GB2509994A

GB2509994A - Vehicle operation with energy consumption adjustment

Info

Publication number: GB2509994A
Application number: GB1301154.9A
Authority: GB
Inventors: Maik Ziegler; Matthew Rogers
Original assignee: Daimler AG
Current assignee: Mercedes Benz Group AG
Priority date: 2013-01-22
Filing date: 2013-01-22
Publication date: 2014-07-23
Also published as: GB201301154D0

Abstract

The invention relates to a method for operating a motor vehicle sufficiently economically to reach a destination and to a method comprising changing a route to allow energy replenishment. The vehicle, typically an electric vehicle, comprises at least one energy consuming component, at least one storage device such as a battery, a navigation system, and a computing device. The component is operated in dependency on information of a predetermined route provided by the navigation device. The computing device determines a first consumption value characterizing an amount of energy required for travelling the route in dependency on a first operation strategy, and considers the route information. The consumption value is compared S3 with an energy value characterizing an energy capable of being provided by the storage device. The first operation strategy is changed S4 to a second operation strategy, during at least part of the route, if the consumption value is larger than the energy value. The computing device may determine a suitable weight for the vehicle in order to complete the route. This is helpful in determining a load carrying strategy for utility vehicles.

Description

Method for Operating a Motor Vehicle The invention relates to a method for operating a motor vehicle according to the preamble of patent claim 1 and of patent claim 9.

The development of motor vehicles and of drive trains above all is directed at the realization of only low energy consumption and low emissions when driving the motor vehicle. In this connection hybrid vehicles and in particular electric vehicles play an increasingly important role, as they are capable of being driven only electrically over an operating distance. In this connection these motor vehicles comprise at least one drive device in the form of an electric motor for electrically propelling the motor vehicle as well as at least one storage device in the form of a battery for storing energy1 in particular electrical energy. The electric motor is capable of being supplied with electric energy from *:*. the battery.

However, a 16w specific storage capacity of the storage devices is common and can be problematic. Therefore, efforts have been made to consider at least one piece of route *:*. information of a predeterminable route to be travelled by the vehicle, and to operate the vehicle, in particular at least one component of the vehicle, which is capable of being supplied with energy by means of the storage device, depending on the piece of route information during travelling the route. The route information can be provided by a navigation device of the vehicle, which supports the driver of the vehicle when travelling the route with regard to navigation. By way of operating the component depending on the route information a particularly energy efficient operation of the component and thus of * the vehicle, overall, can be realized.

This is particularly important in the case of electric vehicles in the form of utility or commercial vehicles, i.e. for so-called electric utility vehicles, since the consideration of the route information due to the high and variable weight of the electric utility vehicles can result in very low energy consumption of the component, for example in the form of the drive device.

DE 102011 007 034 Al discloses a device for operating a vehicle, in particular an electric vehicle, comprising a navigation system for providing route information and a device for regulating the desired speed, which is connected with the navigation system and serves for automatic predetermining of a desired speed of the vehicle dependent upon the provided route information.

DE 10 2010 062 379 Al a method for driving a motor vehicle is disclosed, wherein the motor vehicle has at least one drive unit in the form of an electric machine. A torque demand is supplied to the drive unit. Further, it is envisaged that dependent upon the torque demand at least one drive parameter of the electric machine and/or the motor vehicle is determined in anticipation, wherein the electric machine and/or an energy supply unit 61 the electric machine is operated dependent upon the at least one drive parameter, which was determined in anticipation.

From US 2011/0077857 Al a method is known, in which different routes between a start location and a destination location are calculated, wherein from these different calculated routes the most energy efficient one can be selected.

Finally, US 2012/0041625 Al discloses a method, in which an energy to be provided by at least two batteries fortravelling a route is distributed between the batteries.

As the storage capacity of the storage device is limited, it is not guaranteed by the known methods that the motor vehicle can actually reach the destination location of the route by * applying the energy which is available in the storage device in a way that is as efficient and low in emissions as possible.

It is therefore the task of the present invention to further develop a method of the initially mentioned kind in such a way that a particularly efficient and low-emission operation of the motor vehicle can be realized.

This task is solved by a method for operating a motor vehicle, in particular an electric vehicle, having the features of patent claim 1 as well as by a method for operating a motor vehicle, in particular an electric vehicle, having the features of patent claim 9.

Advantageous embodiments with expedient and non-trivial further developments of the invention are indicated in the remaining claims.

In order to provide a method of the kind indicated in the preamble of patent claim 1 which facilitates the realization of a particularly efficient and low-emission operation of the motor vehicle, it is envisaged according to the invention that at least one first consumption value is determined in dependency on a first operation strategy, which is predeterminable and considers the route information, for operating the component at least during travelling part of the route. The component can be construed as a drive motor or engine, auxiliary power consuming device, or any other load associated with vehicles. The first consumption value in the embodiment characterizes an amount of energy required for travelling the route, if the component is operated according to the first operation strategy. In other words in this step, the amount of energy required to travel the route is calculated, if the component is operated according to the first operation strategy.

In the method the consumption value is compared with the energy value, wherein the energy value characterizes an energy which is available in the storage device: This means that in this step it is determined whether the storage device can fulfil the energy demand. 0*.**

If the comparison renders that the consumption value is larger than the energy value, then the storage device cannot meet the energy demand. In this case the first operation strategy is changed to a second operation, which is different therefrom and considers the route information, for operating the component at least during a pal of travelling the route. In this manner the second operation strategy is adjusted such that a second *:*. consumption value of the second operation strategy does not exceed the energy value.

* The second consumption value characterizes an energy demand required for travelling the route, if the component is operated according to the second operation strategy. The * second consumption value characterizes the energy required for travelling the route, if the component is operated according to the second operation strategy.

The method according to the invention involves adjusting the first operation strategy and changing it to the second operation strategy in such a way that the energy, which is available in the storage device and with which the component is supplied or can be supplied during travelling the route, is sufficient to travel the route. The motor vehicle thus can travel the route in a particularly efficient and low-emission manner, without an exhaustion of the energy, which is capable of being provided by the storage device for supplying the component.

If the component is, for instance, a drive device in the form of an electric motor for propelling the motor vehicle, with the storage device being a battery for storing electric energy, it can be understood by the method according to the invention to propel the motor vehicle across the entire route only electrically and thus locally emission-free. Thus, it can be made sure that the motor vehicle starting from the start location of a route can reach its destination location using the energy stored in the storage device.

The vehicle thus is preferably designed as an electric vehicle and in particular as an electric utility vehicle. The method; however, is also capable of being applied without limitation to a vehicle, in particular a utility vehicle with a conventional drivetrain. This conventional drivetrain then comprises for instance the component of a corribustion engine, wherein the storage device is designed as a tank for storing a gaseous or, in particular, liquid fuel. The motor vehicle may also be a passenger vehicle, a minibus, bus, or a traction vehicle.

The method further can protect the motor vehicle and the driver against coming to an *.... undesired halt between the start location and the destination location due to exhaustion of the energy stored in the storage device. If the driver has reached the destination location, he can refill or recharge the storage device with energy and subsequently continue his travel.

A preferable route can be chosen out of a number of potential routes as provided by a navigation device. The navigation device will provide route information detailing potential calculated energy consumption for each potential route based on the energy required for the vehicle component to operate along each route. The preferable route is normally the most energy-efficient route.

For realizing a particularly efficient operation it is preferably envisaged that as part of the second operation strategy in comparison to the first operation strategy, a torque, which is capable of being provided by the drive device, in particular the electric motor, and/or an acceleration of the motor vehicle, which can be effected by means of the drive device, and/or a speed of the motor vehicle, which can be effected by means of the drive device, and/or an energy consumption of the component, is/are reduced. In particular, by the established limitation of the torque and/or the speed and/or the acceleration as part of the second operation strategy in comparison with the first operation strategy, energy required for travelling the route can be lowered so that the second operation strategy consumption value is smaller than the first operation strategy consumption value.

In order to limit the speed andlor the acceleration and/or the torque! it may, for instance, be envisaged that a current capable of being provided by the battery, is limited to a predeterminable threshold value. Alternatively or additionally it may be envisaged to limit a desired torque, which can be demanded by the driver of the motor vehicle by a corresponding pedal position, to a predeterrninable threshold value.

In a particularly advantageous embodiment of the invention it is envisaged that a component of the drive device, in particular a drive engine or motor1 and in particular an electric motor or a combustion engine, and/or an ancillary unit, which is different from the drive device of the motor vehicle, in particular a cooling and/or heating device, a reproducer device for reproducing images and/or sounds or a ventilation device is operated. As disclosed as part of the invention is to be considered that also several components of the motor vehicle can be correspondingly operated.

The invention also includes a method for operating a vehicle, in particular a utility motor vehicle, of the kind indicated in the preamble of patent claim 9, wherein for realizing a particularly efficient and low-emission operation of the vehicle it is envisaged according to the invention that at least one consumption value is determined in dependency on at least one operation strategy, which is predeterminable and considers the route information, for operating the component at least during travelling part of the route, with the consumption value characterizing an amount of energy required for travelling the route under the *:*. operation strategy. Further, the consumption value is compared to an energy value, the storage device capable of providing said energy value. If the consumption value exceeds the energy value, i.e. if the energy that can be provided by the storage device is insufficient for travelling the route, a second route is determined, which differs from the first route and comprises the same start location and the same destination location as the first route as well as in comparison with the first route incorporates at least one additional en route charging station for charging the storage device with energy.

The second route in comparison with the first route has at least one additional charging station, wherein the storage device can be charged with energy at the charging station. If the first route for instance has no charging location for charging the storage device with energy, the second route has at least one charging station. lithe first route has a first number of charging stations, with the first number being larger than 0, the second route has a second number of charging stations, whidh is larger than the first number.

Advantageous embodiments of the first method are to be regarded as advantageous embodiments of the second method and vice versa.

If the comparison renders the amount of energy that can be provided by the storage device is not sufficient for travelling the first route, a corresponding rerouting of the vehicle along the second route takes place so that the vehicle has at least one charging station more to stop at and charge the storage device with energy than it has along the first route. Thereby it is possible that the vehicle starting from the start location of the routes safely arrives at its destination location, without coming to an undesired halt.

As part of the respective method it may be envisaged that at least one of the respective steps, i.e. the determining of the consumption value and/or the comparing of the consumption value with the energy value and/or the changing of the first operation strategy and/or the determining of the second route is performed by means of the computing device of the vehicle. Alternatively it may be envisaged that at least one of the named steps is performed by means of a further computing device, which is external to the vehicle and is capable of being coupled, in particular wirelessly, with the computing device of the vehicle. This further computing device can be for instance a server, with which the computing device of the vehicle is wirelessly connected via the interhet. For realizing a high data throughput this wireless coupling can be preferably realized via a * .. 0* S

The energy that can be provided by the battery can be an energy which is currently stored in the storage device so that accordingly a current given storage state of the storage device is considered. In the case of the battery this is the currently given battery state-of-charge.

As an alternative thereto, the energy, which is capable of being provided by the storage device, can also relate to a predeterminable and, for instance, complete storage state of the storage device. In other words, this is a predeterminable, fictitious storage state. In the case of the battery this is for instance a fictitious and in particular completely charged battery state-of-charge. Hereby it is for example possible to communicate to the driver of the motor vehicle that the route cannot be travelled based on the present storage state of the storage device and that, however, the route can be travelled if the storage device is brought to a fictitious, predeterminable storage state, i.e. is refilled in comparison to the present storage state.

Further, it is also possible to communicate to the driver of a vehicle a minimum duration.

This minimum duration relates to a period of time that is required for filling the storage device with energy, in order to travel the route using energy, which is capable of being provided by the storage device. In the case of the battery this minimum duration is a minimum charging period. If the battery is charged at least over this minimum charging period with electric energy, there is enough electric energy stored for travelling the route.

If the storage state of the storage device suffices for travelling the route, the trip can begin. Should the storage state not be sufficient, for instance a further, third operation strategy is determined, under the conditions of which the route can be travelled with the current storage state or with a fictitious predeterminable storage state. As part of the third operation strategy in comparison with the second operation strategy for instance again the speed of the vehicle, which is capable of being controlled by the drive device, and/or a torque, which is capable of being provided by the drive device for driving the motor vehicle, can be reduced, from which a lower acceleration in comparison with the second :. operation strategy results. From this lower average speed over the entire route results in changes to travel duration and destination location arrival time.

Further advantages, features, and details of the invention derive from the following description of preferred embodiments as well as from the drawing. The features and feature combinations previously mentioned in the description and the features and feature combinations mentioned in the following description of the Fig. and/or shown in the Fig. alone can be used not only in the respective indicated combination, but also in any other combination or taken alone, without leaving the scope of the present invention.

The drawing shows in the only Fig. a flow diagram for illustrating a method for operating a utility vehicle, in which a first operation strategy is changed to at least one second operation strategy so that a predeterminable route can be travelled with the energy that is capable of being provided by a storage device of the vehicle.

The Fig. shows a flow chart for illustrating a method for operating a utility vehicle in the form of an electric vehicle.The method described in the following, however, is not limited * to being employed in such an electric utility vehicle and can also be employed with other vehicles.

The electric utility vehicle comprises at least one component as a drive device in the form of an electric motor for propelling the electric utility vehicle. The electric utility vehicle also * 8 comprises at least one storage device in the form of a battery for storing electric energy.

The electric motor is capable of being supplied with electric energy. This means that the battery is discharged by supplying the electric motor with electric energy. Such a discharge thus occurs if the electric utility vehicle is propelled by means of the electric motor. As a so-called storage capacity of the battery is limited, wherein the storage capacity relates to the capability of the battery to store electric energy! the electric utility vehicle is also capable of being propelled only electrically, and thus locally emissions-free, over a correspondingly limited range.

The method only serves for realizing a particularly efficient and low-emission operation of the electric utility vehicle so that the same can travel a route with a start location and a destination location only electrically. For this purpose the electric utility vehicle also comprises a navigation system as well as a computing device.

The electric utility vehicle also comprises further components, which are capable of being supplied with electric energy by means of the battery and can be operated being supplied with electric energy. These further components may be components that are different from the drive device such as ancillary units in the form of pumps, compressors, and/or the like. Further, these components may also be a climate control device, an infotainment system, a computing device, etc. The navigation device serves for determining the position of the electric utility vehicle on earth and thus with reference to the route with the aid of a, for instance, satellite-based positioning system. The navigation device can also comprise at least one display in a cockpit of the electric utility vehicle, by means of which at least one piece of route information of the predeterminable route is capable of being displayed and thus capable of being communicated to the driver. Preferably several pieces of route information can be displayed and/or processed by means of the navigation device.

Such route information can be traffic information, such as traffic jams or accidents along the route, an elevation profile of the route, a driving profile or a driving behaviour of the driver, an air resistance of the electric utility vehicle, a rolling resistance of the electric utility vehicle, speed limitations along the route, a degree of efficiency of the electric motor and/or power electronics and/or other information.

The route information can be provided for instance by map data, in particular by three-dimensional maps, stored by the navigation device. Further, the provision is conceivable to be performed via GPS, radio, a so-called car-to-car-communication, a so-called car-to-x-communication and/or the like. The route information thus can also be provided by other road users as well as by stationary facilities.

In the Fig. reference 10 designates a beginning of the method. In a first step Si of the method the driver enters the desired destination, i.e. the destination location, into the navigation device. The start location for instance is the current location, at which the electric utility vehicle is presently located. Accordingly, the route from the start destination to the destination location by means of the navigation device is calculated.

In a second step S2 of the method an amount of energy, which is required for travelling the route that is capable of being predetermined and calculated and which is to be provided by the battery is calculated. In other words, at least one first consumption value characterizing an amount of energy required for travelling the route,, in dependency on a first operation strategy, which is predeterminable and considers the route information, for operating the component during travelling at least part of the route. The first operation strategy is thus determined dependent on the elevation profile, driving behaviour, air resistance, rolling resistance, traffic situation, speed limitation, and vehicle efficiency.

Alternatively or additionally the first operation strategy can also be determined dependent on the weight of the loaded or unloaded electric utility vehicle and/or dependent on the number of passengers in the vehicle. For determining the first operation strategy thus at least the at least one piece of route information is processed. When determining the first operation strategy, vehicle and/or driver specific information can also be processed. S. * * S S * S.

On the basis of the first operation strategy the amount of energy required for travelling the route and accordingly required for operating the component during travelling the route are to be provided by the battery.

In a third step 53 of the method the determined consumption value is compared to an energy value. The energy value relates to an energy which is capable of being provided by the storage device, and thus characterizes a current charging state of the battery or a fictitious charging state that can for instance be realized by charging the battery.

If the comparison performed in the third step 53 renders that a first consumption value of the first operation strategy is less than the energy value, i.e. that the consumption value is smaller than or equal to the energy value available from the battery, the drive can start, which is illustrated in the Fig. by a function block 12.

If the comparison perfàrmed in S3 calculates that the first consumption value is larger than the energy value, a fourth step S4 follows S3. In S4 the first operation strategy is changed to a second operation strategy, which differs from the first operation strategy and which considers the at least one piece of route information! for operating the at least one component at least during part of the route travelled. The second operation strategy is an adjustment from the first operation strategy such that a second consumption value of the second operation strategy is less than the energy value available from the battery.

The second operation value relates to energy required for travelling the route under the second operation strategy. In other words, the second consumption value characterizes the energy! which is required for travelling the route and which is to be provided by the battery, if the at least one component is operated according to the second operation strategy.

The second operation strategy is also calculated dependent on the at least one piece of route information and thus for instance on the elevation profile, driving behaviour, traffic situation, speed limitation, and/or the like as well as for instance on weight, air resistance, rolling resistance or power electronics. In other words, the second operation strategy is determined like the first operation strategy so that determination of the second operation strategy includes consideration of the same parameters as the first operation strategy, the difference being that the planned operation of the at least one component during * travelling the route under the second operation strategy differs from the planned :.: * operation under the first operation strategy. As a consequence of this difference at least one component consumes less energy so that the electric energy that is capable of being provided by the battery is sufficient for the electric utility vehicle to reach the destination location.

It is for instance envisaged in the second operation strategy that an at least one auxiliary component during travelling the route is at least temporarily deactivated, and/or the motor is reduced in its rotational speed andlor the torque it is capable of providing and thus in particular in its power consumption.

The method using the described parameters above goes beyond the passive nature of entering the navigation direction by the driver or a satellite-based navigation system, and contains the first step Si, in which the driver is prompted to enter the destination location, whereupon as pal of the method, limitations of the operation of.the at least one component are calculated which are required to arrive at the destination location with the electric energy that can be provided by the battery. These limitations are effected by H 11.

means of the computing device, as this operates, Le. controls or regulates, the at least one component so that the destination location can be reached, without charging the battery along the route between start location and destination location. The battery may comprise a battery pack or several battery packs. Moreover, it is possible that the electric utility vehicle has a so-called range extender for charging the battery, In the fifth step S5 following S4, the driver of the electric utility vehicle can decide whether he accepts the second operation strategy suggested by means of the computing device or not. If the driver accepts the second operation strategy, the trip can begin, which is illustrated by function block 12.

If the driver does not accept the second operation strategy in 55 and dismisses it, a sixth step 56 follows 55. In S6 a second route is determined that differs from the first route, wherein the second route has the same start location and the same destination location as the first route. The second route, however, in comparison with the first route has at least one additional charging station en route, at which the battery can be charged. In other words in 56 a recalculation of the route is performed so that the route from the start location to the destination location passes one additional charging station than on first route. Thereby the driver can charge the battery at this charging station and thus safely reach the destination location.

As can be seen from the Fig., then again a second step S2 follows 56 and the *J subsequent steps S3, 54, and Sb are performed in the described way.

As part of the method an active energy efficiency route plan is realized, which in a third step S3 compares the actual charging state or a fictitious adjustable charging state of the battery and thus compares the energy, which can be provided by the battery, with the amount of energy required under the first operation strategy. This first operation strategy can be determined dependent on the weight, driving behaviour of the driver, elevation profile, traffic situation, weather, as well as speed limitations along the route. This first operation strategy, which is capable of being predetermined, is based upon determination of the energy required for travelling the route and can result from the behaviour of the driver in the past, current route information, as well as the state in the form of the weight and/or the air resistance and/or the rolling resistance of the electric utility vehicle.

If the applied first operation strategy produces the result that for travelling the route more electric.energy is required than can be provided by the battery, the first operation strategy is changed in the described way to the second operation strategy, wherein for instance the possible driving speed and/or the torques, which can be provided by the electric motor! are reduced. Alternatively or additionally also secondary consumers such as a heating device, a cooling device, an infotainment system and/or the like can be switched off at least temporarily.

If the battery is for instance not fully charged, it can be envisaged that a charging strategy and/or a charging period are communicated to the driver. This charging period relates to the length of time required for charging the battery with enough electric energy such that the route can be travelled.

Further, it is possible that as part of the second operation strategy a maximum weight of the electric utility vehicle, with which the route can be travelled by using the energy that can be provided by the battery, is communicated to the driver. In other words, if the driver reduces the weight of the electric utility vehicle to less than or equal to the maximum weight communicated to him, the electric utility vehicle can reach the destination location with the energy currently stored in the battery. This can play a part in particular in the case of electric utility vehicles, in which the load forms a considerable and variable part of the overall weight of the electric utility vehicle, so that it is left to the driver to decide whether he refrains from transporting part of the load, in order to consequently be able to * travel the route with a smaller weight of the electric utility vehicle with the current battery state-of-charge. * * * **

Further, it is possible to communicate to the driver which secondary energy consumers in the course of the second operation strategy can be deactivated at least temporarily so that the route can be travelled with the current battery state-of-charge. Further, it can be left to the driver to select which secondary consumers should be deactivated at least temporarily as part of the second operation strategy, so that the route can be travelled. As an alternative, or in addition to deactivation, a power reduction can be suggested and be left for the driver to choose. Hereby the driver himself can decide which secondary consumers he would like or can do without. If the driver accepts the suggested, second operation strategy, the computing device monitors and controls or regulates the at least one component with regard to the power consumption reduced in comparison with the first operation strategy. The computing device may for instance be a control device (ECU) of the electric utility vehicle.

Advantageously, determination of the respective operation strategy is effected in such a way that upon reaching the destination location the battery after the actual or assumed provision of the required amount of energy characterized by the respective consumption value has a predeterminable remaining content of stored electric energy, In other words, it is envisaged that the battery has a minimum state-of-charge when reaching the destination location. Thereby, unexpected occurrences such as hindrances and/or additional energy demands along the route may be compensated for. These unexpected occurrences then do not immediately keep the driver from arriving at the destination location and coming to an undesired halt between the start location and the destination location due to a discharge of the battery.

This minimum charging state amounts to, for example, 5% of the overall storage capacity of the battery, wherein the minimum charging state is not considered in determining the respective operation strategy. Thereby a level of reliability is provided, in case conditions along the route, which are assumed and on which form the basis of the determination process, and allows for slight deviation due to prevailing route conditions.

* **..* Advantageously, it is envisaged that the computing device during route travel monitors the described parameters and in anticipation calculates the expected energy consumption for the remaining route and then compares this expected energy consumption with the charging state of the battery. In other words, at least steps S2 and 53 are performed during use of an operation strategy. If the result of this calculation is that the charqing * J state of the battery is insufficient to reach the destination location, the driver is alerted and accordingly a third operation strategy that is different from the first and the second operation strategy is established. Thus, also steps S4 and 55 as well as S6 can be performed whilst driving. By way of changing the second operation strategy to the third operation strategy, the remaining route can be travelled within the charging state of the battery. It is again left to the driver to decide whether he accepts the suggested third operation strategy or not. If he does not accept the third operation strategy, the route is recalculated in the sixth step 86.

As part of the third operation strategy in comparison with the second operation strategy a further speed reduction and/or torque reduction of the electric motor can be effected.

Alternatively or additionally, further secondary consumers can be switched off and/or reduced in their power consumption.

In order to perform for instance the limitation of the torque, in comparison with the first operation strategy the computing device effects a smaller maximum current, which is supplied to the electric motor by the battery. Alternatively or additionally, an adjustment of the accelerator pedal operation is possible so that in comparison with the first operation strategy only lower torque requests can be demanded by the driver. Further, it is possible to adjust a gear switching strategy in such a way that the electric motor is operated within a range of higher efficiency and not within a range of higher performance. This may be envisaged, if an acceleration demand of the driver can also be fulfilled in a more efficient gear of the transmission system in comparison with the first operation strategy.

If the actual amount of energy consumed along the route should be smaller than the expected and also calculated amount of energy consumed, it may also be envisaged as part of the third operation strategy in comparison with the second operation strategy an increase in speed and/or torque limit is ervisaged and/or that secondary consumers are activated and/or their power consumption limit is raised. In other words the operation strategy also during driving is constantly checked and correspondingly readjusted.

*..... * .

The method is particularly suitable for electric vehicles, in which the storage capacity of the battery is limited. The method is particularly advantageous for utility vehicles, in which the total weight may vary considerably and in which the possible route as well as reaching the destination plays a particularly important economic part, The method, however, by any means, can be applied in the case of other vehicles, too, in particular in the case of ". : electric vehicles.

U

Claims

Patent Claims A method for operating a motor vehicle, the motor vehicle comprising at least one component, at least one storage device for supplying the component with energy, a navigation system, and a computing device, the method by means of the computing device and the component of the motor vehicle to be supplied with the energy from the storage device is operated in dependency on at least one piece of route information of a predeterminable route of the motor vehicle provided by the navigation device, characterized by the steps: a) determining at least one first consumption value characterizing an amount of energy required for travelling the route dependent on at least one first operation strategy, which is predeterminable and considers the route information, for * ** operating the component at least during travelling part of the route, b) comparing the consumption value with an energy value characterizing an energy capable of being provided by the storage device, c) changing the first operation strategy to a second operation strategy, which differs therefrom and considers the route information, for operating the component at least during part of travelling the route, if the consumption value is larger than the energy value, wherein the second operation strategy is adjusted such that its second consumption value is not larger than the energy value.
2. The method according to claim 1, characterized in that as the component a drive device, in particular a drive motor or engine, and in particular an electrical motor or a combustion engine, and/or an ancillary unit, which differs from a drive unit of the motor vehicle, in particular a cooling and/or heating device, a reproducer device for reproducing images and/or sounds, or a ventilation device is operated.
3. The method according to claim 2, characterized in that as part of the second operation strategy in comparison with the first operation strategy a torque, which is capable of being provided by the drive device, and/or an acceleration, which is capable of being effected by the drive device, and/or a velocity of the motor vehicle and/or an energy consumption of the component and/or a predeterminable weight of the motor vehicle is/are reduced.
4. The method according to any one of the preceding claims, characterized in that a second route is determined, which differs from the first route and which comprises the same start location and the same destination location as the first route and * . * * * which in comparison with the first route comprises at least one additional charging * ***** * station for charging the storage device with energy. ** 4
5. The method according to any one of the preceding claims, characterized in that * at least one of the steps a), b), c) is performed by means of the computing device of the motor vehicle. * 4* * *o
6. The method according to any one of the preceding claims, characterized in that at least one of the steps a), b), c) is performed by means of a further computing device, which is external to the vehicle and capable of being coupled, in particular wirelessly, with the computing device of the motor vehicle.
7. The method according to any one of the preceding claims, characterized in that the steps a), b), c) are performed at least once whilst travelling the route.

*
8. The method according to any one of the preceding claims, characterized in that the second operation strategy is adjusted such that the storage device upon a provision of the required amount of energy characterized by the respective consumption value has a predeterminable remaining content of stored energy.
9. The method for operating a motor vehicle comprising at least one storage device for supplying the component with energy, a navigation system and a computing device, in which method by means of the computing device the component of the motor vehicle to be supplied with energy from the storage device is operated in dependency on at least one route information of a predeterminable route of the motor vehicle provided by the navigation device; characterized by the steps: d) determining at least one consumption value characterizing an amount of energy required for travelling the route in dependency on at least one operation strategy, which is predeterminable and considers the route information for operating the component at least during travelling part of the route, e) comparing the consumption value with an energy value characterizing an energy capable of being provided by the storage device, U...f) determining a second route, which differs from the first route and comprises the S.. same start location and the same destination location as the first route as well as in comparison with the first route comprises at least one additional charging station for charging the storage device with energy, if the consumption value is larger than the energy value.C