DE102013003411B4 - Method and system for controlling and/or regulating the energy consumption and/or the route of an electric vehicle - Google Patents

Abstract

Methods for controlling and/or regulating the energy consumption and/or the route of travel of an electric vehicle, wherein:
a) an energy management system (20) determines a residual energy parameter (150) of the electric vehicle as a function of energy stored in the electric vehicle (110),
b) a range management system (30) determines and selects a route (151; 151 ¹ ... 151 ⁿ ; Fi) of the electric vehicle (120; 120 ¹ ...120 ⁿ ; 120 ⁱ ),
c) the range management system (30) determines the amount of energy (152; 152 ¹ ...152 ⁿ ) required to travel the route (151; 151 ¹ ...151 ^{n ;} Fi) (130; 130 ¹ ...130 ⁿ ; 132) and
d) the range management system (30) evaluates (140; 140 ⁿ ; 133) whether and with what probability a destination of the selected route (151; 151 ¹ ...151 ⁿ ; Fi) is likely to be reached, taking into account the remaining energy parameter (150) and the required amount of energy (152; 152 ¹ ... 152 ⁿ ), wherein the energy management system (20) and the range management system (30) are coupled to each other via a control loop (40) such that the energy management system (20) sends the remaining energy parameter (150) as the first control variable to the range management system (30) and the range management system (30) the amount of energy required for the selected route (151; 151 ¹ ...151 ⁿ ; Fi) (152; 152 ¹ ...152 ⁿ ; 170) as a second control variable to the energy management system (20), wherein:
e) in the control loop (40) the energy quantities (152 ¹ ...152 ⁿ ) required to travel different routes (151; 151 ¹ ...151 ⁿ ; Fi) are determined and one of these routes (151 ¹ ...151 ⁿ ; Fi) is selected as the chosen route, taking into account the residual energy parameter (150); and
f) Energy consumers (21) in the electric vehicle are controlled depending on the required amount of energy (152; 170), wherein
- the residual energy parameter (150) is recalculated after the energy consumers (21) have been activated (180) and
- energy consumers (21) that have been switched off and/or reduced in energy consumption are switched on again and/or their energy consumption is increased when the required amount of energy (152; 170) is less than the energy stored in the electric vehicle.

Description

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

For motor vehicles, navigation systems are used to determine a route from the vehicle's current location to a destination. When determining the route, the fastest or shortest route can be calculated, taking into account current traffic disruptions.

The republished printed work DE 10 2011 112 382 A1 This concerns a method for regulating the energy supply for a vehicle's propulsion. The energy supply to the vehicle's propulsion system is automatically regulated when the remaining energy in the vehicle is less than the energy required for the journey. If the remaining energy is less than the required energy, an alternative route is first sought. If no alternative route can be found, or if the remaining energy is still less than the energy required to reach the destination, energy consumers outside the comfort range are switched off. If this energy-saving measure is also insufficient, the vehicle's propulsion speed is automatically regulated or reduced.

Printed matter DE 195 19 107 C1 This concerns a route planning system. The route planning system calculates a route that includes charging stations for an electric car and the required charging times. The system can automatically reserve charging times at these stations. Furthermore, the system can suggest a reduced speed if the electric car's energy reserves are insufficient to reach the destination.

Printed matter US 2011/0 202 216 A1 This concerns a control strategy for a hybrid vehicle. It proposes an energy management system that regulates both the vehicle's energy consumption and the level of energy recuperation (e.g., during braking). The control strategy can also incorporate factors such as the maximum energy consumption expected for a planned route.

Printed matter DE 10 2010 039 675 A1 This relates to a method and a device for operating an electrically powered motor vehicle with a battery-powered electric drive motor and a generator-coupled internal combustion engine for providing electrical energy to the electric drive motor and the battery, respectively. Based on the battery's state of charge, the internal combustion engine is operated in a REX (Residential Extension) mode. A navigation system determines a route to a previously entered destination. Cyclically, based on the determined route, the recorded battery state of charge, and the recorded energy consumption, it is checked whether the destination will be reached or whether there is a range gap. If a range gap is detected, it is determined whether the destination can be reached in at least one predefined energy-saving operating mode, in which energy consumption is reduced, or whether the destination can only be reached in REX mode.

Printed matter DE 10 2010 003 762 A1 This concerns the range management of a vehicle with an electric motor drive, based on a vehicle energy consumption model, an available energy quantity, and a road data database. The system estimates the range of a possible journey and outputs this range as the likelihood of reaching at least one destination for the driver. The range estimate is performed by a navigation system with a road data database and by a vehicle control unit exchanging information with it, using at least one pre-existing and defined destination.

The invention is based on the objective of providing a way to determine a route specifically suitable for electric vehicles.

This problem is solved by the subject matter of the independent claims. Preferred embodiments are the subject matter of the dependent claims.

1. a) ein Energiemanagementsystem eine Restenergiekenngröße des Elektrofahrzeugs in Abhängigkeit einer im Elektrofahrzeug gespeicherten Energie ermittelt, insbesondere einer gespeicherten elektrischen Energie,
2. b) ein Reichweitenmanagementsystem eine Fahrtroute des Elektrofahrzeugs ermittelt und auswählt,
3. c) das Reichweitenmanagementsystem eine zum Befahren der Fahrtroute benötigten Energiemenge ermittelt und
4. d) das Reichweitenmanagementsystem auswertet, ob bzw. mit welcher Wahrscheinlichkeit ein Fahrziel der ausgewählten Fahrtroute unter Berücksichtigung der Restenergiekenngröße und der benötigten Energiemenge voraussichtlich erreicht wird, wobei

das Energiemanagementsystem und das Reichweitenmanagementsystem über eine Regelscheife miteinander so gekoppelt sind, dass das Energiemanagementsystem die Restenergiekenngröße als erste Regelgröße an das Reichweitenmanagementsystem sendet und das Reichweitenmanagementsystem die für die ausgewählte Fahrtroute benötigte Energiemenge als zweite Regelgröße an das Energiemanagementsystem sendet , wobei:

• e) in der Regelschleife (40) von zum Befahren unterschiedlicher Fahrtrouten (151; 151¹...151ⁿ; Fi) benötigte Energiemengen (152¹...152ⁿ) ermittelt und eine dieser Fahrtrouten (151¹...151ⁿ; Fi) als ausgewählte Fahrtroute ausgewählt wird unter Berücksichtigung der Restenergiekenngröße (150); und
• f) Energieverbraucher (21) im Elektrofahrzeug in Abhängigkeit von der benötigten Energiemenge (152; 170) angesteuert werden, wobei
  • - die Restenergiekenngröße (150) nach dem Ansteuern (180) der Energieverbraucher (21) erneut berechnet wird und
  • - ausgeschaltete und/oder im Energieverbrauch reduzierte Energieverbraucher (21) wieder eingeschaltet und/oder deren Energieverbrauch erhöht wird, wenn die benötigte Energiemenge (152; 170) kleiner als die im Elektrofahrzeug gespeicherte Energie ist.

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

1. a) an energy management system determines a residual energy parameter of the electric vehicle as a function of energy stored in the electric vehicle, in particular stored electrical energy,
2. b) a range management system determines and selects a route for the electric vehicle,
3. c) the range management system determines the amount of energy required to travel the route and
4. d) the reach management system evaluates whether and with what probability a destination of the selected route is expected to be reached, taking into account the remaining energy parameter and the required amount of energy, whereby

The energy management system and the range management system are coupled via a control loop such that the energy management system sends the remaining energy parameter as the first control variable to the range management system, and the range management system sends the amount of energy required for the selected route as the second control variable to the energy management system, where:

• e) in the control loop (40) the energy quantities (152 ¹ ...152 ⁿ ) required to travel different routes (151; 151 ¹ ...151 ⁿ ; Fi) are determined and one of these routes (151 ¹ ...151 ⁿ ; Fi) is selected as the chosen route, taking into account the residual energy parameter (150); and
• f) Energy consumers (21) in the electric vehicle are controlled depending on the required amount of energy (152; 170), wherein
  • - the residual energy parameter (150) is recalculated after the energy consumers (21) have been activated (180) and
  • - energy consumers (21) that have been switched off and/or reduced in energy consumption are switched on again and/or their energy consumption is increased when the required amount of energy (152; 170) is less than the energy stored in the electric vehicle.

An electric vehicle is defined as a vehicle, particularly a motor vehicle, that can be powered by an electric motor. The term "electric vehicle" thus encompasses both vehicles powered solely by an electric motor and hybrid vehicles, which have both an electric motor and a gasoline or diesel engine. The electrical energy stored in an electric vehicle presents a challenge when driving it because it limits the vehicle's maximum range. This electrical energy can be stored, for example, in a battery. Compared to combustion engine vehicles, electric vehicles need to be recharged after traveling shorter distances than combustion engine vehicles need to be refueled.

In process step a), a residual energy parameter of the electric vehicle is determined. This residual energy parameter is a measure of the remaining energy in the electric vehicle at the time of determination. For example, the residual energy parameter can be determined as the remaining range that the electric vehicle can still travel before the energy stored in the vehicle is depleted. The residual energy parameter can be determined as a standardized parameter under standardized driving conditions, which are based, for example, on the average historical driving behavior of an electric vehicle driver and/or constant energy consumption and/or constant route conditions such as elevation profile, etc. In particular, the residual energy parameter can be determined and calculated taking into account the energy stored in the electric vehicle and the electric vehicle's current energy consumption.

In process step b), a route is determined. This can be initiated, for example, by a driver or passenger of the electric vehicle entering a destination. Trip preferences such as the shortest travel time, the shortest route, avoiding highways, etc., can be considered here, either individually or in weighted form.

An electronic navigation system can be used to determine the route. Electronic navigation systems comprise a satellite-based location detector – for example, GPS-based – and a computer system that calculates a route from the vehicle's location and a destination. Based on the electronic road data stored in the device, the navigation system automatically calculates a detailed route to the destination and provides the driver with turn-by-turn directions before each junction, which can be announced audibly, for example.

The navigation system can be located on-board, meaning it is integrated into the vehicle's electronics, or it can be installed as an external device within the vehicle, which is referred to as off-board. The navigation system can also calculate the route externally. This external navigation system unit can communicate with an internal navigation system unit located inside the vehicle via interfaces. These interfaces can be used, for example, to transmit GPS data from the electric vehicle to the external navigation system unit and driving instructions to the internal navigation system unit.

Navigation systems can be equipped with a local high-performance computer and a large-capacity mass storage device for the road network. The data is provided. It is assumed that both on-board and off-board navigation systems perform high-performance guidance, i.e., the comparison of the constantly updated GPS coordinates with the waypoint list, and prompting, i.e., the output of information to the driver by displaying a symbol (e.g., a right-pointing arrow as an instruction to turn right) or by an audible announcement. Furthermore, current data, such as information on traffic jams, road closures, or the like, can be fed in in real time and taken into account when determining and planning routes.

In step c), the amount of energy required to travel the route is determined. This required energy can be calculated and specified, for example, as an energy parameter. The energy parameter is defined as a measure of the amount of energy expected to be needed to reach the destination of the selected route. The energy consumption of the electric vehicle, and thus the required energy for a route under review, can be calculated based on factors such as the elevation profile/gradient of the roads, speed limits, the vehicle's current mass including payload, and/or the current traffic situation.

The energy requirement determined in this way can be used together with the residual energy parameter as a control variable of a control loop or control circuit.

In step d), the probability of reaching the destination of the route is evaluated, taking into account the data known at the time the procedure is carried out. The result of the evaluation can be displayed in the electric vehicle, for example on an acoustic and/or visual display device.

This indicates to the electric vehicle driver whether, and with what probability, the destination can be reached without having to stop at a charging station. The process can also be extended to include the need to stop at a charging station in the route planning, or to identify charging stations as new destinations within the route.

The evaluation in process step d) can be carried out by comparing the remaining energy parameter and the required amount of energy. If the remaining energy parameter falls below the required amount of energy by a predetermined positive or negative value, the feasibility of reaching the destination is determined to be not given; otherwise, the feasibility can be interpreted or determined to be given.

In one embodiment of process 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 can be shown (e.g. more fine-grained) information or probabilities about the accessibility of the travel destination.

The procedure 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, process steps a) to d) are performed regularly during a journey of the electric vehicle. In particular, not only process steps a) to d) but all steps of the process can be performed regularly. "Regularly" can mean that the process steps are repeated and/or checked, for example, at least approximately every 10 minutes, at least approximately every 5 minutes, at least approximately once per minute, and/or continuously. During this process, the remaining energy parameter, the route traveled, and/or the required amount of energy can be kept up to date.

The route is determined and selected taking the residual energy parameter into account. During pathfinding, i.e., during the calculation of the optimal route, the residual energy parameter is considered as a boundary condition. In this embodiment of process steps a) to d), the residual energy parameter is directly incorporated into the determination of the current route. Route determination in this embodiment can be based on pathfinding in weighted graphs. If a path, which is analyzed (possibly temporarily) during route determination, exceeds the residual energy parameter by a defined value, the path is discarded as part of the possible routes. A path consists of a sequence of adjacent route segments.

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

According to one embodiment, the method includes the following further process step:

• e) Determining the amount of energy required to travel different routes and selecting one of these routes as the chosen route.

The required amount of energy can be determined, for example, in the form of a required energy parameter for several possible routes. For each of these possible routes, it can be determined whether, and with what probability, the destination of these alternative routes will be reached.

This process not only determines the required energy and its feasibility for a selected route, but also performs calculations for n (n>1) possible routes. The selection of one of these routes as the chosen or designated route can be explicitly influenced by analyzing the energy requirements of each individual route. Different routes to the destination are then examined to determine how much energy the electric vehicle is expected to expend to reach the destination via the selected route. The energy consumption for a route under review can depend, for example, on the road's elevation profile/gradient, speed limits, current traffic conditions, etc. The method extended by step e) has the advantage of determining and/or displaying information regarding destination attainment for alternative routes as well. The route with the lowest energy consumption can then be selected from among 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 following process step is provided:

• f) Controlling energy consumers in the electric vehicle depending on the required amount of energy, wherein the residual energy parameter is preferably recalculated after the energy consumers have been controlled.

For example, if the energy required for the selected route is greater than the remaining energy stored in the electric vehicle, energy consumers such as the air conditioning, seat heating, etc., can be switched off or their consumption reduced. This control of energy consumers can be carried out automatically by the electric vehicle's energy management system and/or the driver can be advised to switch off certain devices via a corresponding display. If the energy required is less than the energy stored in the electric vehicle, switched-off or reduced-energy energy consumers can be switched back on and/or their energy consumption increased.

The residual energy parameter can then be recalculated after the energy consumers have been controlled differently in process step f). The process then restarts with process step a). The residual energy parameter can be used as a control variable in a control loop.

According to one embodiment, the remaining energy parameter is calculated as a normalized remaining range, for example, in kilometers or miles. The normalized remaining range is a measure of the distance the electric vehicle can travel with the energy currently stored in it. The calculation of the normalized remaining range can be based on normalized and/or historical driving data (e.g., typical driver speed) and road conditions, such as current energy consumption, a level road surface, etc.

Another embodiment for determining the residual energy parameter is its expression in a physical, e.g., electrical, energy unit. In this embodiment, the energy unit Joule is used, for example.

In one embodiment of process step c), the required amount of energy for a journey is specified or calculated in the form of a standardized range such as kilometers or miles. The same boundary conditions are assumed as when performing process step a) to determine the residual energy parameter as a standardized range in a distance unit.

In one embodiment of process step c), the required amount of energy can be specified in the form of a physical energy unit such as the joule.

In one embodiment, the required energy quantity for a route is determined assuming, and/or not assuming, that the activation of consumers will be reduced on the subsequent route. Thus, several possible required energy quantities can be assigned to the route depending on the consumer control. The route can then be selected based on a specific consumer control setting.

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

According to one exemplary embodiment, the required amount of energy or the energy parameter is The route of an electric vehicle is determined based on the vehicle's position data, the route's elevation profile, current traffic data, current environmental data, and/or the location of one or more charging stations. The vehicle's position data can include coordinates from a navigation system, GPS, Galileo, and/or GLONASS. The route's elevation profile can include inclines and declines along certain sections of the route. Current traffic data can include, for example, traffic jams, slow-moving traffic, and/or detours. Current environmental data can include wet, icy, or dry road surfaces, the outside temperature, local wind speeds, and/or other weather forecast data. Furthermore, charging stations near the route, where the electric vehicle can be recharged, can be factored in. Additionally, posted speed limits and speed restrictions along the route, which are stored and updated in the navigation system's map data, can be included in the route calculation.

Process step a) is performed by the electric vehicle's energy management system, and process steps b), c), and d) are performed by the electric vehicle's range management system. The range management system can be configured as a navigation system and/or include a navigation system. The determination of the remaining energy parameter is performed by an energy management system, while the determination and selection of routes, the calculation of the required energy quantities, and the designation of the appropriate route are performed by the range management system (e.g., process step e)). Process step f) can be performed by the energy management system. The energy management system and the range management system can be coupled in a control loop and/or a closed-loop control system.

The energy management system controls and regulates the energy management of the electric vehicle, which includes the planning and operation of the vehicle's energy generation and/or consumption units. The energy management system can contribute to resource conservation, climate protection, and cost reduction while ensuring the user's energy needs are met. As a sub-area, energy controlling can support cost- and material-efficient energy and material flow management.

The range management system controls or regulates the range management of the electric vehicle and may include a navigation system that can determine and calculate routes based on the energy required to travel the route.

This method improves both the energy management of the electric vehicle and the selection of a route. It enables predictive routing and energy management. Furthermore, it mitigates the range deficit often criticized in electric vehicles by ensuring reliable destination achievement.

This method enables the mutual interaction between the electric vehicle's route determination and energy consumption management. Both the route and energy consumption can be coordinated by exchanging data between a system responsible for energy consumption and a system responsible for route determination. This allows for the integration of route determination and energy consumption monitoring.

One aspect concerns a system for controlling and/or regulating the energy consumption and/or route of an electric vehicle, including an energy management system for determining the vehicle's remaining energy value based on the energy stored in the vehicle, particularly electrical energy. The system also includes a range management system for determining and selecting a route for the electric vehicle, calculating the amount of energy required to travel that route, and evaluating whether, and with what probability, a destination on the selected route is likely to be reached, taking into account the remaining energy value and the required amount of energy.

The system can be used to perform the procedure described above and may contain components designed to perform the procedure steps described above.

The energy management system and the range management system are coupled via a control loop such that the energy management system sends the remaining energy parameter as the first control variable to the range management system, and the range management system then calculates a range for the selected route. The required amount of energy is sent to the energy management system as the second control variable. The remaining energy parameter serves as the first control variable in the control loop, and the required amount of energy as the second control variable.

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

One aspect concerns a computer program product with computer-readable instructions that execute the procedure in a suitable system.

• 1 in einer schematischen Darstellung ein System mit einem Energiemanagementsystem und ein Reichweitenmanagementsystem, die über eine Regelschleife miteinander gekoppelt sind,
• 2 in einem Flussdiagramm den Ablauf eines Verfahrens zum Ermitteln der Erreichbarkeit eines Fahrziels einer Fahrtroute,
• 3 in einem Flussdiagramm den Ablauf eines Verfahrens zum Ermitteln der Erreichbarkeit eines Fahrziels auf unterschiedlichen Fahrtrouten mit paralleler Fahrtroutenermittlung,
• 4 in einem Flussdiagramm den Ablauf eines Verfahrens zum Ermitteln der Erreichbarkeit eines Fahrziels auf unterschiedlichen Fahrtrouten mit iterativer Fahrtroutenermittlung und
• 5 in einem Graphen ein Verfahren zum Ermitteln einer Fahrtroute, bei dem Streckenabschnitte der Fahrtroute gewichtet werden.

The invention is described in more detail below with reference to embodiments illustrated in the figures. Individual features of the embodiments shown in the figures can be combined with other embodiments. The figures show:

• 1 In a schematic representation, a system with an energy management system and a range management system, which are coupled to each other via a control loop,
• 2 a flowchart depicts the sequence of a procedure for determining the accessibility of a destination or route,
• 3 a flowchart depicts the process of determining the accessibility of a destination via different routes using parallel route determination,
• 4 in a flowchart the process of a procedure for determining the accessibility of a destination via different routes using iterative route determination and
• 5 in a graph a method for determining a route, in which sections of the route are weighted.

1 Figure 10 shows a schematic representation of a system 10 for controlling and/or managing the energy consumption and driving route of an electric vehicle. System 10 includes an energy management system 20 and a range management system 30.

The energy management system 20 can read energy stored in an energy storage device 22 of the electric vehicle. The energy storage device 22, which can be arranged separately from the system 10, can, in particular, store electrical energy. The energy storage device can be designed as a battery, especially a car battery. The energy management system 20 can be operated by a driver or passenger via a driver interface 23. The driver interface 23 can include input devices such as controllers and/or a touchscreen, as well as output devices such as a monitor for visual display and/or a loudspeaker for acoustic display. The driver interface 23 can include a microphone, enabling voice control of the energy management system 20.

The energy management system 20 can control and/or switch electrical consumers 21, such as air conditioning, seat heating, window and mirror heating, a music system, etc., on or off and/or set them to different energy consumption modes. The energy management system 20 can assign shutdown priorities, determining which consumers should be switched off first. These priorities depend on energy consumption and/or the importance of the consumer in the electric vehicle. Consumers used for comfort purposes are assigned a high shutdown priority, which is why these consumers are switched off first and/or their energy consumption is reduced. The energy management system 20 can also access energy data 24, which may include environmental data and/or historical information about a driver's driving style. This historical driving style information includes the driver's average driving behavior with regard to speed, acceleration, and braking. The energy management system 20 can include one or more microprocessors and a software controller with which a residual energy parameter is determined and calculated as a first control variable. The first control variable is transmitted from the energy management system 20 to the range management system via a first interface 41.

As a residual energy parameter, defined as a measure of the energy stored in the electric vehicle at any given time, a normalized remaining range in a unit of length can be calculated, for example, which the electric vehicle is expected to still be able to travel with the energy stored in the energy storage system 22. The calculation of the normalized remaining range assumes essentially constant energy consumption over the entire distance corresponding to the normalized remaining range. Furthermore, it can be assumed that the electric vehicle travels at a constant speed and that the vehicle's environment is constant and unchanging. The vehicle's environment refers to the elevation profile of the route and the friction on the road surface. The remaining range is used as an input variable and as the first controlled variable in the control or regulation of the energy consumption and/or the route of the electric vehicle.

The standardized remaining range is transmitted to the range management system 30 via the first interface 41 and made available for calculation. Based on the standardized remaining range, the range management system 30 calculates and determines a route for the electric vehicle. A destination can be specified by an occupant of the electric vehicle. The range management system 30 then determines a route to this destination. The amount of energy required to travel the route serves as a key selection criterion.

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

Based on this data, the range management system 30 determines a recommended route for the electric vehicle and an estimated remaining range when using this selected route. Additionally, the range management system 30 can determine and output a speed recommendation for the electric vehicle. The range management system 30 may include a navigation system.

The range management system 30 indicates whether, and with what probability, the destination of the route can be reached with the energy available in the energy storage system 22 at any given time. This reduces the uncertainty for the electric vehicle driver as to whether a destination can still be reached when the vehicle's remaining energy is low. This increases the acceptance of electric vehicles.

The range management system 30 determines and calculates the required amount of energy as a second control variable. This amount of energy indicates how much energy the electric vehicle is expected to need to reach its destination on the selected route. The calculation of this amount incorporates the position data 31 listed above, elevation profile data 32, current traffic data 33, historical consumption information, and location information for charging stations 34.

The energy quantity determined in this way is transmitted as a second control variable to the energy management system 20 via a second interface 42. This closes a control loop 40 that couples the energy management system 20 and the range management system 30.

If the calculated (required) amount of energy is greater than the energy stored in the energy storage system, the energy management system 20 takes energy-saving measures. For example, the energy management system 20 can switch off and/or reduce the energy consumption of energy consumers 21, especially auxiliary consumers in the comfort area. In this case, the energy management system 20 switches off energy consumers 21 to ensure that the driving destination is reached. Based on this modified and new energy consumption, the energy management system 20 again calculates the first residual energy parameter as a normalized residual energy parameter, e.g., the normalized remaining range, which it sends to the range management system 30.

Control loop 40 can be executed continuously while driving the electric vehicle.

1. a) Ermitteln 110 einer Restenergiekenngröße des Elektrofahrzeugs in Abhängigkeit einer im Elektrofahrzeug gespeicherten Energie,
2. b) Ermitteln und Auswählen 120 einer Fahrtroute des Elektrofahrzeugs,
3. c) Ermitteln 130 einer zum Befahren der Fahrtroute benötigen Energiemenge und
4. 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 A flowchart illustrates the process for determining the accessibility of a destination on a route. This process can be illustrated, for example, with the one described in 1 The procedure shown in system 10 is carried out. It serves to control and/or regulate the energy consumption and/or the route of an electric vehicle and comprises the procedure steps a) to d) described above:

1. a) Determine 110 a residual energy parameter of the electric vehicle as a function of energy stored in the electric vehicle,
2. b) Determining and selecting 120 a route for the electric vehicle,
3. c) Determine 130 of the amount of energy required to travel the route and
4. d) Evaluate whether and with what probability a destination of the selected route is likely to be reached, taking into account the remaining energy parameter and the required amount of energy.

The determination of the residual energy parameter (110) can be carried out in parallel with the determination and selection (120) of the route and the determination (130) of the required energy quantity. The determination (130) of the required energy quantity is based on the route determined in process step b).

As a result of determining the residual energy parameter 110, the residual energy parameter 150 is provided to an evaluation unit via an interface and/or transmitted to it. The route 151 selected during determination 120 can be transmitted via another interface and used to determine the amount of energy required to travel the route 130.

The required amount of energy 152 is transmitted and made available, for example, as an energy parameter via an interface of the evaluation unit.

The evaluation unit performs process step d), whereby the evaluation unit compares, for example, the two parameters 150 and 152 that are present at the interfaces of the evaluation unit. For this purpose, the residual energy parameter 150 and the required amount of energy 152 are preferably specified in the same unit, e.g., in a unit of length or a unit of energy.

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

The procedure can be carried out with a further procedural step e) to compare several possible alternative routes:

• e) Determining the amount of energy required to travel different routes and selecting one of these routes as the chosen route.

One possible embodiment of this process step e) is shown in a flowchart in 3 shown. The procedure can be used, for example, by and/or with the in 1 The system shown in 10 is used. The route is selected based on a parallel comparison of different, alternative routes. As in the 2 The flowchart shown shows a determination of the residual energy parameter as a measure of the energy still stored in the electric vehicle.

In parallel, n different routes to a selected destination are determined and selected in n determination steps 120 ¹ to 120 ⁿ , e.g. by the range management system 30 (cf. 1 The n determined routes 151 ¹ to 151 ⁿ are made available via n interfaces for further processing by the range management system 30. Also in parallel, the energy quantities required to travel each of the selected routes 151 ¹ to 151 ⁿ are determined in parallel calculation steps 130 ¹ to 130 ⁿ . Each of the n routes 151 ¹ to 151 ⁿ is assigned the energy quantity that is expected to be required to travel the respective route.

The n determined required energy quantities 152 ¹ to 152 ⁿ are transmitted via interfaces to an evaluation unit, which can, for example, be designed as a component of the range management system 30. The required energy quantities 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 designation of 140 ⁿ of the suitable route is carried out on the basis of comparing the n required energy quantities 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 be carried out taking into account further route parameters such as the shortest travel time, the shortest route, the travel costs, etc. for each of the individual alternative routes 151 ¹ to 151 ⁿ .

When evaluating and/or selecting 140 ⁿ of the suitable route, the appropriate route is determined from various alternatives, taking into account the residual energy parameter and the n energy parameters at input interfaces.

The required energy quantity 170 of the route ultimately determined and selected during the selection process 140 ⁿ can, for example, be transmitted as an energy parameter to the energy management system 20 (see 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 energy quantity 170 of the selected route is greater, less than or equal to the residual energy parameter 150, the process step 180 can be executed in a control step:

• f) Controlling energy consumers in the electric vehicle depending on the required amount of energy, wherein the residual energy parameter is preferably recalculated after the energy consumers have been controlled.

For example, if the energy required for the indicated route is greater than the remaining energy stored in the electric vehicle, energy consumers such as the air conditioning, seat heating, etc., can be switched off or their consumption reduced. This control of energy consumers can be carried out automatically by the electric vehicle's energy management system and/or the driver can be advised to switch off certain devices via a corresponding display. If the energy required is less than the energy stored in the electric vehicle, switched-off or reduced-energy energy consumers can be switched back on and/or their energy consumption increased.

4 The flowchart illustrates the process for determining the accessibility of a destination via different routes using iterative route planning. 4 Figure 1 shows an embodiment of the process step e) in which a route is selected and determined by a successive or iterative determination.

First, the residual energy parameter is determined, and ^then several different routes Fi (for i=1, ..., n) are determined. These routes are ranked with respect to at least one driving parameter, such as shortest travel time and/or shortest distance, etc. F1 represents the optimal route. This optimal route F1 is optimal with respect to at least one driving parameter. Route Fn is identified as the worst route with respect to this at least one driving parameter.

Subsequently, in a loop, starting with the optimal route for i=1 as the initial parameter 131 and the route currently being checked, it is examined whether the destination of route Fi can be reliably reached on the route currently being checked with the necessary or required amount of energy or energy parameter determined for it in a determination step 132. For this purpose, a comparison with the remaining energy parameter in an accessibility check step 133 verifies whether the destination of route Fi can be reliably reached.

If this is the case, the accessibility check step 133 is affirmed and the route Fi currently being checked is designated and/or selected 140 ⁱ .

If the destination of the currently checked route Fi is unlikely to be reached, the accessibility check step 133 is negative. In route check step 134, it is checked whether the sequence number i of the currently checked route Fi is less than the maximum sequence number n. If all n routes Fi have already been checked and none are reachable with the remaining energy parameter, output step 141 indicates that the destination cannot be reached. If none of the possible n routes Fi leads to a sufficient probability of being reached, or if the destination cannot be reached, a message is issued stating that the destination cannot be reliably reached. This message is displayed to the driver of the electric vehicle.

If the check in route verification step 134 reveals that not all routes Fi have yet been checked, then in iteration step 135 the sequence number of the route Fi currently being checked is incremented by 1 (i=i+1) and the loop continues with determination step 132, where the amount of energy required for the new route Fi currently being checked is determined. This determines the accessibility of the next best route F(i+1).

Alternatively to the one in 4 The method shown can successively determine the next possible route Fi within the area shown. 4 The loop shown can be determined without pre-assigning the routes Fi in the determination step 120.

Alternatively or optionally, in order to check several different routes, the determination and selection of a route to a destination can also be based on a route search in weighted graphs. 5 A simplified graph shows such a route determination process.

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

The route to the final node E, the destination, is divided into segments weighted according to their respective energy costs. The individual edges of the... 5 The graphs shown, which mark the respective sections of the route, can be assigned weights that represent the amount of energy required to travel that section. 5 These weightings are given as examples: 3, 7, 8, 9, and 12. The weighting can be expressed in a unit such as a unit of length or energy.

If a path, composed of route segments and analyzed (possibly temporarily) during route determination, exceeds the residual energy parameter by a defined value, this path is discarded either as part of the possible route or as a possible route itself. A path represents a sequence of adjacent route segments.

When route finding from start node A to end node E, the path ABD is analyzed (see 5 If the remaining energy parameter is 20 units, this path is excluded as a section of the route because the required energy parameter is greater than the remaining energy parameter, since 12 units are needed for section AB and 9 units for section BD. This results in a Energy characteristic of 21 units for the path ABD.

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

Thus, a route can be selected and/or determined by weighting route segments.

Reference symbol list

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

Elevation profile data

33

Traffic data

34

Location information for charging stations

40

Control loop

41

first interface

42

second interface

110

Determination of the residual energy parameter

120

Determining and selecting a route

1201..120n

Determining and selecting a route 1... n

120i

Determining an ordered quantity of routes

130

Determining the required amount of energy

1301..130n

Determining the required amount of energy 1 ... n

131

Starting parameters

132

Determination of energy parameters

133

Availability check

134

Route selection

135

Iteration step

140

Evaluation of the accessibility of the destination

140n

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

140i

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

141

Error message

150

Residual energy parameter

151

Route

1511..151n

Route 1 ... n

152

Energy required for the route

1521..152n

Energy required for route 1 ... n

170

Energy required for the selected route

180

Controlling energy consumers

A

Starting node

B,

Waypoint

C

Waypoint

D

Waypoint

E

terminal node

Claims (7)

Method for controlling and/or regulating the energy consumption and/or the route of an electric vehicle, wherein: a) an energy management system (20) determines a residual energy parameter (150) of the electric vehicle as a function of energy stored in the electric vehicle (110), b) a range management system (30) determines and selects a route (151; 151 ¹ ... 151 ⁿ ; Fi) of the electric vehicle (120; 120 ¹ ...120 ⁿ ; 120 ⁱ ), c) the range management system (30) determines an amount of energy (152; 152 ¹ ...152 ⁿ ) required to travel the route (151; 151 ¹ ...151 ^{n ;} Fi) (130; 130 ¹ ...130 ⁿ ; 132) and d) the range management system (30) evaluates (140; 140 ⁿ ; 133), whether or with what probability a destination of the selected journey 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 reached, wherein the energy management system (20) and the range management system (30) are coupled to each other via a control loop (40) such that the energy management system (20) sends the residual energy parameter (150) as the first control variable to the range management system (30) and the range management system (30) sends the amount of energy (152; 152 ¹ ...152 ⁿ ; 170) required for the selected route (151; 151 ¹ ...151 ⁿ ; Fi) as the second control variable to the energy management system (20), wherein: e) in the control loop (40) of different routes (151; 151 ¹ ...151 ⁿ ; Fi) required energy quantities (152 ¹ ...152 ⁿ ) are determined and one of these routes (151 ¹ ...151 ⁿ ; Fi) is selected as the chosen route taking into account the residual energy parameter (150); and f) energy consumers (21) in the electric vehicle are controlled depending on the required energy quantity (152; 170), wherein - the residual energy parameter (150) is recalculated after the energy consumers (21) have been controlled (180) and - switched-off and/or reduced energy consumption energy consumers (21) are switched on again and/or their energy consumption is increased if the required energy quantity (152; 170) is less than the energy stored in the electric vehicle. Procedure according to Claim 1 , where steps a) to d) are repeated regularly during a journey of the electric vehicle. Method according to at least one of the preceding claims, wherein a normalized residual range and/or a physical energy unit is calculated as the residual energy parameter (150). 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 remaining 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 is determined as a function of position data (31) of the electric vehicle, an altitude profile of the route (32), current traffic data (33), current environmental data (33) and/or position data (34) of a charging station. System for controlling and/or regulating the energy consumption and/or 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 an amount of energy (152; 152 ¹ ...152 ⁿ ; 170) required to travel the route (151; 151 ¹ ...151 ⁿ ; Fi), and for evaluating whether and with what probability a destination of the selected route (151; 151 ¹ ...151 ⁿ ; Fi) is likely to be reached, taking into account the residual energy parameter (41) and the required amount of energy (152; 152 ¹ ... 152 ⁿ ; 170). is achieved by coupling the energy management system (20) and the range management system (30) via a control loop (40) such that the energy management system (20) sends the residual energy parameter (150) as the first control variable to the range management system (30) and the range management system (30) sends the amount of energy (152; 152 ¹ ...152 ⁿ ; 170) required for the selected route (151; 151 ¹ ...151 ⁿ ; Fi) as the second control variable to the energy management system (20), wherein e) in the control loop (40) determines the amounts of energy (152 ¹ ...152 ⁿ ) required to travel different routes (151; 151 ¹ ...151 ⁿ ; Fi) and one of these routes (151 ¹ ...151 ⁿ ; Fi) is selected as the selected route taking into account the Residual energy parameter (150); and f) energy consumers (21) in the electric vehicle are controlled depending on the required amount of energy (152; 170), wherein - the residual energy parameter (150) is recalculated after the activation (180) of the energy consumers (21) and - switched-off and/or reduced energy consumption energy consumers (21) are switched on again and/or their energy consumption is increased if the required amount of energy (152; 170) is less than the energy stored in the electric vehicle. Computer program product with computer-readable instructions that describe the process according to at least one of the Claims 1 - 5 execute in a suitable system.