WO2019081180A1

WO2019081180A1 - Method for determining a range of a motor vehicle, and motor vehicle

Info

Publication number: WO2019081180A1
Application number: PCT/EP2018/077150
Authority: WO
Inventors: Harry Hamann; Rainer Wrede
Original assignee: Volkswagen Aktiengesellschaft
Priority date: 2017-10-23
Filing date: 2018-10-05
Publication date: 2019-05-02
Also published as: DE102017124735A1

Abstract

The invention relates to a method for determining a range of a motor vehicle (1) having a drive train (2). The drive train (2) comprises at least one first electrical machine (3), at least one battery (4) for storing and providing electrical energy, at least one power electronics unit (5) for receiving, converting and outputting electrical energy, and at least one first transmission (6) for converting the rotational speed of the first electrical machine (3). The method comprises the following steps: providing a longitudinal-dynamics forward simulation model of the motor vehicle (1), determining a target speed profile of the motor vehicle (1), calculating an energy demand of the motor vehicle (1) by means of the provided longitudinal-dynamics forward simulation model on the basis of the determined target speed profile, sensing a storage state of the battery (4) of the motor vehicle (1) for operating the at least one electrical machine (3), and determining a range of the motor vehicle (1) on the basis of the calculated energy demand and the sensed storage state. The invention also relates to a motor vehicle (1).

Description

description

Method for determining the range of a motor vehicle and motor vehicle

The present invention relates to a method for determining a range of a

Motor vehicle. Furthermore, the invention relates to a motor vehicle, which is designed to determine a range.

The range of travel of an electric vehicle or a hybrid vehicle is affected by numerous physical quantities, such as in the all-electric drive mode as well as the engine-drive mode. the driving resistances and the power losses in the drive train. As driving resistance, for example, acceleration resistances due to vehicle weight, tire rolling resistance and

Vehicle flow resistance considered. The power losses in the drive train include, for example, the power loss of an electrical machine, an internal combustion engine, a transmission, a high-voltage battery or the like. In addition, the distance range also depends on a structure of the powertrain and the installed individual components. This concerns e.g. an interconnection and arrangement and thus physical effect of the electric machines, the power electronics, the HV battery, the transmission and possibly the internal combustion engine.

From WO 2012/048766 A1 a method for determining a range of a

Motor vehicle known. In this case, climatic factors which influence an operating strategy of the motor vehicle are taken into account. According to DE 10 2010 062 860 A1, current consumption values of electrical components of a motor vehicle are measured and displayed by means of a plurality of display devices in order to inform the driver of the vehicle

Motor vehicle to facilitate the identification and deactivation of components with a particularly high energy consumption. DE 10 2012 019 056 A1 discloses a method for determining a remaining range of a motor vehicle, which a

Vehicle weight as well as route data and traffic situation taken into account.

The known methods for determining a range of a motor vehicle or of an electric or hybrid vehicle are based on simplified models and / or

neglecting decisive physical variables influencing the range, such as internal battery resistance, external temperature, transmission oil temperature or the like, basically and / or neglecting the change of important vehicle parameters, such as changing the vehicle weight depending on the number of persons and the load, Change in tire rolling resistance as a function of tire inflation pressure. These simplified methods therefore often provide inaccurate forecasts of the electrical as well as the combustion engine range. In the case of inaccurate forecasts of the range serious disadvantages may occur for the customer, such as cost and time penalties caused by a stagnant vehicle or by unforeseen loading or refueling.

It is therefore an object of the present invention to remedy the disadvantages described above in a method for determining a range of a motor vehicle and in a motor vehicle or at least partially correct. In particular, it is an object of the present invention to provide a method for determining a range of a motor vehicle and a motor vehicle, which allow in a simple and cost-effective manner an improved or more accurate determination of a range.

The above problem is solved by the claims. Accordingly, the object is achieved by a method having the features of the independent claim 1 and by a motor vehicle having the features of the independent claim 10. Further

Features and details of the invention will become apparent from the dependent claims, the description and the drawings. In this case, features and details that are described in connection with the method according to the invention apply, of course, also in connection with the motor vehicle according to the invention and in each case vice versa, so that with respect to the disclosure of the individual aspects of the invention always reciprocal reference is or may be.

According to a first aspect of the invention, the object is achieved by a method for determining a range of a motor vehicle. The motor vehicle has a drive train, wherein the drive train has at least one first electric machine, at least one battery for storing and providing electrical energy, at least one power electronics for receiving, converting and outputting electrical energy and at least one first transmission for converting a rotational speed of the first electric machine. The method comprises the following method steps:

Providing a longitudinally dynamic forward simulation model of the motor vehicle,

Determining a desired speed profile of the motor vehicle,

- Calculating an energy demand of the motor vehicle by means of the provided

longitudinal dynamic forward simulation model based on the determined nominal velocity profile, Detecting a storage state of the battery of the motor vehicle for operating the at least one electric machine, and

- Determining a range of the motor vehicle based on the calculated energy demand and the detected memory state.

The method is particularly suitable for use in a motor vehicle, which is designed as an electric vehicle or hybrid vehicle. The method is stored and / or stored, for example, as a computer program on a memory unit in the motor vehicle and can be stored by means of a computer unit of the motor vehicle, which can be e.g. Part of a powertrain control unit or engine control unit is executable. The drive train of the motor vehicle has at least one first electric machine, which is mechanically coupled to drive the motor vehicle, in particular with a wheel or a drive axle of the motor vehicle. For supplying energy to the first electric machine with electrical energy, the motor vehicle has a battery, which may be designed in particular as a high-voltage battery. The power electronics of the motor vehicle is designed to convert electrical energy from the battery and forward it to the first electric machine. Preferably, the power electronics are configured to generate electrical energy generated by the first electric machine, such as e.g. by recuperation, to forward the battery. The first transmission preferably has a gear stage and is for converting the rotational speed of the first

Electric machine designed.

First, the longitudinally dynamic forward simulation model of the motor vehicle

provided, in particular in the storage unit of the motor vehicle. The storage unit is preferably designed as a component of a control device of the motor vehicle. A longitudinally dynamic forward simulation model is understood to mean a model which is calculated as part of a forward simulation, that is to say starting from the driving or brake pedal to the wheels. The longitudinal dynamic forward simulation model forms the

Motor vehicle with its drive train, taking into account those components which have an influence on the energy consumption of the motor vehicle and at least partially counteract or assist a locomotion of the motor vehicle. Accordingly, this includes all components on which a loss line, e.g. due to friction, heat or the like, accumulates or the one

Have moment of inertia, which counteracts a propulsion of the motor vehicle. These components may be, for example, the first electric machine, the first transmission, the battery, a differential gear or the power electronics. Subsequently, the desired speed profile of the motor vehicle is determined. The DESIRED velocity profile is an estimate or prediction of a future expected velocity profile of the motor vehicle. It can be from general statistical

Speed values, selected operating modes, e.g. Economy or sport,

vehicle-specific speed values, driver-specific speed values, and / or the like.

On the basis of the determined nominal speed profile, the energy requirement is calculated by means of the longitudinal dynamic forward simulation model provided. The

Energy demand thus reflects an amount of energy required to drive the DESIRED velocity profile with the motor vehicle for which the forward longitudinal dynamic simulation model is provided.

Detecting the storage state of the battery of the motor vehicle can be accomplished by conventional means such as e.g. a voltage and temperature measurement and a comparison with a family of characteristics of the battery, the characteristic field preferably a

Aging condition of the battery is adjusted. Alternatively or additionally, over the

Power electronics a so-called "state of charge" (SOC) of the battery by logging the battery currents and charging cycles are detected.

By comparing the storage state of the battery and possibly existing fuel tank with the calculated energy demand then the range of the motor vehicle is finally determined, ie the distance that could cover the motor vehicle with the desired speed profile and the available amount of energy of the battery and possibly the fuel tank. Furthermore, it can be provided that the method allows the driver possibilities for changing operating parameters of the vehicle, such as e.g. Speed, acceleration or the like, which causes an increase in the range. The method is preferably repeated several times, continuously or at regular intervals or

at least partially repeatedly performed in order to adapt the determined range to changing operating conditions and thus to increase the accuracy of the method.

An inventive method for determining a range of a motor vehicle has the advantage over conventional methods that with simple means and in a cost-effective manner, a particularly accurate determination of the range is possible, so that the driver of the motor vehicle, for example, an improved or realistic recharging strategy of the battery can choose, such as the targeted driving of Charging stations. By determining the influential factors relevant for the range, it is better possible to tailor an operating strategy of the motor vehicle to optimize the range, in particular by targeted intervention by the driver, for example by activating an eco-mode of operation, selecting an alternative route, adjusting the vehicle speed or like. Furthermore, allows a longitudinally dynamic

Forward simulation model a particularly accurate determination of the range.

It is inventively preferred that, when calculating the energy demand by means of the longitudinally dynamic forward simulation model, power losses and / or inertia of the at least one first electric machine and / or power losses of the at least one battery and / or power losses and / or inertia of the at least one first transmission and / or power losses and / or inertia of a differential gear of the motor vehicle and / or power losses and / or inertia of at least one axle of the motor vehicle and / or power losses and / or inertia of at least one wheel bearing of the motor vehicle are taken into account. Power losses can e.g. due to friction. The power loss of an electric machine is

For example, as a function of speed, the torque of the temperature and the voltage representable. The power loss of the battery can be represented as a function of the battery run-in voltage and the internal resistance, wherein both the battery run-in voltage and the internal resistance are a function of the temperature and the state of charge. The

Power loss of a transmission and a differential gear can be represented as a function of speed, torque, temperature and gear ratio. By means of these parameters, which all influence the energy requirement of the motor vehicle, a longitudinally dynamic forward simulation model can be provided, which maps the motor vehicle with particular accuracy and thus enables a precise calculation of the range.

Further, when calculating the energy requirement by means of the longitudinally dynamic forward simulation model, an air resistance value of the motor vehicle and / or

Rolling resistance coefficient of tires of the motor vehicle and / or a road gradient considered. The air resistance value can be calculated via the product of the cw value and a vehicle end face of the motor vehicle. Rolling resistance coefficients may vary depending on the tire pressure and preferably a type of tire, a

Tire wear condition and / or a tire temperature can be determined. A positive road gradient causes an increased energy demand, with a negative road surface

Road gradient causes a reduced energy demand and even possibly one Energy recovery through recuperation allows. The consideration of these factors allows a more accurate determination of the range.

In a particularly preferred embodiment of the method according to the invention, a vehicle weight of the motor vehicle is taken into account when calculating the energy requirement by means of the longitudinally dynamic forward simulation model. Vehicle weight and range are in reciprocal relationship. With otherwise constant parameters, a motor vehicle with a higher vehicle weight has a shorter range than a motor vehicle with a lower vehicle weight. The vehicle weight is

for example, by the occupants and payload and a tank level of a

Fuel tanks influenced. These parameters can be detected or measured, for example, by means of suitable sensors. By taking into account the vehicle weight, a more accurate determination of the range of the motor vehicle is possible.

Further, the vehicle weight is based on sensor data of a

Raddrehzahlsensors and / or an acceleration sensor and determined by means of an unscented Kalman filter. Such sensors are often already present in modern motor vehicles, so that a complex retrofitting of sensors for weight determination is not required. Thus, the vehicle weight can be determined in a cost effective and reliable manner.

According to a preferred embodiment of the method according to the invention, it can be provided that, when calculating the energy requirement by means of the longitudinally dynamic forward simulation model, power losses and / or inertia of a second electric machine of the motor vehicle and / or an internal combustion engine of the

Motor vehicle and / or a second transmission of the motor vehicle for coupling the second electric machine with the internal combustion engine and / or a third transmission of the motor vehicle for coupling the internal combustion engine with a drive axle of the motor vehicle and / or a disconnect clutch of the motor vehicle for coupling the

Internal combustion engine to be considered with the third gear, a

Filling state of a fuel tank of the motor vehicle detected and the range is also determined in dependence on the detected filling state. In this case, the motor vehicle is designed as a hybrid vehicle. The second electric machine is preferably operable as a generator for generating electricity via the internal combustion engine. The third transmission is preferably coupled to a differential gear of the motor vehicle. These parameters all affect the range of a hybrid vehicle. Accordingly, one has Taking into account these parameters the advantage that the determination of the range of the hybrid vehicle is thereby improved.

Preferably, the DESIRED velocity profile is based on a normalized

Use cycle of the motor vehicle and / or a prediction of usage based

driver-specific data and / or route data of a navigation system of the motor vehicle. A normalized usage cycle describes, for example, an averaged or

average usage from previously determined speed profiles of a plurality of motor vehicles. For the prediction, for example, first a driver can be determined, e.g. by a coded vehicle key, analysis of the driver's driving behavior, determined driver's weight or the like. Subsequently, the prediction, e.g. based on a track history of the driver, done. In this case, preferably topographies of the routes are taken into account. On the basis of the route data of the navigation system, a particularly accurate determination of the target speed profile is possible. Preferably, when determining the DESIRED velocity profile, route types such as e.g. City, highway, highway, and / or current traffic data and / or predicted traffic data and / or selected modes of operation, e.g. Economy or sport, of

Motor vehicle considered. By means of these parameters, a particularly realistic desired velocity profile can be determined and thus the accuracy of the determination of the range is improved.

It can be provided according to the invention that repeated speeds of the

Motor vehicle measured and the desired speed profile is adapted to the measured speeds. Thus, preferably a current driving style of the driver, in particular based on speed and acceleration of the motor vehicle, determined. This measurement may be permanent or intermittent, preferably at regular or substantially regular intervals. In this way, a particularly realistic determination of the desired speed profile is possible and thus the

Accuracy of determining the range further improved.

Preferably, a target use of at least one auxiliary unit as well as an additional energy requirement for the intended use of the at least one auxiliary unit are determined, the range also being determined as a function of the additional energy requirement. Such an accessory can, for example, as a component of an air conditioner, as

Cooling fan for cooling the battery or be designed as a heater for heating the battery. Thus, the driver can be informed of the additional energy needs, so this then the additional energy needs, eg by deactivating ancillary units, can actively reduce. By determining the additional energy demand, the accuracy of determining the range of the motor vehicle can be improved.

According to a second aspect of the invention, the object is achieved by a motor vehicle having a drive train and a control device for controlling the drive train. The drive train has at least one first electric machine, at least one battery for storing and providing electrical energy, at least one

Power electronics for receiving, converting and outputting electrical energy and at least a first transmission for converting a rotational speed of the first electric machine. According to the invention, the control device comprises a computing unit and a

Memory unit, wherein in the memory unit, a program is stored, which performs an inventive method in at least partial execution in the arithmetic unit.

The motor vehicle is preferably designed as an electric vehicle or hybrid vehicle. The first electric machine is for propelling the motor vehicle, in particular with a wheel or a drive axle of the motor vehicle, mechanically coupled. Preferably, the first electric machine is operable as a generator for converting mechanical energy into electrical energy. For supplying energy to the first electric machine with electrical energy, the motor vehicle has a battery, which is designed in particular as a high-voltage battery. Preferably, the motor vehicle has a second electric machine, which is designed as a generator and for propelling the motor vehicle. The second electric machine is preferably coupled via a second transmission, in particular a single-stage second transmission, with an internal combustion engine of the motor vehicle. The motor vehicle preferably has a third transmission for coupling the internal combustion engine with a wheel or a drive axle of the motor vehicle. Also preferably, the motor vehicle has a differential gear. The power electronics of the motor vehicle is designed to convert electrical energy from the battery and to forward it to the first electric machine or possibly the second electric machine. Preferably, the power electronics is designed to transmit electrical energy generated by the first electric machine or the second electric machine, such as by recuperation, to the battery. The first transmission preferably has exactly one gear stage and is designed to convert the rotational speed of the first electric machine. In the described motor vehicle, all the advantages that have already been described for a method for determining a range of a motor vehicle according to the first aspect of the invention result. Accordingly, the motor vehicle according to the invention over conventional motor vehicles has the advantage that with simple means and in a cost-effective manner, a particularly accurate determination of the range is possible, so that the driver of the motor vehicle can choose, for example, an improved or realistic Nachladestrategie the battery. By determining the influential factors relevant for the range, it is better possible to tailor an operating strategy of the motor vehicle to optimize the range, in particular by targeted intervention by the driver, for example by activating an eco-mode of operation, selecting an alternative route, adjusting the vehicle speed or like. Furthermore, a longitudinal dynamic forward simulation model allows a particularly precise determination of the

Reach.

An inventive method for determining a range of a motor vehicle and a motor vehicle according to the invention are explained in more detail with reference to drawings. Each show schematically:

Figure 1 is a flowchart showing a preferred embodiment of the invention

inventive method,

Figure 2 is a diagram of a preferred first longitudinal dynamic

Forward simulation model of a motor vehicle according to the invention,

Figure 3 in a diagram a preferred second longitudinal dynamic

Forward simulation model of a motor vehicle according to the invention, and

Figure 4 is a side view of a preferred embodiment of a

motor vehicle according to the invention.

Elements with the same function and mode of operation are each provided with the same reference numerals in FIGS.

In Fig. 1 is a preferred embodiment of a method according to the invention

schematically illustrated in a flow chart. In a first method step 100, a longitudinally dynamic forward simulation model of the motor vehicle 1 (see FIG. provided. Provision is made, for example, in a memory unit of a control device 15 (see Fig. 4) of the motor vehicle 1. A longitudinal dynamic forward simulation model is understood to mean a model which is part of a model

Forward simulation, that is, starting from the battery 4 (see Fig. 4) to the wheels, is calculated. The longitudinally dynamic forward simulation model depicts the motor vehicle 1 with its drive train 2 (see FIG. 4), taking into account those components which have an influence on the energy consumption of the motor vehicle 1 and at least partially counteract or assist locomotion of the motor vehicle 1. Accordingly, this includes all components on which a loss line, e.g. due to friction, heat or the like, accumulates and / or have a moment of inertia, which counteracts a propulsion of the motor vehicle 1. These components may be, for example, a first electric machine 3 (see Fig. 4), a first gear 6 (see Fig. 4), a battery 4, a differential gear 7 (see Fig. 4) or power electronics 5 (see Fig. Fig.) 4) of the motor vehicle 1.

In a second method step 200, a desired velocity profile of the

Motor vehicle 1 determined. The DESIRED velocity profile is an estimate or

Prediction of a future expected speed profile of the motor vehicle 1. It may be made up of general statistical velocity values, selected operating modes, e.g. Economy or sport, vehicle-specific speed values, driver-specific

Speed values, and / or the like can be determined.

In a third method step 300, the energy requirement of the motor vehicle 1 is calculated by means of the longitudinal dynamic forward simulation model provided on the basis of the determined desired speed profile. The energy requirement thus reflects one

Amount of energy required to drive the DESIRED velocity profile with the motor vehicle 1 for which the forward longitudinal dynamic simulation model is provided.

In a fourth method step 400, a memory state of the battery 4 of the

Motor vehicle 1 detected. The detection can be done by conventional means, such as e.g. a voltage and temperature measurement and a comparison with a characteristic field of the battery 4, wherein the characteristic field is preferably adapted to an aging state of the battery 4. Alternatively or additionally, via the power electronics 5, a so-called "state of charge" (SOC) of the battery 4 by logging the battery currents and

Charging cycles are detected. In a fifth method step 500, the range of the motor vehicle 1 is determined. The range is the distance that the motor vehicle 1 could travel with the nominal speed profile and the available amount of energy of the battery 4. The determination of the range is made by comparing the storage state of the battery 4 and possibly the

Fill level of the fuel tank with the calculated energy requirement.

FIG. 2 schematically shows a preferred first longitudinal dynamic forward simulation model of a motor vehicle 1 according to the invention in a diagram. A battery 4 of a drive train 2 is electrically coupled via a power electronics 5 of the drive train 2 with a first electric machine 3 of the drive train 2 for driving the motor vehicle 1. The first electric machine 3 is mechanically coupled via a first transmission 6 of the drive train 2 and a differential gear 7 of the drive train 2 and a residual drive train 16 of the drive train 2 of the motor vehicle 1. The residual drive train 16, for example, axle shafts, wheel bearings or the like attributed. Moreover, the longitudinal dynamic forward simulation model has vehicle parameters 17, e.g. Weight, air resistance, tire rolling resistance, as well as a brake 18.

3 shows a preferred second longitudinally dynamic forward simulation model of a motor vehicle 1 according to the invention, schematically in a diagram. The second

longitudinal dynamic forward simulation model differs from the first longitudinal dynamic forward simulation model in the aspect that this addition one

Internal combustion engine 10, which is mechanically coupled via a separating clutch 13 and a third gear 12 with the differential gear 7, and a second electric machine 9 which is mechanically coupled via a second gear 1 1 with the internal combustion engine 10. The second electric machine 9 is electrically coupled to the power electronics 5. The power electronics 5 can be embodied here both as simple as well as double power electronics 5.

4, a preferred embodiment of a motor vehicle 1 according to the invention is shown schematically in a side view. Not visible from the outside components of the motor vehicle are indicated by dashed lines. The motor vehicle 1 is formed in this embodiment as a hybrid vehicle and has a drive train 2 with a first electric machine 3, which is mechanically coupled via a first gear 6 and a differential gear 7 for driving the motor vehicle 1 with a front axle of the motor vehicle 1. Alternatively, the first electric machine 3 may also be mechanically coupled to a rear axle or both axles of the motor vehicle. The drive train 2 of Motor vehicle 1 also has an internal combustion engine 10 and a second

Electric machine 9, wherein the second electric machine 9 is mechanically coupled via a second transmission 1 1 with the internal combustion engine 10. The internal combustion engine 10 is mechanically coupled via a separating clutch 13 and a third gear 12 of the drive train 2 to the differential gear 7. Furthermore, the drive train 2 has a

Power electronics 5, which is electrically coupled to a battery 4 and the first electric machine 3 and the second electric machine 9. A control device 15 of the motor vehicle 1 is designed to control the drive train 2. For storing fuel, the motor vehicle 1 has a fuel tank 14. To transmit power to the roadway, the motor vehicle 1 has four wheels with tires 8.

Motor vehicle reference

powertrain

first electric machine

battery

power electronics

first transmission

differential gear

tire

second electric machine

Internal combustion engine

second gear

third gear

separating clutch

Fuel tank

control device

Rest powertrain

vehicle parameters

Brake first step

second process step

third process step

fourth process step

fifth process step

Claims

claims

1 . Method for determining a range of a motor vehicle (1) with a

Drive train (2), wherein the drive train (2) at least a first electric machine (3), at least one battery (4) for storing and providing electrical energy, at least one power electronics (5) for receiving, converting and outputting electrical energy and at least a first Transmission (6) for converting a

Rotational speed of the first electric machine (3), comprising the following steps:

Providing a longitudinally dynamic forward simulation model of the

Motor vehicle (1),

Determining a desired speed profile of the motor vehicle (1),

Calculating an energy requirement of the motor vehicle (1) by means of the provided longitudinally dynamic forward simulation model on the basis of the determined desired speed profile,

Detecting a storage state of the battery (4) of the motor vehicle (1) for

Operating the at least one electric machine (3), and

- Determining a range of the motor vehicle (1) based on the calculated

Energy demand and the detected memory state.

2. The method according to claim 1,

characterized,

that in calculating the energy demand by means of the longitudinal dynamic

Vorwärtssimulationsmodells power losses and / or inertias of the at least one first electric machine (3) and / or power losses of

at least one battery (4) and / or power losses and / or inertia of the at least one first transmission (6) and / or power losses and / or

Mass inertias of a differential gear (7) of the motor vehicle (1) and / or power losses and / or inertia of at least one axle of the

Motor vehicle (1) and / or power losses and / or inertia of at least one wheel bearing of the motor vehicle (1) are taken into account. Method according to claim 1 or 2,

characterized,

that in calculating the energy demand by means of the longitudinal dynamic

Vorwärtssimulationsmodells an air resistance value of the motor vehicle (1) and / or rolling resistance coefficients of tires (8) of the motor vehicle (1) and / or a road gradient are taken into account.

Method according to one of the preceding claims,

characterized,

that in calculating the energy demand by means of the longitudinal dynamic

Forward simulation model, a vehicle weight of the motor vehicle (1) is taken into account.

Method according to claim 4,

characterized,

that the vehicle weight is determined on the basis of sensor data of a wheel speed sensor and / or an acceleration sensor and by means of an unscented Kalman filter.

Method according to one of the preceding claims,

characterized,

that in calculating the energy demand by means of the longitudinal dynamic

Forward simulation model power losses and / or inertia of a second electric machine (9) of the motor vehicle (1) and / or an internal combustion engine (10) of the motor vehicle (1) and / or a second transmission (1 1) of the motor vehicle (1) for coupling the second electric machine (9) with the internal combustion engine (10) and / or a third transmission (12) of the motor vehicle (1) for coupling the internal combustion engine (10) with a drive axle of the motor vehicle (1) and / or a separating clutch (13) of the motor vehicle (1 ) for coupling the

Internal combustion engine (10) with the third transmission (12) are taken into account, wherein a filling state of a fuel tank (14) of the motor vehicle (1) detected and the range is determined in addition depending on the detected filling state.

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

characterized,

the set speed profile is determined on the basis of a normalized service cycle of the motor vehicle (1) and / or a prediction of the use on the basis of driver-specific data and / or route data of a navigation system of the motor vehicle (1).

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

characterized,

that repeated speeds of the motor vehicle (1) are measured and the desired speed profile is adapted to the measured speeds.

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

characterized,

that a target use of at least one accessory and a

Additional energy needs for the intended use of at least one auxiliary unit to be determined, the range is also determined depending on the additional energy demand.

10. motor vehicle (1), comprising a drive train (2) and a control device (15) for controlling the drive train (2), wherein the drive train (2) at least a first electric machine (3), at least one battery (4) for storing and

Provision of electrical energy, at least one power electronics (5) for

Recording, converting and output of electrical energy and at least one first transmission (6) for converting a rotational speed of the first electric machine (3), characterized

in that the control device (15) comprises an arithmetic unit and a memory unit and a program is stored in the memory unit which, when at least partially executed in the arithmetic unit, carries out a method according to one of claims 1 to 9.

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