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
  • 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
  • B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
• • 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
  • 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
  • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
• • 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
  • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
  • B60L58/13—Maintaining the SoC within a determined range
• • 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
  • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M16/00—Structural combinations of different types of electrochemical generators
  • H01M16/003—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers
  • H01M16/006—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers of fuel cells with rechargeable batteries
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M8/00—Fuel cells; Manufacture thereof
  • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
  • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
  • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
  • H01M8/04537—Electric variables
  • H01M8/04604—Power, energy, capacity or load
  • H01M8/04611—Power, energy, capacity or load of the individual fuel cell
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M8/00—Fuel cells; Manufacture thereof
  • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
  • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
  • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
  • H01M8/04537—Electric variables
  • H01M8/04604—Power, energy, capacity or load
  • H01M8/04626—Power, energy, capacity or load of auxiliary devices, e.g. batteries, capacitors
• • 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
  • B60L2240/40—Drive Train control parameters
  • B60L2240/42—Drive Train control parameters related to electric machines
  • B60L2240/423—Torque
• • 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
  • B60L2240/40—Drive Train control parameters
  • B60L2240/46—Drive Train control parameters related to wheels
  • B60L2240/463—Torque
• • 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
  • B60L2240/64—Road conditions
  • B60L2240/642—Slope of road
• • 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
  • B60L2240/70—Interactions with external data bases, e.g. traffic centres
• • 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
  • B60L2260/00—Operating Modes
  • B60L2260/40—Control modes
  • B60L2260/42—Control modes by adaptive correction
• • 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
  • B60L2260/00—Operating Modes
  • B60L2260/40—Control modes
  • B60L2260/50—Control modes by future state prediction
  • B60L2260/54—Energy consumption estimation
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2200/00—Type of vehicle
  • B60Y2200/90—Vehicles comprising electric prime movers
  • B60Y2200/91—Electric vehicles
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M2220/00—Batteries for particular applications
  • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
  • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
• • 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
  • Y02E60/30—Hydrogen technology
  • Y02E60/50—Fuel cells
• • 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
  • Y02T10/72—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
  • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

• the invention relates to a method for operating an electric drive system of a motor vehicle, according to the type defined in more detail in the preamble of claim 1.
• Electric drive systems for motor vehicles in particular also for commercial vehicles, with a backup battery and at least one fuel cell are known from the general prior art. Furthermore, it is known that fuel cells react disadvantageously to very rapid and dynamic changes in the fuel cell power with regard to their performance and with regard to their service life. It is therefore also known for such electric drive systems to optimize them in such a way that these problems can be remedied.
• the generic DE 102017213 088 A1 describes a method for operating an electric drive system of a motor vehicle with at least one fuel tank for a fuel cell and at least one traction battery.
• navigation data are read in and processed in order to use route information to predict consumption data and thereby define phases for the operation of the fuel cell and phases without operation of the fuel cell.
• the aim of the optimization can be, for example, an optimization of the overall range, an optimization of the performance, an optimization of the number of refueling stops or the like.
• the object of the present invention is to further improve such a method.
• the method according to the invention provides that route data is determined, after which consumption data is predicted based on this route data and the operation of the fuel cell is optimized using this data.
• route data is determined, after which consumption data is predicted based on this route data and the operation of the fuel cell is optimized using this data.
• a total energy requirement for the planned route is determined, based on the forecast consumption data.
• An average fuel cell output is then determined, which is required to provide this total energy requirement together with the energy stored in the backup battery at the time of starting, so that the vehicle can cover the route.
• An average fuel cell power or below also terms such as areas and phases, which can relate to the journey, mean mean values in each case with regard to time units or distance units. In essence, these units are dependent on each other, so that it does not play a significant role whether the considerations are made over the path or over the time required for this path.
• the average fuel cell power which is required to cover the entire route together with the energy that may still be stored in the buffer battery, is assumed to be the constant average fuel cell power over the entire route and is set in a corresponding constant power trajectory for the power required from the fuel cell .
• the fuel cell is then operated using this trajectory.
• limit values of the buffer battery are violated when covering the route with precisely this power trajectory.
• limit values can be, for example, temperatures that are too high, currents that are too high, a dynamic load on the backup battery that is too high, or the like.
• its state of charge in particular is used as a limit value, possibly in addition to other of the variables mentioned, as a limit value for the backup battery. This is also used below for the exemplary description of the method, which, however, is not intended to be limited to just this state of charge.
• the process is already completed at this point so that operation can take place with this constant power trajectory corresponding to the average fuel cell power. If, on the other hand, a limit value is violated, then the power of the fuel cell is changed by a constant amount in the area, and here again either in the temporal or in the distance-related area, in which this violation of the limit value occurs. The power is thus increased or decreased, for example. If the limit value is, for example, the state of charge of the battery and this falls below a critical limit value, then the power of the fuel cell would be increased accordingly in order to have energy to recharge the buffer battery and thus prevent the state of charge from falling below the critical limit value.
• the power of the fuel cell is now adjusted in the chronological sequence, reduced in the example just described by an average provide the average fuel cell power again over the entire route. This actually results in a new power trajectory for the power from the fuel cell, which in the example described above would look like this: it first starts constantly at the value of the average fuel cell power, then is temporarily increased in the area where the exemplary limit value of the state of charge is violated, to then continue to run constantly below the previously determined average fuel cell output.
• This new power trajectory is now checked again in the manner described, with these steps being repeated until a power trajectory without violation of limit values of the buffer battery has been determined, which is then used to operate the fuel cell.
• the size of the phase during which the power of the fuel cell is adjusted is greater than the range in which the limit value is violated.
• the start of the phase is before the onset of the injury. This is possible because the optimization is based on a forecast and therefore does not have to wait until the limit value is actually violated. It can therefore already counteract such a violation of the limit value before it actually occurs in order to avoid it and thus in particular to protect the backup battery and to optimize its service life. Above all, however, a dynamic load on the fuel cell is dispensed with.
• the power trajectory includes at least one phase with constant power in the respective phase.
• the power trajectory can therefore consist of a single phase, which is as long as the entire route or the time required for the route, for example in the event that no violation of a limit value of the backup battery is detected during the first check. It is then correspondingly constant at the average fuel cell power level, so that the fuel cell is continuously operated at steady-state power. If there are several phases, the output of the individual phases can deviate from one another, but it remains constant within the respective phase in order to allow the fuel cell to switch to having to expect the performance, which would be very disadvantageous in terms of the service life of the fuel cell.
• Another very advantageous embodiment of this method also provides that, in the case of several phases, the transitions between the phases of constant power are specified in the form of ramps and/or curves.
• ramps or possibly also curves can be specified, which are based in particular on a permitted rate of change in the power of the fuel cell, in order to further phlegmatize the operation of the fuel cell through "smooth" transitions between the individual phases of constant power and to correspondingly protect the fuel cell operate.
• An extraordinarily favorable development of the method according to the invention can also provide for the check to take place from the start of the route to the first violation of a limit value.
• the test is therefore carried out iteratively, from the start of the route to the first violation of a limit value.
• the fuel cell performance is then adjusted to no longer violate this limit, which means that if the test is repeated, it starts again at the start and then tests from left to right in a distance or time diagram, so to speak, until a limit violation occurs again, if necessary, which then represents the new “first” violation for this review.
• the performance of the fuel cell is then also adjusted again and, if necessary, this is repeated until no more limit values are violated over the entire route.
• the method can carry out the prognosis of the consumption values on the basis of a modeling of the vehicle with a calculation of drive and braking torques on the route.
• Such modeling of the vehicle which can be "fed” with corresponding parameters such as the curb weight, the vehicle load and other vehicle-specific boundary conditions that remain the same or that change over time, allows a relatively good forecast of the consumption values in order to be able to use the to improve the method according to the invention even further.
• the route data can originate from a navigation device of the vehicle, as is the case in the generic prior art mentioned at the outset.
• the method has its particular advantages when the route planning is carried out in a very forward-looking manner and over a large route area or period of time and is typically also adhered to relatively strictly.
• it can in particular use route data from a vehicle-external server, which can be designed, for example, as part of a navigation system in the cloud or, according to the advantageous variant just described, as a transport management system for logistics planning.
• a logistics planning using a transport management system provides a very long-term and reliable route forecast with stopping points, refueling points, rest periods and the like.
• the driver, the moving load, its weight and other vehicle parameters are also stored in the transport management systems typically used, so that the forecast can be made extremely efficiently and reliably. Due to the relatively large period of time over which the route is planned in advance, a further optimization with regard to the most economical operation of the fuel cell is also achieved by the method according to the invention.
• the state of charge of the buffer battery can be used as a limit value.
• a starting value of the state of charge of the backup battery which is required for considering the total energy required, can be measured accordingly, so that the actual state of charge of the backup battery is used.
• a strategic charge can be made by recharging the buffer battery or by discharging and feeding electricity back into the power grid optimized state of charge before the start. The same applies if recharging takes place on the way from the power grid, for example when a commercial vehicle is being loaded or unloaded.
• the actual state of charge can be checked cyclically, with the power trajectory being redetermined for the remaining route if it leaves a tolerance band around the predicted state of charge.
• the reaction can be such that the area between the forecast curve and the respective limit value is integrated accordingly in order to obtain an energy content, which is then correspondingly represented by a Increasing or reducing the power of the fuel cell by a constant value for a corresponding period of time, if possible before the limit value is violated, can be compensated accordingly.
• the route data within the meaning of the present invention can also include inclines, declines and other events that are permanently present on the route in addition to the pure route.
• the route data can also contain information that can come from third-party providers, for example. This can include, for example, weather data, traffic data, data about current construction sites, traffic jams, the forecast of traffic density distributions on the route and the like.
• FIG. 1 shows a schematic block diagram of a system with which the method according to the invention can be carried out; and FIG. 2 shows various diagrams of the battery state of charge and the nominal power value of the fuel cell, which result in an exemplary application of the method according to the invention.
• a first step is a logistics planning in the box labeled 1 here, which is carried out by a fleet operator of a fleet of vehicles, in particular commercial vehicles.
• this logistics planning 1 is carried out in a so-called transport management system (TMS).
• Transport orders are linked to individual vehicles 2 and their drivers.
• a time and route planning for the respective vehicle 2 is carried out.
• the data package created in this way in logistics planning 1 typically contains the route data, ie the coordinates of the individual sections, a schedule with departure times, loading and unloading times, break times and the like.
• information about the vehicle 2 for example various vehicle parameters, its equipment, its vehicle identification number and the like, is stored in the data packet.
• the data packet also contains data on the driver and on the vehicle's load, and here in particular on its weight.
• This data packet can be transmitted via the communication labeled 1a to a driving strategy module 3 and received there via a data interface 3.1. It is then further processed in a driving prediction module 3.3. Matching the information about vehicle 2 from the data packet transmitted via communication 1a, data about vehicle 2 is requested via communication 2a/2b via a further interface module 3.2 or read out using a communication module 2.1 of vehicle 2.
• a communication module 2.1 of vehicle 2. include, for example, physical measured values of the tank 2.3, such as pressure, temperature and filling quantity, which are recorded by a tank control module 2.4, and the state of charge of a backup battery 2.8 and, for example, their thermal load, which can come from a battery management module 2.7.
• the driving prediction module 3.3 of the driving strategy module 3 uses the logistics planning data and the vehicle data to calculate the energy requirement and other vehicle states on the planned route with the planned vehicle.
• the influences of the traffic, if necessary the driver, the topography, the weather and the traffic infrastructure are also taken into account accordingly.
• This information can be requested via additional modules 4, for example in the form of weather information 4.1 and/or traffic information 4.2 as data packets via route 4b and/or retrieved via route 4a.
• An operating strategy module 3.4 can use the calculated results of the driving prediction module 3.3 to determine an optimized power requirement for a fuel cell 2.6.
• the necessary drive and braking torques for the entire route are now calculated using a vehicle model, into which the vehicle data of vehicle 2 flow. These are then converted into a power requirement or into a recuperation power from the electric drive machine. From this, an average power requirement based on the respective route section or the respective time unit can be calculated for the entire route. There is therefore an average constant value of the power requirement over the entire route. An average power to be supplied by the fuel cell 2.8 can then be calculated on the basis of the energy in the backup battery 2.6 and this average power requirement or the total energy requirement on the route.
• the state of charge of the buffer battery 2.8 As a starting value for the state of charge of the buffer battery 2.8, either the actual value that has been recorded via the battery management module 2.7 can be used or, if there is a possibility of connecting the vehicle 2 or its buffer battery 2.8 to a power grid, it can be done by charging the Buffer battery 2.8 or feeding back energy from the buffer battery 2.8 into the network, an optimal starting value for the state of charge (SOC) of the buffer battery 2.8 can be set.
• SOC state of charge
• the strategic planning is already complete and the fuel cell 2.6 is operated with this mean value, i.e. a constant power trajectory.
• a new power trajectory for the fuel cell 2.6 is created with a correspondingly adapted power in the last section shown here, so that the sum total of the average power and thus the total energy from the fuel cell 2.6 for the route, which was determined at the beginning, get.
• a renewed check no longer results in violations of the limit values of the backup battery 2.8, so that the optimal operating strategy has been found in which the limit values of the backup battery 2.8 are within the permissible limits .
• the power trajectory for the fuel cell 2.6 now consists of different phases with different power levels of the fuel cell 2.6, with the power remaining constant within each of the phases, however. This enables a very gentle operation of the fuel cell 2.6. This can be further improved by optionally using ramps or other curves instead of a sudden change in performance, as shown here with a solid line, which are based on the maximum rate of change that can be used for the fuel cell 2.6 without a loss service life and performance is possible. In the representation of FIG. 2d), these ramps are drawn in as dashed lines in the power trajectory.
• this data is calculated after the calculation, which as here shown, preferably in a cloud, displayed to the fleet operator or dispatcher in the logistics planning 1 on the path designated 1b and at the same time transmitted to the vehicle 2 on the path designated 2b.
• this calculation could also be carried out completely in the vehicle, which does not further affect the method described, but only changes the communication paths in a manner that is self-evident to the person skilled in the art.
• the calculated operating strategy is then forwarded in the form of a location- or time-dependent power target value for the fuel cell 2.6, i.e. its power trajectory and an assumed precalculated course of the state of charge of the buffer battery 2.8 via the communication module 2.1 to a central drive control module 2.2 of the vehicle 2, which then Operating strategy in the vehicle 2 implemented accordingly.
• the drive control module 2.2 uses the precalculated power trajectory for the fuel cell 2.6 to specify desired values in the vehicle 2 via the control module 2.5 of the fuel cell 2.6. At the same time, the drive control module 2.2 checks whether there are any deviations between the planned course of the state of charge of the buffer battery 2.8 and the real course during the journey, which can be called up from the battery management module 2.7. If there are deviations between the planned and the actual course of the state of charge of the backup battery 2.8 or if thermal load limits are reached,
• the drive control module 2.2 can make corrections in the power requirement of the fuel cell 2.6. Up to a certain predefined threshold or a tolerance range around the calculated planned state of charge, this can also remain unnoticed. However, if such a tolerance band is exceeded, it can make sense if the further calculation is not only carried out in the vehicle 2, but is also reflected back to the corresponding driving strategy module 3 in order to carry out the planning process described above again for the remainder of the route ahead and thus the Optimizing planning, even if deviations occurred on the way, for example due to unforeseeable external events such as a sudden traffic jam due to an accident, an unplanned deviation from the route due to a short-term detour or the like.
• route data can also be updated, in particular with additional information, e.g. updated traffic data, traffic flow data, weather information or the like.

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• 2020
  • 2020-07-08 DE DE102020004102.7A patent/DE102020004102A1/de active Pending
• 2021
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  • 2021-07-05 CN CN202180048130.0A patent/CN115812048A/zh active Pending
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