DE102013003411A1 - Method for controlling and/or regulating energy consumption and/or route of electric vehicle, involves determining whether residual energy of vehicle is sufficient for reaching destination of selected route based on energy parameter - Google Patents

Abstract

The method involves determining residual energy parameter of an electric vehicle as a function of the stored energy. A travel route for the electric vehicle is selected and an amount of energy required for driving the vehicle is determined. A determination of whether the residual energy of the vehicle is sufficient for reaching destination of the selected route is performed based on the energy parameter. Independent claims are included for the following: (1) system for controlling and/or regulating energy consumption and/or route of electric vehicle; and (2) computer program product for controlling and/or regulating energy consumption and/or route of electric vehicle.

Description

The invention relates to a method and a system for controlling and / or regulating the energy consumption and / or the travel route of an electric vehicle.

For motor vehicles, navigation systems are used to determine a route from the current location of the vehicle to a destination. When determining the route, for example, the fastest route or the shortest route can be determined, in particular taking into account current traffic disruptions.

The invention has for its object to provide a way to determine a suitable for electric vehicles route.

This object is solved by the subject matters of the independent claims. Preferred embodiments are the subject matters of the dependent claims.

• a) Ermitteln einer Restenergiekenngröße des Elektrofahrzeugs in Abhängigkeit einer im Elektrofahrzeug gespeicherten Energie, insbesondere einer gespeicherten elektrischen Energie,
• b) Ermitteln und Auswählen einer Fahrtroute des Elektrofahrzeugs,
• c) Ermitteln einer zum Befahren der Fahrtroute benötigten Energiemenge und
• d) Auswerten, ob bzw. mit welcher Wahrscheinlichkeit ein Fahrziel der ausgewählten Fahrtroute unter Berücksichtigung der Restenergiekenngröße und der benötigten Energiemenge voraussichtlich erreicht wird.

One aspect of the invention relates to a method for controlling and / or regulating the energy consumption and / or the travel route of an electric vehicle with the steps:

• a) determining a residual energy parameter of the electric vehicle as a function of a stored energy in the electric vehicle, in particular a stored electrical energy,
• b) determining and selecting a travel route of the electric vehicle,
• c) determining an amount of energy required for driving the route and
• d) evaluate whether or with what probability a destination of the selected route is expected to be achieved taking into account the residual energy parameter and the required amount of energy.

An electric vehicle refers to a vehicle, in particular a motor vehicle, which can be driven by an electric motor. Thus, the term electric vehicle includes both a vehicle having only an electric motor as a drive, and a hybrid vehicle having both an electric and a gasoline or diesel engine. The electric energy stored in an electric vehicle is therefore a problem when driving with the electric vehicle, because the stored energy limits the maximum range of the electric vehicle. In the electric vehicle, the electrical energy can be stored, for example, in a battery as energy storage. Compared to combustion-powered vehicles, electric vehicles have to be recharged after covering a shorter journey distance than must be refueled combustion-powered vehicles.

In method step a), a residual energy parameter of the electric vehicle is determined. The residual energy parameter is a measure of the residual energy still present in the electric vehicle at the time of the determination. As a residual energy characteristic z. B. a residual range can be determined, the electric vehicle can still cover before the energy stored in the vehicle is used up. The residual energy parameter can be determined as a normalized residual energy parameter under normalized driving conditions which, for example, are based on an average historical driving behavior of a driver of the electric vehicle and / or a constant energy consumption and / or constant track conditions such as height profile etc. In particular, the residual energy parameter can be determined and calculated taking into account the energy stored in the electric vehicle and taking into account the current energy consumption of the electric vehicle.

In method step b), a route is determined. This can be initialized, for example, by entering a destination by a driver or passenger of the electric vehicle. Here alone or in weighted form driving requirements such as the shortest travel time, the shortest route, the non-driving of highways, etc. are included.

To determine the route, an electronic navigation system can be used. Electronic navigation systems include a satellite-based location detector - for example, based on GPS - and a computer system with which a route can be calculated from the location of the vehicle and a destination. The navigation system automatically calculates a detailed route to the destination based on the electronic road data stored in the device and gives the driver before each turn turn instructions that can be announced to the driver, for example, acoustically.

The navigation system can be localized on-board, that is to say integrated in the vehicle electronics, or arranged as an external device in the vehicle, which is referred to as off-board. Likewise, the navigation system can perform the calculation of the route outside the vehicle. This external navigation system subunit may communicate via interfaces with an in-vehicle navigation system subunit located within the vehicle. About interfaces z. B. GPS data of the electric vehicle to the external navigation system subunit and driving instructions are transmitted to the internal navigation system subunit.

Navigation systems can be provided with a local high-performance computer and a large-volume mass memory for the road network data. It is assumed that the guidance, ie the comparison of the current GPS coordinates with both on-board and off-board navigation systems the waypoint list and the so-called "prompting, ie the information output to the driver by displaying a display symbol (icon, for example, a right arrow as an instruction to turn right) or by an acoustic announcement is performed high-performance. Furthermore, current data, for example, about traffic congestion, road closures or the like can be fed in real time and taken into account in the route calculation and planning.

In method step c), an amount of energy required for driving on the route is determined. The required amount of energy can z. B. be determined and specified in the form of an energy parameter. The energy parameter is defined as a measure of the amount of energy that is likely to be required to reach the destination of the selected route. The energy consumption of the electric vehicle and thus the amount of energy required for a route to be checked can be calculated, for example, from the height profile / gradient of the roads to be overcome, from speed limits, the current vehicle mass including the payload and / or the current traffic situation.

The amount of energy thus determined can be used together with the residual energy parameter as the control variable of a control loop or a control loop.

In method step d), it is evaluated with what probability or whether the travel destination of the route is expected to be reached, that is to say taking into account the data known at the time of performing the method on which the method is based. The result of the evaluation can be output in the electric vehicle, for example on an acoustic and / or optical display device.

As a result, the driver of the electric vehicle is displayed or signaled whether or with what probability the destination can be reached without having to approach a charging station. The method can also be extended to the effect that a start of charging station (s) is included in the determination of the route or charging station (s) are determined as a new destination of the route.

The evaluation in method step d) can be done by comparing the residual energy parameter and the required amount of energy. If the residual energy parameter falls below an energy parameter of the required amount of energy by a predetermined positive or negative value, then the accessibility of the destination is determined as not given, otherwise the accessibility can be interpreted or determined as given.

In one embodiment of method step d), the comparison of the residual energy parameter with the required amount of energy can lead to a probability statement, so that a driver of the electric vehicle (eg finely granular) information or probabilities about the accessibility of the destination can be displayed.

The method can be carried out automatically and / or automatically, in particular by an on-board computer and / or a software-controlled system of the electric vehicle.

According to one embodiment, the method steps a) to d) are carried out regularly during a journey of the electric vehicle. In particular, not only the method steps a) to d) but also all the steps of the method can be carried out regularly on a regular basis. Regularly may mean that the method steps, for example, at least about every 10 minutes, at least about every 5 minutes, at least once a minute and / or repeated repeated and / or checked. In this case, both the residual energy parameter, the route and / or the required amount of energy can be kept updated.

According to one embodiment, the determination and selection of the travel route takes place taking into account the residual energy parameter. During the route search, ie during the calculation of the optimal route, the residual energy parameter is considered as a boundary condition. In this embodiment of the method steps a) to d), the residual energy parameter flows directly into the determination of the current route. The determination of the travel route in this embodiment can be based on a route search in weighted graphs. If a route, which is analyzed (possibly temporarily) during the determination of the route, exceeds the residual energy parameter by a value to be determined, the route is discarded as part of the possible route. In this case, there is a way of a juxtaposition of adjacent sections of the route.

• e) Ermitteln von zum Befahren unterschiedlicher Fahrtrouten benötigten Energiemengen und Auswahl einer dieser Fahrtrouten als ausgewählte Fahrtroute.

According to one embodiment, the method has the further method step:

• e) determining the amount of energy required for driving on different routes and selecting one of these routes as a selected route.

The required amount of energy can z. B. be determined in the form of a required energy characteristic for several possible routes. For each of these possible routes can be determined whether or with what probabilities the destination of these alternative routes is reached.

Not only is the required amount of energy and its accessibility determined for a selected travel route, but a determination is made for n (n> 1) travel routes. The selection of one of these routes as selected or designated route can be explicitly influenced by the analysis of each required amount of energy of the individual routes. Different driving routes to the destination will be checked to see how much energy the electric vehicle is likely to spend in order to reach the destination on the checked route. The energy consumption for a route to be checked may depend, for example, on the height profile / gradient of the roads to be overcome, on speed limits, the current traffic situation, etc. The method extended by method step e) has the advantage of ascertaining and / or identifying a statement regarding the achievement of objectives also for alternative driving routes. In this case, the route with the lowest energy consumption can be selected from the several different routes.

• f) Ansteuern von Energieverbrauchern im Elektrofahrzeug in Abhängigkeit von der benötigten Energiemenge, wobei die Restenergiekenngröße nach dem Ansteuern der Energieverbraucher bevorzugt erneut berechnet wird.

In one embodiment, the method step is provided:

• f) control of energy consumers in the electric vehicle as a function of the required amount of energy, the residual energy parameter is preferably recalculated after driving the energy consumers.

For example, if the required amount of energy of the selected route is greater than the residual energy stored in the electric vehicle, so energy consumers such as air conditioning, heated seats, etc., can be turned off, or their consumption can be reduced. This activation of the energy consumers can be performed automatically by an energy management system of the electric vehicle and / or it can be recommended to the driver of the electric vehicle by an appropriate display to turn off certain devices. If the required amount of energy is less than the energy stored in the electric vehicle, energy consumers of the electric vehicle that are switched off or reduced in energy consumption can be switched on again and / or their energy consumption can be increased.

Subsequently, the residual energy parameter can be recalculated after the activation of the energy consumers changed in process step f). Thus, the process begins again with the process step a). The residual energy parameter can be used as a controlled variable of a control loop or a control loop.

According to one embodiment, the residual energy parameter is calculated as a normalized residual range, for example in kilometers or miles. The standardized residual range is a measure of the distance that the electric vehicle can travel with the energy currently stored in the electric vehicle. Normalized and / or historical driving data (eg a typical driver's speed behavior) and road conditions can be used to calculate the normalized remaining range, for example, As the current energy consumption, a flat road, etc.

Another embodiment for determining the residual energy parameter provides their designation in a physical, z. B. electrical energy unit. In this embodiment, for. B. the energy unit Joule used.

In one embodiment of method step c), the required amount of energy for a route in the form of a standardized range such as kilometers or miles is specified or calculated. It is assumed that the same boundary conditions as when carrying out the method step a) for determining the residual energy parameter as a normalized range in a path unit.

In an embodiment of method step c), the required amount of energy can be given in the form of a physical energy unit such as joules.

In one embodiment, the required amount of energy for a travel route is determined on the assumption and / or not on the assumption that the driving of the consumers is reduced on the further, upcoming travel route. Thus, the route can be assigned depending on the consumer control several possible required amounts of energy. The route can then be selected depending on a particular consumer control.

In one embodiment of method step c), the electrical energy consumption of electrical consumers or electrical ancillaries, for example the air conditioning system, etc. can be included in the determination of the required amount of energy for a route.

According to one exemplary embodiment, the required amount of energy or the energy parameter of the travel route of the electric vehicle is determined as a function of position data of the electric vehicle, a height profile of the travel route, current traffic data, current environmental data and / or position data of one or more charging stations. The position data of the electric vehicle may be position coordinates of a navigation system, GPS, Galileo system and / or GLONASS system. The elevation profile of the route may include gradients and gradients on individual routes of the route. The current traffic data may include, for example, congestion, viscous traffic, and / or diversions. The current environmental data may include wet lanes, icy roads, dry lanes, the outside temperature, local wind forces and / or other weather forecast data. Furthermore, charging stations can be calculated in the vicinity of the route in the route where the electrical energy of the electric vehicle can be charged. In addition, prescribed speeds and speed limits on the route can be included in the determination of the route, the z. B. are stored in maps of a navigation system and updated.

According to one embodiment, method step a) is performed by an energy management system of the electric vehicle and method steps b), c) and d) are carried out by a range management system of the electric vehicle. In this case, the range management system can be designed as a navigation system and / or have a navigation system. The determination of the residual energy parameter is performed by an energy management system, while the determination and selection of the travel routes, the determination of the respectively required amounts of energy and the designation of the suitable route is carried out by a range management (eg method step e)). Process step f) can be performed by the energy management system. The energy management system and the coverage management system may be coupled together in a closed loop and / or a closed loop.

The energy management system controls the energy management of the electric vehicle, including the planning and operation of power generation and / or consumption units of the electric vehicle. The energy management system can serve both to conserve resources as well as to protect the climate and to reduce costs while ensuring the user's energy requirements. As a subarea, energy controlling can support the cost and material efficient energy and material flow management.

The range management system controls the range management of the electric vehicle and may include a navigation system that can determine and determine travel routes according to the energy required to drive the route.

The method improves both the energy management of the electric vehicle and the selection of a driving route for the electric vehicle. Thus, the method allows a predictive routing and energy management. Furthermore, the range deficit criticized in electric vehicles is reduced by enabling reliable destination attainment.

The method provides a mutual influence on the driving route determination of the electric vehicle and the management of the energy consumption of the electric vehicle. Both the route and the energy consumption of the electric vehicle can be reconciled by exchanging data with a system responsible for the route calculation, and vice versa. This offers the possibility of coupling the determination of the route and the energy consumption of a vehicle.

One aspect relates to a system for controlling and / or regulating the energy consumption and / or the travel route of an electric vehicle having an energy management system for determining a residual energy parameter of the electric vehicle as a function of an energy stored in the electric vehicle, in particular a stored electrical energy. The system further comprises a range management system for determining and selecting a travel route of the electric vehicle, for determining an amount of energy required to travel the route, and for evaluating whether or not a travel destination of the selected route is likely under consideration of the residual energy parameter and the required amount of energy is reached.

The system may be used to carry out the method described above and include components adapted to perform the method steps described above.

According to one embodiment, the energy management system and the range management system are connected together in a closed loop so that the energy management system communicates the residual energy parameter to the energy management system Reach management system sends and the range management system sends a required amount of energy for the selected route to the energy management system. The residual energy parameter serves as a first controlled variable of the control loop and the required amount of energy as a second controlled variable of the control loop.

The system provides a way to match and couple the energy consumption and route calculation for an electric vehicle.

One aspect relates to a computer program product having computer readable instructions that execute the method in a suitable system.

The invention will be described in more detail below with reference to embodiments shown in FIGS. Individual features of the embodiments shown in the figures may be combined with other embodiments. Show it:

1 in a schematic representation, a system with an energy management system and a range management system, which are coupled together via a control loop,

2 1 is a flowchart showing the sequence of a method for determining the accessibility of a travel destination of a route;

3 in a flowchart, the sequence of a method for determining the accessibility of a destination on different routes with parallel route determination,

4 in a flowchart, the flow of a method for determining the accessibility of a destination on different routes with iterative route determination and

5 in a graph, a method for determining a route in which track sections of the route are weighted.

1 shows a schematic representation of a system 10 for controlling and / or controlling the energy consumption and the travel route of an electric vehicle. The system 10 has an energy management system 20 and a reach management system 30 on.

The energy management system 20 can one in an energy store 22 read stored energy of the electric vehicle. In the energy store 22 that is separate from the system 10 can be arranged, in particular electrical energy can be stored. In this case, the energy storage device may be designed as a battery, in particular as a car battery. The energy management system 20 can via a driver interface 23 be operated by a driver or passenger. The driver interface 23 This may include input devices such as regulators and / or a touchscreen as well as output devices such as a monitor as a visual display and / or a speaker as an audible indicator. The driver interface 23 may have a microphone through which the energy management system 20 can be operated by voice control.

About the energy management system 20 can be electrical consumers 21 such as an air conditioner, a seat heater, window and mirror heaters, a music system, etc. are controlled and / or turned on and / or set in different energy consumption modes. In doing so, the energy management system 20 Distribute shutdown priorities which consumers are to be shut down first, with shutdown priorities depending on the energy consumption and / or importance of the consumer in the electric vehicle. Thus, consumers who are used in the comfort area, assigned a high shutdown priority, which is why such consumers are first turned off and / or their energy consumption is reduced. The energy management system 20 can continue to energy data 24 which may contain environmental data and / or historical information about a driver's driving style or driving style. The historical information about the driving style thereby include an average driving behavior of the driver with regard to the speed, the average acceleration and the average braking behavior. The energy management system 20 may comprise one or more microprocessors and a software control, with which a residual energy parameter is determined and calculated as a first controlled variable. The first control variable is via a first interface 41 from the energy management system 20 transmitted to the reach management system.

As a residual energy parameter, which is defined as a measure of the stored energy in the electric vehicle at the time, z. B. a normalized residual range can be calculated in a length unit, the electric vehicle with the energy storage 22 stored energy is likely to cover. When calculating the normalized residual range, a substantially constant energy consumption is assumed along the entire route, which corresponds to the normalized remaining range. Furthermore, it can be assumed that the electric vehicle is moving at a constant speed and that the vehicle environment is constant and unchangeable. The vehicle environment is affected the height profile of the route and the friction on the road surface. The normalized residual range is used as the input variable and as the first controlled variable in the control or regulation of the energy consumption and / or the travel route of the electric vehicle.

The normalized remaining range is via the first interface 41 to the reach management system 30 submitted and provided for the calculation. The reach management system 30 calculates and determines a travel route for the electric vehicle based on the normalized remaining range. For this purpose, a destination can be specified by an occupant of the electric vehicle. The reach management system 30 then determines a route to the destination. As a selection criterion for selecting the route is used in particular the time required for driving the route energy.

In the calculation of the route further data can be included, such. B. the position data 31 of the electric vehicle, altitude profile data 32 the route, current traffic data 33 which may include weather and environmental data, historical consumer information and location information from charging stations 34 for the energy storage 22 of the electric vehicle.

The range management system determines from these data 30 A recommended driving route for the electric vehicle and a real remaining range when using this selected route. In addition, the reach management system 30 Determine and output a speed recommendation for the electric vehicle. The reach management system 30 may have a navigation system.

The reach management system 30 indicates whether or with what probability the destination of the route with the at the time in the energy storage 22 existing energy can be achieved or not. As a result, the driver of the electric vehicle loses the uncertainty as to whether a destination can still be reached with low residual energy of the electric vehicle or not. This increases the acceptance of electric vehicles.

The reach management system 30 determines and calculates a required amount of energy as a second controlled variable. The amount of energy indicates how much energy the electric vehicle is likely to need to reach the destination on the selected route. The above mentioned position data go into the calculation of the energy quantity 31 , Altitude profile data 32 , current traffic data 33 , historical consumer information and location information of charging stations 34 with a.

The determined amount of energy is used as a second controlled variable via a second interface 42 to the energy management system 20 over ends. This will be a control loop 40 closed, the energy management system 20 and the reach management system 30 coupled with each other.

If the determined (required) amount of energy is greater than the energy stored in the energy store, then the energy management system takes over 20 energy saving measures. So can the energy management system 20 z. B. energy consumers 21 switch off and / or throttle, in particular auxiliary consumers of the comfort area. The energy management system 20 Switches in this case energy consumers 21 to ensure that the destination is reached. Based on this changed and new energy consumption, the energy management system determines 20 again the first residual energy parameter as a normalized residual energy parameter, ie z. For example, the normalized residual range that it attaches to the reach management system 30 sends.

The control loop 40 can be carried out permanently while driving with the electric vehicle.

• a) Ermitteln 110 einer Restenergiekenngröße des Elektrofahrzeugs in Abhängigkeit einer im Elektrofahrzeug gespeicherten Energie,
• b) Ermitteln und Auswählen 120 einer Fahrtroute des Elektrofahrzeugs,
• c) Ermitteln 130 einer zum Befahren der Fahrtroute benötigen Energiemenge und
• d) Auswerten 140, ob bzw. mit welcher Wahrscheinlichkeit ein Fahrziel der ausgewählten Fahrtroute unter Berücksichtigung der Restenergiekenngröße und der benötigten Energiemenge voraussichtlich erreicht wird.

2 shows in a flowchart the flow of a method for determining the accessibility of a travel destination of a route. The method may, for. B. with the in 1 shown system 10 be performed. The method serves to control and / or regulate the energy consumption and / or the travel route of an electric vehicle and has the method steps a) to d) described above:

• a) Determine 110 a residual energy parameter of the electric vehicle as a function of an energy stored in the electric vehicle,
• b) Determining and selecting 120 a route of the electric vehicle,
• c) Determine 130 a for driving on the route need energy and
• d) Evaluate 140 whether or with what probability a destination of the selected route is expected to be achieved taking into account the residual energy parameter and the required amount of energy.

The investigation 110 The residual energy parameter can be parallel to determining and selecting 120 the route and to determine 130 the required amount of energy. Determining 130 The required amount of energy is carried out as a function of the travel route determined in method step b).

As a result of the investigation 110 The residual energy parameter becomes the residual energy parameter 150 provided via an interface of an evaluation and / or transmitted to this. The one in the investigation 120 selected route 151 can be transmitted through another interface and used in the investigation 130 the amount of energy needed to drive on the route is used.

The required amount of energy 152 is z. B. transmitted as an energy parameter via an interface of the evaluation and made available.

The evaluation unit performs the method step d), wherein the evaluation unit z. B. the two parameters 150 and 152 compares, which abut at interfaces of the evaluation unit. These are the residual energy parameter 150 and the required amount of energy 152 preferably in the same unit, e.g. In a unit of length or energy unit.

• e) Ermitteln von zum Befahren unterschiedlicher Fahrtrouten benötigten Energiemengen und Auswahl einer dieser Fahrtrouten als ausgewählte Fahrtroute.

The method can be carried out with a further method step e) in order to compare several possible alternative travel routes with one another:

• e) determining the amount of energy required for driving on different routes and selecting one of these routes as a selected route.

A possible embodiment of this method step e) is shown in a flowchart in FIG 3 shown. The method may, for. From and / or with the in 1 shown system 10 be performed. The route is selected based on a parallel comparison of different alternative routes. As in the in 2 shown flowchart is a determination 110 the residual energy parameter as a measure of the energy still stored in the electric vehicle.

In parallel, n different travel routes to a selected destination are determined and selected in n determination steps 120 ¹ to 120 ⁿ , z. From the reach management system 30 (see. 1 ). The n determined travel routes 151 ¹ to 151 ⁿ become n interfaces for further processing by the reach management system 30 provided. Also parallel to each other are those for driving on each of the selected routes 151 ¹ to 151 ⁿ required amounts of energy in parallel investigation steps 130 ¹ to 130 ⁿ determined. In doing so, each of the n travel routes 151 ¹ to 151 ^{n assigned} the amount of energy that is expected to drive on the respective route.

The n determined required amounts of energy 152 ¹ to 152 ⁿ are transmitted via interfaces to an evaluation unit, the z. B. as part of the reach management system 30 can be trained. The required amounts of energy 152 ¹ to 152 ⁿ can be specified as n energy parameters and are each assigned to a specific route.

An evaluation and / or selection and / or expulsion 140 ⁿ the appropriate route is based on the comparison of the n required amounts of energy 152 ¹ to 152 ⁿ for each of the n alternative routes 151 ¹ to 151 ⁿ with the residual energy parameter 150 , The evaluation 140 ⁿ can under consideration of other route parameters such. As the shortest travel time, the shortest travel, the travel costs, etc. each of the individual alternative n routes 151 ¹ to 151 ⁿ take place.

In the evaluation and / or selection 140 ^In the appropriate route, the appropriate route is determined from various alternatives, taking into account the residual energy parameter and the n energy parameters at the input interfaces.

The required amount of energy 170 the one in the selection 140 ⁿ ultimately determined and selected route can z. B. as an energy parameter to the energy management system 20 be transmitted (cf. 1 ).

• f) Ansteuern von Energieverbrauchern im Elektrofahrzeug in Abhängigkeit von der benötigten Energiemenge, wobei die Restenergiekenngröße nach dem Ansteuern der Energieverbraucher bevorzugt erneut berechnet wird.

Depending on whether the required amount of energy 170 the selected route is greater, less than or equal to the residual energy parameter 150 is, in a driving step, the process step 180 to be executed:

• f) control of energy consumers in the electric vehicle as a function of the required amount of energy, the residual energy parameter is preferably recalculated after driving the energy consumers.

Is, for example, the required amount of energy 170 the designated route is greater than the stored in the electric vehicle residual energy characteristic 150 , so energy consumers such as air conditioning, heated seats, etc. can be turned off, or their consumption can be reduced. This driving 180 the energy consumer can be automatically carried out by an energy management system of the electric vehicle and / or it can be recommended to the driver of the electric vehicle by an appropriate display to turn off certain devices. If the required amount of energy is less than the energy stored in the electric vehicle, energy consumers of the electric vehicle that are switched off or reduced in energy consumption can be switched on again and / or their energy consumption can be increased.

4 shows in a flowchart the flow of a method for determining the accessibility of a destination on different routes with iterative route determination. In 4 an embodiment of the method step e) is shown, in which a driving route is selected and determined by a successive or iterative determination.

First, a determination is made 110 the residual energy parameter and a determination 120 a plurality of different travel routes Fi (for i = 1, ..., n), which are arranged upstream in relation to at least one travel parameter such as shortest travel time and / or shortest travel distance. F1 denotes an optimally found route. This optimal travel route F1 is optimal with regard to at least one travel parameter. The route Fn is designated as the worst route with respect to this at least one ride parameter in the Vorordnung.

Subsequently, in a loop, starting with the optimal route for i = 1 as the starting parameter 131 and examined as the current route to be checked, whether on the currently to be tested route Fi with the for them in a determination step 132 determined necessary or required amount of energy or energy parameter, the destination of the route Fi is reliably achieved. This is done by comparison with the residual energy parameter in a reachability check step 133 checks whether the destination of the route Fi can be reliably reached.

If so, the reachability check step becomes 133 affirmative and there is an expulsion and / or selection 140 ⁱ this currently to be checked route Fi.

If the destination of the route currently to be checked Fi is not likely to be reached, the accessibility checking step will be reached 133 denied. In a driving route checking step 134 a check is made as to whether the order number i of the route currently to be checked Fi is smaller than the maximum order number n. If all n travel routes Fi have already been checked and these can not be reached with the residual energy parameter, this is done in an output step 141 the statement that the destination can not be reached. If none of the possible n travel routes Fi leads to a sufficient probability of their availability or the destination can not be reached, an instruction is issued that the destination can not be reached reliably. This statement is displayed to the driver of the electric vehicle.

Returns the check in the route check step 134 that not all routes Fi have been checked, so is in an iteration step 135 the ordinal number of the currently-to-be-tested travel route Fi increases by 1 (i = i + 1) and the loop with the determination step 132 continued, wherein the time required for the new route currently to be tested Fi energy required is determined. This determines the accessibility for the next better route F (i + 1).

Alternatively to the in 4 The method shown can be successively a respective next possible route Fi within the in 4 shown without the routes Fi in the determination step 120 vorzuordnen in advance.

Alternatively or optionally for checking a plurality of different routes, the determination and selection of a route to a destination can also be based on a route search in weighted graphs. 5 shows in a simplified graph such a route route determination.

The graph in 5 shows a start node A, three waypoints B, C, D and an end node E. Based on the graph, the route from the start node A to the end node E can be determined.

In this case, the route to the end node E as a destination is divided into sections, which are weighted towards their respective energy costs. The individual edges of the in 5 shown graphs that mark respective sections, weights can be assigned, which indicate the amount of energy required to drive the respective section of road. In 5 These weightings are given by way of example with 3, 7, 8, 9 and 12. The weighting can be in a unit such. B. in a unit length or energy unit.

If a route composed of sections of the route and analyzed during the determination of the route (possibly temporarily) exceeds the residual energy parameter by a value to be determined, this route itself is discarded as part of the possible route or as a possible route. Here, a path represents a juxtaposition of adjacent sections.

If route ABD is analyzed during route determination from start node A to end node E (see 5 ) and is the residual energy parameter 20 Units, this way is excluded as a leg of the route, because the required energy parameter is greater than the residual energy parameter, since 12 units are required for the section of AB and 9 units for the section BD. This results in an energy parameter of 21 units for the path ABD.

An analysis of the alternative route A-C-D shows that only 15 units are needed to drive this way, which can be accomplished with the still stored energy in the electric vehicle, for which the residual energy parameter is a measure. Therefore, the route A-C-D is selected as the energy-saving leg of the route, and not the more energy consuming route A-B-D.

Thus, a route can be selected and / or determined with the aid of a weighting of sections.

LIST OF REFERENCE NUMBERS

10

system

20

Energy Management System

21

energy consumers

22

energy storage

23

Driver interface

24

energy data

30

Range Management System

31

position data

32

Height profile data

33

traffic data

34

Location information of charging stations

40

control loop

41

first interface

42

second interface

110

Determination of the residual energy parameter

120

Determination and selection of a route

120 ¹ ... 120 ⁿ

Determination and selection of a route 1 ... n

120i

Determination of ordered quantity of travel routes

130

Determination of the required amount of energy

130 ¹ ... 130 ⁿ

Determination of the required amount of energy 1 ... n

131

startup parameters

132

Energy parameters determination

133

Accessibility checking

134

Route selection

135

iteration

140

Evaluation of the accessibility of the destination

140 ⁿ

Evaluation of a suitable route based on the input variables of several routes

140 ⁱ

Evaluation of a suitable route based on the input variables of several routes

141

error message

150

Residual energy parameter

151

route

151 ¹ ... 151 ⁿ

Route 1 ... n

152

required amount of energy of the route

152 ¹ ... 152 ⁿ

required amount of energy 1 ... n of the route 1 ... n

170

 required amount of energy of the selected route

180

 Driving energy consumers

A

starting node

B

waypoint

C

waypoint

D

waypoint

e

end nodes

Claims (12)

Method for controlling and / or regulating the energy consumption and / or travel route of an electric vehicle, comprising the steps of: a) determining ( 110 ) a residual energy parameter ( 150 ) of the electric vehicle as a function of an energy stored in the electric vehicle, b) determining and selecting ( 120 ; 120 ¹ ... 120 ⁿ ; 120 ⁱ ) a route ( 151 ; 151 ¹ ... 151 ⁿ ; Fi) of the electric vehicle, c) determining ( 130 ; 130 ¹ ... 130 ⁿ ; 132 ) one for driving the route ( 151 ; 151 ¹ ... 151 ⁿ ; Fi) require energy ( 152 ; 152 ¹ ... 152 ⁿ ) and d) evaluate ( 140 ; 140 ⁿ ; 133 ), whether or with what probability a destination of the selected route ( 151 ; 151 ¹ ... 151 ⁿ ; Fi) taking into account the residual energy parameter ( 150 ) and the required amount of energy ( 152 ; 152 ¹ ... 152 ⁿ ) is expected to be achieved. Method according to claim 1, wherein the steps a) to d) are carried out regularly during a journey of the electric vehicle. Method according to claim 1 or 2, wherein the determining and selecting ( 120 ; 120 ¹ ... 120 ⁿ ; 120 ⁱ ) the route ( 151 ; 151 ¹ ... 151 ⁿ ; Fi) taking into account the residual energy parameter ( 150 ) he follows. Method according to at least one of the preceding claims, with the step e) determining ( 130 ¹ ... 130 ⁿ ; 132 ) of driving on different routes ( 151 ; 151 ¹ ... 151 ⁿ ; Fi) required amounts of energy ( 152 ¹ ... 152 ⁿ ) and selection ( 140 ⁿ ; 140 ⁱ ) one of these routes ( 151 ¹ ... 151 ⁿ ; Fi) as a selected route. Method according to at least one of the preceding claims, with the step f) driving ( 180 ) of energy consumers ( 21 ) in the electric vehicle depending on the required amount of energy ( 152 ; 170 ), where the Residual energy parameter ( 150 ) after driving ( 180 ) of energy consumers ( 21 ) is preferably recalculated. Method according to at least one of the preceding claims, wherein as the residual energy parameter ( 150 ) a normalized residual range and / or a physical energy unit is calculated. Method according to at least one of the preceding claims, wherein the required amount of energy ( 152 ; 152 ¹ ... 152 ⁿ ; 170 ) is calculated as a normalized residual range and / or a physical energy unit. Method according to at least one of the preceding claims, wherein the required amount of energy ( 152 ; 152 ¹ ... 152 ⁿ ; 170 ) of the route ( 151 ; 151 ¹ ... 151 ⁿ ; Fi) of the electric vehicle as a function of position data ( 31 ) of the electric vehicle, a height profile of the route ( 32 ), current traffic data ( 33 ), current environmental data ( 33 ) and / or position data ( 34 ) of a charging station is determined. Method according to at least one of the preceding claims, wherein method step a) is performed by an energy management system ( 20 ) of the electric vehicle and the method steps b), c) and d) of a range management system ( 30 ) of the electric vehicle. System for controlling and / or regulating the energy consumption and / or the travel route of an electric vehicle, comprising: - an energy management system ( 20 ) for determining a residual energy parameter ( 150 ) of the electric vehicle as a function of energy stored in the electric vehicle, and - a range management system ( 30 ) for determining and selecting a route ( 151 ; 151 ¹ ... 151 ⁿ ; Fi) of the electric vehicle, for determining a to drive on the route ( 151 ; 151 ¹ ... 151 ⁿ ; Fi) require energy ( 152 ; 152 ¹ ... 152 ⁿ ; 170 ), and to evaluate whether or with what probability a destination of the selected route ( 151 ; 151 ¹ ... 151 ⁿ ; Fi) taking into account the residual energy parameter ( 41 ) and the required amount of energy ( 152 ; 1521 ... 152 ⁿ ; 170 ) is expected to be reached. The system of claim 10, wherein the energy management system ( 20 ) and the range management system ( 30 ) via a rule check ( 40 ) are coupled together so that the energy management system ( 20 ) the residual energy parameter ( 150 ) to the range management system ( 30 ) and the range management system ( 30 ) for the selected route ( 151 ; 151 ¹ ... 151 ⁿ ; Fi) required amount of energy ( 152 ; 152 ¹ ... 152 ⁿ ; 170 ) to the energy management system ( 20 ) sends. A computer program product having computer readable instructions that perform the method of any one of claims 1-9 in a suitable system.

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