DE102013201563B4 - Personalization of energy supply and energy management in vehicles - Google Patents

Abstract

Control unit (103) for the energy management of an electrical on-board network (100) of a vehicle (302), wherein the on-board network (100) comprises a generator (101) of electrical energy, a storage (104) of electrical energy (104) and an electrical consumer (106); wherein the control unit (103) is configured,
- to determine an occupant (301) of the vehicle (302); wherein the occupant (301) is the driver of the vehicle (302);
- to determine an occupant profile of the occupant (301); wherein the occupant profile comprises an occupant-specific utilization rate of energy recuperation phases;
- to determine an operating strategy (303) for energy management, wherein the operating strategy (303) depends on the determined occupant profile of the occupant (301); wherein the operating strategy (303) comprises a rule which defines a first charge state threshold value of the storage device (104), from which the generator (101) generates electrical energy to charge the storage device (104); wherein the first charge state threshold value depends on the degree of utilization of recuperation phases by the driver; and
- to apply the determined operating strategy (303) for the energy management of the electrical system (100) of the vehicle (302).

Description

The invention relates to energy management in a vehicle. In particular, the invention relates to a method and a device for improved coordination of the provision and consumption of electrical energy in a vehicle.

Vehicles (e.g. motor vehicles such as automobiles) comprise a large number of electrical consumers. Examples of such electrical consumers are headlights, seat heating, heating resistors of the rear window, air conditioning, infotainment systems, etc. To supply the electrical consumers, vehicles with combustion engines comprise a generator that is set up to generate electrical energy from the mechanical energy of the combustion engine. In addition, vehicles comprise a battery (e.g. a lead battery or a lithium-ion battery) to store the electrical energy generated by the generator and to make it available when required (e.g. when the combustion engine is at a standstill). Furthermore, vehicles comprise on-board networks for distributing the electrical energy generated by the generator and/or stored by the battery to the large number of electrical consumers.

Furthermore, vehicles (e.g. battery electric vehicles, BEVs, or plug-in hybrid electric vehicles, PHEVs) can include electric drive motors as additional electrical consumers. In conventional vehicles with combustion engines, BEVs or PHEVs, the alternator, i.e. the generator, or the electric drive motor in generator mode can be used during deceleration, coasting or downhill driving (coasting phases) in order to recover the kinetic energy stored in the vehicle in the form of electrical energy via the drive shaft, coupled with the electric motor (recuperation). The recovered electrical energy can be stored, for example, in the vehicle's battery and/or in a storage capacitor, and fed from there to the electrical consumers.

Appropriate energy management in the vehicle should generally ensure that the generator and the electrochemical storage in the vehicle (e.g. one or more batteries, one or more storage capacitors) provide enough electrical energy for the large number of electrical consumers. This electrical energy should be generated in the most energy-efficient manner possible by the vehicle's electrical generators (e.g. a generator that converts the mechanical energy of an internal combustion engine into electrical energy and/or a generator that converts the vehicle's kinetic energy into electrical energy through recuperation) and stored in a suitable manner in one of the vehicle's electrochemical storages, for example to have sufficient energy/power available to supply the electrical consumers when the internal combustion engine is at a standstill and to ensure that the engine can be restarted after it has stopped. The energy gained through recuperation reduces fuel consumption and all emissions and increases the range of BEVs and PHEVs. To do this, the energy management system can use an operating strategy that includes a variety of rules.

DE 10 2009 048 821 A1 describes a method for determining the range of vehicles. US 2011/0202216 A1 describes a method for controlling the hybrid drive of a vehicle. DE 10 2010 029 118 A1 describes a method for operating at least one motor vehicle energy storage device.

This document describes a method and a device for managing electrical energy in a vehicle. The method and the device ensure that the energy management aspects of generating electrical energy, storing electrical energy, distributing electrical energy and consuming electrical energy are coordinated in the most efficient way possible.

The invention is defined by the independent claims. Preferred embodiments are described in the dependent claims.

According to one aspect, a control unit for the energy management of an electrical on-board network of a vehicle is described. The on-board network of the vehicle (e.g. of the motor vehicle or automobile) typically comprises a generator of electrical energy, such as a generator connected to an internal combustion engine of the vehicle and/or an electric motor operated as a generator. Furthermore, the on-board network can comprise a storage device for electrical energy, such as a battery and/or a storage capacity. In addition, the on-board network typically comprises one or more electrical consumers, such as an air conditioning system, an electric motor, a lighting system, a seat heater, and/or an infotainment system.

The control unit can be set up to identify an occupant (e.g. a driver) of the vehicle. In particular, the control unit can be set up to identify the occupant using an identity transmitter, such as a vehicle key and/or a personal electronic device of the occupant. The control unit can be further configured to detect a plurality of occupants of the vehicle (e.g. a driver and a passenger).

Furthermore, the control unit can be set up to determine an operating strategy for energy management, the operating strategy depending on the determined occupant. In other words, the control unit can determine an occupant-dependent operating strategy for the energy management of the vehicle's electrical system. The operating strategy typically defines one or more rules for generating electrical energy by the generator, for storing electrical energy in the storage device and/or for consumption by an electrical consumer. These one or more rules can depend on the occupant (or on the plurality of occupants) of the vehicle. In particular, the one or more rules can be designed such that the energy management of the electrical system is adapted to a typical behavior of the occupant (such as driving characteristics of a driver and/or preferences of the occupant(s) with regard to the electrical consumers used).

Furthermore, the control unit can be set up to apply the determined operating strategy for the energy management of the vehicle's electrical system. By using an occupant-specific operating strategy, the average consumption of electrical energy in the vehicle can be reduced. Furthermore, risks due to insufficiently stored electrical energy can be reduced (e.g. a risk of breaking down).

The operating strategy can include one or more of the following rules: A rule that sets a first threshold state of charge of the storage device, from which the generator generates electrical energy to charge the storage device. The generation of electrical energy by the generator (e.g. by the generator of the combustion engine) typically leads to increased fuel consumption. For this reason, the charging phases of the storage device should be selected so that recuperation phases can be used optimally. On the other hand, the storage device should be sufficiently filled to supply the electrical consumer(s) with electrical energy (and avoid the risk of breaking down). The first threshold state of charge can therefore depend on the degree of use of recuperation phases by the driver and/or on an average length of distances driven by the driver.

Another rule can set a second threshold for the storage's state of charge, from which the consumption of the electrical consumer is reduced. The second threshold for the state of charge can depend, for example, on the average length of the journeys driven by the driver. If the average length is relatively low, the second threshold for the state of charge should be relatively high to ensure that the storage is not drained in the short term by the consumption of the electrical consumer (and thus create a risk of breaking down). Another rule can set a level of utilization of the generator, from which the idle speed of the vehicle's combustion engine is increased. This ensures that the combustion engine provides sufficient energy for the generator.

The control unit can be set up to determine an occupant profile of the occupant or of the plurality of occupants. The occupant profile can, for example, provide information about an average length of distances driven by the occupant. Furthermore, the occupant profile can provide information about an occupant-specific (e.g. driver-specific) utilization rate of energy recuperation phases. In addition, the occupant profile can provide an indication of a driver-specific proportion of the use of an engine brake during deceleration processes of the vehicle. Other aspects of the occupant profile can be a classification of a driving style of the driver, e.g. a sporty driving style or an energy-focused driving style. Furthermore, the occupant profile can include information about an average consumption of electrical consumers used by the driver. The driver-specific profile properties can depend on the other occupants of the vehicle. For example, the presence of children in the vehicle can lead to a change in the driver's driving style (compared to a driving style without children in the vehicle). The occupant profile can therefore provide a picture of the driver's behavior and/or the behavior of the other occupants. The occupant profile can be determined and adjusted by the control unit. To do this, the behavior of the driver and/or the other occupants can be recorded and averaged over a longer period of time.

The operating strategy determined may depend on the occupant profile of the driver or occupants. In particular, the operating strategy and/or the rules of the operating strategy may depend on characteristics and/or behaviors of the driver or occupants reflected in the occupant profile. A change in the occupant profile may lead to a change in the operating strategy used. In other words, the operating strategy can be continuously adapted to the posture of the driver or passengers.

The control unit can be set up to load the operating strategy determined for the driver or the occupants from a data storage device outside the vehicle. To do this, the control unit can communicate with the data storage device via a wireless communication connection. Storing the operating strategies in a data storage device outside the vehicle enables the driver-specific or occupant-specific operating strategy to be transferred to several different vehicles. This allows the driver or the occupants to use an operating strategy optimized for them in several vehicles.

The control unit can be set up to determine information about the surroundings of the vehicle. The information about the surroundings of the vehicle can include, for example, a temperature in the immediate vicinity of the vehicle, a geographical position of the vehicle, a current time of day and/or an altitude of the vehicle. The operating strategy determined can depend on the information about the surroundings of the vehicle.

The control unit can also be set up to output information regarding the determined operating strategy to the driver or to the occupants. Conversely, the control unit can be set up to change the determined operating strategy based on a manual input, thus enabling the occupant or occupants to actively influence the operating strategy (e.g. if the driver knows that he will be driving a long distance contrary to his usual habits).

According to a further aspect, a method for operating an electrical on-board network of a vehicle is described. The method includes determining a driver or occupants of the vehicle. The method also includes determining an operating strategy for the energy management of the on-board network, wherein the operating strategy depends on the determined driver or occupants. The method also includes configuring or operating the on-board network according to the determined operating strategy for the energy management of the electrical on-board network.

According to another aspect, a software (SW) program is described. The SW program can be configured to be executed on a processor and thereby to carry out the method described in this document.

According to a further aspect, a storage medium is described. The storage medium can comprise a software program which is designed to be executed on a processor and thereby to carry out the method described in this document.

It should be noted that the methods, devices and systems described in this document can be used alone or in combination with other methods, devices and systems described in this document. Furthermore, any aspects of the methods, devices and systems described in this document can be combined with one another in a variety of ways. In particular, the features of the claims can be combined with one another in a variety of ways.

• 1 ein Blockdiagram eines beispielhaften elektrischen Bordnetzes eines Fahrzeugs;
• 2 ein Flussdiagram eines beispielhaften Verfahrens für den Betrieb eines Bordnetzes; und
• 3 ein beispielhaftes Szenario für den Insassen-abhängigen Betrieb eines Bordnetzes.

The invention is described in more detail below using exemplary embodiments.

• 1 a block diagram of an exemplary electrical system of a vehicle;
• 2 a flowchart of an exemplary method for operating an on-board network; and
• 3 an exemplary scenario for the occupant-dependent operation of an on-board network.

1 shows a block diagram of an exemplary vehicle electrical system 100. The vehicle electrical system 100 includes a generator 101 that is configured to convert mechanical energy from an internal combustion engine into electrical energy. The generator 101 is usually coupled to a voltage regulator 102 that is configured to set a specific vehicle electrical system voltage and to provide the electrical energy generated by the generator 101 with the set vehicle electrical system voltage. The voltage regulator 102 can be controlled or regulated by an energy management control unit 103. The control unit 103 can be configured to change the vehicle electrical system voltage using the voltage regulator 102.

1 shows the example of a vehicle with an internal combustion engine. The invention is also applicable to vehicles with electric motors and/or to vehicles with hybrid drive. In this case, the on-board network 100 can comprise a voltage converter which is set up to convert electrical energy from a first voltage (e.g. 300 V) into electrical energy with the set on-board network voltage. The electrical energy can be provided, for example, by a high-voltage battery. Furthermore, the electric motors can be used as generators to generate electrical energy to recover energy (recuperation), e.g. during braking and/or when driving downhill.

The on-board network 100 can include a battery 104 (e.g. a lead-based battery or a lithium-ion battery) that is designed to store electrical energy and to deliver it to the electrical consumers 106 in the vehicle when needed (e.g. when the combustion engine is at a standstill). In addition, the on-board network 100 can include one or more storage capacities (so-called super caps) that are designed to absorb and store large amounts of electrical energy/power in a short time. Furthermore, the on-board network 100 includes one or more distributors 105 that are designed to distribute the electrical energy from the generator 101 and/or from the battery 104 to a large number of electrical consumers 106 in the vehicle. The individual consumers 106 are connected to a distributor 105 and/or to the energy sources generator 101/battery 104 via electrical lines 107. Both the individual consumers 106 and the lines 107 lead to a consumption of electrical energy in the vehicle.

• • Regel 1: Wenn das Fahrzeug im Normalbetrieb ist und die Batterie 104 ausreichend (d.h. oberhalb eines Ladezustand-Schwellwertes) geladen ist, dann erfolgt keine Ladung der Batterie 104 (sog. Nullstromregelung). Dies kann z.B. durch ein Absenken der Bordnetzspannung erreicht werden, so dass die Bordnetzspannung unterhalb des Ladeschwellwerts der Batterie 104 liegt. Durch Regel 1 wird sichergestellt, dass der Verbrennungsmotor nicht unnötig belastet, und dadurch der Verbrauch des Fahrzeugs gesteigert wird.
• • Regel 2: Wenn der Verbrennungsmotor im Schubbetrieb betrieben wird (z.B. bei Benutzung der Motorbremse bei Bergab-Fahrten), dann erfolgt ein maximales Laden der Batterie 104. Das kann z.B. durch Anhebung der Bordnetzspannung erfolgen. Durch Regel 2 wird sichergestellt, dass ein maximal möglicher Anteil der kinetischen Energie des Fahrzeugs in elektrische Energie umgewandelt wird (Rekuperation).
• • Regel 3: Wenn der Generator 101 um mehr als einen Auslastungsschwellwert (z.B. 80 %) ausgelastet ist, dann erfolgt eine Erhöhung der Leerlaufdrehzahl des Verbrennungsmotors, um eine ausreichende Erzeugung von elektrischer Energie zu gewährleisten; oder wenn der Generator 101 um mehr als den Auslastungsschwellwert ausgelastet ist, dann erfolgt eine Degradierung der elektrischen Verbraucher 106, um den Verbrauch von elektrischer Energie zu reduzieren; oder wenn der Generator 101 um mehr als den Auslastungsschwellwert ausgelastet ist, dann erfolgt eine Erhöhung der Leerlaufdrehzahl des Verbrennungsmotors und eine Degradation der Verbraucher.

The energy management control unit 103 can be set up to coordinate the generation of electrical energy (by the generator 101 and/or by one or more electric motors), the storage of the electrical energy (by the battery 104, by a high-voltage battery, and/or by a storage capacity), and the consumption of the electrical energy (by the electrical consumers 106 and the lines 107). To do this, the control unit 103 typically uses a predefined operating strategy with a large number of rules. Examples of operating strategy rules are:

• • Rule 1: If the vehicle is in normal operation and the battery 104 is sufficiently charged (ie above a charge level threshold), then the battery 104 is not charged (so-called zero current control). This can be achieved, for example, by lowering the on-board voltage so that the on-board voltage is below the charge threshold of the battery 104. Rule 1 ensures that the combustion engine is not unnecessarily loaded, thereby increasing the vehicle's consumption.
• • Rule 2: If the combustion engine is operated in overrun mode (e.g. when using the engine brake when driving downhill), the battery 104 is charged to its maximum. This can be done, for example, by increasing the vehicle's electrical system voltage. Rule 2 ensures that the maximum possible proportion of the vehicle's kinetic energy is converted into electrical energy (recuperation).
• • Rule 3: If the generator 101 is loaded by more than a load threshold (e.g. 80%), then the idle speed of the combustion engine is increased to ensure sufficient generation of electrical energy; or if the generator 101 is loaded by more than the load threshold, then the electrical consumers 106 are degraded to reduce the consumption of electrical energy; or if the generator 101 is loaded by more than the load threshold, then the idle speed of the combustion engine is increased and the consumers are degraded.

The predefined operating strategy typically includes rules that, during typical use of the vehicle, ensure that the vehicle's electrical consumers 106 are provided with sufficient electrical energy to ensure the desired comfort and reliability of the vehicle. However, the predefined operating strategy is usually only partially energy efficient.

This document proposes adapting the operating strategy of the energy management control unit 103 to the respective driver of the vehicle. This makes it possible to use operating strategy rules that take into account the driving habits and/or preferences of the driver. This personalized operating strategy can make energy management more efficient, which leads, for example, to a reduction in fuel consumption.

The personalization scope of a vehicle can relate to the vehicle key and the associated personal assignment of the vehicle's configuration information. The configuration scope can relate to comfort functions such as adjusting the driver's seat, adjusting the rear-view mirror and/or setting preferred radio stations. However, an optimal design of the comfort functions in conjunction with the energy supply is not possible due to a non-adapted, customer-specific energy supply. This refers to the usage and driving profile data typical for a particular driver, which typically has a significant influence on the energy supply in the vehicle.

This document proposes to adapt the operating strategy of energy management based on the personalization data (individual or group of persons in the vehicle). This can be achieved, for example, by the following method 200. In step 201, the driver or the group of occupants of the vehicle logs on to any vehicle. The registration can be done, for example, using a key when getting in via the personalization data exchange. The personalization data stored for the registration is then retrieved from the key, from an on-board database or from an off-board database and the customer functions and energy management are conditioned depending on the person (step 203). The conditioning of the energy management can be done in such a way that the stored behavioral rules in the on-board energy management system 103 are either adapted or replaced. These rules or the information for designing the rules can be stored, for example, in a data cloud. Alternatively, a complete driver/occupant-specific operational strategy rule set can be stored.

Furthermore, the energy management system can check the technical configuration of the vehicle (step 203). This means, for example, whether a sufficiently dimensioned generator 101 or a sufficient battery 104 is installed. This is to be determined in conjunction with information on error states and aging states. In this way, the operating strategy used can be adapted to the current state of the on-board network (e.g. the generator 101 and/or the battery 104).

The driver/passenger-specific operating strategy of the control unit 103 can be determined by creating a large number of operating strategy profiles in advance, e.g. on the basis of training data. An operating strategy profile can include operating strategy rules that are adapted to a specific driving style and/or to a specific combination of electrical consumers. This can ensure that the generation of electrical energy (e.g. by the generator 101), the storage of electrical energy (e.g. by the battery 104) and the consumption of electrical energy (by the electrical consumers 106) are coordinated for the specific driving style and/or for the specific combination of electrical consumers. The operating strategy profile thus optimizes energy consumption for specific driving style/configuration conditions and reduces risks (such as the risk of breaking down).

Furthermore, an occupant profile can be created for the driver and/or the occupants. The occupant profile can provide information about the driver's driving style and/or the typical electrical devices that are typically used by the occupants. The occupant profile can, for example, be automatically adjusted while driving so that the occupant profile provides average information about the driving style and/or the preferences of the occupants.

When the driver and/or the occupants identify themselves when entering the vehicle, the occupant profile can be compared with the plurality of operating strategy profiles and it can be determined which of the plurality of operating strategy profiles best matches the occupant profile. The operating strategy of the determined operating strategy profile can then be used by the control unit 103 to operate the on-board network 100.

As explained above, an operating strategy includes a large number of rules that are used by the control unit 103 to manage the electrical energy in the on-board network 100. The rules listed above as examples can be adapted, for example, depending on the driver's driving style (which results from the occupant profile). If the driver is, for example, a driver with pronounced long-distance driving behavior, the charge level threshold of the battery 104 at which the battery 104 is charged by the generator 101 can be lowered to ensure that the battery 104 has maximum absorption capacity in recuperation phases. On the other hand, if the driving behavior is pronounced short distances, the charge level of the battery 104 should be kept relatively high in order to reduce the risk of breaking down. In other words, if the driving behavior is pronounced short distances, the battery 104 should be recharged even when it is only slightly discharged. Consequently, an optimized operating strategy of the energy management control unit 103 typically depends on the length of the route traveled.

The rules for the operating strategy can be further adapted in such a way that the operation of the vehicle in a particular climate zone is optimized in conjunction with the customer behavior (step 204). For example, it may be that a customer does not use the air conditioning despite driving in warmer climates. The operating strategy for thermal energy management can be adapted for this. In other words, when selecting a suitable operating strategy, further data can be taken into account, such as localization data and/or map information. This information can, for example, provide information on whether large electrical consumers (such as an air conditioning system) are to be taken into account and/or whether a high number of recuperation phases are to be expected (such as in hilly regions). The operation of the vehicle in a hilly optimised for the region in question in conjunction with the typical driving behaviour. For example, a driver who drives in a sporty manner may only make minimal use of the available recuperation phases, so that despite numerous potential recuperation phases, a high battery charge is sensible.

The determined operating strategy can be used by the control unit 103 to control/regulate the on-board network 100 (step 205). The control unit 103 can be set up in such a way that it further adapts the rules of the operating strategy to the driving behavior and consumption behavior of the driver/occupants (step 206). In particular, the control unit 103 can be set up to further adapt the operating strategy determined on the basis of training data to the driving behavior and consumption behavior and to save it as a driver/occupant-specific operating strategy (e.g. in the vehicle or in a central database). This driver/occupant-specific operating strategy can then be used by the control unit 103 when the driver/occupants log in to the vehicle (step 201).

Furthermore, the driver/passenger-specific operating strategy and the optimized rules can be used as training data for determining further optimized operating strategy profiles (step 207). These operating strategy profiles can then be used as a basis for the driver-specific operating strategies of other drivers.

Optionally, the adjustment of the operating strategy can be displayed to the driver via the available display elements of the vehicle. In particular, the driver can be shown the current state of the vehicle or the current state of the energy management, personal data and/or conditioning of the vehicle. The driver can also be enabled to manually influence the operating strategy used. For example, "preferences" for functions can be entered manually, e.g. for a conscious conditioning of the functional behavior of the control unit 103.

In the following, with regard to 3 an example scenario 300 for the use of driver-specific operating strategies for operating an electrical on-board network 100 is described. The driver 301 logs on to a vehicle 302 and drives this vehicle 302. Furthermore, boundary conditions 304 of the vehicle operation, such as climate zone, altitude, city / country, etc., and preferred functions of the driver can be determined. Based on the driver identity and possibly on the other boundary conditions / preferences, an operating strategy 303 of the energy management can be determined. The operating strategy 303 can be stored as a driver-specific data set in a data storage 305 (e.g. in a cloud). For example, the data set can be requested by the control unit 103 from an external database 305. As already explained above, the information from a large number of drivers collected in the data storage 305 can be used to develop 306 improved operating strategies 303.

The data set with the driver-specific operating strategy 303 can be used flexibly in different vehicles 302. If the driver 301 uses, for example, another vehicle 302 (e.g. a rental vehicle, a new vehicle, a second vehicle, a company vehicle, etc.), the driver 301 identifies himself on the other vehicle 302 with his personal ID transmitter and this vehicle 302 can thus access the data assigned to the driver in the external database 305. This data is used to condition the vehicle 302 and in particular the energy management system 103 therein and its operating strategy.

The energy management method and system described in this document increase the value of the vehicle for the user. The method can be implemented cost-effectively as software on an energy management control unit. By adapting the operating strategy of the energy management, recuperation can be improved, which leads to a reduction in fuel consumption and emissions that are harmful to the climate and the environment. In an electric vehicle (BEV), this leads to an increase in the electric range and in hybrid vehicles (PHEV), to an increase in the proportion of electric driving. In addition, by adapting the battery charge level to the driving behavior and/or the preferences of the driver, the risk of the vehicle breaking down can be reduced.

The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and the figures are only intended to illustrate the principle of the proposed methods, devices and systems.

Claims (9)

Control unit (103) for the energy management of an electrical on-board network (100) of a vehicle (302), wherein the on-board network (100) comprises a generator (101) of electrical energy, a storage (104) of electrical energy (104) and an electrical consumer (106); wherein the control unit (103) is configured to - determine an occupant (301) of the vehicle (302); wherein the occupant (301) is the driver of the vehicle (302); - determine an occupant profile of the occupant (301); wherein the occupant profile comprises an occupant-specific utilization level of energy recuperation phases; - determine an operating strategy (303) for energy management, wherein the operating strategy (303) depends on the determined occupant profile of the occupant (301); wherein the operating strategy (303) comprises a rule which specifies a first charge state threshold value of the storage device (104), from which point the generator (101) generates electrical energy to charge the storage device (104); wherein the first charge state threshold value depends on the utilization level of recuperation phases by the driver; and - to apply the determined operating strategy (303) for the energy management of the electrical system (100) of the vehicle (302). Control unit (103) according to claim 1 , wherein - the operating strategy (303) defines one or more rules for generating electrical energy by the generator (101), for storing electrical energy in the storage device (104) and/or for consumption by the electrical consumer (106); and - the operating strategy (303) comprises one or more of the following rules: - a rule that defines a second charge state threshold value of the storage device (104), from which consumption by the electrical consumer (106) is reduced; and - a rule that defines a degree of utilization of the generator (101), from which an idling speed of an internal combustion engine of the vehicle (302) is increased. Control unit (103) according to one of the preceding claims, wherein - the generator (101) comprises a generator connected to an internal combustion engine and/or an electric motor; - the storage device (104) comprises a battery and/or a storage capacity; and - the electrical consumer (106) comprises an air conditioning system, an electric motor, a lighting system, a seat heater, and/or an infotainment system. Control unit (103) according to any one of the preceding claims, wherein the control unit (103) is configured to identify the occupant (301) using a vehicle key and/or a personal electronic device of the occupant (301). Control unit (103) according to any one of the preceding claims, wherein the occupant profile comprises one or more of: - an average length of routes driven by the occupant (301); - an occupant-specific proportion of engine braking usage during deceleration of the vehicle (302); - a classification of a driving style of the occupant (301), e.g. a sporty driving style or an energy-focused driving style; - an average consumption of electrical consumers (106) used by the occupant (301). Control unit (103) according to any one of the preceding claims, wherein - the control unit (103) is configured to load the operating strategy (303) determined for the occupant (301) from a data storage device (305); and - the data storage device (305) is located outside the vehicle (302). Control unit (103) according to any one of the preceding claims, wherein - the control unit (103) is configured to determine information about the environment (304) of the vehicle (302); - the information about the environment (304) comprises one or more of: - temperature in a direct environment of the vehicle (302); - geographical position of the vehicle (302); - current time of day; and - altitude of the vehicle (302); and - the determined operating strategy also depends on the information about the environment (304) of the vehicle (302). Control unit (103) according to any one of the preceding claims, wherein the control unit (103) is configured to - output information regarding the determined operating strategy to the occupant (301); and/or - modify the determined operating strategy based on a manual input. Method (200) for operating an electrical on-board network (100) of a vehicle (302), wherein the on-board network (100) comprises a generator (101) of electrical energy, a storage device (104) of electrical energy (104) and an electrical consumer (106); wherein the method (200) comprises - determining (201) an occupant (301) of the vehicle (302); wherein the occupant (301) is the driver of the vehicle (302); - determining an occupant profile of the occupant (301); wherein the occupant profile comprises an occupant-specific utilization rate of energy recuperation operation phases; - determining (202) an operating strategy (303) for the energy management of the on-board electrical system (100), wherein the operating strategy (303) depends on the determined occupant profile of the occupant (301); wherein the operating strategy (303) comprises a rule which defines a first charge state threshold value of the storage device (104), from which the generator (101) generates electrical energy to charge the storage device (104); wherein the first charge state threshold value depends on the degree of utilization of recuperation phases by the driver; and - configuring (203) the on-board electrical system (100) according to the determined operating strategy (303) for the energy management of the on-board electrical system (100).

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