WO2024104817A1

WO2024104817A1 - Method for a vehicle, in particular utility vehicle, computer program and/or computer-readable medium, control unit, and electrically drivable vehicle, in particular utility vehicle

Info

Publication number: WO2024104817A1
Application number: PCT/EP2023/080944
Authority: WO
Inventors: Philip MEYER-RÖSSLER
Original assignee: Zf Cv Systems Global Gmbh
Priority date: 2022-11-14
Filing date: 2023-11-07
Publication date: 2024-05-23
Also published as: DE102022130049A1

Abstract

The invention relates to a method (100) for a vehicle (200a), in particular a utility vehicle (200b), having an electric drive (21) designed for regenerative braking (NB) and an energy storage device (20), the method (100) comprising: acquiring (110) a geoposition (210) of the vehicle (200a), in particular the utility vehicle (200b); retrieving (120), within the vehicle, an elevation-profile zone map (300) on the basis of the geoposition (210), said map having a set of zones (301) which extend areally, each of the zones (301) being assigned characteristic elevation information (302); and determining (130), on the basis of the geoposition (210) and the elevation-profile zone map (300), a state-of-charge buffer (SOCP) of the energy storage device (20) in view of an amount of energy (EE) which, according to the elevation information (302), can be converted by regenerative braking (NB).

Description

Method for a vehicle, in particular commercial vehicle, computer program and/or computer-readable medium, control device and electrically driven vehicle, in particular commercial vehicle

The invention relates to a method for a vehicle, in particular a commercial vehicle, with an electric drive configured for regenerative braking and an energy storage device. The invention also relates to a computer program and/or computer-readable medium, a control device for an electrically driven vehicle, in particular a commercial vehicle, with an energy storage device and an electric drive capable of regenerative braking, and an electrically driven vehicle, in particular a commercial vehicle, with an energy storage device and an electric drive capable of regenerative braking.

The invention relates in particular to electrically powered vehicles (Battery Electric Vehicle, BEV), in particular commercial vehicles, which must meet a Type ll-A test in accordance with 'Regulation No. 13 of the United Nations Economic Commission for Europe (UNECE) - Uniform provisions for the type-approval of vehicles of categories M, N and 0 with regard to braking [2016/194]' (ECE R 13). This requires maintaining a speed of 30 km / h over a 6 km long downhill stretch with a 7% gradient without using the friction brakes.

The Type II-A test can be met by BEVs if the battery charge level allows the energy recovered through recuperation to be absorbed. Otherwise, compliance with the Type II-A test cannot be guaranteed. This means that an energy storage device must be able to be charged by regenerative braking of an electric drive without the risk of overcharging and thus damaging the energy storage device.

Therefore, special measures must be implemented for BEVs: Option 1 includes the addition of an additional wear-free continuous brake (brake resistor, Retarder or similar), Option 2 includes the implementation of a brake performance estimator that warns a driver at two warning thresholds if a friction brake can no longer guarantee certain decelerations. Option 3 envisages the implementation of intelligent energy management functions that work predictively and keep the battery charge level in a suitable range if necessary.

For option 3, i.e. for intelligent energy management functions, it may be necessary for the energy storage device to be charged at an external vehicle charging station only up to a definable target charge level, i.e. to maintain a buffer. The buffer can be a difference between the maximum capacity of the energy storage device and the target charge level.

However, the need for a buffer reserve is only necessary in very few cases. It therefore does not make sense to use such a buffer as a predetermined offset of the possible battery usage. This is particularly relevant because this would significantly increase the costs for the same range of the vehicle and, according to current knowledge, the driving scenario of a battery that is too full typically occurs rather rarely in reality.

There are predictive methods for determining a buffer. The fundamental problem for a predictive solution according to the state of the art is that the expected energy balance, i.e. the energy consumption through driving taking into account energy recovery through recuperation, cannot be reliably predicted in the vehicle. For example, a route entered into a navigation system and the predictive advance calculation of energy consumption when driving along the route is not effective on its own, as the driver can stop following the route at any time. Likewise, the vehicle mass, which is decisive for the vehicle's potential energy, can change at any time during the journey, i.e. along a route, when the vehicle is loaded and/or unloaded.

The problem lies primarily in the data availability and the computing power in the vehicle due to the complexity of the variants in the forecast and also the storage space required for the information required. Such a calculation for a predictive solution is therefore typically carried out by a server external to the vehicle. There are algorithms or methods for finding routes for navigation systems that can efficiently calculate the shortest and/or fastest connections between two points by taking into account additional criteria, such as excluding certain route types and/or motorways and/or including additional waypoints. Such methods can be expanded to determine energetically optimal routes, particularly for electric vehicles. However, navigation data and/or route information are memory-intensive and including this data in the method means that the complexity of the calculation increases exponentially with the number of possible nodes on the route.

US 2020/0011687 A1 discloses a system and method for tracking energy consumption in a vehicle. The method includes, in one implementation, creating an energy consumption prediction model, obtaining a planned route for a vehicle that includes one or more planned route segments, applying the energy consumption prediction model to each planned route segment of the one or more planned route segments of the planned route to obtain an energy consumption plan, receiving onboard data from the vehicle, constructing an actual route based on the onboard data, and performing a correspondence analysis between the planned route and the actual route based on the onboard data. The onboard data may include elevation data, such as an elevation of an actual route segment. Offboard data may include map elevation data. An energy consumption prediction plan is generated based on the offboard and onboard data. A heat map represents energy consumption information from multiple vehicles and/or trips.

There are also known solutions in which the energy consumption of the vehicle is temporarily increased when a too high charge level is detected in a driving situation, e.g. by switching on consumers or by increasing losses, for example by operating a compressor, a cooler and/or an electric motor at an inefficient operating point. This artificially empties the energy storage device to enable regenerative braking. However, artificially emptying the energy storage device is inefficient and economically and ecologically disadvantageous.

According to the current state of knowledge, Option 1 of a braking performance estimator permitted under ECE R 13 is complex to implement, since a concrete prediction of the possible deceleration of the friction brakes to a target value or target value threshold is subject to many unknown variables and is therefore difficult to realize.

The invention is therefore based on the object of enriching the prior art. One embodiment can in particular solve the problem of making it possible to effectively and objectively determine a defined amount of energy generated by regenerative braking for a battery charge and to dynamically maintain a corresponding charge level buffer.

The object is achieved by a method according to claim 1 and the subject matter according to the further independent claims. The subclaims specify preferred developments of the invention.

According to the invention, a method is provided for a vehicle, in particular a commercial vehicle, with an electric drive set up for regenerative braking and an energy storage device, the method comprising: detecting a geo-position of the vehicle, in particular a commercial vehicle; retrieving within the vehicle, based on the geo-position, an elevation profile zone map with a set of areally extended zones, each of the zones being assigned characteristic elevation information; and determining a charge state buffer of the energy storage device based on the geo-position and the elevation profile zone map, taking into account an amount of energy that can be converted by regenerative braking in accordance with the elevation information.

The electrically driven vehicle, in particular a commercial vehicle, is referred to below as the vehicle. The energy storage device and the electric drive are designed such that the energy storage device can provide an electric current for the electric drive to power the vehicle. In the process, the state of charge of the energy storage device can decrease.

The electric drive is designed to decelerate the vehicle by means of regenerative braking, whereby the kinetic energy of the vehicle is converted into electrical energy when the vehicle decelerates. The electric drive and the energy storage device are designed to store the energy converted by regenerative braking in the energy storage device and thus increase the charge state of the energy storage device.

The method is an internal vehicle procedure for determining the maximum buffer to be maintained, or the state of charge buffer or charging buffer.

For this purpose, the geo-position of the vehicle is recorded. The geo-position can include position information and describe a position or a location where the vehicle is located. The geo-position can be assigned to a coordinate on a topographical map. The geo-position therefore provides the potential for operating the vehicle's electric drive, for example to drive uphill and reduce the charge level and/or to drive downhill using regenerative braking by the electric drive and thereby increase the charge level.

The elevation profile zone map is retrieved. The elevation profile zone map can reflect a topographic map, whereby each of the zones can correspond to a flat area in a topographic map through a predetermined resolution. A flat extension can describe a non-linear extension. The height information provides information about a characteristic height of the area. The elevation profile zone map can be derived from the topographic map. Instead of the exact height of the area of the topographic map, the elevation profile zone map includes the height information of the zones. This enables an efficient reduction in the amount of data compared to, for example, a road network map and/or a topographic map. The zones can be stored as geoobjects in the Elevation profile zone map. The elevation profile zone map can have a comparatively low storage requirement compared to a topographical map and can thus be stored and retrieved within the vehicle. By using the zones and the elevation information instead of the detailed contour lines of a topographical map and optionally viewing the zones as geoobjects, the charge level buffer can be determined with less computing effort. This makes it possible to determine the charge level buffer dynamically within the vehicle, i.e. on-board.

The charge level buffer is determined. The amount of convertible energy can be determined based on the geoposition and the altitude information in one or more zones. The amount of energy can be an estimate of the amount of convertible energy that can be calculated more precisely using a topographical map. For example, instead of the altitude in an area of the topographical map, the altitude information of the corresponding zone of the elevation profile zone map can be used to estimate a vehicle's descent and thus the amount of energy. The resolution of the elevation profile zone map can be selected so that the requirements for accuracy and storage space can be balanced.

The elevation profile zone map makes it possible to avoid having to use a navigation system permanently installed in the vehicle to calculate the charge level buffer to be maintained. This means that the navigation system is not relevant for vehicle homologation. Changing the data in the navigation system when the road network changes is unnecessary. The process is inexpensive and can be easily implemented as an internal vehicle process, and a connection to an external vehicle server is not necessary. The process can be sufficient for the vehicle to pass a Type II-A test and to avoid inefficient and unecological conversion of electrical energy into heat, for example.

Preferably, the zones are limited by a zone edge. The zone edge can also be referred to as an edge. The zone edge can completely or partially surround a zone, for example when several Zones. The zone edge enables a well-defined separation between two or more zones. At a zone edge, the height information can change according to the zones adjacent to the zone edge, whereby the change in the height information between two zones, i.e. at the zone edge, can be used to effectively determine the amount of energy that can be converted and thus the charge state buffer.

Preferably, the height information of one of the zones corresponds to an average height of a topographic map. The average height is a characteristic height of an area in the topographic map. The average height can be determined, for example, based on an altitude recorded in the topographic map or based on contour lines, in particular as an arithmetic mean.

The charge state buffer is preferably determined depending on crossing a zone edge of one of the zones. A zone edge can define the border between two zones. The height information can therefore change at the zone edge. Based on a change in the height information, an amount of energy can be determined that can be converted when crossing the zone edge, for example when the vehicle drives from a zone with height information defining a higher height to a zone with height information defining a lower height. Crossing a zone edge means that the vehicle drives through the zone edge and/or driving through a zone edge is planned or forecast.

Preferably, the charge state buffer is determined depending on the area shares of different zones within a radius around the geo-position. The radius can indicate a range of the vehicle that can be determined by the charge state of the energy storage device. It was recognized that there can be several zones with different height information within the radius. In order to effectively determine the charge state buffer, the probability of driving through the zones can be taken into account by taking the area shares of the zones into account. The method preferably comprises: detecting vehicle height information of the vehicle, in particular a commercial vehicle, wherein the charge state buffer is determined taking into account the vehicle height information. The vehicle height information can be used in particular to check the plausibility and verify the determined charge state buffer if, based on the geoposition of the vehicle, the height information of the zone in which the vehicle is located is used to determine the charge state buffer. Alternatively, the vehicle height information can be used to determine the charge state buffer instead of the height information of the zone in which the vehicle is located.

The method preferably comprises: detecting a vehicle parameter and/or a mass of the vehicle, in particular a commercial vehicle, wherein the determination of the charge state buffer takes place taking into account the vehicle parameter and/or the mass. The mass of the vehicle can be used to calculate the amount of energy. Alternatively, the permissible total weight can be considered as a vehicle parameter in order to estimate the amount of energy. The vehicle parameter can alternatively or additionally include further information that can be called up internally by the vehicle and that can have an influence on consumption and/or recuperation.

The method preferably comprises: receiving vehicle information, road information and/or traffic information, wherein the determination of the charge state buffer takes place taking into account the vehicle information, the road information and/or the traffic information. The vehicle information, road information and/or traffic information is externally provided information that the vehicle can retrieve, for example, from a server external to the vehicle. This allows the amount of energy and thus the charge state buffer to be determined more precisely, since the aforementioned information can have an influence on consumption and/or recuperation.

Preferably, the method comprises: determining a route candidate, wherein the amount of energy for increasing a state of charge of the energy storage device is determined for the route candidate based on the altitude profile I zone map; and Output of a route based on the route candidate, taking into account the amount of energy and the charge level buffer. This allows the charge level buffer to be used when planning and/or driving routes.

Preferably, the route is output taking into account the amount of energy and the charge state buffer such that the charge state of the energy storage device satisfies a threshold condition. This makes it possible to find a route that can lead to an overload of the energy storage device on a section of the route and can thus be excluded. For example, the threshold condition can indicate whether, for a given charge state buffer, the sum of the charge state and the amount of energy would exceed the capacity of the energy storage device, which can lead to the exclusion of a route candidate and the failure to output the route candidate as a route.

According to one aspect of the invention, a computer program and/or a computer-readable medium is provided. The computer program and/or the computer-readable medium comprise instructions which, when the program or the instructions are executed by a computer, cause the computer to carry out the method according to the invention and/or steps thereof. Optionally, the computer program and/or the computer-readable medium comprises instructions which, when the program or the instructions are executed by a computer, cause the computer to carry out the method steps described as advantageous or optional in order to achieve an associated technical effect.

According to one aspect of the invention, a control device is provided for an electrically driven vehicle, in particular a commercial vehicle, with an energy storage device and an electric drive capable of regenerative braking. The control device is designed to carry out the method described above. Optionally, the control device is designed to carry out the method steps described as advantageous or optional in order to achieve an associated technical effect. According to one aspect of the invention, an electrically driven vehicle, in particular a commercial vehicle, is provided with an energy storage device, an electric drive capable of regenerative braking and with the control unit described above. Optionally, the control unit of the vehicle and/or the vehicle is configured to carry out the method steps described as advantageous or optional in order to achieve an associated technical effect.

Further advantages and features of the invention as well as its technical effects emerge from the figures and the description of the preferred embodiments shown in the figures.

Fig. 1 is a schematic representation of a flow chart of a method according to an embodiment of the invention;

Fig. 2 is a schematic representation of an overview of a vehicle, in particular a commercial vehicle, according to an embodiment of the invention; Fig. 3 is a schematic representation of a topographical map;

Fig. 4 is a schematic representation of an elevation profile zone map; and

Fig. 5 is a schematic representation of an elevation profile zone map with a geo-position of a vehicle, in particular a commercial vehicle, according to an embodiment of the invention.

Figure 1 shows a schematic representation of a flow chart of a method 100 according to an embodiment of the invention. The method 100 is a method 100 for a vehicle 200a, in particular a commercial vehicle 200b, with an electric drive 21 set up for regenerative braking NB and an energy storage device 20

The vehicle 100a, in particular commercial vehicle 100b, is referred to below as vehicle 100a, 100b. The vehicle 100a, 100b is described in more detail with reference to Figure 2. The method 100 according to Figure 1 comprises: detecting 110 a geo-position 210 of the vehicle 200a, 200b. The geo-position 210 describes the local position or coordinates of the vehicle 200a, 200b.

The method 100 includes detecting 115 a vehicle height information 215 of the vehicle 200a, 200b. The vehicle height information 215 describes the altitude of the vehicle 200a, 200b, for example the height of the vehicle 200a, 200b above sea level as a reference.

The method 100 comprises: recording 116 a vehicle parameter 220 and a mass M of the vehicle 200a, 200b. The vehicle parameter 220 can be retrieved, for example, via a control unit 14 (electronic control unit, ECU), a particularly electromechanical, electropneumatic braking system (electronic braking system, EBS) and/or via a battery control unit (battery management system, BMS) and characterize the ability and/or possibility of the vehicle 200a, 200b for regenerative braking NB. The mass M can be determined from measurement data of an on-board weighing system, which is connected, for example, to a chassis of the vehicle 200a, 200b. The vehicle parameter 220 is recorded and/or retrieved locally, i.e. within the vehicle.

The method 100 comprises: receiving 117 vehicle information 221, road information 222 and/or traffic information 223. The vehicle information 221, road information 222 and/or traffic information 223 can be received from an external server by a communication device 18. The external information can take into account further vehicle information 221 and, for example, information about traffic jams and/or construction sites.

An internal vehicle retrieval 120, based on the geo-position 210, of an elevation profile zone map 300 with a set of areally extended zones 301 takes place, with each of the zones 301 being assigned characteristic elevation information 302. Such an elevation profile zone map 300 is described with reference to Figures 4 and 5. Based on the current geo-position 210, a cut can be made between a current position of the vehicle 200a, 200b and one of the zones 301 in order to estimate the vehicle altitude information 215.

The method 100 comprises: determining 125 a route candidate RK, wherein the amount of energy EE for increasing a state of charge SOC of the energy storage device 20 is determined for the route candidate RK based on the altitude profile zone map 300. The route candidate RK can be a route that can be traveled from the geo-position 210. For the route candidate RK, taking into account the altitude profile zone map 300 and in particular a crossing 310 of zone edges 303, the amount of energy EE that can be converted by regenerative braking NB for increasing a state of charge SOC of the energy storage device 20 can then be determined based on the altitude difference resulting from the crossing 310.

A route RE is output 126 based on the route candidate RK, taking into account the energy quantity EE and the charge state buffer SOCP. The route RE is output taking into account the energy quantity EE and the charge state buffer SOCP in such a way that the charge state SOC of the energy storage device 20 satisfies a threshold condition 230. The route candidates RK are output as routes that do not lead to the energy storage device 20 being charged too strongly. The threshold condition 230 is therefore met if the sum of the charge state SOC and the energy quantity EE does not exceed a maximum capacity of the energy storage device 20.

A charge state buffer SOCP of the energy storage device 20 is determined 130 based on the geo-position 210 and the elevation profile zone map 300, taking into account an amount of energy EE that can be converted by regenerative braking NB according to the elevation information 302. The charge state buffer SOCP is determined 130 depending on a crossing 310 of a zone edge 303 of one of the zones 301. The charge state buffer SOCP is determined 130 depending on area proportions 305a, 305b of different zones 301 within a radius R around the geo-position 210 (see Figure 5). The determination 130 of the state of charge buffer SOCP is determined taking into account the vehicle height information 215. The state of charge buffer SOCP is determined taking into account the vehicle parameter 220 and the mass M. The state of charge buffer SOCP is determined taking into account the vehicle information 221, the road information 222 and/or the traffic information 223.

Figure 2 shows a schematic representation of an overview of a vehicle 200a, in particular commercial vehicle 200b, according to an embodiment of the invention.

The vehicle 200a, 200b is an electrically driven vehicle 200a, in particular a commercial vehicle 200b, with an energy storage device 20, an electric drive 21 capable of regenerative braking NB and with a control unit 14.

The vehicle 200a, 200b or the control unit 14 is configured to carry out the method 100 according to Figure 1. Figure 2 is described with reference to Figure 1.

For this purpose, the electric drive 21 according to Figure 2 is set up to convert an amount of energy EE through the regenerative braking NB and thus to charge the energy storage device 20. In the process, a state of charge SOC of the energy storage device 20 is increased. In order for the regenerative braking NB to be carried out, a state of charge buffer SOCP of the energy storage device 20 is provided. The state of charge buffer SOCP describes a state of charge SOC below a maximum capacity of the energy storage device.

The vehicle 200a, 200b is arranged at a geo-position 210 indicated with a cross. The vehicle 200a, 200b has a position sensor 13, for example a GNSS sensor (global navigation satellite system sensor). The position sensor 13 is set up to determine the geo-position 210 and to transmit the geo-position 210 to the control unit 14.

The vehicle 200a, 200b comprises a height sensor 17 for detecting vehicle height information 215 and for transmitting it to the control unit 14. The control unit 14 can retrieve a vehicle parameter 220 and a mass M of the vehicle 200a, 200b, for example via a CAN bus (not shown), and transmit them to the control unit 14.

The vehicle 200a, 200b comprises a communication device 18. The communication device 18 can, for example, query and/or retrieve vehicle information 221, road information 222 and/or traffic information 223 from an external server (not shown) via a wireless local area network (WLAN) and/or via a cellular network such as 3G, 4G, 5G and transmit it to the control unit 14.

The vehicle 200a, 200b has a navigation system 19. The navigation system 19 is connected to the control unit 14 and can receive route candidates RK and routes RE from the control unit 14 for outputting planning and/or navigation information.

In order for the control unit 14 to be able to carry out the steps of the method 100 according to Figure 1, the control unit 14 has a processor 15 for processing data and performing calculations and a memory 16 for storing data. The elevation profile zone map 300 and the threshold condition 230 are stored in the memory 16.

Using the geo-position 210, the elevation profile zone map 300 or a section thereof can be retrieved from the memory 16 within the vehicle.

Based on the geo-position 210 and the altitude profile zone map 300, the control unit 14 determines the charge state buffer SOCP, taking into account an amount of energy EE that can be converted by regenerative braking NB in accordance with the altitude information 302.

Figure 3 shows a schematic representation of a topographic map 400. The topographic map 400 also includes a road network 401. Along the A vehicle 200a, 200b can drive along the road network 401. This allows routes RE to lead along the road network 401.

The topographic map 400 includes detailed information regarding the height H, i.e. regarding a height level above sea level. The topographic map 400 can be divided into areas 402 as desired. In such an area 402, the height H can change.

Based on the height H recorded in the topographic map 400, an amount of energy EE that can be converted by regenerative braking NB along a route RE can be calculated precisely. However, this calculation is complex due to the level of detail of the topographic map 400. The topographic map 400 requires such a large amount of storage space that the topographic map 400 typically cannot be stored internally in the vehicle.

Figure 4 shows a schematic representation of an elevation profile zone map 300. The elevation profile zone map 300 is derived from the topographic map 400 of Figure 3. The elevation profile zone map 300 thus reflects the topographic map 400 or its characteristics.

The elevation profile zone map 300 comprises a plurality, i.e. a set greater than one, of areally extended zones 301. Each of the zones 301 can be assigned to an area 402 in the topographic map 400.

Each of the zones 301 is assigned a characteristic height information 302. For example, the zones 301 can be assigned a discrete height information 302. The height information 302 can have a numerical value (not shown) or a qualitative value (high, middle, low). A zone 301 is a section of the height profile zone map 300 with constant height information 302.

The zones 301 are limited by a zone edge 303. Two different zones 301 border on each other at the zone edge 303. The height information 302 therefore changes at the zone edge 303. The height information 302 corresponds to one of the zones 301 of an average height H of a topographic map 400. The average height H is a characteristic height H of the corresponding area 402 and thus describes the potential for converting an amount of energy EE through regenerative braking when leaving the zone 301 corresponding to the area 402.

By abstracting the topographic map 400 into the elevation profile zone map 300, the computational effort for determining the energy quantity EE can be reduced. Depending on the resolution, the storage space required for the elevation profile zone map 300 can be in the range of 100 MB to 150 MB for an elevation profile zone map 300 representing Europe at a suitable resolution.

Figure 5 shows a schematic representation of an elevation profile zone map 300 with a geo-position 210 of a vehicle 200a, in particular a commercial vehicle 200b, according to an embodiment of the invention. Figure 5 shows a section of Figure 4. Figure 5 is described with reference to Figure 4.

In Figure 5, two additional radii R are shown. The radii R can indicate an estimate of a range of the vehicle 200a, 200b at a given state of charge SOC, taking into account that the state of charge SOC can increase due to regenerative braking NB.

Within the radii R, zone edges cross 310. At the zone edges 310, the height information 302 changes. The change in the height information 302 is taken into account to determine 130 the state of charge buffer SOCP. In this case, area portions 305a, 305b of different zones 301 within the respective radius R around the geo-position 210 are included in order to take into account a probability of driving through the zones 301. Reference symbol (part of the description):

100 procedures

110 Capturing a geo-position

115 Acquiring altitude information

116 Capture

117 Receive

120 Retrieve

125 Determine

126 Issue

130 Investigate

13 Position sensor

14 Control unit

15 processor

16 Storage

17 Altitude sensor

18 Communication device

19 Navigation device

20 Energy storage device

21 electric drive

200a vehicle

200b commercial vehicle

210 Geo-Position

215 Vehicle altitude information

220 vehicle parameters

221 Vehicle information

222 Street information

223 Traffic information

230 Threshold condition

300 Höhenprofi I-Zone Map

301 Zone 302 Altitude information

303 Zone border

305a Area share

305b Area share

310 Crosses

400 topographic map

401 Road network

402 Area

H Height

EE energy quantity

M mass

NB regenerative braking

R Radius

RE Route

RK route candidate

SOC state of charge

SOCP charge state buffer

Claims

Patent claims:

1. Method (100) for a vehicle (200a), in particular a commercial vehicle (200b), with an electric drive (21) designed for regenerative braking (NB) and an energy storage device (20), the method (100) comprising:

- detecting (110) a geo-position (210) of the vehicle (200a), in particular commercial vehicle (200b);

- vehicle-internal retrieval (120), based on the geo-position (210), of an elevation profile zone map (300) with a set of areally extended zones (301), each of the zones (301) being assigned characteristic elevation information (302); and

- Determining (130) a state of charge buffer (SOCP) of the energy storage device (20) based on the geo-position (210) and the altitude profile zone map (300) taking into account an amount of energy (EE) that can be converted by regenerative braking (NB) according to the altitude information (302).

2. The method according to claim 1, wherein the zones (301) are limited by a zone edge (303).

3. Method according to claim 1 or 2, wherein the height information (302) corresponds to one of the zones (301) of a mean height (H) of a topographic map (400).

4. Method according to one of the preceding claims, wherein the determination (130) of the state of charge buffer (SOCP) takes place as a function of a crossing (310) of a zone edge (303) of one of the zones (301).

5. Method according to one of the preceding claims, wherein the determination (130) of the state of charge buffer (SOCP) takes place as a function of area proportions (305a, 305b) of different zones (301) within a radius (R) around the geo-position (210).

6. Method (100) according to one of the preceding claims, wherein the method (100) comprises:

- detecting (115) vehicle height information (215) of the vehicle (200a), in particular commercial vehicle (200b), wherein - the determination (130) of the state of charge buffer (SOCP) takes into account the vehicle height information (215).

7. Method (100) according to one of the preceding claims, wherein the method (100) comprises:

- detecting (116) a vehicle parameter (220) and/or a mass (M) of the vehicle (200a), in particular commercial vehicle (200b), wherein

- the determination (130) of the state of charge buffer (SOCP) takes into account the vehicle parameter (220) and/or the mass (M).

8. Method (100) according to one of the preceding claims, wherein the method (100) comprises:

- receiving (117) vehicle information (221), road information (222) and/or traffic information (223), wherein

- the determination (130) of the state of charge buffer (SOCP) takes place taking into account the vehicle information (221), the road information (222) and/or the traffic information (223).

9. Method (100) according to one of the preceding claims, wherein the method (100) comprises:

- determining (125) a route candidate (RK), wherein the amount of energy (EE) for increasing a state of charge (SOC) of the energy storage device (20) is determined for the route candidate (RK) based on the altitude profile zone map (300); and

- Outputting (126) a route (RE) based on the route candidate (RK) taking into account the amount of energy (EE) and the state of charge buffer (SOCP).

10. The method according to claim 9, wherein the route (RE) is output taking into account the energy quantity (EE) and the state of charge buffer (SOCP) such that the state of charge (SOC) of the energy storage device (20) satisfies a threshold condition (230).

11. Computer program and/or computer-readable medium comprising instructions which, when the program or instructions are executed by a computer, cause the latter to carry out the method (100) and/or the steps of the method (100) according to one of the preceding claims

12. Control device (14) for an electrically driven vehicle (200a), in particular a commercial vehicle (200b), with an energy storage device (20) and an electric drive (21) capable of regenerative braking (NB), wherein the control device (14) is configured to carry out the method (100) according to one of claims 1 to 10.

13. Electrically driven vehicle (200a), in particular commercial vehicle (200b), with an energy storage device (20) and an electric drive (21) capable of regenerative braking (NB) and with a control device (14) according to claim 12.