WO2016113297A1 - Procédé permettant de faire fonctionner un véhicule automobile muni d'un dispositif solaire et véhicule automobile - Google Patents

Procédé permettant de faire fonctionner un véhicule automobile muni d'un dispositif solaire et véhicule automobile Download PDF

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Publication number
WO2016113297A1
WO2016113297A1 PCT/EP2016/050554 EP2016050554W WO2016113297A1 WO 2016113297 A1 WO2016113297 A1 WO 2016113297A1 EP 2016050554 W EP2016050554 W EP 2016050554W WO 2016113297 A1 WO2016113297 A1 WO 2016113297A1
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WIPO (PCT)
Prior art keywords
motor vehicle
energy
battery
information
operating
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PCT/EP2016/050554
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German (de)
English (en)
Inventor
Achim ENTHALER
Benjamin HASMÜLLER
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Audi Ag
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Publication of WO2016113297A1 publication Critical patent/WO2016113297A1/fr

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    • 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
    • B60L8/00—Electric propulsion with power supply from forces of nature, e.g. sun or wind
    • B60L8/003—Converting light into electric energy, e.g. by using photo-voltaic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K16/00—Arrangements in connection with power supply of propulsion units in vehicles from forces of nature, e.g. sun or wind
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • 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]
    • B60L58/15—Preventing overcharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18054—Propelling the vehicle related to particular drive situations at stand still, e.g. engine in idling state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/35—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering with light sensitive cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K16/00—Arrangements in connection with power supply of propulsion units in vehicles from forces of nature, e.g. sun or wind
    • B60K2016/003—Arrangements in connection with power supply of propulsion units in vehicles from forces of nature, e.g. sun or wind solar power driven
    • 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
    • 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
    • B60L2240/66—Ambient conditions
    • B60L2240/662—Temperature
    • 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
    • B60L2240/66—Ambient conditions
    • B60L2240/665—Light intensity
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/20—Driver interactions by driver identification
    • 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
    • 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
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • B60W2710/244—Charge state
    • 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
    • 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
    • Y02E60/10—Energy storage using 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
    • Y02T10/70—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
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    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/90—Energy harvesting concepts as power supply for auxiliaries' energy consumption, e.g. photovoltaic sun-roof
    • 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

Definitions

  • 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.
  • the invention also relates to such a motor vehicle.
  • the electrical system In order to recharge the battery, the electrical system must have at least one (additional) electrical energy source.
  • 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.
  • a control device 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.
  • 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.
  • a solar device which usually has at least one solar cell.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • an intermediate value is 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.
  • 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 .
  • the input data in particular a newly determined and / or updated during the Brock istsphase 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.
  • 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.
  • 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.
  • 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.
  • 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 Brocksphase takes place, is known very precisely.
  • 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.
  • the destination is usually known and can be easily queried by the navigation system as location information.
  • 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.
  • 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.
  • 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.
  • 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;
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 Netflixbetnebsphase 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.
  • 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.
  • 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.
  • time of day information about the non-occupational phase and / or time range as a supplement to the duration is particularly useful when shorter non-operational phases are taken into account, the situation in the daily routine is not insignificant.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • At least part of the input data is predetermined by the driver.
  • a suitable user interface can be used.
  • 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.
  • 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.
  • 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.
  • a battery 3 here a conventional 12 volt lead-acid battery.
  • 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.
  • a DC-DC converter 6 as a second energy source.
  • 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.
  • 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.
  • FIG. 2 shows a corresponding flow chart.
  • the method begins in step S1 with the determination of input data.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 Tin jossphase can be easily assigned.
  • 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.
  • the minimum charging state is set as the nominal charging state, otherwise the intermediate value.
  • the nominal state of charge is 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.
  • 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.
  • 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.
  • 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.
  • step S4 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.
  • step S6 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé permettant de faire fonctionner un véhicule automobile (1) qui présente un dispositif solaire (4) servant à produire de l'énergie électrique en tant que première source d'énergie électrique, au moins une deuxième source d'énergie électrique, au moins une batterie (3) alimentant un réseau de bord (2) comprenant au moins un consommateur (8), et un dispositif de commande (7) commandant le mode charge de la batterie (3) à partir des sources d'énergie. Une quantité d'énergie produite par le dispositif solaire (4) pour charger, au cours de la phase de non fonctionnement, la batterie est calculée à l'avance sur la base de données d'entrée décrivant une future phase de non fonctionnement du véhicule automobile (1), à partir de quoi un état de charge théorique de la batterie (3) au début de la phase de non fonctionnement est déterminé, et le véhicule automobile (1) fonctionne de telle manière que l'état de charge théorique est présent au début de la phase de non fonctionnement.
PCT/EP2016/050554 2015-01-16 2016-01-13 Procédé permettant de faire fonctionner un véhicule automobile muni d'un dispositif solaire et véhicule automobile WO2016113297A1 (fr)

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DE102015000577.4 2015-01-16
DE102015000577.4A DE102015000577A1 (de) 2015-01-16 2015-01-16 Verfahren zum Betrieb eines Kraftfahrzeugs mit einer Solareinrichtung und Kraftfahrzeug

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