WO2016113297A1

WO2016113297A1 - Method for operating a motor vehicle with a solar device, and motor vehicle

Info

Publication number: WO2016113297A1
Application number: PCT/EP2016/050554
Authority: WO
Inventors: Achim ENTHALER; Benjamin HASMÜLLER
Original assignee: Audi Ag
Priority date: 2015-01-16
Filing date: 2016-01-13
Publication date: 2016-07-21
Also published as: DE102015000577A1

Abstract

A method for operating a motor vehicle (1) which has a solar device (4) for generating electrical energy as a first electrical energy source, at least one second electrical energy source, at least one battery (3) supplying an on-board power supply (2) comprising at least one consumer (8), and a control unit (7) controlling the charging operation of the battery (3) from the energy sources, wherein an energy amount generated by the solar device (4) for charging the battery (3) during the non-operating phase is precalculated from input data describing a future non-operating phase of the motor vehicle (1), from which a target charge state of the battery (3) is determined at the beginning of the non-operating phase and the motor vehicle (1) is operated such that the target charge state is present at the beginning of the non-operating phase.

Description

Method for operating a motor vehicle with a solar device and motor vehicle

The invention relates to a method for operating a motor vehicle, comprising a solar device for generating electrical energy as a first electrical energy source, at least a second electrical energy source, at least one battery supplying a vehicle electrical system with at least one consumer and a controller controlling the charging operation of the battery from the energy sources having. In addition, the invention also relates to such a motor vehicle.

In principle, modern motor vehicles always have at least one electrical system which is fed by a rechargeable energy source, specifically a battery. In particular, in electric and hybrid vehicles even configurations are known in which there are several electrical systems, usually a low voltage electrical system, the operating voltage is lower than that of a high voltage network and the high voltage network. Low-voltage networks or the electrical systems from which most consumers are supplied within the motor vehicle, for example, can be operated at a voltage of 12 V.

In order to recharge the battery, the electrical system must have at least one (additional) electrical energy source. In conventional motor vehicles, this is usually the generator known as an "alternator", wherein electrical energy can also be recuperatively obtained in motor vehicles with an electric motor and / or an energy exchange can take place between several on-board networks, for example via a DC-DC converter a battery of a low-voltage network from the high-voltage network, in which, for example, an electric motor is operated as a generator, are charged the. External energy sources are also conceivable which can charge a battery of a motor vehicle associated with a vehicle electrical system, in particular in the case of electric motor vehicles and the so-called plug-in hybrids.

For controlling the charging operation of the battery from the internal and external energy sources and usually also for controlling the energy output of the battery to the electrical system, a control device is usually provided in motor vehicles. Particular, the life of the battery conducive and the battery aging detrimental charging states and / or charging operations are particularly preferred, it has been shown that a high state of charge degradation of the properties of the battery is less detrimental than a low state of charge.

As a further source of electrical energy has been proposed in motor vehicles now also a solar device, which usually has at least one solar cell. For example, the solar device can be realized on the roof side in the motor vehicle, so that ultimately a solar roof is formed. This makes it possible to convert solar energy into electrical energy. The supplied by the solar device electrical energy can be consumed directly in the vehicle, but also used to charge the battery, usually a low-voltage battery, in particular a 12 V battery. After the services supplied by a solar device are usually significantly lower than the requirements of the electrical system, a charging of the battery from the solar device is usually then performed when the motor vehicle is not in operation, ie in a non-operating state.

In order to be able to make maximum use of such a solar device, which in particular can also reduce the consumption of internal combustion engines and thus the development of pollutants, sufficient storage capacity for the electrical energy supplied by the solar device should always be able to be charged in a non-operating phase of the motor vehicle be available. To ensure this, it has been proposed to provide an additional battery in the motor vehicle and / or a fixed one Reserve amount of energy in the already existing battery of the electrical system for solar energy.

However, it is difficult to select an appropriate amount of energy, ie storage capacity, which should be reserved for the solar device and charging in non-operational states. In particular, there are great differences between the energy conversion options of the solar device in summer and in winter, so that it may happen that you reserve too little in summer and too much storage capacity in winter. The result of this is that on the one hand not all recoverable solar energy can be stored, on the other hand, however, that when reserving storage capacity in the battery due to the low state of charge too fast battery aging occurs after the battery often for long periods at lower charge states is held.

The invention is therefore based on the object of specifying an operating method in which a battery aging is reduced despite the possibility of storing large amounts of recoverable solar energy.

To solve this problem is provided according to the invention in a method of the type mentioned that from a future non-operational phase of the motor vehicle descriptive input data during the Nichtbetriebsphase for charging the battery generated by the solar device energy amount is calculated, from which determines a nominal state of charge of the battery at the beginning of non-operational hare and the motor vehicle is operated so that the nominal state of charge is present at the beginning of the non-operating phase.

According to the invention, therefore, it is proposed to predict based on input data, which amount of energy is expected to be made available by the solar device during the next non-operating phase of the motor vehicle. Based on this, an adaptation of the operating strategy of the motor vehicle or, specifically, an adaptation of the battery management can be carried out in order to reduce the battery of the motor vehicle. zeugs only to a certain state of charge, the nominal state of charge to charge, or to let fall the state of charge during operation to the nominal state of charge, so that the necessary battery capacity is available at the beginning of the non-operating phase. Thus, while it was previously thought to discharge the battery to a minimum state of charge, in order to always possible to store a maximum amount of solar energy, the present invention allows to deviate from this minimum state of charge, when the prediction of the amount of energy that the battery can be kept much higher states of charge, so that therefore a lower battery aging occurs. The necessary for the storage of solar energy battery capacity is therefore kept depending on the situation for the solar charging process. Due to this situation-based reservation of storage capacity is therefore always ensured that the optimal storage capacity is available to store the generated solar energy; Furthermore, especially when small quantities of energy generated are predicted, longer periods of charge of the battery can be maintained for a longer time.

It is of course expedient if the nominal state of charge is determined within an interval described by a predetermined minimum state of charge and a predetermined maximum state of charge. The minimum state of charge is a state of charge, which ensures that the basic functionality in the electrical system, in particular trouble-free starting the motor vehicle, continue to be available, so that the battery is not discharged too much. The maximum charge state may result from the maximum energy storage capacity of the battery; however, it may also be determined so as to avoid certain excessive charge states that could have a bad effect on battery performance. Incidentally, it is quite conceivable that at least the minimum state of charge is also selected depending on situation data, for example, higher in winter than in summer and the like. In any case, it is expedient for an intermediate value to be determined as the maximum charge state of the energy quantity less than the minimum charge state when the intermediate value falls below the minimum charge state. was used as a nominal charge state. In this way it is ensured that the minimum charge state is not undershot, whereby the maximum charge state is oriented.

In addition to controlling the operation of the motor vehicle in the operating phase, the method may also be particularly advantageous for controlling the charging and / or power consumption of the battery in the non-operating phase, including the input data, which may be at least partially and / or supplemented , Thus, a preferred embodiment provides that the input data, in particular a newly determined and / or updated during the Nichtbetriebsphase portion of the input data, are also taken into account in the control of the charging process and / or energy consumption in the non-operating phase.

Specifically, it can be provided for this purpose that when charging the battery in the non-operating phase of several energy sources, an energy consumption from a second and / or third, motor vehicle external energy source is reduced in terms of expected energy amount on the part of the solar device. In other words, when the battery is charged from other energy sources in the non-operating phase, energy can be retained from energy sources other than the solar device in order to be able to accommodate the amount of energy that has defined the nominal state of charge. If it emerges from the input data that the light required for the energy conversion (or the required photovoltaic power) is available at a later time of the non-operating phase, energy consumption, for example for control devices and sensors which are active despite the non-operation, can be taken into account, for example charging from other energy sources and / or the state of charge of the battery, so that ideally an optimal utilization of the solar energy is given. Such a configuration is also particularly relevant for charging processes of electric and plug-in hybrid motor vehicles, in which frequently the charging device for the battery of the high-voltage network is also used for charging the battery of the low-voltage network, in particular via a DC-DC converter, and the like. Useful input data for determining the desired state of charge can be divided into different groups, with input data from all these groups preferably being present, so that in the following, when discussing input data of a group, reference is already made to synergy properties with input data of other groups, before they have been discussed in detail. Main groups of useful input data include location information describing the location of the non-operation phase, the circumstance information describing power generation conditions for the solar device, time information describing available power generation period, and of course characteristics of the solar device, in particular, a performance map.

It can thus be provided that at least one location information describing the location of the non-operating phase is used as the input date. It has been found that the place where the motor vehicle is parked in the non-operational phase has significant effects on the recoverable solar energy. In this case, the most precisely available location information relates to the destination of the current operating phase of the motor vehicle, after the place where the Nichtbetriebsphase takes place, is known very precisely.

Thus, it can be provided that at least one of the at least one location information is determined for a destination that is known from navigation information of a navigation system and / or predicted, in particular taking into account historical operating data of the motor vehicle and / or driver data about the driver of the motor vehicle. If the motor vehicle is currently operated with the aid of a navigation system of the motor vehicle, the destination is usually known and can be easily queried by the navigation system as location information. However, it is also possible to predict the destination. For this purpose, historical, ie accumulated over time, operating data of the motor vehicle can be considered, after it occurs in many drivers that regularly scheduled trips through for example, it is usually driven home from work to home for a certain period of time, and at home from work in another period, and the like. For navigation systems, such predictions of destinations have already been proposed, whereby the corresponding prediction processes or prediction algorithms can naturally also be used profitably in the context of the present invention. Such prediction algorithms frequently also use driver data about the driver of the motor vehicle, in particular calendar data and / or other appointment data, which can be accessed, for example, via a suitable Internet interface. If, for example, it is known that the driver has an appointment at a specific destination shortly, it is to be assumed that he will also drive to this destination. Such a prediction can now not only be used to assist the driver during navigation, but it is also conceivable to incorporate such knowledge into a determination of the amount of energy generated during the non-operational phase.

It is particularly advantageous if a geodetic position specification, in particular a latitude and / or a longitude and / or a height above the sea level, is determined as the location information. From such geodetic position information can be particularly advantageous conclusions on the sun, the sunrise and the sunset, which brings important data in the assessment of the recoverable amount of energy for certain periods or longer periods of time. Also, the height at which the motor vehicle is parked has, as has been shown, a not insignificant influence on the actual recoverable amount of energy of the solar device. Appropriate known relationships can be used to determine the amount of energy even more accurate.

It should be noted at this point that it is not essential, especially with regard to the geodetic position information, to know very precisely the destination. Rather, current position information of the motor vehicle during operation, for example, get over a GPS sensor, used as a substitute, since slight variations in latitude or longitude will only have a rather small influence on the recoverable amount of energy of the solar device; Nevertheless, the exact knowledge of the destination is absolutely expedient, since further input data can be derived from this input data, in particular circumstantial information which ultimately relates to the conditions at the location of the non-operating phase, in particular at the destination.

Thus it can thus be provided that at least one circumstance information describing the energy recovery conditions for a solar device is used as the input data. Such circumstance information may be weather information in a location area of the non-operating phase, in particular a clouding information and / or a temperature indication. The efficiencies of solar devices are often dependent on the outside temperature; In addition, it goes without saying that the amount of available sunlight is reduced in the presence of clouds, and consequently a smaller amount of energy can be generated. Thus, information such as degree of cloud coverage and temperature are useful quantities for more accurate estimation of the amount of energy that can be gained. While weather information may already be determined for a current position of the motor vehicle in the operating phase, it is particularly useful if as location information as just described , already a destination exists, to which, for example, via an Internet interface, weather information can be queried.

Another useful circumstance information is shading information for the location of the non-operating phase. For example, if it is known that the motor vehicle will be parked in a garage, no or very little energy can be obtained with the solar device. In this context, it is once again expressly pointed out the advantages of using the input data also for controlling the charging process in the non-operating phase, because then even if the motor vehicle Only then has it been ascertained to what extent there is shadowing, nor is there an adjustment. If, in a recalculation, the amount of energy is then corrected downwards, and consequently the charge state upwards, further energy sources which can be used in the non-operating phase can be utilized to a greater extent; in the opposite case weaker or it can energy consumption of even in the non-operating phase active consumers are adjusted to even then to be able to adjust the nominal charge states and thus available energy storage capacity.

A particularly advantageous embodiment of the present invention provides that at least one of the at least one circumstance information, in particular as a statistical indication of an energy production variable for solar devices, a foreign vehicle information determined from energy production data of several other motor vehicles in a local area of non-operational phase is determined. Consequently, information from other motor vehicles, which can also have a solar device, but need not necessarily be taken into account, which can be obtained, for example, via a computer-external computing device, in particular a server. For example, time-averaged services of solar devices can be considered as energy production quantities, but it is also possible to combine data from light sensors of motor vehicles in order to obtain information about the overall illumination and the like. Such energy generation data are thus transmitted by the motor vehicles in particular to a server, where corresponding circumstance information can be determined and provided by statistical evaluation, in particular energy production variables. In each case specific, in particular fixed local area are considered.

Another useful input date is time information describing an available energy harvesting period, and thus may be used as well. It is concretely conceivable that a predetermined and / or predicted duration of the non-operating phase is used as time information. If there is no further information, can For example, as the duration of Nichtbetnebsphase a day are given for which even if appropriate circumstantial and local information is present, without further information on the start and end time of the duration of energy quantities can be determined accordingly. However, it may also be expedient to predadue a duration of the non-occupational phase, it being possible to determine that the predicted duration of the non-occupational phase is determined from historical operating data of the motor vehicle and / or driver data about the driver of the motor vehicle, in particular calendar data and / or appointment data. This is evident from data that can also be based on the predicted determination of a destination, so that it is expedient to be able to determine both input data as far as possible. For example, if it is known that the driver works every day for a certain period of time, it can be assumed that he will not leave his motor vehicle at the workplace for longer than this period, which results in a duration of the non-occupational phase. The same applies to an evening parking the motor vehicle on working days. Calendar and appointment data provide information on when the motor vehicle is needed again to get to another place where an appointment is made.

Another extremely expedient time information is given if the time information used is a date for the non-occupational phase. From the time of the year in many places on the planet earth, it depends on how many sunshine hours are available at which intensity, so that at least the indication of the season is useful. After a current date in the motor vehicle is usually present anyway, this date of receipt is particularly easy to determine, since minor deviations are less essential here.

Other useful time information is time of day information about the non-occupational phase and / or time range as a supplement to the duration. Such is particularly useful when shorter non-operational phases are taken into account, the situation in the daily routine is not insignificant. Finally, as input data, characteristics of the solar device, in particular a performance map, should be mentioned. For example, it is therefore conceivable to use a model in order to predict the amount of energy that can be gained in the non-operating phase. The accuracy of this model depends essentially on the available input data. If the period of the non-operating phase, as well as the location of the non-operating phase, are precisely known, the lighting conditions of the sun can also be calculated very precisely. Looking now also weather information and / or shading information, it is even more accurate predict the amount of sunlight available to the solar device, from which the energy quantity can be determined from the characteristics. Of course, in addition to a model, other approaches are conceivable, such as look-up tables for certain areas of the input data and the like. Such maps can also take into account the aging of the solar device and / or adapt to actually measured values.

An advantageous development of the invention provides that for controlling the operation of the motor vehicle, an operating strategy is determined and carried out taking into account current and future-related operating data of the motor vehicle. The aim of the operating strategy is to have reached a certain nominal state of charge at the beginning of the non-operating phase, whereby a wide variety of operating parameters can be taken into account in order to implement such an operating strategy, in particular by regulating the charging and discharging operation of the battery. After a large number of possible, variable operating parameters in the motor vehicle exists, it is expedient if at least one optimization criterion is taken into account when determining the operating strategy, wherein the optimization criterion can relate in particular to the battery. For example, as long as possible operation of the battery can be sought at high states of charge, as this counteracts the degradation of the battery by aging. It can also be provided to avoid too many and / or too fast loading and unloading operations. In the context of the present invention, concepts can be used to determine the operating strategy. the, as they have been proposed for example for electric and hybrid motor vehicles, for example, to have used as much as possible at a charging station, the electrical energy and the like.

As the operating data of the motor vehicle can be used a current state of charge of the battery and / or consumption information to consumers of the motor vehicle and / or energy source information to second energy sources. In addition to state data of the battery, in particular the state of charge, a prediction of the consumption of components of the motor vehicle can also be included, as well as a prediction of available energy of second energy sources.

As part of the operating strategy, at least one consumer of the motor vehicle can be switched on or off and / or regulated in its energy intake and / or the charging operation of the battery can be controlled during operation by selecting the second energy sources and / or energy quantities of the second energy sources. For example, when the target state of charge of the battery is lower than the current state of charge, second energy sources may be switched off at the end of the journey such that the desired discharge of the battery results in the desired state of charge; conversely, if the desired state of charge is higher, additional charging may be provided. If the consumption of components in the motor vehicle is also known or predictable, it is possible to selectively remove electrical energy from the battery in order to achieve certain states of charge and the like. If, for example, a generator and a DC-DC converter are deactivated as second light sources, the entire energy required in the vehicle electrical system would be taken from the battery, which leads to a discharge up to the nominal charging state, in particular when the parking position for the non-operational phase is reached. It should be noted that using optimization criteria can also result in more complex operating strategies.

Operating conditions, operating conditions and thus input data can of course change over time. Therefore, it is preferable if the Determination of the desired state of charge is repeated cyclically and / or in the presence of new and / or updated input data, so as to keep the nominal state of charge always up to date and in doubt to adjust the operating strategy can. If, for example, the destination changes, if new information about the duration of the non-operating phase is obtained and the like, a new nominal state of charge can result, which leads to an adapted operating strategy for the motor vehicle (and, if appropriate, later control of the charging process).

While it is conceivable in principle to carry out the determination of the amount of energy and the target state of charge by the motor vehicle itself, in particular by means of the already mentioned control device, an expedient development of the present invention can provide that the determination of the desired state of charge is carried out on a computer-external computing device, which with a Communication device of the motor vehicle communicates. The computing device can also be realized as a cloud and / or a server. For this purpose, the motor vehicle has a corresponding communication option, in particular an Internet interface, and transmits input data present on the part of the motor vehicle to the computer-external computing device together with the request for the amount of energy or even the nominal charge state. While it would be conceivable in principle to determine the operating strategy of the motor vehicle external computing device, it is inventively preferred to do this on the part of the motor vehicle, since the operating data, which may change rapidly, be present on the part of the motor vehicle and so a more efficient control on the Solar state is possible.

The use of a computer-external computing device proves to be particularly expedient if it communicates with a plurality of motor vehicles for the purpose of determining input data related in particular to local areas. Such a concept has already been discussed with regard to the determination of circumstantial information as input variables. In particular, all motor vehicles which carry out a regulation of the state of charge of the battery by means of the method according to the invention can be used. want to provide information for other motor vehicles, especially so energy production data, preferably during the non-operating phase, so that, for example, time-resolved energy recovery variables for solar facilities can be statistically calculated as input data, which can also be used by other vehicles to improve their forecasts.

It should also be noted at this point that, of course, it can also be provided that at least part of the input data is predetermined by the driver. For this purpose, a suitable user interface can be used. For example, it may be provided that a user specifies a time information as an anticipated duration of the non-operating phase, but a manual specification is also possible for other input data.

In addition to the method, the present invention also relates to a motor vehicle, comprising a solar device for generating electrical energy as a first electrical energy source, at least a second electrical energy source, at least one battery supplying a vehicle electrical system with at least one consumer and controlling the charging operation of the battery from the energy sources , Control device designed to carry out a method. All statements relating to the method according to the invention, which do not relate to a vehicle-external computing device, which determines the nominal charging state, can be analogously transferred to the motor vehicle according to the invention, with which therefore the already mentioned advantages can also be achieved.

Further advantages and details of the present invention will become apparent from the embodiments described below and with reference to the drawing. Showing:

1 is a schematic diagram of a motor vehicle according to the invention, and 2 shows a flowchart of an embodiment of the inventive method.

Fig. 1 shows a schematic diagram of a motor vehicle 1 according to the invention, which has a vehicle electrical system 2, which in the present case is operated at a voltage of 12 volts. The electrical system 2 is powered by a battery 3, here a conventional 12 volt lead-acid battery. However, other energy sources are connected to the electrical system 2, in particular a solar device 4 as a first energy source and a generator 5 as a second energy source. There may also be other second energy sources, for example, if there is another, operated at a higher voltage electrical system, a DC-DC converter 6 as a second energy source.

Also fed from the electrical system is a control device 7, which is realized here as a single control device, which controls the operation of the electrical system 2, in particular also the charging and discharging of the battery 3, both during operating phases and during non-operating phases of the motor vehicle 1. The control device 7 can therefore be referred to as an energy management control device.

The motor vehicle 1 also has other vehicle systems and control units, which for the sake of simplicity are summarized as consumers 8. Only shown in more detail is a communication device 9 which provides an Internet interface for the motor vehicle 1.

Among the other consumers 8 are also those that provide input data to the control device 7 which describe a future non-operational phase of the motor vehicle, from which a quantity of energy generated during the non-operating phase for charging the battery 3 by the solar device 4 is calculated. From this, the control device 7 can derive a desired charging state of the battery 3 at the beginning of the next operating phase, whereupon the motor vehicle 1 is operated such that the nominal charging state is also present at the beginning of the non-operating phase. An embodiment of the method according to the invention will now be explained in more detail with reference to FIG. 2, which shows a corresponding flow chart.

The method begins in step S1 with the determination of input data. Specifically, a weather information and shading information as well as statistically from energy production data of several other vehicles obtained energy production variables, time information is described as the input data location of the non-operating phase descriptive location information, specifically a destination with a geodetic position information, circumstance information describing the energy recovery conditions for the solar device 4 at the destination , Describe an available energy recovery period, here specifically a duration of the non-operating phase with start date and time and end date and time, and characteristics of the solar device 4 used.

If the motor vehicle 1 is navigated in the current operating phase, the destination can be easily retrieved from the navigation system of the motor vehicle 1, which can also provide geodetic position information, here a latitude, a longitude and a height above NN. However, a destination can also be determined predictively, with prediction algorithms preferably being used in the navigation system which take into account historical operating data of the motor vehicle 1 and driver data, in particular calendar data and appointment data. Once the destination is known, at least some of the circumstance information can also be determined. In particular, weather information for the destination can be queried via the Internet interface, which includes clouding information and a temperature indication. If the destination is known in more detail, for example as a garage or an open parking lot, shadowing information can already be derived from the known destination. Via the communication device 9, the motor vehicle 1 can also access a computer-external computing device on which energy production data of a multiplicity of other motor vehicles, which also have a solar device 4, are collected and statistically evaluated in order to determine energy production variables as circumstance information and location-related to other motor vehicles, in the present case also the motor vehicle 1, to make available.

If the motor vehicle is navigated, or if the destination is known, an arrival time can be predicted at this destination, as is often the case in navigation systems anyway. This arrival time can be regarded as the beginning of the non-operating phase, to which a predefined duration of the non-operating phase can now be added up in order to determine its end. However, it is preferable to predict the duration of the non-operating phase. For this purpose, the same data can be used as for the prediction of the destination, thus historical operating data of the motor vehicle describing journeys of the past, and driver data about the driver, in particular calendar data and appointment data. From these may result, when the driver is expected to start the next drive, so the next phase of operation of the motor vehicle 1. Thus, as the time information, the start time, the end time and the duration of the non-operating phase can be determined, wherein assigned dates can be easily found in a motor vehicle clock, therefore, the start and end times of Nichtbetriebsphase can be easily assigned.

After the weather conditions, the Abschattungsbedingungen and the position of the motor vehicle on the ground are known, the light conditions can be very time-resolved estimate very well, in which case the characteristics of the solar device 4 together with other environmental information, in particular the temperature and the energy recovery variables used to in the context of a model calculation to predict the amount of energy that is made available via the solar device 4 during the non-operational phase. This determination of the amount of energy takes place in a step S2. From the amount of energy in the present case results in a desired state of charge of the battery 3, which should be able to absorb this amount of energy as completely as possible. For this purpose, a maximum charge state of the energy can be considered, from which the amount of energy is subtracted to determine an intermediate value. If the intermediate value falls below a minimum charging state, which is to be maintained in order to ensure the functionality of the motor vehicle 1, the minimum charging state is set as the nominal charging state, otherwise the intermediate value. Of course, other variants for determining the nominal state of charge are also conceivable in principle, in particular if it is known that, for example due to a night, the energy production by the solar device will start later and the like.

In a step S3, an operating strategy for the motor vehicle 1 is determined, in particular with regard to the charging and discharging of the battery 3, the result of which is that the nominal charging state is reached at the beginning of the non-operating phase. In this case, optimization criteria are taken into account, which are intended to change the degradation of the battery properties by using the battery 3 as much as possible, for example keeping the battery state of charge high, in order to lower it to the nominal charge state only towards the end of the operating phase. For this operating strategy, operating data of the motor vehicle, which describe this current state but are also predictive, are taken into account, for example, in turn, information of the navigation system, fundamentally but of course also consumption properties and energy release properties of the second energy sources. By controlling the components connected to the on-board network 2 in accordance with the operating strategy, the nominal charging state is finally reached.

While the operating strategy is being performed, it is regularly checked in a step S4 whether there are changes in input data that require recalculation of the target state of charge. If so, this is done from step S1; otherwise the operating strategy will be continued. In this case, even if the non-operating phase has been reached, a further control of the charging and discharging of the battery 3 is made in order to use the amount of energy of the solar device 4 as optimally as possible, so that, for example, charging from other energy sources, even during the non-operating phase possible would be, suppressed or restricted and the like.

Also during this charging management is monitored in a step S6 whether there are any changes to be considered in order to adjust the state of charge of the battery 3, if necessary.

Although in the present embodiment, the method was carried out by the control device 7, an alternative embodiment is conceivable in which at least the determination of the amount of energy, in particular also of the nominal state of charge, is outsourced to a computing device external to the vehicle, in particular the computing device, the energy from the other Motor vehicles also input data determined by statistical evaluation.

Claims

PATENT APPLICATIONS

1 . Method for operating a motor vehicle (1) that has a solar device (4) for generating electrical energy as a first electrical energy source, at least one second electrical energy source, at least one battery (3) supplying a vehicle electrical system (2) with at least one consumer (8) and a control device (7) controlling the charging operation of the battery (3) from the energy sources, characterized

in that an energy quantity generated during the non-operating phase for charging the battery (3) from the solar device (4) is predicted from a future non-operating phase of the motor vehicle (1), from which a nominal charge state of the battery (3) at the beginning of the non-operating phase is determined and the motor vehicle (1) is operated so that the target state of charge is present at the beginning of the non-operating phase.

2. The method according to claim 1,

characterized,

that the Solladezustand is determined within an interval described by a predetermined minimum state of charge and a predetermined maximum state of charge.

3. The method according to claim 2,

characterized,

that an intermediate value is determined as the maximum charge state less of the energy amount, wherein when the intermediate value falls below the minimum charge state, the minimum charge state is used as a target charge state.

4. The method according to any one of the preceding claims,

characterized, the input data, in particular a portion of the input data newly determined and / or updated during the non-operating phase, are also taken into account in the control of the charging process and / or the energy consumption in the non-operating phase.

5. The method according to claim 4,

characterized,

that when charging the battery in the non-operating phase from a plurality of energy sources, an energy intake from a second and / or a third, motor vehicle external energy source with respect to a still to be expected amount of energy from the solar device (4) is reduced.

6. The method according to any one of the preceding claims,

characterized,

at least one location information describing the location of the non-operating phase is used as the input date.

7. The method according to claim 6,

characterized,

in that at least one of the at least one location information items is determined for a destination location known from navigation information of a navigation system and / or, in particular taking into account historical operating data of the motor vehicle (1) and / or driver data via the driver of the motor vehicle (1).

8. The method according to claim 6 or 7,

characterized,

in that a geodetic position information, in particular a latitude and / or a longitude and / or a height above the sea level, is determined as the location information.

9. The method according to any one of the preceding claims,

characterized, in that at least one circumstance information describing the energy recovery conditions for the solar device (4) is used as the input date.

10. The method according to claim 9,

characterized,

in that weather information in a location area of the non-operating phase, in particular clouding information and / or temperature indication, and / or shading information for the location of the non-operating phase is taken into account as circumstance information.

1 1. Method according to claim 9 or 10,

characterized,

in that at least one of the at least one circumstance information, in particular as a statistical indication of an energy production variable for solar devices, a foreign vehicle information determined from energy production data of several other motor vehicles in a location area of the non-operational phase is determined.

12. The method according to any one of the preceding claims,

characterized,

in that at least one time information describing an available energy recovery period is used as the input date.

13. The method according to claim 12,

characterized,

a predetermined and / or predicted duration of the non-operating phase is used as time information.

14. The method according to claim 13,

characterized, in that the predicted duration of the non-operational phase is determined from historical operating data of the motor vehicle (1) and / or driver data via the driver of the motor vehicle (1), in particular calendar data.

15. The method according to any one of claims 12 to 14,

characterized,

a time of day indication of the non-operating phase and / or a date of the non-operating phase is used as time information and / or the duration comprises a time range.

16. The method according to any one of the preceding claims,

characterized,

that characteristic data of the solar device (4), in particular a performance map, are used as input data.

17. The method according to any one of the preceding claims,

characterized,

in that an operating strategy is determined and carried out for controlling the operation of the motor vehicle (1) taking into account current and future operating data of the motor vehicle (1).

18. The method according to claim 17,

characterized,

in that a current state of charge of the battery (3) and / or consumption information on consumers (8) of the motor vehicle (1) and / or energy source information on second energy sources are used as operating data of the motor vehicle (1).

19. The method according to claim 17 or 18,

characterized,

in that as part of the operating strategy at least one consumer (8) of the motor vehicle (1) is switched on or off and / or regulated in its energy intake and / or the charging operation of the battery (3) is controlled during operation by selecting the second energy sources and / or amounts of energy of the second energy sources.

20. The method according to any one of the preceding claims,

characterized,

the determination of the desired charge state is repeated cyclically and / or in the presence of new and / or updated input data.

21. Method according to one of the preceding claims,

characterized,

in that the determination of the desired charge state takes place on a computer-external computing device which communicates with a communication device (9) of the motor vehicle (1).

22. The method according to claim 21,

characterized,

the computing device communicates with a plurality of motor vehicles for the purpose of determining input data related in particular to location areas.

23. Motor vehicle (1), comprising a solar device (4) for generating electrical energy as a first electrical energy source, at least a second electrical energy source, at least one on-board network (2) with at least one consumer (8) supplying battery (3) and a the charging operation of the battery (3) from the power sources controlling, designed to carry out a method according to any one of claims 1 to 20 control means (7).