by a method and a control device with the features according to the independent patent claims. Advantageous configurations of the invention are the subject matter of the dependent patent claims, the description and the figures.

In a method according to the invention for determining a charging parameter for a charging stop at one of several charging stations that can be selected for the charging stop for electrically charging an energy store of a motor vehicle, in the event that a first charging station of the several charging stations has a fast charging function for electrically charging the energy store of the motor vehicle with a provides a specific maximum fast charging power, checks whether there is a noise emission-related restriction, according to which the maximum usable charging power during charging is limited to a charging power that is lower than the fast charging power, with the restriction specifying an overall noise emission limit value. Furthermore, the charging parameter for the first charging station is determined as a function of the existence of the restriction. In addition, in the event that the noise emission-related restriction applies to the first charging station, a at the first charging station prevailing ambient noise level is determined and a remaining residual acoustic emission limit value is determined as a function of the total acoustic emission limit value and the ambient noise level, the charging parameter being determined as a function of the residual acoustic emission limit value.

The invention is based on the finding that there are other potential sources of noise in the area of a charging station, for example other vehicles that are also being charged at this charging station, or the charging station itself, which can also make noises when charging and thus also contribute to an overall noise level or overall sound level. By taking into account an ambient noise level, it can be determined much more accurately how high the noise level may still be, which is then caused by the noise that the motor vehicle makes when charging. This in turn influences the maximum permitted charging power and, accordingly, the charging time, since such noises are caused by the execution of cooling functions during charging, for example by a cooling fan or an electric air conditioning compressor. Consequently, by taking into account an ambient noise level, the charging parameters, such as the above-mentioned charging power and/or the charging time that the motor vehicle will need to electrically charge the energy store at this specific first charging station, can be estimated and determined much more accurately. This further increases user comfort, since the user is then not suddenly confronted with significantly longer loading times, which he did not expect. This also makes it possible to reliably comply with certain specifications in relation to compliance with the overall noise emission limit value. In particular, the invention makes it possible to estimate charging times as an example of charging parameters at charging stations much more precisely, in particular also taking into account noise emission-related restrictions.

During the charging process, it is then optionally possible to additionally monitor, e.g. by means of a microphone, on the vehicle or at the charging station, to determine whether the residual acoustic emission limit value is being complied with, or an acoustic emission-dependent charging capacity control and an associated cooling capacity control can be carried out.

A charging station can generally be a charging station, in particular a public charging station, or a station that provides a number of such charging stations. A respective charging station can in turn provide one or more charging connection options. In the case of several charging connection options, for example, several vehicles can be charged at the same time at one charging station. In the event that the charging station includes several charging stations, these are arranged in a spatially connected, limited area, similar to a gas station that provides several gas stations at the same location. For example, the charging stations that belong to the same charging station can be arranged in a common parking lot or in a common parking garage or the like. The same noise emission-related restrictions and noise emission limit values therefore apply to the charging columns of the charging station.

With the information on the valid emission limit value at this charging point, i.e. the overall noise emission limit value at the location of the charging device, and the value that is still available (transmitted or calculated), i.e. the residual noise emission limit value, the maximum power can be calculated using a power-noise table that is available for the vehicle. The power-noise table can assign corresponding, e.g. empirically determined, sound emission levels to different charging power values. Such an acoustic emission level, as well as the other noise and/or noise and/or sound-related variables, such as the total acoustic emission limit value and the residual acoustic emission limit value and the ambient noise level can be defined, for example, in the form of a sound pressure level and are available in the same units , to be comparable.

In principle, a fast charging power can initially be understood to mean any charging power. Such a maximum rapid charging power is preferably more than 50 kW, preferably more than 100 kW. Precisely with such high quick-charging capacities, a cooling device of the motor vehicle, for example the cooling fan and/or the electric air-conditioning compressor, usually has to be activated at least sooner or later in order to cool the energy store. And this is exactly what leads to a strong noise emission. A restriction of the overall acoustic emission limit value has a massive impact on the charging parameters, such as charging power and charging time, especially in the case of such fast charging stations. In other words, the actual loading time can be significantly longer here than the technically possible loading time when using the quick loading function.

The charging parameter can represent a charging time, ie a period of time required for charging, and/or a charging power. It can a charging power that may be used for charging as a maximum can also be determined as the first charging parameter and from this the charging time as the second charging parameter, which then results from the amount of energy to be obtained or charged into the energy store divided by the charging power. Determining the loading time is very advantageous, since this is very advantageous information in the context of route planning, in order to be able to determine route parameters such as the total travel time including loading stops, arrival time, etc. as precisely as possible. Although in the following the loading time is often used as an example for the loading parameter for better illustration, this should not limit a generalization to the loading parameter.

The residual acoustic emission limit value can, for example, result simply as the difference between the overall acoustic emission limit value and the determined ambient noise level. The residual noise emission limit value therefore specifies the noise emissions that are still left and which, so to speak, may be generated by the vehicle during charging without exceeding the overall noise emission limit value. If, for example, there are no other significant ambient noises, then in this special case the overall acoustic emission limit value can also match the residual acoustic emission limit value. Otherwise, the residual noise emission limit is reduced compared to the overall noise emission limit.

In a particularly advantageous embodiment of the invention, a navigation route is planned as a function of the charging parameters determined for the respective selectable charging stations, and in particular for the navigation route the charging station of the plurality of charging stations that can be selected for the charging stop is planned for the charging stop as a function of the charging parameters determined for the respective charging stations selected. The charging parameters can be determined for each of the selectable charging stations as described for the first charging station. This advantageously allows the charging parameters that result for the respective charging stations to be compared with one another much better. This also improves route guidance as part of navigation, since the charging times planned for charging stops can also be taken into account much more precisely, and charging stops themselves or the corresponding charging stations can also be better selected for a navigation route. As a result, the navigation criteria that can be specified by a user can be adhered to much more accurately. Information that is output to the user and relates to the navigation route, such as the expected travel time to a destination including the planned charging stops, can also be determined much more precisely and thus made available to the user much more precisely. Thus, for example, it is more efficient in terms of time to take a smaller detour to charge at a charging station that does not have noise restrictions and that provides a fast charging function than to take a shorter route to a charging station that does Although it also provides a quick charge function, it cannot be used due to a specified overall acoustic emission limit value, which means that the charging time at this charging station is significantly longer than the time saved by the shorter route to the charging station. If this process is carried out at all available charging points, i.e. charging stations, and compared with e.g. longer travel times, the best possible charging point, i.e. the best possible charging station, can be determined for this process, taking into account the prevailing framework conditions.

A navigation route generally represents a calculated route from a starting point to a destination. The starting point usually corresponds to a current position of the motor vehicle or can also be selectable by a user. The target point can also be specified and selected by a user. Such a navigation route can be determined, for example, by a navigation system of the motor vehicle. When determining such a navigation route, charging stops can also be planned, for example depending on a current state of charge of the energy store, depending on an assumed consumption along the route, and depending on other optional additional parameters.

The invention is particularly advantageous in the case of longer navigation routes where at least one loading stop is required to reach the destination. It is precisely in such a case that the user has to wait for the necessary charging time in order to be able to continue driving and has to spend this charging time at the charging station or in the immediate vicinity. Especially in such cases, a user wants the loading time to be as short as possible. Accordingly, it is particularly advantageous in such situations to be able to determine the loading time as precisely as possible, in order to be able to counteract unpleasant surprises with regard to a greatly extended loading time.

However, the loading parameters determined do not necessarily have to be used by a navigation system to plan a navigation route, but can also simply be displayed to a user who then, for example can manually select one of the several selectable charging stations to carry out the next charging stop. The charging stations available for selection with their associated, in particular approximately determined, charging parameters can thus be displayed to the user. In this case too, charging parameters that are determined much more precisely, such as charging times, can advantageously be displayed to the user, and disappointment for the user about greatly deviating charging times can be avoided.

In a further very advantageous embodiment of the invention, an occupancy status of the first charging station is determined, and the ambient noise level is determined as a function of the occupancy status. This embodiment of the invention is based on the knowledge that all vehicles generate a certain amount of noise when charging their energy store electrically, which contributes to the overall sound emission. This must also be taken into account in order to comply with specified limit values. This can now advantageously be accomplished by also taking into account the occupancy status of the first charging station when determining the charging parameter for the motor vehicle. If the charging parameter represents the charging time, for example, it should not include any waiting time that is caused by the fact that the charging station may be occupied by other vehicles. The charging time, on the other hand, only refers to the charging process itself. So if a charging station is currently or very heavily occupied for a future charging time, the residual noise emission limit value is usually very low, which enormously limits the possible charging capacity and leads to a very long one loading time. The occupancy status therefore indicates how many motor vehicles are charging their energy storage device at the first charging station. An unoccupied or almost unoccupied charging station, on the other hand, enables shorter charging times and higher charging capacities despite noise emission limits, since the residual noise emission limit is then also higher. This can now advantageously also be taken into account when determining the charging parameter and in particular when planning the route, so that charging stations that are less busy, for example, are given preference over charging stations that are more busy, even though there is still a charging space available would, in particular if the conditions are otherwise the same, such as the applicable overall noise emission limit values.

In a further very advantageous embodiment of the invention, to determine the residual noise emission limit value, the total noise emission limit value reduces the ambient noise level, which in particular represents or includes a value that relates to the noise emission of the motor vehicles occupying the charging station according to the occupancy state. The values mentioned, such as the ambient noise level, for example, can be determined in the form of estimated values or approximately. There are several ways to determine these values. For example, a certain sound emission average value can be assumed for each motor vehicle that occupies the first charging station. It is also conceivable, for example, for a microphone to be arranged on the charging station itself in order to directly record or measure the sound level generated by the motor vehicles occupying the charging station. This allows an even more precise determination. It may also be the case that a table or other assignment is stored in the respective motor vehicle, which indicates which sound emissions are generated by the motor vehicle at which charging power, e.g. like the power-noise table defined above. This table can be used to more precisely determine the relevant noise emission during charging for the respective motor vehicle. This information can, for example, be transmitted from the motor vehicle to the charging station and from there in turn to a backend server or directly to the motor vehicle.

In an advantageous embodiment of the invention, the ambient noise level is determined as a function of a noise emission likely to be generated by the charging station during the future charging process. This in turn is based on the knowledge that when charging, not only does the motor vehicle make noises, but also the charging station under certain circumstances. Here, too, the noise emissions generated by the charging station can depend on the model of the charging station, as well as on the charging power used for charging. This information can now also advantageously be taken into account when determining the charging parameter. For example, the noise emission of the charging station can also be determined indirectly by knowing the model of the charging station that is provided by the charging station. A table for charging power and noise emission level can also be stored for the charging station, which can be used to determine the generated noise emission level even more precisely. This information can in turn be provided directly from the charging station to the motor vehicle or indirectly via a backend server. For example, such information can also be stored in the map data of a navigation system of the motor vehicle. Various combinations thereof are also conceivable.

In a further advantageous embodiment of the invention, the occupancy status as a current occupancy status is determined or as a future occupancy status at a predicted, future loading time or loading period. Navigation data from a navigation system of the motor vehicle can in turn be used to provide such a predicted, future charging time or charging period. If the motor vehicle is currently not far away from the first charging station, for example at a distance of less than 10 km or less than 5 km, the current occupancy status can also be approximated as the future occupancy status at the predicted future charging time due to the typically comparatively very long charging times be set. In other words, if the distances to the first charging station are small, it is possible to simply determine the current occupancy status and, on the basis of this occupancy status, to in turn predict the charging parameters for the motor vehicle charging process to be carried out. In order to predict the future occupancy status at greater distances at the future charging time or charging period, statistics for the first charging station regarding its occupancy status, for example at different times of the day or times, on certain days of the week, and so on, can also be used. Possible charging reservations for this first charging station can also be accessed in order to predict the occupancy status. It may also be the case that the navigation system can still make short-term adjustments to the route guidance based on updated data relating to the occupancy status. In other words, the occupancy status can only be determined and taken into account when planning or updating the planning of the charging stop when the motor vehicle is already sufficiently close to the first charging station, for example at a distance of less than 10 km or less than 5 km , in order to be able to use the current occupancy status as an approximate future occupancy status.

In this way, the probable charging parameters can be determined particularly accurately both for long distances to the charging stop and shortly before the charging stop.

In a further advantageous embodiment of the invention, in the event that the restriction is a temporary restriction, it is checked whether the restriction applies to a predicted, future charging time or charging period, and the charging parameter is determined depending on whether the temporary restriction applies to the future loading time or future loading period applies or not. The future loading time or loading period can in turn be determined by the navigation system. The charging period can also be determined approximately or the charging time in a kind of iteration process, at least if the restriction does not yet apply at the expected start time of the charging process, but then some time later, for example an hour later. In this case, it can be calculated whether part of the charging process still falls within this restriction or not. For example, it can be determined how long unrestricted charging can take place and whether the energy store has then already reached a specified charging target or a specified state of charge. If not, the remaining loading time can be determined taking into account the then applicable restriction.

Noise emission-related restrictions are often only temporary and depend, for example, on the time of day. For example, it may be the case that such restrictions only apply at night, but can be charged during the day without any noise emission-related restrictions.

Accordingly, it is particularly advantageous to also take into account the charging time or the charging period when determining the charging parameter with regard to the temporary restriction that may apply. Weekdays can also be taken into account here, since noise emission-related restrictions can only apply on Sundays and public holidays, for example. This additional information can thus also be taken into account, which in turn enables a more precise determination and prediction of the charging parameter to be expected.

In a further advantageous embodiment of the invention, the charging parameter is determined by a control device of the motor vehicle, information about the restriction being provided to the control device by a device external to the motor vehicle, in particular by the charging station and/or a central data processing device. For this purpose, the control device can be designed to communicate with this vehicle-external device, for example directly with the charging station or indirectly via the central data processing device, which can be provided by a backend server, for example. A backend server represents an Internet server. The control device can therefore request corresponding information, for example at the selectable charging stations directly or at the backend server. The controller can not only the information about the Obtain the restriction externally, but also optionally additional information, for example the occupancy status or the ambient noise level in general, information on the noise emissions of the charging station for different charging capacities and so on. This information does not therefore have to be initially provided in the motor vehicle or in the control device, but can also only be determined in the course of the implementation of the method. This allows the provision of up-to-date information and protects the vehicle's internal memory.

Furthermore, it can also be provided that the checking of whether there is a noise emission-related restriction is carried out as a function of a geographic position of the first charging station. If, for example, the charging station itself is not designed to provide the above information, for example the existence of such a restriction, the information about the existence of a noise emission-related restriction can also be determined by the control device itself, for example depending on the geographic position the first charging station, which can easily be determined, for example, via navigation data that is available in a navigation system of the motor vehicle. Based on this geographic position, it can be determined, for example, whether the charging station is near a residential area or within such a residential area, near a hospital, school, retirement home or nursing home or within another defined noise protection zone. This information can also be stored in the map data of the navigation system. The control device can thus advantageously also determine automatically, that is to say independently of externally provided information, whether or not there are predefined total acoustic emission limit values for the charging station, in particular also depending on the time of day or the day of the week.

In order to determine the charging parameter, numerous other parameters can also be taken into account. Examples of this are the ambient temperature at the location of the charging station or the temperature of the energy storage device. It can also be taken into account whether preconditioning of the energy store, in particular cooling of the energy store, is possible before it reaches the charging station. If this is the case, the energy store can be cooled to a lower initial temperature, for example, and charging can be carried out with a higher charging power without it being necessary to switch on an electric air conditioning compressor or cooling fan, or at least these components can be operated at a correspondingly lower level during the charging process power level are operated so that the corresponding noise emission limits are not exceeded.

In addition, the current state of charge of the energy storage device or the predicted state of charge of the energy storage device at the time charging starts can also be taken into account to determine the charging parameters, the desired state of charge that should be reached after charging, the current or average consumption, the planned route, and various others and parameters known in the art.

Furthermore, the invention also relates to a control device for determining a charging parameter for a charging stop at one of a plurality of charging stations that can be selected for the charging stop for electrically charging an energy store of a motor vehicle, the control device being designed for the case that a first charging station of the plurality of charging stations provides a quick-charging function for electrically charging the energy store of the motor vehicle with a specific maximum quick-charging power, to check whether there is a noise emission-related restriction according to which the maximum usable charging power when charging is limited to a charging power that is lower than the quick-charging power, with the Restriction, a total acoustic emission limit is specified, and wherein the control device is designed to determine the charging parameters for the first charging station depending on the existence of the restriction. Furthermore, the control device is designed, in the event that the noise emission-related restriction for the first charging station is present, to determine the charging parameter as a function of a residual noise emission limit value, which is dependent on the overall noise emission limit value and on an ambient noise level prevailing at the first charging station.

The advantages described for the method according to the invention and its configurations apply in the same way to the control device according to the invention.

The control device can also be designed to determine the total acoustic emission limit value and from an ambient noise level prevailing at the first charging station and, in particular, to obtain it from an external device.

Furthermore, a motor vehicle with such a control device should also be regarded as belonging to the invention. The motor vehicle according to the invention is preferably used as a motor vehicle, designed in particular as a passenger car or truck, or as a passenger bus or motorcycle.

The control device can have a data processing device or a processor device that is set up to carry out an embodiment of the method according to the invention. For this purpose, the processor device can have at least one microprocessor and/or at least one microcontroller and/or at least one FPGA (Field Programmable Gate Array) and/or at least one DSP (Digital Signal Processor). Furthermore, the processor device can have program code which is set up to carry out the embodiment of the method according to the invention when executed by the processor device. The program code can be stored in a data memory of the processor device.

The invention also includes developments of the control device according to the invention, which have features as have already been described in connection with the developments of the method according to the invention. For this reason, the corresponding developments of the control device according to the invention are not described again here.

The invention also includes the combinations of features of the described embodiments. The invention also includes implementations that each have a combination of the features of several of the described embodiments, provided that the embodiments were not described as mutually exclusive.

Exemplary embodiments of the invention are described below.

The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual features of the invention that are to be considered independently of one another and that each also develop the invention independently of one another. Therefore, the disclosure is also intended to encompass combinations of the features of the embodiments other than those illustrated. Furthermore, the described embodiments can also be supplemented by further features of the invention that have already been described.

For this purpose, the only figure shows a flowchart to illustrate a method for determining a charging parameter, in this example a charging time L, according to an exemplary embodiment of the invention. So far, noise and noise emissions have not been taken into account in route planning, at least not with sufficient precision. If a charging stop is to take place in a residential area (at night), for example, it may well be that the maximum charging capacity that was taken into account in the route planning cannot be achieved due to the noise limit values. This changes the charging time. It is therefore advantageous to be able to determine such charging parameters, such as the charging time L, as precisely as possible, also taking into account such specifications.

The method starts in step S10, in which there is a request to determine a charging time L for a charging stop at a specific charging station, for example from a number of charging stations that can be selected. Such a request can be initiated, for example, by the user of the motor vehicle who, for example, would like to carry out a charging stop and would like to have suitable selectable charging stations displayed via an output device in his motor vehicle. Such a request can also be made by the navigation system as part of route planning. Subsequently, in step S12, it can be checked whether the charging station for which the charging time is to be determined provides a fast charging function. If this is the case, there is a transition to step S14, in which it is checked whether there is a noise emission-related restriction for the charging station. There are several ways to determine this. For example, a control device of the motor vehicle can determine the location of the charging station and check whether there are noise limit values for this location. For example, it can be checked in the course of this whether the charging station is located near a residential area, in an industrial area or similar. It can also be checked whether any zones with noise limit values are already stored directly in the navigation data of a navigation system of the motor vehicle. Then these noise emission zones in combination with the location of the charging station can also be used to determine whether there are any restrictions for the charging station and which limit values apply to the charging station.

Furthermore, the existence of a restriction can also be determined by the charging station itself or this information can be provided by the charging station itself, in particular directly on the motor vehicle or indirectly via a backend server. Furthermore, for example, the time or the day of the week or the date can also be included in this check, because it may be that such restrictions only apply at certain times or are valid on certain days. If it is determined in step S14 that such a restriction exists, the process moves to step S16, in which the total acoustic emission limit value G specified by this restriction is provided. This can also be obtained directly from the charging station, for example, via a backend server or also stored in the card data.

Then, in step S18, an ambient noise level prevailing at the charging station is determined. This can refer to a current time or to a future loading time. A current noise level can also be used as an approximation of the future noise level. This step S18 is divided again into further optional sub-steps. On the one hand, it can be determined, for example in a sub-step S20, whether the charging station is occupied by other motor vehicles and, if so, by how many such other motor vehicles. In other words, an occupancy status of the charging station can be determined in step S20. A current occupancy status can also be used approximately as a future occupancy status. Alternatively or additionally, a future occupancy status for the predicted charging time can also be determined approximately on the basis of statistics or reservations for the charging station. This advantageously makes it possible to also determine the noise generated by other motor vehicles during charging when determining the charging time L and in particular a noise emission limit value that is still available.

In a further optional sub-step S22, the noise level generated by the charging station during charging is determined. For this purpose, for example, information about the model or the manufacturer of a charging station can be used, because different charging stations typically also have different noise emissions. These can also be stored in the form of a table, for example, which indicates a relationship between the charging power and the noise emissions for a specific charging station or a specific charging column of such a charging station. This can also be used to determine the maximum available power that can still be charged at the charging station without exceeding the overall noise emission limit value. All of this information can be provided, for example, by the charging station itself, either directly or via a backend, or microphones at the charging station location can also be used, for example, to detect such an ambient noise level.

A residual acoustic emission limit value R can advantageously be determined in step S24 as a function of an ambient noise level determined in this way. This is obtained, for example, simply by subtracting the determined ambient noise level from the total acoustic emission limit value G.

Subsequently, in step S26, the charging time L, i.e., a charging period, is determined. For this purpose, it can first be determined with which charging power, for example on average, it is possible to charge for the charging process to be carried out without exceeding the determined residual acoustic emission limit value. The possible charging power determined in this way is then used to determine the duration of the charging process, ie the charging time L. In the last step S28, this determined loading time L can now be output or used in some other way, for example for route planning.

• - der Standort der Ladestation, insbesondere in Bezug auf die umliegende Bebauung bzw. Bebauungsart wie Wohngebiet, Industriegebiet, usw. Dadurch kann auch der für den Standort, ggf. zu einer bestimmten Uhrzeit oder Tageszeit, gültige Lärmgrenzwert, der vorliegend auch als Gesamt-Schallemissionsgrenzwert bezeichnet wird, an diesem Ladepunkt ermittelt werden;
• - Verfügbare Lärmemission, z.B. quantisiert durch die Rest-Schallemissionsgrenzwerte - Grenzwerte und derzeitige Lärmemissionen, die vom Umgebungsgeräuschpegel umfasst sind bzw. diesen definieren, können auch direkt von der Ladesäule ausgewertet und übermittelt werden. Die Rest-Schallemissionsgrenzwerte ergeben sich dann wie beschreiben als Differenz zwischen den betreffenden Gesamt-Schallemissionsgrenzwerten und den Umgebungsgeräuschpegeln;
• - Das Modell der Ladesäule, denn unterschiedliche Ladesäulen haben unterschiedliche Lärmemissionen, und/oder eine Tabelle, die eine Zuordnung von verschiedenen Ladeleistungen zu zugeordneten Lärmemissionen definiert, um die maximal zur Verfügung stehende Leistung zu ermitteln, insbesondere unter Berücksichtigung der von der Ladesäule verursachten Schallemission;
• - Die Auslastung des Ladepunktes, d.h. der Belegungszustand der Ladestation. Laden mehrere Fahrzeuge an einem Ladepunkt ist die „verfügbare“ Geräuschemission für jedes einzelne Fahrzeug geringer.

Consequently, more information can now be stored and/or used for charging points, ie charging stations. These can include:

• - The location of the charging station, in particular in relation to the surrounding buildings or building types such as residential areas, industrial areas, etc. This also means that the noise limit value applicable to the location, possibly at a certain time or time of day, which is also present as the overall noise emission limit value is designated, can be determined at this charging point;
• - Available noise emissions, eg quantized by the residual noise emission limit values - Limit values and current noise emissions, which are included in the ambient noise level or define it, can also be evaluated and transmitted directly from the charging station. The residual acoustic emission limit values then result, as described, as the difference between the relevant total acoustic emission limit values and the ambient noise levels;
• - The model of the charging station, because different charging stations have different noise emissions, and/or a table that defines an association of different charging powers with associated noise emissions, in order to determine the maximum available power, in particular taking into account the noise emissions caused by the charging station;
• - The utilization of the charging point, ie the occupancy status of the charging station. If several vehicles are charged at one charging point, the "available" noise emission for each individual vehicle is lower.

This information is included in route planning. Although this makes route planning more complex, the best possible charging experience can be guaranteed for the user - also taking into account noise limits.

In order to be able to cover long distances as efficiently as possible, necessary charging stops are preferably taken into account in the route planning. Various other aspects (necessary detour, performance, etc.) are preferably also included in route planning. This means that a route is planned taking into account the current state of charge of the battery, the consumption, the charging capacity or charging parameters and the planned route.

If, on the other hand, it is determined in step S16 that there are no restrictions whatsoever, then step S24 and the determination of the charging time L can proceed directly. Here, the maximum possible charging capacity can serve as the basis for calculation. If, for example, it is determined in step S12 that the charging station cannot provide a quick-charging function at all, it is optionally also possible to proceed directly to step S24. The background to this is that charging with low charging capacities, ie without using a fast charging function, usually does not generate any major noises anyway, so that this is easily possible.

Nevertheless, it is also possible in this case to first check, that is to say to proceed to step S16, to determine whether there are any restrictions. This can then also be taken into account for charging stations that do not provide a quick charging function.

Overall, the examples show how the invention can be used to take account of noise emissions and limit values at charging points for route planning for electric vehicles and plug-in hybrids. The new focus on noise emissions and noise makes further adjustments relevant, which means that new ideas can be implemented that change the charging experience. Despite the additional requirements, the invention and its refinements can ensure the best possible charging experience. Thus, despite new requirements and restrictions, the best possible route is created. There is no reduction in performance due to noise emissions, or at least the best possible solution is implemented. The above data can either be stored for a point of interest or queried via a backend. With the information on the valid emission limit value at this charging point and the value still available (determined or calculated), the maximum power available for the vehicle can be calculated using a power or noise table. If this process is carried out at all available charging points and compared with, for example, longer travel times, the best possible charging point for this process can be determined in view of the prevailing framework conditions.

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was 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.

Patent Literature Cited

• DE 102016202807 A1 [0003]

Claims (10)

Method for determining a charging parameter (L) for a charging stop at one of several charging stations that can be selected for the charging stop for electrically charging an energy store of a motor vehicle, - wherein in the event that a first charging station of the several charging stations has a fast charging function for electrically charging the energy store of the motor vehicle with a certain maximum fast-charging power (S12), it is checked whether there is a noise emission-related restriction (S14), according to which the maximum usable charging power when charging is limited to a charging power that is lower than the fast-charging power, - with the restriction an overall acoustic emission limit value (G) is specified, and - the charging parameter (L) for the first charging station being determined as a function of the existence of the restriction (S26); characterized in that in the event that the noise emission-related restriction for the first charging station is present (S12), an ambient noise level prevailing at the first charging station is determined (S18) and, depending on the overall noise emission limit value (G) and the ambient noise level, a remaining residual Acoustic emission limit value (R) is determined (S24), the charging parameter (L) depending on the residual acoustic emission limit value (R) is determined (S26). procedure after claim 1 , characterized in that a navigation route is planned depending on the charging times determined for the respective selectable charging stations, and in particular for the navigation route the charging station of the plurality of charging stations that can be selected for the charging stop is selected for the charging stop depending on the charging times determined for the respective charging stations . Method according to one of the preceding claims, characterized in that an occupancy status of the first charging station is determined (S20) and the ambient noise level is determined as a function of the occupancy status (S18). Method according to one of the preceding claims, characterized in that to determine the residual noise emission limit value (R), the overall noise emission limit value (G) is reduced by the ambient noise level, which in particular represents or includes a value that the noise emission of the charging station according to the occupancy state occupying motor vehicles. Method according to one of the preceding claims, characterized in that the ambient noise level is determined as a function of noise emissions likely to be generated by the charging station during the future charging process (S22). Method according to one of the preceding claims, characterized in that the occupancy status is determined as a current occupancy status or is determined as a future occupancy status at a predicted, future charging time or charging period (S20). Method according to one of the preceding claims, characterized in that if the restriction is a temporary restriction, it is checked whether the restriction applies to a predicted, future charging time or charging period, and the charging parameter (L) is determined as a function thereof whether the temporary restriction applies to the future loading time or future loading period or not. Method according to one of the preceding claims, characterized in that the charging parameter (L) is determined by a control device of the motor vehicle, information about the restriction from a motor vehicle-external device, in particular from the charging station and/or a central data processing device, to the control device provided. Method according to one of the preceding claims, characterized in that the checking whether there is a noise emission-related restriction (S16) takes place as a function of a geographic position of the first charging station. Control device for determining a charging parameter (L) for a charging stop at one of a plurality of charging stations that can be selected for the charging stop for electrically charging an energy store of a motor vehicle, the control device being designed - in the event that a first charging station of the plurality of charging stations has a rapid charging function for provides electrical charging of the energy store of the motor vehicle with a specific maximum fast-charging power (S12), to check whether there is a noise emission-related restriction (S14), according to which the maximum usable charging power during charging is limited to a charging power that is lower than the fast-charging power, where by the restriction an overall acoustic emission limit value (G) specifi and - determining (S26) the charging parameter (L) for the first charging station as a function of the existence of the restriction; characterized in that the control device is designed, in the event that the noise emission-related restriction for the first charging station is present (S14), to determine the charging parameter (L) as a function of a residual noise emission limit value (R) from the overall noise emission limit value (G) and is dependent on an ambient noise level prevailing at the first charging station.

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