WO2016156041A1 - Energy management method for a motor vehicle - Google Patents

Abstract

Disclosed are a method and a motor vehicle, which provide an improved energy management. The method according to the invention comprises the following steps: detecting (S10) at least one measurement value relevant to a battery (11) of the motor vehicle (10), storing (S20) the at least one measurement value, transmitting (S40) the at least one measurement value to an evaluation device (20) located outside the motor vehicle (10), determining (S50) an operating parameter relevant to the energy management of the motor vehicle (10) by the evaluation device (20), and transmitting (S60) the operating parameter to the motor vehicle (10).

Description

 description

Method for energy management of a motor vehicle

The present invention relates to a method for energy management of a

Motor vehicle. The invention further relates to a motor vehicle.

Almost all known types of motor vehicles have batteries. In

Conventional motor vehicles with internal combustion engines serve batteries

Supply of the electrical consumers of the vehicle, in particular the supply of the starter motor. One speaks therefore of starter batteries or low-voltage (NV) batteries. The rated voltage of these batteries can be 12 volts (V). However, batteries are also known whose nominal voltage is 14 V, 24 V, 42 V or 48 V. In electric vehicles, ie motor vehicles with an electric motor serving the drive, batteries are also used as power storage. One speaks of traction batteries or high-voltage (HV) batteries. Since the supply of a drive electric motor is energy-intensive, traction batteries usually have a much greater energy content than starter batteries. In general, the lies

Rated voltage of traction batteries in a range between 60 V and 400 V, for example, at 280 V. There are also known and common motor vehicles, which have multiple batteries. Electric vehicles (including hybrid vehicles that can be driven both electrically and by internal combustion engine) usually have a low-voltage battery and a high-voltage battery.

In addition to one or more batteries known motor vehicles may still have other electrical sources. In particular, generators can be provided which convert mechanical work into electrical energy. They can be powered by the internal combustion engine. It is also known to convert the kinetic energy of the vehicle by means of a generator into electrical energy and thus decelerate the vehicle (so-called brake force recovery or

Recuperation). Furthermore, motor vehicles have numerous electrical consumers, such as electric starter motors (starters), control units,

Air conditioning compressors, outdoor lights, interior lights and more.

The totality of the electrical sources and consumers of a motor vehicle is always monitored and controlled in such a way that a smooth functioning of the motor vehicle and the lowest possible energy consumption (for example fuel consumption) are ensured. This process is called energy management. An important aspect of energy management is the monitoring of the state of the battery (or possibly the multiple batteries). The monitoring ensures that the battery is properly available during operation of the motor vehicle or is replaced in good time. For this purpose, the measured values relating to the battery are recorded and processed. Energy management and monitoring of the

Battery conditions are conventionally performed by a controller of the vehicle. In the case of a motor vehicle powered by an internal combustion engine with a low-voltage battery, for example, this may be the engine control unit. In an at least partially electrically driven motor vehicle with HV electrical system, this can

For example, be a power electronics control unit. It is also known to carry out tasks of energy management by means of several interconnected ECUs.

A disadvantage of the processing of measured values by a vehicle control unit known in the prior art is that the data memory and the computing power of such a control unit are generally small compared to a stationary computer. The possibilities for performing memory and / or compute-intensive operations are therefore limited. Although powerful state-of-the-art algorithms for energy management and monitoring of the state of the battery are known, they are not used because of the computing power required for this purpose and the required memory requirements. Instead, simplified calculation models are used. This means that the energy management is not optimal. For example, under optimal energy management

It should be understood that energy management minimizes fuel consumption of the vehicle or maximizes battery life. Moreover, the data stored in the controller will be lost for later use if that Controller receives a new software (so-called flashing) or replaced due to a defect.

From DE 10 2008 022 771 A1 a method for transmitting vehicle diagnostic data to an Internet server is known. It is proposed therein to transmit processed or unprocessed sensor signals by means of a communication module to an Internet server. From there, the data can be called up and evaluated, for example, by a vehicle service provider (for example a workshop). A disadvantage of this method is that although the sensor signals are available to a workshop for further analysis, the result of this analysis is not transmitted to the vehicle. The vehicle must therefore continue to have a controller that performs conventional energy management and monitors the battery.

Starting from the prior art, the object is to provide a method and a motor vehicle, which offer improved energy management.

The object is achieved in a method having the features of claim 1 and a motor vehicle having the features of claim 10. Advantageous developments of the invention are subject matter of the dependent claims.

The method according to the invention provides for detecting in a first step at least one measured value relating to a battery of the motor vehicle. For this purpose, the motor vehicle may have sensors that can detect the measured value directly. The measured value may also be a variable derived from a directly detected quantity. For example, a current sensor can detect an electric current. By

Determining the integral of the current over time, an electric charge can be detected.

To carry out this first step and further steps, a

Battery control device be provided in the motor vehicle. It should be noted that the battery control device does not necessarily have to be a unit, but may also be formed by a combination of a plurality of interconnected ECUs. Furthermore, the battery control unit may be a control unit that at the same time serves other or other purposes. For example, the battery control device may be an engine control unit of the motor vehicle.

In a second step according to the invention, the at least one measured value is stored. For this purpose, a volatile or a nonvolatile data memory may be provided in the motor vehicle. This data memory can be arranged, for example, in the battery control unit. In a further step, the at least one stored measured value is located at an outside of the motor vehicle

Transfer evaluation device.

A further step of determining an operating parameter relating to the energy management of the motor vehicle is carried out by the evaluation device. The invention thus provides that the operating parameter is not determined in or by the motor vehicle itself, but by the outside of the motor vehicle located

Evaluation. The evaluation device may be a

Data processing system, which may consist of one or more interconnected computers. For example, the evaluation device may comprise an Internet server on which the at least one measured value transmitted by the motor vehicle can be stored. The evaluation device may further include an evaluation computer connected to the Internet server, which performs the determination of the operating parameter. By determining the operating parameter outside the motor vehicle according to the invention, the

Determining memory and compute-intensive algorithms are used, the implementation of which would not be possible with the existing in a motor vehicle technical means. It is thus possible, the energy management by a

to optimize accordingly more complex determination of the operating parameters.

In the last step according to the invention, the operating parameter is transmitted to the motor vehicle. In the motor vehicle, the transmitted operating parameter is processed, wherein the processing can be performed by the battery control unit.

A first advantageous development of the invention provides that the at least one measured value depicts a measured variable from the group which passes through

- electricity, - electrical voltage,

 - state of charge of the battery or of a battery cell,

 - electric charge and

 - temperature

is formed. The electric current can be detected by a current sensor. The electrical voltage may be detected by a voltage sensor, which may in particular be configured to measure the terminal voltage of the battery. The temperature can be detected by a temperature sensor. Of the

In particular, the temperature sensor may be arranged and arranged to measure the temperature in the vicinity of the battery and / or the temperature in the battery. The mentioned measured variables (current, voltage, temperature), which can be detected directly by sensors, can also be called primary measured variables. The state of charge of the battery and / or the state of charge of a battery cell or a plurality of battery cells can or may be from the primary

Measured variables are derived. The electric charge can be from the primary

Measured variables are derived. In particular, the electrical charge can be determined by temporal integration of the electrical current.

With further advantage, at least two measured values representing a measured variable are recorded, stored and transmitted, the at least two measured values being recorded at different times. In other words, it is thus provided that the time profile of a measured variable is detected, stored and transmitted. With particular advantage, a measured variable is detected periodically. The sampling rate, ie the frequency with which a measured value representing a measured variable is detected, is preferably between 0.1 Hertz (Hz) and 10 Hz, particularly preferably 1 Hz. It may be provided, for example, current, voltage and temperature per once per Second to measure. Thus, a total of three readings per second are recorded. These are saved and transmitted immediately or at a later date.

In a further advantageous embodiment, the operating parameter comprises a

Control command. In other words, then not only a pure

Determined condition of the battery to the evaluation, but the evaluation also determines control measures of Energy management. This will be illustrated in more detail with reference to the embodiment explained below.

The method can be developed with advantage in that the operating parameter relates to an availability of the battery. The determination of the battery availability is an essential task of the energy management of a motor vehicle. The concept of availability can be broad. It can include the State of Charge (SOC), meaning the level of the battery, and the SOC is often expressed as a percentage of relative value. Availability can also be the state of health (SOH) of the battery include. To further explain the term, some energy management tasks are briefly outlined below. Modern energy management can include a charging strategy. A

Charging strategy may include that the battery is not necessarily always charged so that it has the highest possible charge state. Rather, the battery is then charged, if this is energetically particularly useful. For example, the battery is charged in braking phases by recuperation. Furthermore, the generator power may be regulated such that the battery is in coasting phases (i.e.

Internal combustion engine is required to provide little or no drive power), whereas the battery is charged in traction phases (i.e., when the power of the

Internal combustion engine is required for driving the motor vehicle) is not charged or even discharged. With such a charging strategy, it should always be ensured that the SOC is sufficiently large for all foreseeable loads. In particular, it should be ensured that the SOC is large enough for a start or

Restart of the internal combustion engine is (so-called starting ability). For this purpose, it must also be considered that electrical consumers of the motor vehicle can be active even when the internal combustion engine is at a standstill. In particular, in stop phases of a so-called start-stop automatic, electrical consumers (e.g.

Air conditioning compressor, control units) consume electrical energy from the battery. Furthermore, in the phase after switching off the internal combustion engine

electric consumers of the vehicle still remain active for a certain time (so-called caster). This energy consumption, which can only be satisfied by the battery due to the stoppage of the internal combustion engine and thus of the generator, must be taken into account in the charging strategy, so that the starting capability remains assured. In addition to the availability of energy, the concept of Battery availability also includes a consideration of performance. Thus, for example, in energy management or in the charging strategy, care can be taken that, taking into account possibly active electrical consumers, sufficient electrical power is provided by the generator in order to be able to charge the battery if necessary.

By means of the invention, operating parameters relating to battery availability, such as e.g. SOC and SOH are determined by the evaluation device based on the previously transmitted measured values and transmitted to the vehicle. The determination may be based on accurate and computationally expensive battery models whose

Use in the battery control unit due to the limited storage capacity and processing power would not be possible or useful. Due to the

traditionally more inaccurate computational models and the consequent uncertainty inherent in an operating parameter (e.g., SOC), this safety parameter had to be provided with a safety margin as a precautionary measure. The invention makes it possible to dispense with this safety surcharge and thus, for example, to accept a lower SOC (which, however, was determined with greater certainty). This makes it possible to discharge the battery, for example, until the next recuperation phase without it

between charging by means of the generator in between. Thus, fuel is saved in such an exemplary scenario.

The operating parameter can comprise an actual variable, ie a current value.

For example, the operating parameter may include the information "SOCJst = 45%." The operating parameter may also include a setpoint, that is, a value to be set immediately or at a given future time, for example, the operating parameter may include the information "SOC_set = 55%".

In addition to the determination of said operating parameters, which are transmitted to the battery control unit for further processing in the context of energy management, it can also be provided that the evaluation device determines and transmits a control command. This can be any control command of the

Energy management act as described above. So can one Control commands include increasing generator power to charge the battery to a desired state of charge (SOC_Soll). A control command may include deactivating individual electrical loads (eg, seat heating) or throttling their power consumption to provide a sufficient SOC

Ensure power reserve. A control command may also include a battery regeneration command. It is known to increase the life and performance of the battery to charge and discharge them in a certain way. This process is referred to as battery regeneration. The control command may include performing a battery regeneration immediately or at some future time, with the battery controller controlling the actual operation of the battery regeneration. Alternatively, the control command may also include detailed commands (e.g., a generator target voltage waveform) which causes a battery regeneration.

The method can be developed with advantage in that the operating parameter, as an alternative or in addition to the availability of the battery, relates to a wear or aging state of the battery. One of the tasks of energy management is to monitor the deterioration or deterioration of the battery. If the wear of the battery is well advanced, it will be replaced regularly. To avoid that the vehicle stops due to an aged battery

is functional (for example, can not be started), an aged battery is exchanged during workshop stays. There are known computational models that allow a very accurate determination of the aging state of a battery.

However, these are computationally and memory-consuming, so that they can not be used conventionally in the vehicle as explained above. Instead, the vehicle uses reduced-complexity computational models, which also have reduced accuracy. For example, it is known to estimate the battery aging over the amount of discharged and charged current (measured in so-called full cycles). It is also known to use the mean value of a voltage drop measured at the start of the internal combustion engine to determine the battery aging. In contrast, the invention makes it possible for all recorded and transmitted measured values (and, if appropriate, their time profiles) to be determined in the determination of the aging state of the battery in the evaluation device

consider. It can thus be achieved a much more accurate result. One The advantage of this embodiment is that it can be determined exactly when a battery should be replaced. It can be provided that the user, when this time has come or is imminent, receives an indication to visit a workshop for battery replacement.

In a further embodiment, the step of determining the

Energy management of the motor vehicle operating parameter by the evaluation device taking into account the at least one measured value and at least one environmental parameter. In other words, the evaluation device thus not only takes into account the at least one measured value relating to the battery, but additionally at least one environmental parameter. The environmental parameter can be an environmental parameter that is relevant for energy management, but is not available in the vehicle. In particular, a particularly advantageous embodiment of the invention succeeds when the evaluation device is informed about a journey planning of the vehicle, thus e.g. about a route likely to be traveled in the future, a destination, a

estimated time of arrival and the like. In this case, you can

Environmental parameters are considered that apply in an environment passed by the vehicle on its planned route. Such an environmental parameter may be the (expected) ambient temperature at a destination or

Temperature course along the planned route to be. For example, can be considered in this way by the evaluation that the

Predicted temperature at a planned destination is much lower than the current outside temperature of the vehicle (for example, when a trip to the mountains is planned). Since the SOC of the battery may be temperature dependent, the SOC may decrease due to the low outside temperature. In unfavorable cases this could lead to impairment in a conventional vehicle, e.g. lead the starting ability.

By contrast, the present embodiment of the invention makes it possible to use the knowledge of the low outside temperature at the destination and to increase the SOC while driving so that it remains sufficiently large even at the destination despite the low outside temperature. Such an environment parameter can also be the planned one

Affect route. In particular, for the energy management a

Altitude information, a route gradient, an estimated vehicle speed, a maximum permissible speed, a traffic volume, and the like of Meaning. Such an environmental parameter may also relate to a light information. For example, a planned travel time (day / night or more precise time) can be translated into information about the outside light brightness. The knowledge of this environmental parameter can be used by the evaluation device by a power consumption caused by the vehicle lights

predicted and taken into account in energy management.

In a further embodiment, it is provided that the transmission of the at least one measured value and the transmission of the operating parameter take place by means of a wireless data connection. Modern motor vehicles increasingly have communication devices for data transmission over mobile networks. These include, for example, WLAN and various digital mobile networks or

Data transmission methods (e.g., LTE, UMTS, HSPA, GPRS, EDGE and the like). The special advantage, if this often already available possibility for

Data transmission is that the method can be used in time and space very far-reaching. For example, it is advantageous to run the process repeatedly at short intervals or even continuously. In this case, measured values are continuously recorded, stored and transmitted.

Likewise, operating parameters are continuously determined and transmitted to the vehicle. Due to the thus practically uninterrupted storage and computing capacity of the evaluation device, the energy management of the vehicle can be optimized, ie achieve maximum efficiency. It should be noted that the amount of transmitted data itself is relatively low. If, for example, three measured values (voltage, current, temperature) with a sampling rate of 1 Hz and a quantization depth of 1 6 bits are detected, stored and transmitted, the result is a required user data rate of 48 bits per second. Since the maximum possible data transmission rate of a modern mobile radio standard is in the range of Mbit / s, the amount of data caused by the invention hardly matters. Likewise, the amount of data that is transmitted in the opposite direction, ie from the evaluation device to the vehicle, can be minimized by suitable coding and protocols.

A further embodiment provides that the transmission of the at least one measured value and the transmission of the operating parameter by means of a wired Data connection done. Such a data connection can be any data cable. However, this embodiment is particularly advantageous

Electric vehicles used. Electric vehicles have a charging cable to connect the vehicle to a charging station. In addition to the actual charging cable, by means of which the electrical charging current is conducted from the charging station to the vehicle, a charging cable may also include a data cable for transmitting data. It is also known to transmit data via the actual charging cable ("powerline communications"), in which case the actual charging cable also forms the data cable The data cable of the charging cable is used to exchange information between the charging station and the vehicle In the present embodiment of the invention, it is intended to carry out the transmission by means of the wired data connection, that is to say by means of the data cable of the charging cable, in comparison with that explained above

Embodiment in which, in the ideal case, a (wireless) data connection can almost always exist, in the present embodiment, the

Possibility to transmit the measured values or the operating parameter limited to the times in which the wired data connection exists, in which so, for example, the charging cable of the electric vehicle is connected. This can vary depending on the use of the electric vehicle, but only in the state. During the journey is a transmission via a wired

Data connection naturally excluded. The present embodiment can therefore be used to store all measured values acquired between two charging processes and then to transmit them in a collective manner when the wired data connection is in existence. The present embodiment is therefore not suitable for determining operating parameters that must be determined and processed during a journey. On the other hand, the embodiment is suitable for determining operating parameters which are relevant with regard to an impending journey or in general. For example, the operating parameters relating to a battery wear can be determined. It can thus be provided, for example, to transmit with each charging process all measured values recorded and stored since the last charging process. The evaluation device can then from these (and possibly from the still stored by her earlier) measured values an aging state of Determine the battery or an expected future exchange time of the battery and transmitted to the vehicle.

The two aforementioned embodiments do not exclude each other, but can be combined with particular advantage. For example, the wireless data connection can be used (as continuously as possible) to obtain a

To determine battery availability. In addition, the wired data link present at each load can be used to create a

To determine battery aging.

In a further embodiment, the method comprises the additional step of

Determining an existence of the data connection. It is thereby provided that the step of transmitting the at least one measured value to the evaluation device is carried out as a function of the existence of the data connection. It can be provided that the vehicle continuously or periodically checks whether there is a (wireless and / or wired) data connection. As soon as this is the case, as soon as the existence of the data connection is determined, the vehicle begins to transmit the at least one measured value to the evaluation device.

A motor vehicle according to the invention comprises a battery, a battery control device, at least one sensor for detecting at least one measured value relating to the battery, a data memory for storing the at least one measured value and a communication device for data communication with an evaluation device located outside the motor vehicle. The battery can be an NV or HV battery. The battery can also consist of several individual NV and / or HV batteries. The battery controller may be a dedicated one

Be battery control device. The battery control unit may alternatively also

Be vehicle control unit, which can serve additional purposes. The

Battery control device may be, for example, an engine control unit (especially in NV batteries) or part of the power electronics (especially in HV batteries). The sensor may be a current sensor for detecting the current flowing from the battery or flowing to the battery electrical currents. The sensor may be a voltage sensor for detecting a terminal voltage of the battery. The sensor may be a temperature sensor for detecting a temperature. The sensor can be sensors for detecting current, voltage and / or

Include temperature values of a single battery cell of the battery. The

Communication device for data communication can be set up for wireless data transmission, in particular via WLAN and / or via a

Mobile network (e.g., LTE, UMTS, HSPA, GPRS, EDGE, and the like). The

Communication device may be configured for data transmission via a wired data connection, in particular via a charging cable for charging an electric vehicle. The data memory can be permanently arranged in the vehicle. The data memory may in particular be part of the battery control device. Of the

Data storage can also be connected via a detachable connection to the vehicle. In particular, the vehicle, e.g. the battery control device of the vehicle, a data link interface (e.g., USB) for connecting the data memory. The battery control device is set up to detect the at least one measured value relating to the battery by means of the at least one sensor and to store the at least one measured value in the data memory, wherein the

Communication device is configured to transmit the at least one stored measured value to an evaluation device located outside of the motor vehicle and a determined by the evaluation device a

Energy management of the motor vehicle related operating parameters

received, wherein the battery control unit is further set, the

To process operating parameters.

Further embodiments of the invention are explained below with reference to exemplary representations. Show it

Fig. 1 shows an arrangement comprising a motor vehicle according to the invention in one

 embodiment,

2 shows a flow chart of an embodiment of the method according to the invention.

It should be noted that the illustrated figures and the associated description are merely exemplary embodiments of the invention. In particular, representations of combinations of features in the figures and / or the description of the figures are not to be interpreted as meaning that the invention necessarily requires the realization of all mentioned features. Other

Embodiments of the invention may include fewer, more, and / or different features. The scope and disclosure of the invention will be apparent from the appended claims and the complete description. It should also be noted that the illustrations are schematic representations of embodiments of the invention. The arrangement of the individual elements shown to each other is chosen only by way of example and may be in others

Embodiments of the invention are chosen differently.

An exemplary sequence of the method according to the invention in one

Embodiments will now be explained with reference to the diagram shown in Fig. 2, wherein reference is also made to the arrangement shown in Fig. 1. This comprises a motor vehicle 10 according to the invention in one embodiment and an evaluation device 20.

In step S10, the measured values relating to the battery 11 are detected. For this purpose, the measured values are detected by means of battery sensors (not shown in FIG. 1). By way of example, one current, voltage and temperature sensor can each be provided. The measured values detected by the sensors can be transmitted to a battery control unit 12 via a data connection 15.

The acquired measured values are stored in a memory 13 in the subsequent step S20. The memory 13 is arranged in the battery control device 12. It can be provided that the measured quantities current (I), voltage (U) and temperature (T) are detected at a sampling rate of 1 Hz. Thus, one measurement per per

Measured quantity generated per second. In other words, the functions U (t), I (t) and T (t) dependent on the time t are sampled. In the memory 13, all measured values are stored. Scanned versions of the functions U (t), l (t) and T (t) are thus stored in the memory 13. It can be provided that the sampling rate is selected such that the sampling theorem is satisfied. In this case, in other words, a complete reconstruction of the functions U (t), l (t) and T (t) is due to the

Samples possible. Furthermore, it can be provided that the battery control device 12 From the measured values of the primary measured variables (U, I, T), measured values of the secondary measured variables are formed or calculated. The secondary measured variables may be, for example, a battery power P (t), a cumulative charge amount Q or a charge state SOC (t). It can also be provided that the

secondary measured variables are determined later by the evaluation device 20. This can be advantageous since the evaluation device 20 some secondary

It may also be provided that the battery control unit 12 determines a measured value to a secondary measured variable (eg SOC) and the evaluation device 20 corrects this later if necessary, if they are due to their more precise calculation model determines a different measured value.

In step S30, a check is made as to whether a functional data connection 30 exists. If this is not the case, the first two process steps continue to be performed. Thus, further measured values are recorded and stored. There is one

Data connection 30, the process proceeds to step S40. In the

Data connection 30 may be in the present example to a

Mobile connection 30 act. This allows bidirectional

Data communication, which is indicated in Fig. 1 by a double arrow.

In step S40, the measured values stored in the memory 13 are stored via the

Data transfer to the evaluation device 20. In other words, it becomes the content of the memory 13 or a part of the content of the memory 13

(for example, all newly saved measurements since the last transmission). The data transmission takes place by means of a communication device 14 of the vehicle 10, which can be set up, for example, for data transmission via a mobile radio network. The data to be transferred can be the

Communication device 14 are provided by the battery control unit 12 via a data bus 1 6 of the vehicle 10.

The evaluation device 20 may include a database server 21, the

For example, an Internet server 21 may be set up to store all data transmitted by the vehicle 10. The evaluation device 20 may further comprise a calculation unit 22 which stores the data in the database 21 stored data processed. It can be provided that the

Calculation unit 22 from the server 21 or from other sources more

Environment parameters are available that are not part of the

inventive method were transmitted from the vehicle. In particular, the server 21 may be an Internet server 21 of the vehicle manufacturer, which is set up to offer the user various services. Such services may include remotely polling different vehicle parameters, trip planning and programming of a vehicle navigation system, and the like.

In step S50, an operating parameter relating to the energy management of the motor vehicle is determined by the calculation unit 22. In this example, the following data could be available to the calculation unit:

 - the transmitted measurements;

 the information that the user of the motor vehicle is currently driving to a location in the mountains;

 - information about the further route to the destination;

 - the temperature at the destination.

Based on the information available, the computing unit 22 may determine that the generator voltage is to be increased to a certain value. This is a control command. A technical reason for this control command may be that the temperature at the destination is much lower than the current one

Ambient temperature of the motor vehicle. Therefore, the SOC should be increased to ensure the starting ability of the vehicle even after a long stay at the destination. Another reason may be that the remaining travel includes inclines in which the engine should not be additionally burdened by the generator. The charging phase (in which the generator the

Engine loaded) should therefore be completed before the vehicle travels the slopes.

In the last step S60, the evaluation device 20 transmits the particular operating parameter (s) to the communication device 14 of the motor vehicle 10, of FIG where this or this is forwarded via the vehicle bus 1 6 to the battery control unit 12 for further processing or be.

In addition, based on the information available, the computing unit 22 may determine that the battery is about to arrive, e.g. after another 1000 km of driving, should be replaced. This operating parameter can also via the

Data connection 30 are transmitted to the motor vehicle 10. It may additionally be provided that the evaluation device 20 this information via a

Data connection 41 to a mobile device 40 (eg a smartphone) of the vehicle owner or vehicle user transmitted. Thus, he is informed at an early stage and on the basis of reliable information that he must visit a workshop soon.

LIST OF REFERENCE NUMBERS

motor vehicle

 battery

 Battery control unit

 data storage

 Communication device, 1 6 data bus

 evaluation

 Database

 calculation unit

 Data Connection

 mobile device

 Data Connection

0 - S60 process steps

Claims

claims 1 . Method for energy management of a motor vehicle (10) with the steps Detecting (S10) at least one measured value concerning a battery (1 1) of the motor vehicle (10),  Storing (S20) the at least one measured value,  Transmitting (S40) the at least one measured value to an evaluation device (20) located outside the motor vehicle (10), Determining (S50) an operating parameter relating to the energy management of the motor vehicle (10) by the evaluation device (20) and - Transferring (S60) of the operating parameter to the motor vehicle (10). 2. The method of claim 1, wherein the at least one measured value is a  Measured from the by  - electricity,  - electrical voltage,  - state of charge of the battery or of a battery cell,  - electric charge and  - temperature  formed group. 3. The method according to claim 2, wherein at least two measured values representing a measured variable are recorded, stored and transmitted, wherein the at least two measured values are acquired at different times. 4. The method according to any one of the preceding claims, wherein the  Operating parameter includes a control command. 5. The method according to any one of the preceding claims, wherein the Operating parameters related to availability and / or wear of the battery (1 1). 6. The method according to any one of the preceding claims, wherein the step of determining (S50) of the energy management of the motor vehicle (10) relevant operating parameter by the evaluation device (20) a  Considering the at least one measured value and at least one environmental parameter includes. Method according to one of the preceding claims, wherein the transmission (S40) of the at least one measured value and the transmission (S60) of the  Operating parameters by means of a wireless data connection (30). 8. The method according to any one of the preceding claims, wherein the transmission (S40) of the at least one measured value and the transmission (S60) of the  Operating parameters by means of a wired data connection (30). 9. The method of claim 7 or 8, with the step  - determining (S30) an existence of the data connection (30),  wherein the step of transmitting (S40) the at least one measured value to the evaluation device (20) is performed in dependence on the existence of the data connection (30). 10. Motor vehicle (10) comprising a battery (1 1), a battery control unit (12), at least one sensor for detecting at least one battery (1 1) related measured value, a data memory (13) for storing the at least one measured value and a communication device (14) for data communication with an outside of the motor vehicle (1 1) located evaluation device (20), wherein the battery control device (12) is arranged to detect the at least one battery (1 1) related measurement by means of the at least one sensor and the at least to store a measured value in the data memory (13), wherein the communication device (14) is arranged to transmit the at least one stored measured value to the evaluation device (20) located outside the motor vehicle (10) and to a value determined by the evaluation device (20) Energy management of the motor vehicle (10) related to operating parameters receive, wherein the battery control unit (12) is further adapted to process the operating parameter.