DE102022119803A1 - Method for an electrically driven vehicle, in particular commercial vehicle, computer program and/or computer-readable medium, control device, electrically driven vehicle, in particular commercial vehicle - Google Patents

Abstract

Method (1) for an electrically driven vehicle (100a), in particular commercial vehicle (100b), with an energy storage device (20) that can be charged to a maximum state of charge (SoCM) and an electric drive (21) capable of regenerative braking (NB), the energy storage device (20) can be charged during regenerative braking (NB), the method (1) having the steps: determining (S1) a state of charge (SoC) of the energy storage device (20); Determining (S2) a state of charge variable (114) that can be achieved by regenerative braking (NB); Determining (S3) an energy conversion mode (115) depending on the state of charge (SoC), on the maximum state of charge (SoCM), on the state of charge variable (114) and on two vehicle components (22, 23) of the vehicle (100a), in particular commercial vehicle ( 100b), wherein the two vehicle components (22, 23) are designed to carry out vehicle functions (116, 117) which act in opposite directions to one another in regular operation of the vehicle (100a), in particular commercial vehicle (100b); and operating (S4) the vehicle (100a), in particular commercial vehicle (100b), according to the energy conversion mode (115).

Description

The invention relates to a method for an electrically driven vehicle, in particular a commercial vehicle, with an energy storage device that can be charged to a maximum state of charge and an electric drive capable of regenerative braking, wherein the energy storage device can be charged during regenerative braking. The invention relates to a computer program and/or a computer-readable medium, a control device for an electrically drivable vehicle, in particular a commercial vehicle, and an electrically drivable vehicle, in particular a commercial vehicle, with an energy storage device that can be charged to a maximum state of charge and an electric drive capable of regenerative braking, wherein the Energy storage device can be charged during regenerative braking.

A continuous brake may be required by law in a vehicle with a permissible total mass of over 9 t or in a bus with a permissible total mass of over 5.5 t. Furthermore, electrically powered vehicles (Electric Vehicle, EV; Battery Electric Vehicle, BEV), in particular commercial vehicles, can undergo a Type II-A test in accordance with 'Regulation No. 13 of the United Nations Economic Commission for Europe (UNECE) - Uniform requirements for type approval of Vehicles in classes M, N and O must comply with the brakes [2016/194] (ECE R 13). This requires maintaining a speed of 30 km/h over a 6 km long downhill section with a 7% gradient without using a friction brake or service brake. In addition, powerful retarders are intended for conventional vehicles to minimize friction brake locking and enable longer downhill gradients at higher speeds.

The Type II-A test can be met by BEVs if the battery charge level allows the absorption of the energy recovered through recuperation. In order to avoid the risk of the energy storage device being overcharged and thus damaged, software and/or hardware measures are taken. However, when the energy storage device has a high state of charge, a braking effect can be omitted due to regenerative braking of the electric drive. In order to guarantee compliance with the Type II-A test, special measures must be implemented for BEVs: Option 1 includes the addition of an additional wear-free continuous brake (braking resistor, retarder, etc.), Option 2 includes the implementation of a braking performance estimator (Brake Performance Estimators) which warns a driver in two warning thresholds if a friction brake can no longer guarantee certain delays. Option 3 envisages the implementation of intelligent energy management functions that work predictively and, if necessary, keep the battery charge level in an appropriate range.

Since the service brake would overheat during long downhill journeys and, for example, when the energy storage device or battery is full, additional braking is carried out using the electric drive used as a regenerative brake. The braking energy that is absorbed via the electric drive can be destroyed, for example via a braking resistor, a so-called brake chopper. Alternatively, it is permissible to implement a solution using technical measures that prevents a vehicle from losing its ability to decelerate when driving downhill for a long time, for example due to an overheated friction brake.

It is conceivable to have a buffer available at a charging station when charging the energy storage device, i.e. to set a difference between the maximum capacity or the maximum state of charge of the energy storage device and a target state of charge. DE 10 2020 001 782 A1 and the patent application that has not yet been published on the filing date DE 10 2022 108 592.9 each describe such a method for charging a traction battery of a battery-electric motor vehicle.

Alternatively or in addition to charging at a charging station, measures can be taken while driving to ensure braking capability.

DE 10 2019 004 557 A1 discloses a vehicle having an electrically conductive vehicle part that can be used as a resistance element for converting electrical energy into heat. The electrically driven vehicle includes an electrical machine that can be operated as a generator, a storage device for electrical energy, an electrically conductive vehicle part and a control device. The storage device for electrical energy is designed to receive electrical energy from the electrical machine and/or to deliver electrical energy to the electrical machine. The control device is designed, when at least one predetermined energy dissipation condition is met, to divert electrical energy generated in the generator operation of the electric machine to the electrically conductive vehicle part for conversion into thermal energy, the electrically conductive vehicle part being a vehicle frame and/or a vehicle body and/or a body .

EP 2 648 936 B1 discloses a battery charging strategy that, should the battery be full, uses the recuperation energy to cool a refrigerator compartment in the vehicle. The vehicle includes a refrigeration engine assembly and a hybrid electric propulsion system having a control unit, a main power unit, an electric motor generator and an electric storage system, the control unit being configured to, upon registration of a vehicle braking request, and upon registration that the electrical storage system has an upper state of charge or has the potential to reach the upper state of charge by means of regenerative braking during a predicted braking period, at least a portion of the energy recovered by means of regenerative braking during a braking period following the braking request is used to directly drive the chiller arrangement. The control unit includes a distribution system that determines a time-dependent distribution of the energy recovered by means of regenerative braking to at least the refrigeration machine arrangement and the electrical storage system, the refrigeration machine arrangement being assigned to a refrigeration machine arrangement distribution parameter, and the electrical storage system being assigned to an electrical storage system distribution parameter.

EP 2 847 054 B1 discloses an energy management system for a hybrid electric vehicle. The energy management system includes an electric machine for vehicle traction and regenerative braking, an electric storage system for storing recuperated energy, and at least one additional electric vehicle auxiliary device that is different from the electric machine. An energy management control device is configured, after detecting a potential for an increased amount of recuperated energy during a predicted future downhill descent, to direct electrical power from the electrical storage system to the at least one additional electrical auxiliary device for the purpose of reducing the electrical state of charge of the electrical storage system that an increased amount of energy can be recuperated during the predicted future downhill descent and stored in the electrical storage system.

According to the stated prior art, measures are taken to convert energy in such a way that further energy can be converted through regenerative braking. However, the measures mentioned can be further improved.

The invention is therefore based on the object of enriching the prior art and enabling an improved measure to enable the possibility of converting energy through regenerative braking.

The task is solved by a method according to claim 1 and the subjects according to the further independent claims. The subclaims indicate preferred developments of the invention.

According to one aspect of the invention, a method for an electrically driven vehicle, in particular a commercial vehicle, is provided with an energy storage device that can be charged to a maximum state of charge and an electric drive capable of regenerative braking, wherein the energy storage device can be charged during regenerative braking. The method has the steps: determining a state of charge of the energy storage device; Determining a state of charge variable that can be achieved through regenerative braking; Determining an energy conversion mode depending on the state of charge, on the state of charge, on the maximum state of charge and on two vehicle components of the vehicle, in particular commercial vehicle, wherein the two vehicle components are set up to carry out vehicle functions that work in opposite directions to one another in regular operation of the vehicle, in particular commercial vehicle; and operating the vehicle, in particular commercial vehicle, according to the energy conversion mode.

The vehicle, in particular a commercial vehicle, is referred to below as a vehicle. The energy storage device is designed to provide electrical energy for operating the electric drive and/or to be charged by the electric drive through regenerative braking. This means that the state of charge of the energy storage device is established at a point in time during a journey and is determined or queried.

The state of charge variable is a calculated variable that characterizes a state of charge that can hypothetically be achieved through regenerative braking, in particular by charging the energy storage device by the electric drive during regenerative braking. For this purpose, a prediction of the regenerative braking can be made, which can be used to determine the state of charge variable. The state of charge variable can be calculated assuming that the recuperation power that can be absorbed by the regenerative braking by the electric drive is equal to the charging power for charging the energy storage device.

The maximum state of charge is less than or equal to a capacity of the energy storage device. The maximum state of charge can be defined by a state of charge in which the electric drive can provide maximum charging power through regenerative braking. The energy storage device is set up to be regularly charged to the maximum charge state during operation. The maximum state of charge can be changed by using the energy storage device.

In order for energy to be converted efficiently, an energy conversion mode is determined. The energy conversion mode is determined depending on the state of charge, the maximum state of charge and the state of charge and thus depending on the regenerative braking. At a medium and/or low state of charge, the energy storage device can absorb enough energy to absorb the braking energy for the continuous braking capability. The state of charge value is therefore below the maximum state of charge of the energy storage device. Therefore, it may be unnecessary to maintain a certain buffer for the state of charge and energy conversion through the vehicle functions that work in opposite directions to one another may be unnecessary. When the charge level is high, the charging current and/or the charging power of the energy storage device is limited. The state of charge variable can be above the maximum state of charge of the energy storage device and energy conversion by the vehicle functions acting in opposite directions can be indicated. For this reason, operating the vehicle components may be necessary. Thus, determining the energy conversion mode can be done such that the state of charge does not exceed the maximum state of charge. The energy conversion mode is additionally determined depending on the two vehicle components. One of the two vehicle components can be the electric drive or both of the two vehicle components can be different from the electric drive. Additionally, both vehicle components may be different from the energy storage device. The two vehicle components are determined according to the energy conversion mode in such a way that the two vehicle components perform vehicle functions that work in opposite directions to one another in regular operation of the vehicle. In other words, the two vehicle components are set up to perform work in accordance with their respective functions in such a way that the work of the two vehicle components acts in opposite directions. The two vehicle components each produce at least partially compensating performance. This ensures that energy is converted efficiently in such a way that the possibility of converting energy through regenerative braking is created, improved or maintained quickly and reliably. Furthermore, an influence on driving behavior and/or driving comfort can be avoided because the vehicle functions at least partially compensate for each other. Due to the energy conversion, an electrical braking resistor and/or a cooling system can be unnecessary or can be designed to be relatively small, which can lead to cost, weight and/or installation space savings.

The vehicle and in particular the vehicle components are operated according to the energy conversion mode. The vehicle components carry out vehicle functions that work in opposite directions to one another. During operation, energy in the vehicle can be converted into other forms of energy, which reduce and/or do not increase the charge level of the battery. It is ensured that the state of charge does not become greater than the maximum state of charge during regenerative braking.

Preferably, the two vehicle components include a heating component of a vehicle interior and an air conditioning component of the vehicle interior. The heating component causes the vehicle interior to warm up and the air conditioning component causes the vehicle interior to cool. Alternatively or additionally, the two vehicle components include a system heating component for a vehicle device and a system air conditioning component for the vehicle device. The system heating component causes the vehicle device to heat up and the system air conditioning component causes the vehicle device to cool. The vehicle device can be any heatable and coolable device in the vehicle. Alternatively or additionally, the two vehicle components include a compressor and a pressure relief valve. The compressor causes a gas, for example air, to be compressed, and the pressure relief valve causes the gas compressed by the compressor to be released and thus an expansion of the gas. Alternatively or additionally, the two vehicle components include the electric drive and a service brake. The electric drive causes a torque that drives the vehicle and the service brake causes a torque that decelerates the vehicle. Each of the aforementioned pairs of vehicle components therefore performs opposite work. According to the method, one or more of the aforementioned pairs may be operated to enable conversion of a quantity of energy through regenerative braking. Can do this the pair or pairs of vehicle components are determined in such a way that the conversion of the amount of energy through regenerative braking is optimal, that is, the maximum state of charge is not exceeded and/or an unnecessary amount of energy does not have to be used to operate the vehicle components.

Preferably, an operating point is determined for one of the vehicle components, and the energy conversion mode is determined such that the operating point is non-optimal. It was recognized that the vehicle component has an operating point defined by one or more operating parameters of the vehicle component, wherein the operating point can lead to more or less efficient operation of the vehicle component depending on the operating parameters. This makes it possible to operate the vehicle component in a targeted, inefficient manner in order to specifically create, improve or maintain the possibility of converting energy through regenerative braking. For example, it is possible to select an inefficient gear and/or operating point of the transmission and/or to achieve inefficient control of the electric drive.

Preferably, the method further comprises the step of: determining a brake distribution parameter, wherein the brake distribution parameter comprises a distribution of the braking power to a service brake, to regenerative braking of the electric drive for charging the energy storage device and to regenerative braking of the electric drive to operate according to the energy conversion mode. The brake distribution parameter therefore includes the information about how energy is to be converted through braking. By braking, energy can be converted into thermal energy by the service brake or friction brake device, energy that can be stored in the energy storage device can be converted by the electric drive through regenerative braking and/or can be converted by the electric drive through regenerative braking to operate the vehicle components according to the energy conversion mode. The brake distribution parameter indicates, for example, the ratio of a braking torque belonging to one of the aforementioned options to a total braking torque. Dividing the braking power has the following advantages: By dividing the braking power, the necessary power consumption of the energy storage device is reduced. The charge state that can actually be achieved can therefore be set closer to the maximum charge state of the energy storage device. The reserve buffer of the state of charge of the energy storage device becomes smaller due to the braking power distribution, since less energy has to be absorbed by the battery.

Preferably, the two vehicle components include an electrical braking resistor and a cooling system. The electrical braking resistor is designed to convert electrical energy into heat. The electrical braking resistor causes the electrical braking resistor to heat up and the cooling system causes the electrical braking resistor to cool. This means that the electrical braking resistor can be made comparatively small and simple, since heat generated by the electrical braking resistor can be effectively dissipated through the cooling system. The cooling system can be a cooling system of the electric drive and/or an inverter. This eliminates the need for a cooling system specifically designed for the electrical braking resistor, which can lead to savings in costs, installation space and/or weight.

Preferably, the method further comprises the step of: determining a brake distribution parameter, wherein the brake distribution parameter is a distribution of the braking power to a service brake, to regenerative braking of the electric drive for charging the energy storage device, to regenerative braking of the electric drive for operating according to the energy conversion mode and to regenerative braking of the electric drive for operating the braking resistor. In addition to the brake distribution parameter described above, it is taken into account that braking can convert energy into heat of the electrical braking resistor.

Preferably, the determination of the state of charge variable and/or the determination of the energy conversion mode takes place as a function of position information relating to the position of the vehicle, in particular a commercial vehicle. Based on the position, it is possible to effectively estimate or determine how much energy can be converted by regenerative braking, taking into account the topography in an area surrounding the vehicle and/or along a route of the vehicle. If the vehicle is located on the map in a region where there are potentially steep gradients, a larger buffer of the charge level must be maintained. If the vehicle is located on the map in a region where it is flat, it may be possible to completely dispense with the charging status buffer. Optionally, the absolute height can be taken into account as a weighting factor. Alternatively or additionally, a buffer of the state of charge is maintained until the battery is fully charged in order to use the braking energy of the electric drive in accordance with a legally prescribed continuous braking capability to be able to accommodate in the energy storage device. The state of charge size can in particular as in DE 10 2022 108 592.9 can be determined as described; The state of charge variable can be a value of a state of charge curve that exceeds the maximum state of charge, for example a maximum of the state of charge curve.

The method preferably has the step: outputting driver information depending on the energy conversion mode. The driver information may include a warning for a driver of the vehicle, wherein the driver information indicates that operation of the vehicle components is necessary to create, improve or maintain the ability to convert energy through regenerative braking. The driver information can be output visually and/or acoustically so that a user, in particular the driver, can perceive it. Dispensing can be done by a vehicle-mounted dispensing device.

Preferably, the energy conversion mode is determined such that braking of the vehicle, in particular the commercial vehicle, is possible until the vehicle, in particular the commercial vehicle, comes to a standstill. The energy conversion mode is determined in such a way that regenerative braking by the electric drive can remain possible, overheating of the service brake is avoided and/or damage to the energy storage device is avoided. Alternatively or additionally, the brake distribution parameter can be determined in such a way that the vehicle can be braked to a standstill.

According to a further aspect of the invention, a computer program and/or computer-readable medium is provided. The computer program and/or computer-readable medium comprises instructions which, when the program or instructions are executed by a computer, cause the computer to carry out the method described here and/or the steps of the method described here. The computer program and/or computer-readable medium may include instructions to carry out steps of the method described as optional and/or advantageous in order to achieve a corresponding technical effect.

According to a further aspect of the invention, a control device for an electrically driven vehicle, in particular a commercial vehicle, is provided with an energy storage device that can be charged to a maximum state of charge and an electric drive capable of regenerative braking, wherein the energy storage device can be charged during regenerative braking. The control unit is set up to carry out the procedure described here. The control device can be set up to carry out steps of the method described as optional and/or advantageous in order to achieve a corresponding technical effect.

According to a further aspect of the invention, an electrically driven vehicle, in particular a commercial vehicle, is provided with an energy storage device that can be charged to a maximum charge state and an electric drive capable of regenerative braking and with a control device described here, wherein the energy storage device can be charged during regenerative braking. The vehicle and/or the control unit can be set up to carry out steps of the method described as optional and/or advantageous in order to achieve a corresponding technical effect.

The electrically drivable vehicle, in particular a commercial vehicle, preferably comprises a fuel cell and an electrical braking resistor. It was recognized that a vehicle with a fuel cell typically has a powerful cooling system. This eliminates the need for a cooling system specifically designed for the electrical braking resistor, which can lead to cost and/or weight savings.

• 1 eine schematische Darstellung eines Fahrzeugs, insbesondere Nutzfahrzeugs, gemäß einer Ausführungsform der Erfindung;
• 2 eine schematische Darstellung eines Ablaufschemas eines Verfahrens gemäß einer Ausführungsform der Erfindung;
• 3 eine schematische Darstellung eines Fahrzeugs, insbesondere Nutzfahrzeugs, gemäß einer weiteren Ausführungsform der Erfindung; und
• 4 eine exemplarische Ladezustandskurven einer Energiespeichervorrichtung eines Fahrzeugs, insbesondere Nutzfahrzeugs, gemäß einer Ausführungsform der Erfindung.

Further advantages and features of the invention as well as their technical effects result from the figures and the description of the preferred embodiments shown in the figures. Show it

• 1 a schematic representation of a vehicle, in particular a commercial vehicle, according to an embodiment of the invention;
• 2 a schematic representation of a flowchart of a method according to an embodiment of the invention;
• 3 a schematic representation of a vehicle, in particular a commercial vehicle, according to a further embodiment of the invention; and
• 4 an exemplary charge state curve of an energy storage device of a vehicle, in particular a commercial vehicle, according to an embodiment of the invention.

1 shows a schematic representation of a vehicle 100a, in particular commercial vehicle 100b, according to an embodiment of the invention. The vehicle 100a, in particular commercial vehicle 100b, is referred to below as vehicle 100a, 100b.

The vehicle 100a, 100b is set up with reference to 2 described procedures 1 to carry out. For this purpose, the vehicle 100a, 100b has an energy storage device 20, an electric drive 21 and a control device 14.

The energy storage device 20 is set up to store and provide energy for operating the electric drive 21. The electric drive 21 is set up to carry out regenerative braking NB. During regenerative braking NB, charging 113 of the energy storage device 20 can take place. A quantity and/or a proportion of energy stored or made available by the energy storage device 20 is characterized by a charge state SoC of the energy storage device 20. The energy storage device 20 is set up to be regularly charged to a maximum charge state SoCM during operation by regenerative braking NB and/or when charging at and/or by a charging station external to the vehicle. The maximum state of charge is defined by a state of charge SoC, in which the electric drive 21 can provide a maximum charging power through the regenerative braking NB. Because typically in a saturation range of the energy storage device 20 at a high state of charge SoC, the recuperation power of the electric drive 21 is limited in such a way that the energy storage device 20 can absorb less power than is provided by recuperation from the electric drive 21, as with reference to 5 (A) the patent application that has not yet been published on the filing date DE 10 2022 108 592.9 described. The energy storage device 20 and the control device 14 are connected to one another so that the control device 14 can receive or query information relating to the state of charge SoC of the energy storage device 20 as well as information relating to the maximum state of charge SoCM of the energy storage device 20 from the energy storage device 20.

The regenerative braking NB reduces potential and/or kinetic energy of the vehicle 100a, 100b and generates a braking effect with a braking power 112, the braking effect acting between a roadway 150 and a wheel 145 of the vehicle 100a, 100b. The braking power 112 can also be achieved by a service brake 24 or a friction brake device of the vehicle 100a, 100b.

The vehicle 100a, 100b is arranged at a position 130 of the vehicle 100, the position 130 being illustrated by a cross. The control device 14 is set up to receive position information 131 relating to the position 130 of the vehicle 100a, 100b. The position 130 can be determined, for example, via a GPS device, a mobile phone network and/or a local network, with which the position information 131 is determined and transmitted to the control device 14.

The vehicle 100a, 100b has two vehicle components 22, 23. The vehicle components 22, 23 are set up to carry out vehicle functions 116, 117 that work in opposite directions during regular operation of the vehicle 100a, 100b. When the vehicle functions 116, 117 are carried out simultaneously, the vehicle functions 116, 117 at least partially compensate for each other.

The two vehicle components 22, 23 include a heating component 22a of a vehicle interior 105 of the vehicle 100a, 100b and an air conditioning component 23a of the vehicle interior 105. The vehicle interior 105 is a driver's cabin of the vehicle 100a, 100b. The vehicle functions 116 of the heating component 22a causes the vehicle interior 105 to be heated and the vehicle functions 117 of the air conditioning component 23a causes the vehicle interior 105 to cool.

In another embodiment, the two vehicle components 22, 23 include a system heating component 22b for a vehicle device 106 and a system air conditioning component 23b for the vehicle device 106. The vehicle functions 116 of the system heating component 22b causes heating of the vehicle device 106 and the vehicle functions 117 of the System climate control component 23b provides cooling to the vehicle device 106. The vehicle device 106 may be any vehicle-mounted device configured to be heated and cooled.

In another embodiment, the two vehicle components 22, 23 include a compressor 22c and a pressure relief valve 23c. The vehicle functions 116 of the compressor 22c causes a compression of a gas and the vehicle functions 117 of the pressure relief valve 23c causes an expansion of the gas.

In another embodiment, the two vehicle components 22, 23 include an electrical braking resistor 22d and a cooling system 23d. The vehicle functions 116 of the electrical braking resistor 22d causes the electrical braking resistor 22d to heat up and the vehicle functions 117 of the cooling system 23d causes the electrical braking resistor 22d to cool.

In an embodiment not shown, the two vehicle components 22, 23 include the electric drive 21 and the service brake 24. The vehicle functions 116 of the electric drive 21 causes a drive torque and the vehicle functions 117 of the service brake 24 causes a braking torque 24.

The two vehicle components 22, 23 are operated according to an energy conversion mode 115. The energy conversion mode 115 is also related to 2 described. As in 1 shown, the control unit 14 is connected to each of the two vehicle components 22, 23 in order to apply a control signal corresponding to the energy conversion mode 115 to the two vehicle components 22, 23 and thus to operate the two vehicle components 22, 23.

The control unit 14 is connected to the service brake 24 and the electric drive 21 in order to distribute a braking effect to the service brake 24 and the electric drive 21 with the regenerative braking NB in the event of a braking request according to a brake distribution parameter 119.

The control unit 14 is set up to output driver information 125 depending on the energy conversion mode 115. The driver information 125 is output into the vehicle interior 105, for example via a vehicle-side output device, so that a driver (not shown) can perceive the driver information 125.

2 shows a schematic representation of a flowchart of a method 1 according to an embodiment of the invention. Method 1 is a method 1 for an electrically driven vehicle 100a, 100b as referred to 1 described. 2 is referred to 1 described.

The procedure 1 according to 2 has the step: Determining S1 of a state of charge SoC of the energy storage device 20. The state of charge SoC and / or information relating to the state of charge SoC is detected by the energy storage device 20 and transmitted to the control device 14.

A state of charge variable 114 that can be achieved by regenerative braking NB is determined S2. For this purpose, among other things, the performance of the electric drive 21 is taken into account, which can cause charging 113 of the energy storage device 20 by regenerative braking NB. The state of charge variable 114 can be calculated assuming that the recuperation power that can be absorbed by the electric drive 21 through the regenerative braking NB is equal to the charging power for charging the energy storage device 20. Typically, the charging power of the energy storage device 20 decreases in a saturation region at a high state of charge SoC, while the recuperation power may be defined by the ability of the electric drive 21 to convert energy, as with reference to 5 (A) the patent application that has not yet been published on the filing date DE 10 2022 108 592.9 described. The state of charge variable 114 is, for example, a value of a state of charge curve 401 that exceeds the maximum state of charge SoCM, for example a maximum 402 of the state of charge curve 401 or a difference between the maximum state of charge SoCM and the maximum 402 of the state of charge curve 401 (see 4 ). The determination S2 of the state of charge variable 114 takes place depending on position information 131 relating to the position 130 of the vehicle 100a, 100b. The position information 131 can be used to draw conclusions about a possible downhill journey and thus about a potential energy of the vehicle 100a, 100b, from which the potential amount of energy that can be converted by the regenerative braking NB. Based on the position information 131, a position on the map, a speed limit, a traffic light, a roundabout, an intersection, an incline, a highway entrance and/or historical routes of other vehicles can be taken into account. A worst-case route can thus be calculated, with which the energy consumption for the energy storage device 20 can be calculated in accordance with a legally required continuous braking capability. When charging at a charging station, the battery cannot be fully charged. A buffer of the state of charge SoC is kept free according to a calculated energy of the energy storage device 20 until the energy storage device 20 is fully charged. When driving, the vehicle components 22, 23 are controlled inefficiently to convert energy until the state of charge SoC is sufficient for the calculated energy. The state of charge variable 114 that can be achieved by the regenerative braking NB can lead to a state of charge SoC that is smaller or larger than the maximum state of charge SoCM or corresponds to the maximum state of charge SoCM.

An energy conversion mode 115 is determined S3 depending on the state of charge SoC, the maximum state of charge SoCM, the state of charge variable 114 and two vehicle components 22, 23 of the vehicle 100a, 100b. The two vehicle components 22, 23 are as with reference to 1 described, is set up to carry out vehicle functions 116, 117 that work in opposite directions in regular operation of the vehicle 100a, 100b. Depending on the choice of the vehicle components 22, 23 and/or the vehicle functions 116, 117, an amount of energy that can be determined by the operation of the vehicle components 22, 23 can be converted become. So that the maximum state of charge SoCM is not exceeded, the determination S3 of the energy conversion mode 115 also takes place depending on the position information 131. This means that the amount of energy that can be converted by the regenerative braking NB can be matched to the amount of energy that can be converted by the operation of the vehicle components 22, 23 become. The determination S3 of the energy conversion mode 115 is done such that the state of charge SoC does not exceed the maximum state of charge SoCM.

An operating point 118 is determined for one of the vehicle components 22, 23. For this purpose, a parameter and/or parameters are defined which determine the operation of the vehicle components 22, 23. The parameters have an influence on the efficiency of operating the vehicle components 22, 23. The energy conversion mode 115 is determined such that the operating point 118 is non-optimal. For example, strong cooling may be less efficient than less strong cooling.

The energy conversion mode 115 is determined such that braking of the vehicle 100a, 100b is possible until the vehicle 100a, 100b comes to a standstill. The amount of energy to be converted until the vehicle 100a, 100b comes to a standstill is determined taking into account the vehicle mass and vehicle speed. The standstill of the vehicle 100a, 100b can be achieved by the regenerative braking NB and/or by the service brake 24.

A brake distribution parameter 119 is determined S3'. The brake distribution parameter 119 includes one or more variables that distribute the braking power 112 to the service brake 24, to the regenerative braking NB of the electric drive 21 for charging 113 of the energy storage device 20, to the regenerative braking NB of the electric drive 21 to operate S4 of the vehicle 100a, 100b according to the energy conversion mode 115 and optionally to a regenerative braking NB of the electric drive 21 to operate S4 'of the braking resistor 22d.

The vehicle 100a, 100b is operated S4 according to the energy conversion mode 115. The energy storage device 20 can be charged 113 by the regenerative braking NB and/or the two vehicle components 22, 23 can be operated.

Driver information 125 is output S5 depending on the energy conversion mode 115.

The person skilled in the art will recognize that steps of method 100 are different than those in 2 can be carried out simultaneously and/or permanently in the order shown. For example, determining S1 of the SoC charge state can be done permanently. Determining S3 of the energy conversion mode 115 and determining S3' of the brake distribution parameter 119 may be performed simultaneously and/or in reverse order. The output S5 of the driver information 125 can take place at any time after determining S3 of the energy conversion mode 115.

3 shows a schematic representation of a vehicle 100a, in particular commercial vehicle 100b, according to a further embodiment of the invention. The embodiment of the vehicle 100a, 100b according to 3 is made with reference and 1 described. The differences between the 1 and 3 described.

The vehicle 100a, 100b, according to 3 has a fuel cell 110 and an electrical braking resistor 23d. The fuel cell 110 is electrically connected to the electric drive 21 and/or the energy storage device 20 to provide electrical energy (not shown).

The two vehicle components 22, 23 include an electrical braking resistor 22d and a cooling system 23d. The cooling system 22d is a cooling system 22d for cooling the fuel cell 110. Due to the low system efficiency of fuel cell systems in the range of up to 50% to 60%, large amounts of waste heat are generated, which must be dissipated via the cooling system 23d. During long downhill journeys, the fuel cell system can be deactivated and the cooling system 23d can be used to cool the braking resistor 22d.

4 shows exemplary charge state curves 401 of an energy storage device 20 of a vehicle 100a, in particular commercial vehicle 100b. 4 is described with reference to Figures 1 to 3 and their description.

The state of charge curves 401 show the state of charge SoC of the energy storage device 20 depending on the time or the distance that the vehicle 100a, 100c travels. When driving, the energy stored in the energy storage device 20 is converted into kinetic energy of the vehicle 100a, 100c by the electric drive 21. This means that the SoC charge level decreases depending on the time or distance. Kinetic energy can be converted by recuperation or regenerative braking NB by the electric drive 21 and the energy storage device supply 20. This allows the state of charge SoC of the energy storage device 20 to increase.

The maximum capacity SoCM of the energy storage device 20 is indicated by a horizontal dotted line.

The state of charge curve 401a indicated by a dashed line is a calculated state of charge curve 401a, in which the state of charge curve 401a assumes values that exceed the maximum state of charge SoCM. This recognizes that the energy conversion mode 115 must be determined such that the state of charge SoC does not exceed the maximum state of charge SoCM.

The charge state curves 401b, 401c show two possible scenarios. According to the state of charge curve 401b shown with a dotted line, the energy conversion mode 115 is determined accordingly at a first point 403a. The state of charge SoC thus decreases at an initial point in time such that the maximum state of charge SoCM is not exceeded. According to the charge state curve 401c shown with a solid line from a second point 403b, the energy conversion mode 115 is determined accordingly at the second point 403b. The state of charge SoC thus decreases at a later point in time, for example at the start of a downhill journey in which the maximum state of charge SoCM would be exceeded, in such a way that the maximum state of charge SoCM is not exceeded.

Reference symbols (part of the description)

1

Proceedings

14

Control unit

20

Energy storage device

21

electric drive

22

Vehicle component

22a

Heating component

22b

System heating component

22c

compressor

22d

Braking resistor

23

Vehicle component

23a

Air conditioning component

23b

System air conditioning component

23c

Pressure relief valve

23d

Cooling system

24

Service brake

100a

vehicle

100b

Commercial vehicle

105

Vehicle interior

110

Fuel cell

112

Braking performance

113

Load

114

State of charge size

115

Energy conversion mode

116

Vehicle function

117

Vehicle function

118

Working point

119

Brake distribution parameters

125

Driver information

130

position

131

Position information

145

wheel

150

roadway

401

State of charge curve

401a

State of charge curve

401b

State of charge curve

401c

State of charge curve

402

maximum

403a

first point

403b

second point

NB

Regenerative braking

Soc

charging status

SoCM

maximum charge level

S1

Determining a charge level

S2

Determining a state of charge size

S3

Determining an energy conversion mode

S3'

Determining a brake distribution parameter

S4

Operate

S5

Spend

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed 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.

Cited patent literature

• DE 102020001782 A1 [0005]
• DE 1020221085929 [0005, 0024, 0034, 0048]
• DE 102019004557 A1 [0007]
• EP 2648936 B1 [0008]
• EP 2847054 B1 [0009]

Claims (13)

Method (1) for an electrically driven vehicle (100a), in particular commercial vehicle (100b), with an energy storage device (20) that can be charged to a maximum state of charge (SoCM) and an electric drive (21) capable of regenerative braking (NB), wherein the energy storage device (20) can be charged during regenerative braking (NB), the method (1) having the steps: - Determining (S1) a state of charge (SoC) of the energy storage device (20); - Determining (S2) a state of charge variable (114) that can be achieved by regenerative braking (NB); - Determining (S3) an energy conversion mode (115) depending on the state of charge (SoC), on the state of charge size (114), on the maximum state of charge (SoCM) and on two vehicle components (22, 23) of the vehicle (100a), in particular a commercial vehicle (100b), wherein the two vehicle components (22, 23) are designed to carry out vehicle functions (116, 117) which act in opposite directions to one another in regular operation of the vehicle (100a), in particular commercial vehicle (100b); and - Operating (S4) the vehicle (100a), in particular commercial vehicle (100b), according to the energy conversion mode (115). Procedure according to Claim 1 , wherein the two vehicle components (22, 23) include a heating component (22a) of a vehicle interior (105) and an air conditioning component (23a) of the vehicle interior (105), a system heating component (22b) for a vehicle device (106) and a system Air conditioning component (23b) for the vehicle device (106), include a compressor (22c) and a pressure relief valve (23c) and / or include the electric drive (21) and a service brake (24). Procedure according to Claim 1 or 2 , wherein an operating point (118) is determined for one of the vehicle components (22, 23), and the energy conversion mode (115) is determined such that the operating point (118) is non-optimal. Method according to one of the preceding claims, wherein the method (1) further comprises the step: - Determining (S3`) a brake distribution parameter (119), the brake distribution parameter (119) being a distribution of a braking power (112) to a service brake (24), to a regenerative braking (NB) of the electric drive (21) for charging (113). Energy storage device (20) and regenerative braking (NB) of the electric drive (21) for operating (S4) according to the energy conversion mode (115). Method according to one of the preceding claims, wherein the two vehicle components (22, 23) comprise an electrical braking resistor (22d) and a cooling system (23d). Procedure according to Claim 5 , wherein the method (1) further comprises the step: - determining (S3`) a brake distribution parameter (119), the brake distribution parameter (119) a distribution of the braking power (112) to a service brake (24), to a regenerative braking (NB) of the electric drive (21) for charging (113) of the energy storage device (20), to regenerative braking (NB) of the electric drive (21) for operating (S4) according to the energy conversion mode (115) and to regenerative braking (NB) of the electric drive (21) for operating (S4`) the braking resistor (22d). Method according to one of the preceding claims, wherein determining (S2) the state of charge variable (114) and/or determining (S3) the energy conversion mode as a function of a position (130) of the vehicle (100a), in particular commercial vehicle (100b), relating Position information (131) takes place. Method according to one of the preceding claims, wherein the method (1) comprises the step: - Outputting (S5) driver information (125) depending on the energy conversion mode (115). Method according to one of the preceding claims, wherein the energy conversion mode (115) is determined such that braking of the vehicle (100a), in particular the commercial vehicle (100b), until the vehicle (100a), in particular the commercial vehicle (100b), comes to a standstill. is possible. Computer program and/or computer-readable medium, comprising instructions which, when the program or instructions are executed by a computer, cause the computer to carry out the method (1) and/or the steps of the method (1) according to one of the preceding claims. Control device (14) for an electrically driven vehicle (100a), in particular commercial vehicle (100b), with an energy storage device (20) that can be charged to a maximum state of charge (SoCM) and an electric drive (21) capable of regenerative braking (NB), the energy storage device (20) can be charged during regenerative braking (NB), the control unit (14) is set up to carry out the procedure (1) according to one of the Claims 1 until 9 to carry out. Electrically driven vehicle (100a), in particular commercial vehicle (100b), with an energy storage device (20) that can be charged to a maximum state of charge (SoCM) and an electric drive (21) capable of regenerative braking (NB) and with a control unit (14). Claim 11 , wherein the energy storage device (20) can be charged during regenerative braking (NB). Electrically drivable vehicle (100a), in particular commercial vehicle (100b), wherein the electrically drivable vehicle (100a), in particular commercial vehicle (100b), comprises a fuel cell (110) and an electrical braking resistor (23d).

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