DE102010016188A1 - Method for operating an electric vehicle - Google Patents

Method for operating an electric vehicle Download PDF

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Publication number
DE102010016188A1
DE102010016188A1 DE102010016188A DE102010016188A DE102010016188A1 DE 102010016188 A1 DE102010016188 A1 DE 102010016188A1 DE 102010016188 A DE102010016188 A DE 102010016188A DE 102010016188 A DE102010016188 A DE 102010016188A DE 102010016188 A1 DE102010016188 A1 DE 102010016188A1
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DE
Germany
Prior art keywords
charge
state
soc1
generating device
electric vehicle
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DE102010016188A
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German (de)
Inventor
Robert Dr. Fischer
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AVL List GmbH
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AVL List GmbH
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Publication of DE102010016188A1 publication Critical patent/DE102010016188A1/en
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Classifications

    • 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
    • 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]
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
    • G01R31/382—Arrangements for monitoring battery or accumulator variables, e.g. SoC
    • 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
    • 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
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H01M10/488—Cells or batteries combined with indicating means for external visualization of the condition, e.g. by change of colour or of light density
    • 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
    • H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
    • H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
    • H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
    • H02J9/062—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems for AC powered loads
    • 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
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/20—Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
    • 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
    • B60W2556/10—Historical 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
    • 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
    • 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
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Die Erfindung betrifft ein Verfahren zum Betreiben eines Elektrofahrzeuges, welches zumindest eine elektrische Antriebsmaschine, zumindest einen elektrischen Energiespeicher, sowie zumindest eine Stromerzeugungseinrichtung aufweist, wobei die Stromerzeugungseinrichtung ab einem definierten Ladezustand (SOC) des elektrischen Energiespeichers aktiviert wird. Um die Kosten des Elektrofahrzeuges zu verringern und Bauraum einzusparen ist vorgesehen, dass die Stromerzeugungseinrichtung für einen mittleren Leistungsbedarf der elektrischen Antriebsmaschine bei einer definierten Dauergeschwindigkeit des Elektrofahrzeuges in der Ebene ausgelegt wird und dass die Stromerzeugungseinrichtung noch vor Erreichen einer unteren technischen Betriebsgrenze des Ladezustandes des elektrischen Energiespeichers bei einem definierten Einschaltladezustand (SOC1) aktiviert wird, wobei der Einschaltladezustand (SOC1) in Bezug auf die untere technische Betriebsgrenze (SOC2) eine Energiereserve (R) des elektrischen Energiespeichers definiert, deren Größe so bemessen wird, dass in Anzahl, Größe und/oder Dauer definierte Spitzenleistungen, vorzugsweise Fahrzeugbeschleunigungen und/oder Steigungen, abgedeckt werden können.The invention relates to a method for operating an electric vehicle, which has at least one electric drive machine, at least one electrical energy store, and at least one power generating device, wherein the power generating device is activated from a defined state of charge (SOC) of the electrical energy store. In order to reduce the cost of the electric vehicle and save space is provided that the power generating device is designed for a mean power demand of the electric drive machine at a defined continuous speed of the electric vehicle in the plane and that the power generation device even before reaching a lower technical operating limit of the state of charge of the electric energy storage is activated at a defined switch-on state of charge (SOC1), wherein the switch-on state of charge (SOC1) defines an energy reserve (R) of the electrical energy store with respect to the lower technical operating limit (SOC2) whose size is dimensioned such that in number, size and / or Permanently defined peak performances, preferably vehicle accelerations and / or gradients, can be covered.

Description

Die Erfindung betrifft ein Verfahren zum Betreiben eines Elektrofahrzeuges, welches zumindest eine elektrische Antriebsmaschine, zumindest einen elektrischen Energiespeicher, sowie zumindest eine Stromerzeugungseinrichtung aufweist, wobei die Stromerzeugungseinrichtung ab einem definierten Ladezustandes des elektrischen Energiespeichers aktiviert wird.The Invention relates to a method for operating an electric vehicle, which at least one electric drive machine, at least one electrical Energy storage, as well as at least one power generation device has, wherein the power generating device from a defined state of charge of the electrical energy storage is activated.

Aus der EP 1 225 074 A2 ist ein Serienhybridfahrzeug mit einem Elektromotor, einem Generator und einer den Generator antreibenden Brennkraftmaschine bekannt. Dabei wird innerhalb einer Zero-Emission-Zone das Fahrzeug rein elektrisch bei deaktivierter Brennkraftmaschine betrieben. Dabei wird sowohl kurz vor dem Eintritt in die emissionsfreie Zone als auch beim Verlassen der emissionsfreien Zone der elektrische Energiespeicher durch die Brennkraftmaschine aufgeladen.From the EP 1 225 074 A2 is a series hybrid vehicle with an electric motor, a generator and a generator driving the internal combustion engine known. In this case, the vehicle is operated purely electrically with deactivated internal combustion engine within a zero-emission zone. In this case, the electric energy storage is charged by the internal combustion engine both shortly before entering the emission-free zone and when leaving the emission-free zone.

Die WO 2005/082663 A1 offenbart ein tragbares Stromaggregat für Elektrofahrzeuge, welches dazu ausgebildet ist, um die Reichweite des Elektrofahrzeuges auszudehnen.The WO 2005/082663 A1 discloses a portable power unit for electric vehicles, which is designed to extend the range of the electric vehicle.

Aus der US 2009/015202 A ist ein Verfahren zur Laderegelung bei einem Hybridfahrzeug bekannt, wobei ein Sollladezustand als Mittelwert des Ladebereiches definiert wird. Der Energiefluss wird so geregelt, dass der Sollladezustand eingehalten wird. Durch Betreiben des elektrischen Antriebsmotors des Hybridfahrzeuges wird der Ladezustand von diesem Sollwert abgesenkt und durch Generieren von elektrischer Energie mit der Brennkraftmaschine wieder angehoben.From the US 2009/015202 A a method for charge control in a hybrid vehicle is known, wherein a nominal state of charge is defined as the mean value of the charging area. The energy flow is controlled so that the nominal state of charge is maintained. By operating the electric drive motor of the hybrid vehicle, the state of charge is lowered from this desired value and raised again by generating electrical energy with the internal combustion engine.

Die WO 2008/128416 A1 offenbart ein Energiemanagement für Hybridfahrzeuge mit einem Lastvorhersagesystem, mit welchem aufgrund von Eingangsparametern und mittels eines selbstlernenden Systems ein künftiges Lastniveau berechnet wird, um aufgrund der Lastanforderung eine optimale zukünftige Ausgangsleistung, einen Batterieladezustand und eine optimale Fahrzeuggeschwindigkeit zu bestimmen. Aufgrund dieser optimalen zukünftigen Leistungsabschätzung wird die Brennkraftmaschine, der Generator und der elektrische Energiespeicher des Hybridfahrzeuges koordiniert.The WO 2008/128416 A1 discloses a hybrid vehicle energy management system having a load prediction system that calculates a future load level based on input parameters and a self-learning system to determine optimal future output power, battery state of charge, and vehicle speed based on the load request. On the basis of this optimum future power estimation, the internal combustion engine, the generator and the electrical energy store of the hybrid vehicle are coordinated.

Bei den bekannten seriellen Hybridfahrzeugen ist im Allgemeinen die Brennkraftmaschine und der Generator so dimensioniert, dass der maximale Leistungsbedarf abgedeckt werden kann.at the known serial hybrid vehicles is generally the Internal combustion engine and the generator so dimensioned that the maximum power requirement can be covered.

Aufgabe der Erfindung ist es, mit möglichst geringem technischen Aufwand temporäre Lastanforderungen bei Elektrofahrzeugen abzudecken.task The invention is with the least possible technical Expenditure temporary load requirements for electric vehicles cover.

Erfindungsgemäß wird dies dadurch erreicht, dass die Stromerzeugungseinrichtung für einen mittleren Leistungsbedarf der elektrischen Antriebsmaschine bei einer definierten Dauergeschwindigkeit des Elektrofahrzeuges in der Ebene ausgelegt wird und dass die Stromerzeugungseinrichtung noch vor Erreichen einer unteren technischen Betriebsgrenze des Ladezustandes des elektrischen Energiespeichers bei einem definierten Einschaltladezustand aktiviert wird, wobei der Einschaltladezustand in Bezug auf die untere technische Betriebsgrenze eine Energiereserve des elektrischen Energiespeichers definiert, deren Größe so bemessen wird, dass in Anzahl, Größe und/oder Dauer definierte Spitzenleistungen, vorzugsweise Fahrzeugbeschleunigungen und/oder Steigungen abgedeckt werden können. Vorzugsweise wird der Einschaltladezustand so angesetzt, dass mindestens 10%, vorzugsweise mindestens 30% der Kapazität des Energiespeichers als Energiereserve verbleibt. Auf diese Weise lassen sich alle Betriebsbereiche des Fahrzeuges abdecken.According to the invention this is achieved in that the power generating device for an average power requirement of the electric drive machine at a defined continuous speed of the electric vehicle is designed in the plane and that the power generating device even before reaching a lower technical operating limit of State of charge of the electrical energy store at a defined Power-on state is activated, the power-on state an energy reserve in relation to the lower technical operating limit of the electric energy storage defines its size is sized so that in number, size and / or Duration defined peak performances, preferably vehicle accelerations and / or Slopes can be covered. Preferably, the Start-up state set so that at least 10%, preferably at least 30% of the energy storage capacity as an energy reserve remains. In this way, all operating ranges of the Cover the vehicle.

In einer besonders vorteilhaften Ausführungsvariante der Erfindung ist vorgesehen, dass der Einschaltladezustand in einem selbstlernenden Prozess auf der Basis von absolvierten Fahrten des Elektrofahrzeuges angesetzt wird.In a particularly advantageous embodiment of the invention is provided that the switch-on state in a self-learning Process based on completed journeys of the electric vehicle is set.

Alternativ oder zusätzlich kann vorgesehen sein, dass der Einschaltladezustand in Abhängigkeit eines Fahrzieles und/oder einer geplanten Fahrtroute festgelegt wird, wobei es besonders vorteilhaft ist, wenn für zumindest zwei Fahrabschnitte einer geplanten Fahrtroute unterschiedliche Einschaltladezustände definiert werden. Dadurch kann der Streckencharakter bei der Definition des Einschaltladezustandes mit berücksichtigt werden.alternative or additionally, it may be provided that the switch-on charge state depending on a destination and / or a planned Route is set, and it is particularly advantageous if for at least two travel sections of a planned route different Einschaltladezustände be defined. As a result, the track character in the definition of Einschaltladezustandes to be taken into account.

Dadurch, dass die Stromerzeugungseinrichtung für einen mittleren Leistungsbedarf der elektrischen Antriebsmaschine bei definierter Nenngeschwindigkeit in der Ebene ausgelegt wird, lässt sich eine sehr kompakte Bauweise erzielen.Thereby, that the power generation device for a medium Power requirement of the electric drive machine at defined Rated speed is designed in the plane leaves to achieve a very compact design.

Die Erfindung wird im Folgenden anhand der Figuren näher erläutert. Es zeigen:The The invention will be explained in more detail below with reference to FIGS. Show it:

1 den Ladezustand des elektrischen Energiespeichers über der Betriebszeit; und 1 the state of charge of the electrical energy storage over the operating time; and

2 ein Auslegungsdiagramm für die Stromerzeugungseinrichtung. 2 a design diagram for the power generation device.

In 1 ist der Ladezustand SOC des elektrischen Energiespeichers des elektrisch angetriebenen Fahrzeuges über der Zeit t aufgetragen. Bei herkömmlichen Elektrofahrzeugen werden die elektrischen Energiespeicher im Fahrbetrieb bis auf den technisch möglichen Minimalladezustand geleert, welcher eine technische Untergrenze SOC2 für die Fahrbarkeit des Elektrofahrzeuges darstellt. Nach Erreichen dieses Zustandes ist die verfügbare Fahrleistung unmittelbar von der Energiezufuhr der Stromerzeugungseinrichtung (Range Extender) abhängig und damit begrenzt.In 1 the state of charge SOC of the electric energy storage of the electrically driven vehicle is plotted over the time t. In conventional electric vehicles, the electrical energy storage are emptied while driving to the technically possible minimum charge state, which represents a technical lower limit SOC2 for the drivability of the electric vehicle. After reaching this state, the available driving performance is directly dependent on the power supply of the power generation device (Range Extender) and thus limited.

Gemäß dem vorgestellten Verfahren wird die Stromerzeugungseinrichtung nicht erst an der technischen Untergrenze SOC2 des elektrischen Energiespeichers, sondern im Bereich eines mittleren ersten Ladezustandes – dem Einschaltladezustand SOC1 – aktiviert, sodass eine restliche Energiereserve R im Energiespeicher verbleibt. Durch die Definition des Einschaltladezustandes SOC1 oberhalb der technischen Untergrenze SOC2, die nach Erreichen den Ladevorgang durch die Stromerzeugungseinrichtung auslöst, kann die Begrenzung der abgerufenen Fahrleistung durch Pufferung über die Energiereserve R bis an die Systemlimits erweitert werden. Damit können temporäre Spitzenleistungen, wie Beschleunigungen oder Steigungen abgedeckt werden, ohne die Leistung der Stromerzeugungseinrichtung für die Spitzenlast, sondern nur für eine mittlere Leistung zu dimensionieren.According to the presented method is not the power generation facility only at the lower technical limit SOC2 of the electrical energy storage, but in the range of a middle first state of charge - the Charge state SOC1 - activated, leaving a residual Energy reserve R remains in the energy store. By definition the Einschaltladezustandes SOC1 above the lower technical limit SOC2, which triggers the charging process by the power generation device after reaching, can limit the retrieved driving performance by buffering over the energy reserve R can be extended to the system limits. In order to can temporary top performances, such as accelerations or slopes are covered, without the power of the power generation facility for the peak load, but only for a medium To dimension the power.

In 1 ist mit der strichlierten Linie 1 der Fahrbetrieb mit einem konventionellen elektrisch angetriebenen Elektrofahrzeug und mit 2 der Fahrbetrieb nach dem hier beschriebenen Verfahren dargestellt. Erreicht der Ladezustand SOC den Einschaltladezustand SOC1 (Punkt 3), so wird die Stromerzeugungseinrichtung hinzugeschaltet, wobei nur mehr Energieanforderungen, welche über die Leistung der Stromerzeugungseinrichtung hinausgehen, aus der Energiereserve R des elektrischen Energiespeichers genommen werden.In 1 is with the dashed line 1 the driving operation with a conventional electrically driven electric vehicle and with 2 the driving operation according to the method described here. If the state of charge SOC reaches the switch-on charge state SOC1 (point 3 ), the power generating device is connected, with only more energy requirements, which go beyond the power of the power generating device, are taken from the energy reserve R of the electrical energy storage.

2 zeigt ein Auslegungsdiagramm für die Stromerzeugungseinrichtung (Range Extender), wobei die Leistung P über der Fahrgeschwindigkeit v aufgetragen ist. Für die Auslegung gilt die Vorgabe, dass das Elektrofahrzeug im Betrieb mit dem Range Extender keine Fahrleistungseinbusen im Vergleich zum rein elektrischen Betrieb aufweisen soll. Das Elektrofahrzeug ist auf eine bestimmte Fahrleistung (Dynamik, Steigfähigkeit, Höchstgeschwindigkeit, etc.) ausgelegt. Die Leistung der Stromerzeugungseinrichtung kann deutlich geringer sein, als die Leistung des Antriebsmotors des Elektrofahrzeuges. Die Stromerzeugungseinrichtung wird so ausgelegt, dass sie die Maximalgeschwindigkeit des Elektrofahrzeuges in der Ebene, inklusive Nebenverbraucher, abdeckt. Die darüber hinausgehenden dynamischen Anforderungen werden über eine festgelegte elektrische Reserve R des elektrischen Energiespeichers (Fahrzeugbatterie) abgedeckt. 2 shows a design diagram for the power generation device (Range Extender), the power P is plotted against the vehicle speed v. For the design, the requirement is that the electric vehicle during operation with the range extender should not have any loss of performance compared to purely electrical operation. The electric vehicle is designed for a specific driving performance (dynamics, climbing ability, maximum speed, etc.). The power of the power generation device can be significantly lower than the power of the drive motor of the electric vehicle. The power generation device is designed so that it covers the maximum speed of the electric vehicle in the plane, including auxiliary consumers. The additional dynamic requirements are covered by a specified electrical reserve R of the electrical energy storage unit (vehicle battery).

Berechnungen haben ergeben, dass beispielsweise bei einem Elektrofahrzeug mit 1450 kg Gesamtgewicht mit einer elektrischen Energiereserve R von etwa 2 kWh die Fahrdynamik abgedeckt werden kann. In 2 sind die Widerstandskurven 4, 5, 6, 7 für verschiedene Steigungen eingetragen, wobei mit den gestrichelten Kurven 4', 5', 6', 7' der Energiebedarf unter Verwendung von zusätzlichen Ne benaggregaten dargestellt ist. Betrachtet man als Beispiel ein Aggregat mit 15 kW elektrischer Leistung, was einer Radleistung von ca. 13 kW entsprechen würde, dann erkennt man, dass man mit diesem gewählten Fahrzeug (1475 kg voll besetzt) eine Konstantgeschwindigkeit von 100 km/h erreichen könnte. Setzt man eine elektrische Energiereserve R von 2 kWh ein, dann kann man diese Geschwindigkeit von 100 km/h auch bei einer Steigung von 2% 21 km weit mit dem Range Extender und der Batterie fahren (siehe Punkt 11). Alternativ dazu könnte 22 mal von 100 km/h auf 120 km/h beschleunigt werden. Zum Vergleich dazu kann bei 80 km/h bei einer 2%igen Steigung eine Distanz über 66 km zurückgelegt oder 28 Beschleunigungsvorgänge von 80 km/h auf 100 km/h gefahren werden (siehe Punkt 12). Bei einer Steigung von 5% last sich mit der Energiereserve R eine Distanz von 9 km oder 19 Beschleunigungsvorgänge von 100 km/h auf 120 km/h durchführen, wie mit Punkt 13 angedeutet ist. Das Bezugszeichen 14 bezeichnet einen Betriebspunkt bei 80 km/h bei einer Steigung von 5%, bei dem 12 km mit der Energiereserve R oder 25 Beschleunigungsvorgänge von 80 km/h auf 100 km/h durchgeführt werden können. Punkt 15 markiert einen Betriebspunkt für eine Fahrgeschwindigkeit von 60 km/h, bei der eine Distanz über 22 km zurückgelegt werden kann, oder bei der 34 Beschleunigungsvorgänge von 60 km/h auf 80 km/h durchgeführt werden können. Bei einer Steigung von 10% und einer Fahrgeschwindigkeit von 60 km/h kann mit der Energiereserve R nur mehr eine Distanz von etwa 6 km zurückgelegt oder 28 Beschleunigungsvorgänge von 60 km/h auf 80 km/h durchgeführt werden (Punkt 16).Calculations have shown that, for example, in an electric vehicle with 1450 kg total weight with an electrical energy reserve R of about 2 kWh, the driving dynamics can be covered. In 2 are the resistance curves 4 . 5 . 6 . 7 entered for different gradients, with the dashed curves 4 ' . 5 ' . 6 ' . 7 ' the energy requirement is shown using additional benaggregaten. Looking at an example of an aggregate with 15 kW of electrical power, which would correspond to a wheel power of about 13 kW, then you realize that with this selected vehicle (1475 kg fully occupied) could reach a constant speed of 100 km / h. If one uses an electrical energy reserve R of 2 kWh, then you can drive this speed of 100 km / h even with a slope of 2% 21 km far with the range extender and the battery (see point 11 ). Alternatively, it could be accelerated 22 times from 100 km / h to 120 km / h. For comparison, at 80 km / h with a 2% gradient, a distance of 66 km can be covered or 28 acceleration events can be driven from 80 km / h to 100 km / h (see point 12 ). With a gradient of 5%, the energy reserve R can be used for a distance of 9 km or 19 acceleration cycles from 100 km / h to 120 km / h, as with point 13 is indicated. The reference number 14 denotes an operating point at 80 km / h at a gradient of 5%, at which 12 km can be carried out with the energy reserve R or 25 acceleration processes from 80 km / h to 100 km / h. Point 15 marks an operating point for a driving speed of 60 km / h, in which a distance of 22 km can be covered, or in which 34 acceleration operations from 60 km / h to 80 km / h can be performed. With a gradient of 10% and a driving speed of 60 km / h, with the energy reserve R only a distance of about 6 km can be covered or 28 acceleration processes from 60 km / h to 80 km / h can be carried out (point 16 ).

Der Einschaltladezustand SOC1 bzw. die Energiereserve R kann vom Fahrzeughersteller aufgrund des geschätzten Nutzungsprofiles des elektrischen Fahrzeuges festgelegt werden. Alternativ dazu ist es auch möglich, den Einschaltladezustand SOC1 flexibel während des Betriebes des Elektrofahrzeuges mittels eines selbstlernenden Systems zu bestimmen. Dabei können in der Vergangenheit zurückliegende Fahrten des Elektrofahrzeuges die Basis für eine Neufixierung des Einschaltladezustandes SOC1 bilden, so dass eine werksmäßig vordefinierte Einstellung nach Unten oder nach Oben aufgrund der tatsächlichen Wegstrecken nachjustiert werden kann. Beispielsweise kann es bei einer großen Anzahl von Fahrzeugbeschleunigungen und überdurchschnittlich steilen Fahrabschnitten sinnvoll sein, eine größere Energiereserve R vorzusehen, wodurch die Stromerzeugungseinrichtung im elektrischen Fahrbetrieb früher aktiviert wird. Andererseits kann es bei gleichmäßigen Fahrten auf ebenen Straßen mit durchschnittlicher Geschwindigkeit durchaus sinnvoll sein, die elektrische Energiereserve R zu vermindern und das Aktivieren der Stromerzeugungseinrichtung zu verzögern, wodurch Kraftstoff eingespart und unnötige Emissionen verhindert werden können.The switch-on charge state SOC1 or the energy reserve R can be set by the vehicle manufacturer on the basis of the estimated usage profile of the electric vehicle. Alternatively, it is also possible to determine the switch-on state of charge SOC1 flexibly during operation of the electric vehicle by means of a self-learning system. In this case, past journeys of the electric vehicle in the past can form the basis for a re-establishment of the start-up charge state SOC1, so that a factory-preset setting can be readjusted downwards or upwards on the basis of the actual travel distances. For example, it may be useful in a large number of vehicle accelerations and above-average steep sections to provide a larger reserve of energy R, whereby the power generating device is activated earlier in electric driving. On the other hand it can at even rides on flat roads with average speed may be quite useful to reduce the electrical energy reserve R and to delay the activation of the power generation device, thereby saving fuel and unnecessary emissions can be prevented.

Besonders vorteilhaft ist es, wenn aufgrund der in ein Navigationssystem eingegebenen Zieldaten und aufgrund von Informationen über das Verkehrsaufkommen der Energiebedarf für die Überwindung der vorausliegenden Fahrstrecke unter Berücksichtigung von Hindernissen, wie Steigungen, Staus oder dgl., abgeschätzt wird und die optimale Energiereserve und somit die Lage des für die Aktivierung der Stromerzeugungseinrichtung maßgebenden Einschaltladezustandes SOC1 berechnet wird. Diese Optimierung kann unter Gewichtung der Fahrtdauer oder des Kraftstoffverbrauches bzw. der Emissionen erfolgen. Weiters ist es auch möglich, dass für bestimmte Fahrabschnitte unterschiedliche Energiereserven R flexibel definiert werden. Dies ist insbesondere dann von Vorteil, wenn sich der überwiegende Streckencharakter (Steilheit, Kurvigkeit, Verkehrsaufkommen) im Zuge einer Fahrroute ändert.Especially It is advantageous if, due to the input in a navigation system Destination data and traffic information the energy needs for overcoming the ones ahead Driving distance taking into account obstacles, such as Gradients, traffic jams or the like, is estimated and the optimal Energy reserve and thus the location of the activation of the Power generating device authoritative Einschaltladezustandes SOC1 is calculated. This optimization can be done by weighting the Driving time or the fuel consumption or emissions take place. Furthermore, it is also possible for certain Driving sections different energy reserves R flexibly defined become. This is particularly advantageous when the overwhelming track character (Steepness, curviness, traffic) changes in the course of a route.

ZITATE ENTHALTEN IN DER BESCHREIBUNGQUOTES INCLUDE IN THE DESCRIPTION

Diese Liste der vom Anmelder aufgeführten Dokumente wurde automatisiert erzeugt und ist ausschließlich zur besseren Information des Lesers aufgenommen. Die Liste ist nicht Bestandteil der deutschen Patent- bzw. Gebrauchsmusteranmeldung. Das DPMA übernimmt keinerlei Haftung für etwaige Fehler oder Auslassungen.This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Zitierte PatentliteraturCited patent literature

  • - EP 1225074 A2 [0002] - EP 1225074 A2 [0002]
  • - WO 2005/082663 A1 [0003] WO 2005/082663 A1 [0003]
  • - US 2009/015202 A [0004] - US 2009/015202 A [0004]
  • - WO 2008/128416 A1 [0005] WO 2008/128416 A1 [0005]

Claims (5)

Verfahren zum Betreiben eines Elektrofahrzeuges, welches zumindest eine elektrische Antriebsmaschine, zumindest einen elektrischen Energiespeicher, sowie zumindest eine Stromerzeugungseinrichtung aufweist, wobei die Stromerzeugungseinrichtung ab einem definierten Ladezustandes (SOC) des elektrischen Energiespeichers aktiviert wird, dadurch gekennzeichnet, dass die Stromerzeugungseinrichtung für einen mittleren Leistungsbedarf der elektrischen Antriebsmaschine bei einer definierten Dauergeschwindigkeit des Elektrofahrzeuges in der Ebene ausgelegt wird und dass die Stromerzeugungseinrichtung noch vor Erreichen einer unteren technischen Betriebsgrenze des Ladezustandes des elektrischen Energiespeichers bei einem definierten Einschaltladezustand (SOC1) aktiviert wird, wobei der Einschaltladezustand (SOC1) in Bezug auf die untere technische Betriebsgrenze (SOC2) eine Energiereserve (R) des elektrischen Energiespeichers definiert, deren Größe so bemessen wird, dass in Anzahl, Größe und/oder Dauer definierte Spitzenleistungen, vorzugsweise Fahrzeugbeschleunigungen und/oder Steigungen abgedeckt werden können.Method for operating an electric vehicle, which has at least one electric drive machine, at least one electrical energy store, and at least one power generating device, wherein the power generating device is activated from a defined state of charge (SOC) of the electrical energy store, characterized in that the power generating device for an average power requirement of electric drive machine is designed at a defined continuous speed of the electric vehicle in the plane and that the power generating device is activated before reaching a lower technical operating limit of the state of charge of the electric energy storage at a defined Einschaltladezustand (SOC1), the Einschaltladezustand (SOC1) with respect to the lower technical operating limit (SOC2) defines an energy reserve (R) of the electrical energy store, the size of which is calculated so that in number, size and / or duration defined peak performance, preferably vehicle accelerations and / or gradients can be covered. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass der Einschaltladezustand (SOC1) so angesetzt wird, dass mindestens 10%, vorzugsweise mindestens 30% der Kapazität des Energiespeichers als Energiereserve (R) verbleibt.Method according to claim 1, characterized in that that the switch-on state of charge (SOC1) is set so that at least 10%, preferably at least 30% of the capacity of the energy storage as Energy reserve (R) remains. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass der Einschaltladezustand (SOC1) in einem selbstlernenden Prozess auf der Basis von absolvierten Fahrten des Elektrofahrzeuges angesetzt wird.Method according to claim 1 or 2, characterized That is, the start-up charge state (SOC1) in a self-learning process on the basis of completed journeys of the electric vehicle becomes. Verfahren nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass der Einschaltladezustand (SOC1) in Abhängigkeit eines Fahrzieles und/oder einer geplanten Fahrtroute festgelegt wird.Method according to one of claims 1 to 3, characterized in that the switch-on state of charge (SOC1) depending on a destination and / or a planned Driving route is set. Verfahren nach einem der Ansprüche 3 oder 4, dadurch gekennzeichnet, dass für zumindest zwei Fahrabschnitte einer geplanten Fahrtroute unterschiedliche Einschaltladezustände (SOC1) definiert werden.Method according to one of claims 3 or 4, characterized in that for at least two driving sections a planned route different Einschaltladezustände (SOC1).
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