EP2416984A1 - Véhicule électrique permettant une réservation de stations-service assistée par gps - Google Patents

Véhicule électrique permettant une réservation de stations-service assistée par gps

Info

Publication number
EP2416984A1
EP2416984A1 EP10719245A EP10719245A EP2416984A1 EP 2416984 A1 EP2416984 A1 EP 2416984A1 EP 10719245 A EP10719245 A EP 10719245A EP 10719245 A EP10719245 A EP 10719245A EP 2416984 A1 EP2416984 A1 EP 2416984A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
electric power
power unit
supply station
charge
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP10719245A
Other languages
German (de)
English (en)
Inventor
Tim Schaefer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Li Tec Battery GmbH
Original Assignee
Li Tec Battery GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Li Tec Battery GmbH filed Critical Li Tec Battery GmbH
Publication of EP2416984A1 publication Critical patent/EP2416984A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/11—DC charging controlled by the charging station, e.g. mode 4
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/65—Monitoring or controlling charging stations involving identification of vehicles or their battery types
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/66—Data transfer between charging stations and vehicles
    • B60L53/665—Methods related to measuring, billing or payment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
    • G01C21/3469—Fuel consumption; Energy use; Emission aspects
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/36—Input/output arrangements for on-board computers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B60L2240/622—Vehicle position by satellite navigation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
    • Y04S30/10—Systems supporting the interoperability of electric or hybrid vehicles
    • Y04S30/14—Details associated with the interoperability, e.g. vehicle recognition, authentication, identification or billing

Definitions

  • the present invention relates to a method for operating a vehicle, a navigation device, a vehicle energy management system, a supply station and an infrastructure for supplying such vehicles with electrical energy and a suitable electric power unit.
  • loan systems which concern the vehicle as a whole or the battery or modules thereof.
  • Such a concept follows e.g. the city of Stuttgart with battery changing stations for pedelecs (electric bicycles) at public transport stops (Spiegel Online, 3 June 2008, 11:33, "Stuttgart plans electric bicycle network", www.ador.de/auto/a Meeting/0, 1518,556352,00.html)),
  • the ambitious project "better place” by entrepreneur Shai Agassi envisages a nationwide network of charging stations and switch stations (manager-magazin.de, October 30, 2007, "The SAP prodigy returns", www.manager-magazin. de / it / article / 0,2828, 514273,00. html).
  • Battery replacement stations are provided, the accumulators of many types keep in stock and in which an empty battery is replaced in a short time.
  • a method for operating a vehicle having an electric traction drive and at least one rechargeable and replaceable electric power unit wherein the electric traction drive electric power is supplied from the electric power unit and wherein the electric power unit is charged or replaced at low state of charge, the steps on :
  • Supply station when the supply station is within range of the vehicle and the inventory of the supply station meets a predetermined condition, in particular a predetermined number of charged electric power units available for replacement,
  • data required for calculating the range and / or for determining suitable supply stations is communicated between the vehicle and at least one of the supply stations and / or between the vehicle and a center and / or between the supply stations and the center, wherein at least the communication between the Vehicle and the supply stations and / or the headquarters done wirelessly.
  • a drive with the vehicle can be planned or guided so that a suitable supply station with a sufficient number of charged batteries is reliably achieved. Lying on the open track can be avoided.
  • the invention is advantageously characterized in that the data required for calculating the range and / or for determining suitable supply stations is wirelessly communicated between the vehicle and at least one of the supply stations and / or a central station. In this way it is possible to invoices, determinations and storage operations either centrally or decentrally or distributed to multiple computing instances in the control center, the supply stations or the vehicles.
  • At least the position and current range of the vehicle may be broadcast, whereupon information relating to suitable supply stations is sent to the vehicle.
  • the supply stations or the center
  • the supply stations carry the computational burden and only provide the vehicle-based system with the determination results.
  • the stock of a supply station within a predetermined radius can be broadcast. This broadcast can then be picked up by surrounding vehicles and included in their calculations to determine suitable service stations.
  • a supply station whose stock neither satisfies the predetermined condition nor is set up to charge the electric power unit with a fast-charging method may be substituted for a suitable supply station if basically configured to charge the electric power unit.
  • a suitable supply station if basically configured to charge the electric power unit.
  • the determination is based on a user-selectable destination as the suitable service station, or the service stations determined to be suitable are weighted on the basis of the selected destination.
  • the appropriate supply stations can be purposefully selected, while supply stations leading away from the destination can be ignored.
  • the capacity of the electric power unit can be optimally utilized.
  • a travel route from the current position of the vehicle to the destination can be calculated on the basis of suitable supply stations, and thus the method can be integrated into the routine of a navigation system known per se.
  • the suitable supply station furthest from the current position of the vehicle on the calculated route is preferably determined taking into account a predetermined safety reserve as destination supply station in order to optimally utilize the capacity of the electric power unit.
  • the method can be made even more flexible if the user is offered suitable supply stations on the route for selection or deselection.
  • driver data such as a preferred drivability
  • route data along the Driving route to be used by weather information and traffic situation information.
  • the expected energy demand for a route can be estimated with sufficient accuracy as needed. Therefore, it is possible to optimally utilize the range of the vehicle or the electric power unit with sufficient safety margin. This also increases the flexibility of the electric drive and the acceptance of this drive and supply concept, because it prevents the user from the fact that the energy supply is running out of energy.
  • several alternative velocity profiles can be extrapolated based on varied parameters. Such variations may give the user of the vehicle indications of a maneuverability required to reach one or the other supply station or particularly energy-saving routes.
  • the determination of the suitability or unsuitability of a supply station is preferably repeated during the journey of the vehicle, in order to always be able to take into account the current and variable circumstances. Therefore, even if changes in the suitability of a supply station occur during the drive or the state of charge of the electric power unit decreases faster than assumed, a suitable supply station can be reliably achieved.
  • countermeasures can be taken. These countermeasures may be limited to the mere information of the user, but may also include concrete variational calculations or suggestions for action.
  • the steps of the method may be performed to different degrees centrally or distributed on the side of the vehicle, on the side of one or more supply stations and / or on the side of a management center, to the requirements of operational safety, privacy, computational burden, memory requirements , Electricity consumption, etc. to be fair.
  • the travel routes of all vehicles participating in the method can be determined on the basis of the points selected and registered in advance by the respective users, by starting point and destination point Defined routes are dynamically guided so that travel time and / or total energy consumption of the vehicles are optimized.
  • the method described above is carried out in a navigation device.
  • the present invention may be applied in a vehicle power management system for controlling a power supply of a vehicle having an electric traction drive and at least one rechargeable and replaceable electric power unit, wherein electrical power is supplied to the electric traction drive from the electric power unit, and wherein the electric power unit is charged or replaced at a low state of charge will be, embodied.
  • the vehicle energy management system has at least one position determining device for determining a position of the vehicle and a state of charge determining device for determining a state of charge of the electric power unit.
  • the vehicle power management system further comprises:
  • a range calculating device for calculating a range of the vehicle on the basis of the state of charge of the electric power unit determined by the state of charge determining means; receiving means for wirelessly receiving information from a wireless remote communication network via supply stations adapted to charge and / or replace the energy storage unit and their respective inventory, said inventory being defined by at least the number and state of charge of electrical energy units held in a supply station is; and suitability determination means for determining a supply station as a suitable supply station when the supply station is within range of the vehicle and whose inventory has a predetermined condition. fills, in particular such that a predetermined number of charged electric power units are ready for replacement, or
  • a memory device in which identification data of the electrical energy unit and preferably of the vehicle, and / or charging device
  • Unloading parameters of the electric power unit and / or energy consumption parameters of the vehicle are stored in advance; transmitting means for wirelessly transmitting information including the position, the state of charge of the electric power unit, the identification data of the electric power unit and optionally the vehicle, the charging / discharging parameters of the electric power unit, and the power consumption parameters of the vehicle to a long-distance communication network; and receiving means for wirelessly receiving information from the remote communication network over the current range of the vehicle and supply stations located within range of the vehicle and configured and suitable for charging and / or replacement of the energy storage unit, and only those Supply stations are determined to be suitable, whose inventory meets a predetermined condition, in particular such that a predetermined number of charged
  • the method described above can be carried out in different proportions on the side of the vehicle or the electric power unit, respectively, or the required data can be communicated to a remote, possibly central entity for further processing.
  • the data sent or received may contain additional information, depending on the distribution of the computational load.
  • a navigation device is present for determining a route from the current position of the vehicle to a user-selectable destination.
  • the navigation device may track data such as height profile, curve, sideways, road surface and condition (in particular friction coefficients), speed limits, statistically expected traffic density, necessary or expected breakpoints at intersections, Einmün- fertilize, traffic lights, level crossings and the like, possibly taking into account Weekday, holidays, holidays and the time, provide. In this way, it is possible to use the route data to calculate the range.
  • data such as height profile, curve, sideways, road surface and condition (in particular friction coefficients), speed limits, statistically expected traffic density, necessary or expected breakpoints at intersections, Einmün- fertilize, traffic lights, level crossings and the like, possibly taking into account Weekday, holidays, holidays and the time, provide. In this way, it is possible to use the route data to calculate the range.
  • a traffic information evaluation device may also be provided for receiving and evaluating traffic information provided by a management center or a radio transmitter. In this way, it is possible to use current traffic data to calculate the range.
  • a weather information evaluation device for receiving and evaluating weather information provided by a management center or a broadcasting station, and / or weather data acquiring means for acquiring weather data such as temperature, light intensity, humidity, wetness, headwind, tailwind, crosswind and the like, be provided.
  • weather data such as temperature, light intensity, humidity, wetness, headwind, tailwind, crosswind and the like.
  • the traffic information and / or the weather information can be received, for example via a radio from a broadcaster and provided in a suitable form for further processing.
  • a driving condition detecting means for detecting characteristic driving conditions such as speed, longitudinal acceleration, longitudinal deceleration, lateral acceleration, road adhesion or the like and the like.
  • a driving state storage device is provided for storing the characteristic driving states over time. In this way, it is possible to use characteristic driving conditions, in particular in their previous course, for calculating the range. This is possible, in particular, by a driver behavior evaluation device for determining parameters for describing a typical driving behavior of the current driver on the basis of the time characteristic of the characteristic driving states.
  • the transmitting device can be set up, route data provided by the navigation device and / or traffic information received from the traffic information evaluation device and / or weather data received from the weather information evaluation device or detected by the weather data acquisition device and / or to transmit driving conditions recorded by the driving state detection device and / or driving state histories stored in the driving state memory device and / or behavior parameters determined by the driver behavior evaluation device to the management center and / or the supply stations.
  • the data can be processed centrally and computational load taken from the vehicle. Therefore, the data processing devices on board the vehicle can be simplified and designed to save energy.
  • the present invention may also be embodied with electrical energy in a supply station for supplying vehicles having an electric traction drive and at least one rechargeable and preferably replaceable electrical energy unit.
  • a supply station comprises: a storage device for storing a plurality of electric power units; at least one changing device for exchanging electric power units on board a vehicle for electric power units from the storage device; at least one charging device for charging electric power units located on board a vehicle; a stock determination device for determining a stock of the supply station, defined by the number and state of charge of stored in the storage device electric power units; and a communication device for exchanging data with vehicles in the vicinity of the supply station and / or via vehicles in the vicinity of the supply station with a management center.
  • Such supply stations are indispensable for carrying out the method described above.
  • the method described above can be carried out in different proportions on the side of the supply station or the required data can be communicated to the participating vehicles or possibly to a central entity for further processing.
  • the supply station is arranged for handling a plurality of types of electric power units. It is understood that the determination of the inventory is carried out separately for each type of electric power units. In this way, inquiries from vehicles with a special type of battery can be specifically answered or warehouse data can be processed by battery type at the location of the vehicles.
  • the communication device sends data indicative of inventory to the vehicles or the management center.
  • the determination of the suitability or unsuitability of the supply station for the supply of a particular vehicle may be made in the vehicles themselves or in the administrative center.
  • the communication device can only send the data indicative of the stock when it receives a stock request from a vehicle or the management center.
  • the supply station may include fitness determining means for determining whether the supply station is suitable for supplying a vehicle based on the detected inventory and the data on the vehicle received via the communication means, wherein the received data is at least one position of the vehicle and a state of charge containing the power unit located on the vehicle and the communication device then sends the particular fitness or unsuitability of the supply station indicating data to the vehicles or the management center.
  • a reservation device for reserving an electric power unit for a specific vehicle may be provided.
  • This reservation device can carry out the steps relating to a reservation and a cancellation of the same, as described above.
  • At least one charging device suitable for rapid charging may be present in the supply station. Therefore, even if no suitable electric power unit for a requesting vehicle at the supply station is available, the residence time for charging can be kept within tolerable limits.
  • the supply station preferably has a storage charging device for charging or charge refreshing of electrical energy units stored in the storage device.
  • the electric power units can be charged at the location of the supply station and the amount of power between the supply stations and a central storage and distribution point can be reduced. to be cleaned.
  • Charge refreshing takes place cyclically, as it uses the energy more efficiently than when the electric energy units are charged with a permanent trickle charge.
  • Charging can essentially occur when electrical power is available from the grid, such as at night, to help stabilize the grid and absorb excess capacity and spikes. Overall, the battery level should be relatively stable in the storage facility.
  • the constant equipping of the storage facilities of several supply stations is ensured by appropriate logistics, which are protected by computer, control and communication facilities.
  • the supply station may include electrical energy generation means for generating electrical energy from fossil or renewable resources or regenerative sources, and preferably an electrical energy buffering means for buffering the generated electrical energy until use. This way it is also possible to guarantee charging of the rechargeable batteries independently of the mains. On the other hand, excessively generated electrical energy can be fed into the grid and, in turn, be used for stabilizing the grid in another direction, namely for catching demand peaks. Depending on the location, wind, sunlight, running water, tidal range, wave power or the like can be used as regenerative sources.
  • the present invention may also be embodied in an infrastructure for supplying electrical energy to vehicles having an electric traction drive and at least one rechargeable and preferably replaceable electrical energy unit.
  • an infrastructure comprises a plurality of the above-described supply stations and a plurality of the vehicle energy management systems described above and, if appropriate, a management center, which are set up to carry out the method described above in interaction.
  • Another aspect of the present invention relates to a rechargeable and replaceable electric power unit having a control unit for detecting and controlling operating conditions including at least one state of charge of the electric power unit and a radio communication device for communicating with an instance outside the vehicle.
  • Such an electric power unit can send data about its type and state of charge directly to a supply station or a management center and, if necessary, receive data via suitable and accessible supply stations (the communication can take place terrestrially or via a radio network such as GMS or the like).
  • additional identification data can be transmitted, which can be used in the administration center, to assign the electric power unit to a specific vehicle.
  • the electric power unit can be set up to determine a current position of the electric power unit, for instance by means of a permanently mounted GPS receiver, or to evaluate position data of a navigation device carried in the vehicle.
  • the radio communication device is set up for direct communication with the radio communication devices of another electric power unit, the batteries can communicate with each other and control reservation requests at this level; In addition, the radio communication devices can serve as relays for communication with the supply stations without the intervention of an external network.
  • the electric power unit is preferably an accumulator based on an electrochemical reaction involving lithium.
  • Fig. 1 is a schematic representation of a road network with a vehicle
  • Fig. 2 is a schematic representation of a gas station according to an embodiment of the invention
  • FIG. 3 is a schematic representation of an infrastructure according to an embodiment of the invention.
  • FIG. 4 is a schematic diagram of a power management system of a vehicle according to an embodiment of the invention.
  • Fig. 5 is a perspective view of a Akkumulatorhim according to an embodiment of the invention.
  • FIG. 6 shows a schematic illustration of a screen display on a display unit in FIG. 5.
  • a road network 1 is shown schematically with a plurality of roads, intersections, junctions and junctions. On one of the roads is a vehicle 2, which is also shown only schematically.
  • the filling stations T have battery charging stations and battery changing stations, which are explained in more detail below; in addition, there can Be provided for fuel dispensers.
  • a starting point "S” and a destination point “Z" of the travel of the vehicle 2 are shown.
  • the current position of the vehicle 2 is marked “P”.
  • the vehicle 2 has four drive wheels 4 which are each driven by an electric motor 6.
  • a battery (hereinafter referred to as “battery” for short) 8 supplies the electric power for the drive, which is transmitted to the electric motors 6 through a controller (V-ECU) 10.
  • the number of drive wheels and electric motors can be modified without affecting the invention.
  • only two wheels of the vehicle 2 may be drive wheels, and it may also be present only an electric motor, the output torque is distributed via a transmission to the drive wheels.
  • the battery 8 should be designed here as a lithium-ion battery. However, it is also conceivable battery types on other electrochemical basis, such as lead-gel batteries, nickel-cadmium batteries or others. It is also possible to provide two or more batteries.
  • the battery 8 is designed to be interchangeable. It can optionally be released as a module by hand or automatically removed or inserted as a whole or modularly.
  • the contacting is preferably positive fit in one operation with the installation. This way, dangerous voltage levels are avoided in principle.
  • mechanical, electrical or other fuses, such as in Maisêts Kunststoff the module solved, whereby the battery 8 can not only safely be removed from the system, but also according to the safety and transport regulations for shipping can go, for. if the battery part is checked by the charging station as defective (see below).
  • the battery 8 is charged without a charge system, but has a suitable battery management system at the module level.
  • master master operated or can be controlled by the energy management of the vehicle.
  • Fig. 2 shows schematically the structure of a gas station according to the invention.
  • the filling station T is divided into a loading zone 12, a transition zone 14, a storage zone 16 and an energy management zone 18.
  • the loading zone 12 has an access path 20 and a plurality of loading places 22. Each loading place 22 is assigned a loading machine 24.
  • the loading machine 24 is e.g. designed as a pillar or box or the like and has at least one junction box for a charging cable or a permanently installed charging cable.
  • the loading machines 24 are designed for high-performance snow loading, but can also manage low charging power for gentle charging. If a vehicle 2 is located on a loading space 22, its battery or the charge management system is connected via a cable to the associated charging machine 24.
  • the type of charging is selected based on the type of battery or determined automatically. It can be made a direct payment in cash or by check or credit card directly to the loading machine 24 or at a separate point of sale, o- it can be done on the basis of a to be made to the loading machine 24 user identification billing via a subscription account.
  • the change or exchange zone 14 has a two-lane Zufahrtsweg 26 and a service pylon 28.
  • the operator terminals 30 are each assigned to one of four slots 32, which are provided on both sides of the service pylons 28. (In a modification, only one control panel 30 may be provided for a plurality of changing slots 32.)
  • Each exchange 32 has two stakes 34 and a removable pit 36.
  • the exchange pit 36 is arranged underground and is, if there is no vehicle on the changing place 32, for safety reasons by means of a case or sliding door (not shown in detail) closed.
  • a vehicle 2 is moved to the parking lanes 34 of a free changing place 32.
  • a robot (not shown in detail), which removed from below the battery 8 of the vehicle after he has solved brackets, connections and possibly covers, and is transported by a conveyor 38 to the storage zone 16. From there, also by means of the conveyor 38, a fresh battery 8 is transported into the exchange pit 36 and installed by means of the robot in the vehicle 2.
  • the parking lanes 34 may also include a conveyor for positioning the vehicle 2 on the changing station 32, e.g. from car washes known per se. By such a conveyor, the vehicle is automatically positioned for the replacement process.
  • the operator terminals 30 have several functions. Here an operator can make an identification and confirm a change process. Furthermore, it can be paid here. The operator 30 also indicates the progress or success or failure of the identification and change process.
  • a charging connection 40 for each exchange 32 is also arranged on the service pylon 28.
  • the charging ports 40 are controlled via the operator terminals 30. In contrast to the loading machines 24 in the loading zone only fast loading operations are possible at the charging ports 40 in the transition zone 14, not to occupy the changing space 32 too long.
  • a shelf rack 44 and a test station 46 are provided in a warehouse 42.
  • the shelf rack 44 has a plurality of compartments A to E for accumulators of several types 8A to 8E and a compartment F for flexible use.
  • Test station 46 is used to check the batteries 8 and either release for storage in the shelf rack 44, request for maintenance or removal for removal.
  • the batteries 8 are connected to a charging system.
  • the compartments of the shelf rack 44 have for this purpose connections that correspond to the poles of the battery 8 and automatically in the course of the storage process, preferably form-fitting, make contact with them.
  • the batteries 8 are charged in the shelf rack 44.
  • the charging process is carried out automatically according to the criteria of energy efficiency, safety and warehouse logistics. A permanent trickle charge is avoided for efficiency reasons.
  • the compartments A to F of the shelf rack 42 are protected against each other by fire protection. Furthermore, the entire storage zone 16 and the entire area of the conveyor 38 and the exchange pits 36 is insulated with a tray system against intrusion of any leaking from the battery 8 liquids in the ground.
  • a central power control unit (P-ECU) 48 controls all operations within the gas station T and distributes the electrical energy via a distribution network 50 to the respective consumers, in particular the loading machines 24 in the loading zone 12, the charging ports 40 in the Change zone 14 and the charging system in the storage zone 42.
  • a transformer 52 receives electrical energy from the remote energy network “N” and converts it into a usable voltage.
  • electrical energy is buffered.
  • a wind turbine 56 generates electricity from wind energy by means of a generator "G".
  • the wind turbine 56 is only one example of a local generation of electrical energy.
  • a tidal or wave power plant a water storage power plant, a running water generator, a geothermal generator or the like can be used to use renewable energy sources.
  • the electricity that is generated locally from regenerative energy sources since it is generally not continuously available, is buffered in the temporary storage unit 54 if consumption is not immediate.
  • conventional design can be provided.
  • a radio 58 is provided to allow communication with a management center, other gas stations, a satellite network or vehicles (see below).
  • Fig. 3 schematically shows a configuration of an infrastructure according to the present invention.
  • a vehicle 2 as a representative of a plurality of vehicles runs on a road network 1.
  • a plurality of filling stations T are arranged, which are designed substantially in accordance with the illustration in FIG. 2 and the associated description.
  • the infrastructure also includes a satellite 60 of a satellite communications network (which may be from an outside provider) and a management center "Z".
  • the control unit of the vehicle (V-ECU) 10 communicates with the radio stations 56 of the filling stations T.
  • the communication can also take place via the relay 60 serving as a satellite.
  • the V-ECU 10 and the radio 56 of the service stations T can communicate with the management center Z.
  • FIG. 4 shows the schematic structure of the energy management system of the vehicle 2.
  • the accumulator 8 and the driving vehicle ECU (V-ECU) 10 with one of the wheels 4 and associated electric motor 6 as well as a plurality of peripheral devices.
  • the accumulator 8 has a plurality of memory cells 66, which are interconnected internally.
  • the negative potential of the accumulator is connected via a negative pole 68 to ground, the positive potential is connected via a positive pole 70 to the vehicle ECU (V-ECU) 10.
  • An accumulator control unit (Bat-ECU) 72 is constructed in a conventional manner with a CPU, a ROM, a RAM, an internal bus and an I / O bus (the I / O bus is indicated in the figure by the outer border of the Bat-ECU 72 symbolizes).
  • the Bat ECU 72 monitors the voltages of the individual cells 66 and performs a balancing.
  • the Bat-ECU 72 is also connected to a plurality of temperature sensors " ⁇ " which receive the temperature of the cells 66 and controls a cooling 74 symbolized in the figure for clarity as a fan wheel, but any form of active and / or or may have passive cooling.
  • the CPU of the Bat ECU 10 is connected via the I / O bus to an external bus 76, which is also connected to the I / O bus of the V-ECU 10.
  • the external bus 76 is a vehicle-based bus and communicates with all electronic devices in the vehicle that require connection to the V-ECU 10.
  • the vehicle ECU (V-ECU) 10 is also constructed in a conventional manner with a CPU, a ROM, a RAM, an internal bus, and an I / O bus (the I / O bus is turned on again) the outer border of the V-ECU 10 symbolizes). It communicates with other electronic devices via its I / O bus, which communicates with the external bus 76.
  • the V-ECU 10 further includes a power controller (CTRL) 78 which is in communication with the positive pole 70 of the battery 8 and the electric motors 6 of the vehicle 2 and controls the distribution of electric power between the battery 8 and the electric motors 6 , To distinguish control, data and measuring lines are the Line connections for transmitting the electrical energy of the accumulator 8 in the figure pulled out twice.
  • CTRL power controller
  • a driver command unit 80 includes accelerator and brake pedals and a steering wheel and outputs the driver commands to the external bus 76. It may also be provided a joystick solution instead of the classic controls.
  • the electric motor is a motor generator (M / G), which not only drives the wheel 4, but also can absorb regenerative braking torques.
  • M / G 4 is driven and monitored via the external bus 76 from the CPU of the V-ECU 10 and exchanges electrical energy with the battery 8 via the CTRL 78.
  • the electric motor 6 also has a connection to the ground potential. Further, the electric motor 6 provides a speed signal.
  • the actuation of the electric motors 6 takes place essentially on the basis of the signals of the driver command unit 80.
  • the V-ECU 10 can, however, also execute ASR, ABS, ESR and other control programs, which are superimposed on the driver commands.
  • a dashboard 82 is used to display the vehicle and driving conditions by round instruments, pointer instruments, lights and the like, possibly also on a multifunction display.
  • An inertial measurement unit (GYRO) 84 detects longitudinal, lateral, and vertical accelerations, roll, yaw, and pitch accelerations, as well as longitudinal and lateral tilt of the vehicle 2, and supplies these data to the V-ECU 10 via the external bus 76.
  • a sensor unit 86 which is representative of a plurality of sensors, collects data, in particular weather data about the surroundings of the vehicle 2 such as temperature, light intensity, humidity, wet, headwind, tailwind, crosswind, and the like, and supplies these data to the V-ECU 10 via the external bus 76.
  • a communication device (COMM) 88 is used to communicate with service stations and / or a management center, on a terrestrial or satellite-based route. It is connected to the antenna 62 and via the external bus 76 to the V-ECU 10 (see Fig. 3). The communication device may also be integrated in the V-ECU 10 itself.
  • a radio receiver (RADIO) 90 with an antenna 92 is used to receive broadcasts from a broadcaster, which can be played back on a sound reproduction system (not shown in detail).
  • the transmissions may include weather metrics, weather forecast data, and traffic data, that is, data about the traffic situation in certain road sections.
  • the radio receiver 90 forwards this data to the V-ECU 10 via the external bus 76, optionally after appropriate decryption.
  • a navigation device (N ⁇ VI) 94 has an antenna 96 and a display and input unit 98 and is connected to the V-ECU 10 via the external bus 76.
  • the antenna 96 receives data from a navigation system, such as GPS or the like, which is used to determine the current position.
  • the navigation device 94 has a memory unit for storing map data and is capable of determining a route from the current position of the vehicle to a destination selectable by a user via the display and input unit 98 and on the display and input unit 98 display.
  • Driving instructions can also be output from the vehicle sound system or a dedicated speaker (not shown).
  • the navigation device 94 may also include in its memory unit extended route data such as height profile, curve shape, side slope, road surface and condition, necessary or expected stops at intersections, junctions, traffic lights, level crossings, speed limits, statistically expected traffic density, etc., possibly including date (to take into account weekdays, public holidays, holiday periods, etc.) and time (to take account of rush hour, school start and end of school, etc.).
  • extended route data such as height profile, curve shape, side slope, road surface and condition, necessary or expected stops at intersections, junctions, traffic lights, level crossings, speed limits, statistically expected traffic density, etc., possibly including date (to take into account weekdays, public holidays, holiday periods, etc.) and time (to take account of rush hour, school start and end of school, etc.).
  • the output values of the inertial measurement unit 84 can be used for chain navigation.
  • the division of the components in Fig. 4 is based on aspects of functionality and clarity and is to be understood as exemplary.
  • the antennas 62, 90, 96 can be combined in a single antenna unit, and several antennas for different frequency ranges or for terrestrial and satellite-based communication can also be provided. Further, parts or the entirety of the communication unit 88, the radio receiver 90, the navigation device, the sensor unit 86 and the inertia measuring device 82 may be combined, integrated into the V-ECU 10 or further subdivided.
  • the operation of the system according to the invention is as follows. There is a distinction between a passive mode and an active mode. First, the passive mode will be described.
  • the Bat-ECU 72 detects a state of charge of the accumulator 8 and transmits it to the V-ECU 10. Further, in the Bat-ECU 72, identification data of the accumulator 8 indicating the type of the accumulator 8 is stored. In addition, there may be stored a unique identification number, charging and discharging characteristics, and the like, which are also transmitted to the V-ECU 10 as needed. The V-ECU 10 calculates the current range of the vehicle from the state of charge of the battery 8 and transmits the result to the navigation device 94.
  • a current position of the vehicle is determined and transmitted to the V-ECU 10.
  • Display and input unit 98 of the navigation device 94 entered a destination.
  • the navigation device determines a route from the current position of the vehicle and displays it on the display and input unit 98.
  • data on a plurality of gas stations T are stored. These data include the location of the gas stations T in the road network, the number and type of charging stations 24, 40 and changing stations 14, stored battery types AE and the like (see Fig. 2).
  • the data may be regularly updated in the form of subscribed data carriers such as CD-ROMs or DVD-ROMs or memory cards or sticks, by download or other means or.
  • the navigation device 94 selects one or more gas stations that are within the calculated range of the vehicle as appropriate and displays them on the input and display unit 98.
  • all filling station located within the range of the vehicle can be selected or only those which fulfill additional, predetermined and / or selectable criteria via the display and input unit 98. Additional criteria for determining whether a gas station is suitable can be: - whether the filling station is in the direction of the entered destination;
  • the gas station is located along the calculated route
  • the current range of the vehicle is optimally utilized (i.e., the filling station is at the end of the calculation, taking into account a suitable safety margin, but within the range of the vehicle on the calculated route);
  • the route calculation is carried out iteratively so that the calculated route always leads through suitable gas stations. (For longer journeys requiring repeated battery replacement or repeated charging, a full battery charge shall be used to calculate the range from the respective gas station, taking into account appropriate safety margins.)
  • the filling stations are weighted according to their suitability and displayed differently on the display and input unit 98 according to the degree of efficiency.
  • the filling stations T determined as suitable are highlighted along the calculated or selected route, namely those within the range different from those out of range. Even petrol stations that are off the calculated or selected route are displayed differently depending on their accessibility, but different from those on the route.
  • the driver of the vehicle 2 it is possible for the driver of the vehicle 2 to observe the availability of suitable filling stations in the vicinity of his travel path and to estimate their accessibility.
  • the user can also be offered petrol stations for selection or deselection. It is therefore possible to manually exclude certain service stations considered inappropriate by the user from the route calculation. Thus, by executing refueling, selection / deselection and route calculation several times, a suitable route can be calculated iteratively.
  • wireless, terrestrial or satellite-based data interchange takes place between the vehicle (ie, the V-ECU 10) and a gas station operator network and a determination of the inventory of different types of batteries at the gas stations and their charge states. and determining the suitability or unsuitability of a service station based on the number and state of charge of rechargeable batteries of the type required. In principle, suitability is only recognized if a sufficient number of rechargeable batteries of the required type are available in fully charged condition in the warehouse of the filling station (exceptions will be made below) described). For some battery types, the fully charged state is already reached below the theoretically possible charge, eg at 90%.
  • the network comprises the filling stations T and possibly a management center Z (see Fig. 3) and the vehicles 2 participating in the system. It is basically irrelevant to the applicability of the present invention, on the side of which instance the suitability or unsuitability of a gas station T for a vehicle 2 is determined.
  • the decisive factor is that the determining authority is informed of the number and state of charge of the accumulators of at least the required type at the relevant filling station T as well as the current position and range of the vehicle 2 in question.
  • a vehicle 2 transmits information regarding position, range, battery type and state of charge via the communication device 88 to a filling station T within the radio range or via a satellite relay 60 to a management center Z (see Fig. 3) which in turn transmits the data via the satellite relay 60 or via a - possibly wired - landline to the gas station T transmits.
  • the data may also be sent to multiple gas stations within a reasonable radius around the vehicle 2.
  • the service stations T to which the data is to be sent can be selected on the side of the management center Z, for example, based on the battery type of the battery 8 and its maximum or current range.
  • the data is received in the communication device 58, and in the P-ECU 52 or a specialized control unit of the storage zone 16, it is determined how many accumulators of the required type are available and if they are fully charged. In this case, those accumulators are considered that are still in charge, but will be fully charged until an expected arrival of the vehicle 2.
  • the number and state of charge of the accumulators in the filling station T are transmitted as information via the communication device 58 either directly or via the satellite relay 60, optionally with the interposition of the administration center Z, to the driver. 2 transferred.
  • This information is received in the communication device 88 of the vehicle 2 and stored in the V-ECU 10 and further processed. In particular, the information is used to determine the suitability or unsuitability of the service station.
  • data relating to the route from the vehicle 2 are also transmitted, and on the side of the filling station T, the suitability or unsuitability is determined individually for the vehicle, and the data transmitted from the filling station T contain only the information as to whether the Gas station T is suitable or not.
  • all service stations T send out the data on the stock at predetermined transmission power via the radio 58 or their antenna 64 in the manner of a broadcast, and the data is received by all vehicles located in a determined by the transmission power perimeter of the gas station are located. On the side of the vehicle, it is then determined which of the filling stations are suitable or not.
  • the computational burden can also be distributed in other ways and is expediently optimized on the basis of criteria such as operating safety, data protection, computational load, storage requirements, power consumption, etc.
  • a reservation and reservation of one or more accumulators takes place at a filling station T.
  • the situation may arise in which a vehicle which has been informed of a sufficient stock of accumulators of the required type from a filling station T will not receive any of these on arrival Accumulators finds, because they have been claimed in the meantime by other vehicles.
  • the vehicle 2 sends a reservation request to a selected filling station T.
  • the selection is made either by the driver of the vehicle 2 via the display and input unit 98 of the navigation device 94 or automatically by the V-ECU 10 when the selected route only one suitable gas station T is available.
  • a confirmation may be obtained from the driver.
  • a communication takes place to cancel the reservation .
  • a confirmation is obtained from the vehicle or its driver; the initiation of the communication to cancel a reservation also takes place only if the vehicle has a range that reaches safely to a more distant, suitable supply station. Cancellation may also be made automatically after a certain time elapsed since the reservation was made.
  • the reservation and cancellation are carried out fully automatically in an automated mode, that is, without confirmation by the driver.
  • the driver is only informed and directed to those petrol stations where a reservation has been made.
  • the supply station is the only accessible, suitable supply station for the vehicle in the course of
  • the system is also set up to accommodate the actual needs of other road users in terms of reservations.
  • reservation requests for example, a prioritization of requests from vehicles with a lower current range than requests from vehicles with a higher current range is made.
  • requests from such vehicles which can only reach the requested change station, are prioritized over requests from such vehicles, which can reach even more distant change stations. If a request is received from a vehicle that can only reach the requested change station, reservations for vehicles that can reach even more distant change stations can also be automatically canceled. The vehicle whose reservation has been canceled will then be directed to another suitable service station.
  • the processes for reservation and cancellation can be performed centrally in a computing unit of the administration center Z. It also provides for a fully centralized controlled mode of operation, in which the routes of all vehicles participating in the procedure are determined on the basis of the vehicles selected and registered in advance by the respective users. Point and destination point defined routes are dynamically guided so that travel time and / or total energy consumption of the vehicles are optimized. The drivers of the vehicles can manually select participation in this mode.
  • a correlation between states of charge and average ranges can be provided in the form of a simple table, for example in a memory of a data processing device that executes the method.
  • the calculation of the range is therefore based first on the currently measured speed of the vehicle, which is obtained from output values of a speed sensor on the wheel 4 (possibly an average of the output values of speed sensors of several or all wheels 4), or from output values of angle encoders on the electric motors 6 .
  • a speed profile is stored, in other words a measured since the time of the last stop or since a user selectable time and stored course of the speed of the vehicle, which allows conclusions about the driving behavior of the driver and thus on the expected future energy consumption. It It is also possible to use speed profiles of the driver from past journeys, and / or empirical values of speed profiles already traveled in the past in certain sections of the route.
  • a desired driving style sports, hurried, economical or the like
  • the respective speed and / or acceleration ranges stored for this purpose can be called up.
  • the data thus obtained allow extrapolation of the speed profile to be expected in the course of the journey and thus the expected energy consumption.
  • the power consumption of the vehicle 2 is also dependent on fixed vehicle parameters such as rolling resistance coefficient, drag coefficient, suspension characteristics and weight, preferably taking into account a load currently measured or pre-entered by a user, but also the engine load characteristic (such as power consumption or engine efficiency defined by torque and speed) and the battery discharge characteristic (defined as the charge loss of the electrical energy unit as a function of current and voltage, for example).
  • vehicle parameters such as rolling resistance coefficient, drag coefficient, suspension characteristics and weight, preferably taking into account a load currently measured or pre-entered by a user, but also the engine load characteristic (such as power consumption or engine efficiency defined by torque and speed) and the battery discharge characteristic (defined as the charge loss of the electrical energy unit as a function of current and voltage, for example).
  • engine load characteristic such as power consumption or engine efficiency defined by torque and speed
  • the battery discharge characteristic defined as the charge loss of the electrical energy unit as a function of current and voltage, for example.
  • the energy consumption also depends on the route on a route, in particular height profile (gradients and gradients), curve, sideways, road surface and condition, speed limits, statistically expected traffic density, necessary or expected stopping points at intersections, junctions, traffic lights, level crossings and the like affected.
  • Such data are stored in a memory of the navigation device 94, possibly taking into account the day of the week, holidays, vacation times and the time, etc., or are provided by the management center Z on request by the V-ECU 10 and are also used to calculate the Energy consumption. These data may be based on traffic situation information in the vicinity of the vehicle and / or along the estimated route to be received via the radio 90 from a broadcaster or via the communications device 88 from the management center Z.
  • the energy consumption is influenced by the weather conditions, in particular the wind strength and direction, but also temperature and precipitation or moisture can influence the rolling resistance of the wheels or the battery discharge characteristic, for example. Therefore, to calculate the power consumption, general statistical weather expectation values stored in the memory of the navigation apparatus 94, weather forecast values and weather data received via the radio 90 from a broadcasting station or via the communication device 88 from the management center Z, and measured values from the sensor unit 86 used.
  • charging of the rechargeable battery 8 by photovoltaically generated power can also be taken into account to determine the range of the vehicle 2.
  • the above-mentioned weather data in particular with regard to brightness, cloudiness, precipitation or fog, and the time of day can be used.
  • the countermeasures may also include the suggestion to use the manual drive assistance continuously or on certain sections (eg on inclines or headwinds).
  • the accumulator 8 is an electric power unit in the sense of the invention.
  • the invention is applicable to any replaceable unit that provides energy of any energy source for propelling the vehicle.
  • the route finding method is even applicable to internal combustion engine vehicles. It is always useful to apply when the availability of the energy source for driving the vehicle is limited, ie the supply situation at individual filling stations is questionable.
  • the filling stations T are supply stations in the sense of the invention.
  • the invention is also advantageously applicable to electrically powered boats on inland waters or in offshore marine waters.
  • supply stations at boat moorings or service points or the like communicate over the air with a V-ECU or directly with the Bat-ECU equipped for this purpose with its own communication device and exchange information about the state of charge of the battery and the inventory at the dock out.
  • the procedures are adapted to the aspects relevant to shipping.
  • other parameters such as flow resistance, screw efficiency, flow direction and velocity, and the like, are used in place of certain aforementioned parameters, which are partially limited to land vehicles.
  • Safety margins may be more generous given known unpredictable weather changes.
  • As a manual drive support, a rudder drive or an auxiliary sails device is conceivable for boats. Such an embodiment of the invention will now be described with reference to FIGS. 5 and 6 described.
  • Fig. 5 shows an accumulator 8 'of this embodiment in a perspective view.
  • the accumulator 8 forms the energy source of a drive motor for a boat.
  • a holder 100 In a holder 100, four memory blocks 102 are arranged, which are each constructed of a plurality of galvanic cells (not shown in detail) and which are interconnected in a suitable manner.
  • the total output voltage of the accumulator 8 ' that is, the memory blocks 102 interconnected with each other, is applied to poles 104 and 106 attached to the support 100.
  • Each memory block 102 has a control unit (block ECU) 108 which communicates with the interior via a wiring 110.
  • a control unit (block ECU) 108 which communicates with the interior via a wiring 110.
  • a balancing for example, a balancing, so a charge balance between the cells within a block 102 is performed.
  • the block ECUs 108 are connected to a common controller (Bat-ECU) 112, which is responsible for the higher-level control of all memory blocks 102. Specifically, in the Bat-ECU 112, all data on the state of charge of the memory blocks 102 converge.
  • the Bat-ECU 112 is provided with an antenna 114 via which signals from satellites of a navigation system such as GPS are received. The Bat ECU 112 performs position determination based on these signals. Through the antenna 114, the Bat-ECU 112 also communicates with supply stations. Specifically, the Bat-ECU 112 receives inventory data from supply stations via the antenna 114. Analogously to the cases described above, the Bat-ECU 112 may also transmit charge state data and position data via the antenna 114 to the supply stations or a management center.
  • the Bat ECU 112 is further connected to a user interface 116.
  • the user interface 116 has a screen 118 and a plurality of input keys 120.
  • On the screen 118 the boat is shown with a mark B within a body of water G. (In the illustration selected here, all the body of water is shown on the screen, alternative magnification or reduction levels are selectable via the input keys 120.)
  • a compass hand K indicates a north direction while a wind pointer W indicates the current wind direction. (Devices such as sensors or the like for determining the north direction and the wind direction are not shown in detail.)
  • the supply stations V1, V2, V3, V5 and V7 are represented by a filled point; this means that the Bat-ECU 112 has determined that these supply stations are compatible with the current battery charge. stood and can be reached taking into account the wind direction. From these reachable supply stations, the supply stations V1, V3, V5 and V7 are identified by a surrounding circle; this means that the Bat-ECU 112 has determined, on the basis of the inventory reported by the supply stations, that a replacement of the accumulator 8 'with a charged accumulator is possible there. In contrast, the supply stations V4 and V6 are only shown with an empty dot; these supply stations are currently unavailable.
  • the user has the possibility of changing the display on the screen 118 on the one hand and of making presettings for the calculation of the accessibility on the other hand.
  • the user has the possibility of changing the display on the screen 118 on the one hand and of making presettings for the calculation of the accessibility on the other hand.
  • only supply stations are to be considered which can be reached with full force (for example because a storm is coming up) or which should also be taken into account that can also be reached at half power or at a slower speed.
  • the system is particularly suitable for replaceable electrical accumulator blocks, wherein a unit may consist of one or more structurally coupled blocks.
  • the method for dynamically determining a route is generally suitable for vehicles, regardless of the type of fuel. It describes an operating mode of a navigation system in which the energy supply on board the vehicle and the availability of suitable supply points are included in the route determination.
  • V-ECU vehicle control unit

Abstract

L'invention concerne un procédé pour faire fonctionner un véhicule comportant un système d'entraînement électrique et au moins une unité d'énergie électrique rechargeable et échangeable, le système d'entraînement électrique étant alimenté en énergie d'entraînement électrique par l'unité d'énergie électrique, et l'unité d'énergie électrique étant rechargée ou échangée lorsque son état de charge est faible.
EP10719245A 2009-04-08 2010-03-31 Véhicule électrique permettant une réservation de stations-service assistée par gps Withdrawn EP2416984A1 (fr)

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DE102009016869A DE102009016869A1 (de) 2009-04-08 2009-04-08 Verfahren zum Betreiben eines Fahrzeugs
PCT/EP2010/002070 WO2010115573A1 (fr) 2009-04-08 2010-03-31 Véhicule électrique permettant une réservation de stations-service assistée par gps

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US (1) US20120158229A1 (fr)
EP (1) EP2416984A1 (fr)
JP (1) JP2012523551A (fr)
KR (1) KR20120006538A (fr)
CN (1) CN102387936A (fr)
BR (1) BRPI1013512A2 (fr)
DE (1) DE102009016869A1 (fr)
WO (1) WO2010115573A1 (fr)

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DE102009016869A1 (de) 2010-10-14
US20120158229A1 (en) 2012-06-21
CN102387936A (zh) 2012-03-21
WO2010115573A1 (fr) 2010-10-14
KR20120006538A (ko) 2012-01-18
JP2012523551A (ja) 2012-10-04

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