Method for forecasting expected load distribution in order to control charging power of battery

Abstract

The invention relates to a method for charging and operating a battery (30), according to the preamble of the independent claims, taking into account a predicted load distribution (40) of subsequent use, and to a method for implementing such a method for charging a battery (30). The invention also relates to a device for a method for charging and operating said device, and to the use of such a device (20).

Description

Field of the Invention

[0001] The present invention relates to a method for charging and operating a battery taking into account a predicted load distribution for subsequent use, an apparatus for implementing such a method for charging and operating a battery, and an application of such an apparatus. Background Art

[0002] To achieve e-mobility, rechargeable batteries are used to convert chemical energy into electrical energy multiple times. In particular, lithium-ion batteries are particularly suitable for this due to their low self-discharge and relatively high energy density. Such lithium-ion batteries typically have a plurality of battery modules, which in turn include a plurality of battery cells. However, other rechargeable batteries are also used in the field of e-mobility.

[0003] A method for operating a battery in a motor vehicle is known from document DE 102017210303 B3, in which it is charged in the charging operating state of the battery with a fast charging mechanism. Here, the method ends when the maximum allowable charging temperature is reached.

[0004] Document DE 102021201379 A1 discloses a method for route planning for an electric vehicle, in which route information is taken into account to increase the battery range and / or the battery service life. For this purpose, a data processing device obtains a large number of route suggestions from a navigation system and predicts the load distribution for each route suggestion. Based on the corresponding load distribution, an adjustment strategy for a temperature management system is determined, which optimizes the temporal temperature profile of the battery. Finally, the following route suggestion is selected, for which the period of time within the optimal temperature range of the battery and / or the battery range is maximum.

[0005] A method for operating a vehicle with an electric drive is known from document DE 102009046568 A1, which can be used to provide an intelligent adjustment strategy for the electric drive in a motor vehicle and an intelligent temperature adjustment of a traction battery. The method includes temperature management for an energy storage device, in which the load distribution is determined based on parameters of the driving route to be traveled, which indicates at which time which drive energy must be provided. Based on the load distribution, the temperature adjustment of the energy storage device can be determined.

[0006] Document DE 102017127029 A1 discloses a method for controlling an electrified vehicle on the basis of a route selected for the desired thermal management of a battery. The control system analyzes the current battery thermal state regarding possible driving routes and selects the route for which the minimum heating or cooling rate can be achieved. Summary of the Invention

[0007] According to the invention, there is provided a method for charging and operating a battery taking into account the predicted load distribution of subsequent use, having the characteristic features of the independent claims, a device for implementing such a method for charging and operating a battery, and an application of such a device.

[0008] In the method according to the invention, the battery is charged during the charging process and then operated, wherein the maximum reliable predictive charging temperature of the battery is pre-given during the charging process depending on the pre-givable battery state immediately following the charging process by means of a prediction of the load distribution for subsequent use, such that the maximum operating temperature of the battery during the next pre-givable operating state is less than or equal to the maximum allowable operating temperature of the battery.

[0009] If, for example, a battery used in an electric vehicle is charged with a charging pile beside a highway and the subsequent driving of the electric vehicle immediately following the charging process is foreseen, here continuing driving, with a predicted load distribution, for example, with a high load and / or speed and / or high gradient and the associated high heat loss, then in many cases, for example, if the vehicle cabin must be additionally air-conditioned, the cooling power of the electric vehicle is not sufficient to dissipate the heat loss that occurs more due to the high load and / or speed. As a result, a heat-induced reduction of the electric vehicle is caused. The method according to the invention should prevent this by adjusting the maximum allowable charging temperature taking into account the predicted subsequent driving distribution or load distribution.

[0010] Other advantageous embodiments of the invention are the subject matter of the dependent claims.

[0011] Therefore, it is advantageous to predict the duration of use and the graded energy demand of the use when predicting the load distribution of subsequent use.

[0012] Equally advantageous is to provide current framework conditions (such as traffic or weather information) for the use via the cloud or a connection to an off-site data processing environment when predicting the load distribution of subsequent use. A particularly advantageous embodiment is one in which current framework conditions for the use are provided by other users, especially via the cloud, when predicting the load distribution of subsequent use. This includes, for example, data of the following vehicles, which drive uphill at a reduced speed due to the gradient or which limit their driving speed due to weather conditions, such as rain or fog.

[0013] Within the scope of the present invention, the concept of "cloud" also always generally refers to other off-site data storage and processing environments or similar networks or systems external to the vehicle, to which a connection can be established.

[0014] In principle, the framework conditions can refer to all conditions for using the battery. The framework conditions relate, for example, to general external conditions, such as temperature or air humidity. Equally, the framework conditions include conditions related to the planned use itself, such as the device using the battery and the existing limitations of the device, such as in interaction with other devices, possible usage rates, etc. The provision of the corresponding data is carried out externally in the proposed embodiment, i.e., outside the device using the battery, especially via the cloud. Here, other users, such as the devices or their operators for the same use, can also provide data on the framework conditions, for example, via the cloud or other networks for data processing external to the vehicle.

[0015] If a battery used in an electrified vehicle is charged, the load distribution is predicted, for example, for subsequent continued driving. An "electrified vehicle" within the scope of the present application shall mean a vehicle that is at least partially electrically driven, such as a (plug-in) hybrid vehicle and an electric vehicle. The duration of use is derived from the required driving time here, and the graded energy demand is also derived from the possible speeds on a section of road or on individual road sections (in combination with other relevant parameters), taking into account the current road section load. Such a calculation can be performed, for example, using a program for ecological route selection (Eco-Routing). "Ecological route selection" means, for example, ascertaining a driving route through a navigation system, for which not only the distance and driving time are taken into account, but also the fuel consumption / energy consumption, so that a particularly fuel-efficient / energy-efficient and thus environmentally friendly route can be selected. The ecological route selection system is mostly outside the vehicle, such as in the cloud, and can thus access the current conditions on the planned road section, such as weather and wind, but also the current conditions regarding road closures, construction sites or road section utilization. Similarly, the system can take into account data regarding the driver's driving style. These data are also included in the above-mentioned framework conditions. With the help of the cloud, it is also possible to share and provide information about other vehicles themselves and possibly about the situation of the environment of other vehicles that have driven through or are driving on the current road section.

[0016] The influencing factors that affect the energy demand and should thus be taken into account for predicting the load distribution include, in particular, in the example of the battery in an electric vehicle: i) the speed to be used according to a pre-specification or according to a temporary restriction, for example, in a construction site, or the speed resulting from the utilization rate on a traffic road; ii) the location of the charging station or the distance to the charging station and its accessibility and availability; iii) the increased load of the vehicle, for example, due to a heavy load, many passengers or a trailer; iv) geographical conditions, such as uphill or downhill; v) weather conditions, such as headwind, cold, heat, rain, temperature requiring the operation of an air conditioning device or a heater; vi) the condition of the carriageway, such as an icy or contaminated carriageway; vii) the time pre-specification to be observed for travel planning; viii) self-defined or selected pre-specifications.

[0017] The final calculation model for predicting the load distribution is specific to the respective battery and state and to the device, such as the vehicle using the battery, and is derived from numerical models known to those skilled in the art according to the prior art.

[0018] In another advantageous embodiment of the method according to the invention, during the charging process and in the operating state, the implementation is continuously monitored when predicting the load distribution of subsequent use.

[0019] This includes, for example, monitoring of the specific time or temperature distribution and the predicted load distribution in general.

[0020] If the battery used in an electrified vehicle is charged, the monitoring is mostly carried out in the vehicle, i.e., on-board with the aid of the vehicle control device. The vehicle control device usually has a complete knowledge of the planned driving and travel routes and can monitor the use of the battery with respect to the predicted load distribution. This can also include, for example, monitoring of the clock time, the planned charging stops or the speed distribution. Likewise, the predicted sections can be weighted in such a way that the more distant the predicted load is in the future, the less strictly it is regarded, since more distant predictions usually have a higher degree of inaccuracy.

[0021] In another advantageous embodiment of the method according to the invention, when the deviation from the predicted load distribution exceeds a threshold value, a new calculation of the duration of the use and the graded energy requirement of the use is introduced iteratively. The new calculation is introduced from the threshold value of the deviation, which can be determined according to the manner and scope of the use. The recalculation can be carried out at each moment at which a deviation and inaccuracy of the predicted load distribution are identified.

[0022] In the case of charging a battery used in an electrified vehicle, the threshold value can be defined, for example, by a specific time deviation or a changing speed distribution. However, changes in the road guidance due to, for example, the arrival at a stage destination of a charging station or a short-term road closure can also be taken into account. Then, for the new calculation, a new route planning with an ecological route selection can be carried out, for example, and updated framework conditions can be taken into account if necessary.

[0023] It is also advantageous that the maximum allowable charging temperature of the battery is not exceeded at the end of the charging process. The maximum allowable charging temperature can only be exceeded without subsequent power limitation due to temperature if the predicted temperature curve of the battery indicates sufficient cooling power after the charging stop such that a threshold value at which a limitation is required is undershot.

[0024] During the charging process, the battery temperature increases due to heat losses caused by the internal resistance of the battery and especially at higher charging powers. The battery temperature is allowed to increase up to the maximum permissible operating temperature of the battery until the higher charging power is then reduced in order to prevent the maximum permissible operating temperature from being exceeded. The reduction in higher charging power and the accompanying reduction in heat losses are necessary because the effective power of the cooling system provided for the battery reaches its limits, especially when taking into account other drive components of the electric vehicle, and sufficient heat can no longer be dissipated from the battery.

[0025] The temperature of the battery is then maintained, for example, approximately at the highest maximum permissible operating temperature until the end of the charging process. Following the end of the charging process, the temperature of the battery then continues to be below the maximum permissible operating temperature or at the maximum permissible operating temperature. The operating process of the battery, in the form of, for example, the subsequent driving of the electric vehicle, then begins at this temperature level. As a result of the relatively high battery temperature, the output power is then limited, for example, during further driving, so that the maximum permissible operating temperature is not exceeded during driving. This limitation of the output power is necessary because, due to the withdrawal of energy from the battery, losses also occur in the battery and the battery heats up further.

[0026] For situations where higher loads occur, for example due to higher speeds, uphill, trailer operation, sometimes strong headwinds or high external temperatures, the following problem occurs widely: the effective power of the cooling system is no longer sufficient to dissipate the power losses that occur for a longer period of time and permanently, especially in combination with other requirements such as the vehicle cabin or the occupants. Therefore, for the aforementioned situation, only a limited battery power is available after the charging process and represents a significant limitation of the effective power of the electric vehicle for the driver. This may even become safety-related, for example, during overtaking. In order to prevent this state, the entire cooling system can be adjusted and expanded, which brings huge costs and causes significant changes to the air heat exchanger and air inlet and additional measures on the charging infrastructure side. The measures on the vehicle side have a huge impact on the design of the front face of the vehicle. These major changes can be avoided with the method according to the invention in that the maximum permissible charging temperature of the battery is not exceeded at the end of the charging process and the situation where the limited power of the battery is limited is avoided as much as possible. That is to say, according to the invention, if a high power demand with a corresponding temperature build-up is predicted immediately after a charging process, the maximum permissible charging temperature of the battery is correspondingly reduced at the end of the charging process, for example.

[0027] Furthermore, it is advantageous to determine the maximum allowable charging temperature of the battery depending on at least one health state of the battery. As an alternative or in addition, it is advantageous to determine the maximum allowable charging temperature of the battery depending on the state of charge of the battery.

[0028] Furthermore, it is advantageous to determine the maximum allowable charging temperature of the battery during the charging process taking into account at least the current charging power. As an alternative or in addition, it is advantageous to determine the maximum allowable charging temperature of the battery taking into account at least the charging power expected according to the predicted load profile or the expected charging power curve during the charging process. Furthermore, it is advantageous to determine the maximum allowable charging temperature of the battery taking into account the current heat generation in the battery in the operating state. As an alternative or in addition, it is advantageous to determine the maximum allowable charging temperature of the battery taking into account the expected heat generation in the battery in the operating state.

[0029] Furthermore, it is advantageous to cool the battery with a cooling mechanism in the operating state, wherein the maximum allowable charging temperature of the battery is determined taking into account the current maximum available cooling power of the cooling mechanism and the occurring heat losses. As an alternative or in addition, it is advantageous to cool the battery with a cooling mechanism in the operating state, wherein the maximum allowable charging temperature of the battery is determined taking into account the expected maximum available cooling power of the cooling mechanism. This includes the ability of the cooling mechanism to complete the necessary cooling load for use immediately after the charging process.

[0030] The advantage provided by these measures is that a temperature reserve is left in the battery at the end of the charging process, so that the maximum allowable operating temperature of the battery in the operating state immediately following the battery is not foreseeably exceeded by the predicted, possibly strong load. This is done taking into account the maximum available cooling power of the battery, the expected charging power curve and the expected heat generation, taking into account all other heat sources to be cooled in the vehicle in the further course after the charging process. Thereby, the desired effective power of the battery is ensured for the operation after the charging process.

[0031] According to another aspect of the invention, there is provided an apparatus for implementing a method for charging and operating a battery.

[0032] The apparatus according to the invention comprises a control unit for controlling the charging process of the battery and comprises a simulation unit. According to the invention, the simulation unit is designed to ascertain the maximum allowable charging temperature of the battery depending on the predicted load profile with respect to the pre-given operating state of the battery immediately after the charging process before and during the charging process.

[0033] Therefore, it is advantageous that the simulation unit is also designed to determine the maximum allowable charging temperature of the battery taking into account the current heat generation in the battery in the operating state. As an alternative or in addition, it is advantageous that the simulation unit is also designed to determine the maximum allowable charging temperature of the battery with the predicted load profile taking into account the expected heat generation in the battery in the operating state.

[0034] In another aspect of the disclosed invention, the device according to the invention is applied in at least partially electrically driven vehicles. "Partially electrically driven vehicles" within the scope of this application include electrified vehicles, such as hybrid and electric vehicles and can include, for example, passenger cars, trucks, agricultural vehicles and motorcycles.

[0035] In an advantageous embodiment of the application of the device according to the invention in at least partially electrically driven vehicles, in the method implemented for charging and operating the battery, off-site eco-routing and / or eco-charging and / or eco-driving devices and on-board control devices are used to predict the load profile for subsequent use. These devices are used, as described above, in determining the duration and graded energy demand of the use and for continuous monitoring. Thereby, it is possible to use not only external data from the environment but also internal data from the vehicle to predict the load profile. Here, even during the charging process, a recalculation of the travel plan (including eco-routing, eco-charging, eco-driving) can occur for further use (continued driving) depending on the changing relevant conditions. Description of the Drawings

[0036] Advantageous embodiments of the invention are shown in the drawings and are explained in detail in the following description of the drawings. Among them:

[0037] Figure 1 An exemplary curve of the charging and operating temperature in a method for charging and operating a battery according to an embodiment of the invention is shown;

[0038] Figure 2 A sectional view of a device for implementing a method for charging and operating a battery according to an embodiment of the invention is shown; and

[0039] Figure 3 A schematic view of a method for charging and operating a battery is shown, including the prediction of the load profile for subsequent use. Detailed Description of the Invention

[0040] In the following description of embodiments of the present invention, identical or similar elements are denoted by the same reference numerals, and the repeated description of these elements is dispensed with in a single instance. The drawings merely schematically illustrate the subject matter of the present invention.

[0041] In Figure 1 FIG. 10 shows exemplary curves of the charging and operating temperatures T1, T2 in a method for charging and operating a battery 30 according to an embodiment of the present invention as a function of time t.

[0042] With the start time t0 of the charging process 12, the battery 30 is prepared for the charging process 12 by, for example, reducing the temperature T of the battery 30 to the starting charging temperature T0. The charging process 12 is carried out, for example, by means of a rapid charging mechanism. During the charging process 12, the charging temperature T1 increases, for example, due to heat losses in the battery 30 at a higher charging power. The temperature is allowed to rise up to the maximum allowable predicted charging temperature T of the battery 30. 1,max Here, at the first time t1 at the end of the charging process 12, the maximum allowable predicted charging temperature T of the battery 30 is reached or not exceeded. 1,max Thus, this maximum allowable predicted charging temperature T 1,max is regarded as the target value for the charging process 12.

[0043] From the first time t1 onwards, the battery 30 is in the operating state 14. In this operating state 14, the battery 30 is operated until a second time t2 indicating the end of the operation or a long interruption, for example, for driving an electric motor in an electric vehicle. The operating temperature T2 of the battery 30 increases, for example, up to the maximum operating temperature T in the operating state 14. 2,max The temperature increase takes place, for example, due to heat losses caused by the internal resistance of the battery 30. The maximum operating temperature T 2,max is, for example, less than the maximum allowable operating temperature T of the battery 30. max Here, the maximum allowable operating temperature T of the battery 30 max depends, for example, on the state of health of the battery 30.

[0044] The temperature T predicted according to the load profile 40 2,P shows a pre-calculated temperature curve in the graph for the planned use of the battery 30. This temperature is used in the method to determine the maximum allowable predicted charging temperature T 1,max and to predict the maximum operating temperature T. 2,max。In the case of charging the battery 30 in an electric vehicle, a load profile 40 for use, here continued driving, is predicted for the charging and subsequent operation of the battery 30. For this purpose, external data 44 is taken into account, for example, via an ecological route selection system 62, and internal data 42 is taken into account, for example, via a vehicle control device 64. These systems are able to exchange views on the current energy demand 52 and provide the calculated usage duration 56, as well as the graded or total usage energy demand 58, and for continuous monitoring 54 of the implementation, for predicting the load profile 40.

[0045] In Figure 2 a cross-sectional view of a device 20 for carrying out a method for charging and operating a battery 30 with charging and operating temperatures T1, T2 according to Figure 1 a curve 10 of the change over time t is schematically shown.

[0046] The device 20 is, for example, electronically coupled to the battery 30, which is charged, for example, by a charging mechanism 32. The charging mechanism 32 can, for example, be a charging station beside a highway.

[0047] The device 20 includes, for example, at least one temperature sensor 22 for detecting at least one currently present temperature T of the battery 30 or such a temperature sensor, for example, from a battery management system.

[0048] This at least one current temperature T can, for example, be a representative temperature T1 of the battery 30 during the charging process 12 or an operating temperature T2 of the battery 30 in the operating state 14.

[0049] Furthermore, the device 20 includes a control unit 24, which is used to start the charging process 12 of the battery 30 and to predetermine the duration and curve of the charging process 12 of the battery 30. The control unit 24 is, for example, electronically coupled to an analog unit 26, which is arranged in a preferably central vehicle control device 64, so that direct processing of information such as, for example, cooling requirements and cooling capacity, external conditions including the external temperature can be carried out according to the predicted driving or load profile 40 of the vehicle (see also Figure 3 for the schematic diagram in). Here, the analog unit 26 is used to determine the maximum allowable predictive charging temperature T of the battery 30 during the charging process 12 taking into account, for example, the loss characteristic curves of the battery 30 in the operating state 14 according to the predicted load profile 40 1,max 。Furthermore, the analog unit 26 is used to, likewise taking into account the predicted load profile 40 for use following directly after the charging process 12, such as continued driving of an electric vehicle, the maximum allowable predictive charging temperature T 1,maxPre-given as a target value for the charging process 12 of the battery 30. The operating state 14 of the battery 30 is generated, for example, after the charging process 12 of the battery 30.

[0050] Furthermore, the device 20 includes, for example, a cooling mechanism 28 that is electronically coupled to the analog unit 26, for example. The cooling mechanism is used to cool the battery 30 with a coolant, such as water, and thereby reduce the temperature T of the battery 30 at the start time t0 of the charging process 12 to the starting charging temperature T0.

[0051] The device 20 is applied, for example, in a vehicle that is at least partially electrically driven, such as in an electric vehicle (EV), a hybrid electric vehicle (HEV), or a plug-in hybrid electric vehicle (PHEV).

[0052] Figure 3 A schematic diagram of a method for charging and operating a battery 30 is shown, including the prediction of the load distribution 40 for subsequent use (for which also see in detail Figure 2 the device 20 in). The synergistic action of different elements is shown here. The embodiment relates to the charging and operation of the battery 30 in an electrically operated vehicle.

[0053] The information necessary for predicting the load distribution 40 is provided on the one hand by the internal data 42 and on the other hand by the external data 44. For this purpose, in particular, the vehicle control device 64 is used to provide the internal data 42. The vehicle control device has a complete and comprehensive understanding of the planned driving and can monitor the implementation of the driving. The external data 44 that is not available to the vehicle control device 64 is provided, for example, by an ecological route selection system 62. This includes, for example, the current section load, the possible speed on the section, road closures, weather conditions, etc. From this, for example, the planned use duration 56 (the driving time for the selected route) and the graded or total use energy requirement 58 (according to different section segments) are derived for the battery 30. The ecological route selection system 62 obtains the corresponding current framework conditions 50, in particular, from the cloud 46 that can also be connected to other vehicles, so as to exchange information with the vehicles that have already driven through the current section or are driving on the current section. If a significant deviation between the predicted and the actual load distribution 40 is proven during the monitoring 54 of the implementation by the vehicle control device 64, a recalculation can be triggered based on the external data 44.

[0054] In addition, the internal data 42 is used to exchange views with the charging mechanism 32 during the charging process 12 and to control the charging process 12. There is also an exchange of the operating information 16 with the user interface 18, which is used to communicate with the vehicle driver or passenger and with the device 20 for implementing the method in the vehicle (in accordance with Figure 2 ).

[0055] The invention is not limited to the embodiments described herein and the aspects emphasized therein. Rather, within the scope defined by the claims, there can be a large number of variants that are within the scope of the processing of those skilled in the art.

Claims

1. A method for charging and operating a battery (30), wherein the battery (30) is charged during a charging process (12) and subsequently operated, characterized in that, The maximum allowable predictive charging temperature (T 1,max ) of the battery (30) during the charging process (12) is preset by predicting the load distribution (40) for subsequent use, depending on a preset operating state (14) of the battery (30) immediately following the charging process (12), 2,max ) such that the maximum operating temperature (T max ) of the battery (30) during the next preset operating state (14) is less than or equal to the maximum allowable operating temperature (T max ) of the battery (30).

2. The method according to claim 1, characterized in that, The duration of use (56) and the graded energy demand of the use (58) are ascertained when predicting the load distribution (40) of a subsequent use.

3. The method according to any one of claims 1 or 2, characterized in that, During the charging process (12) and in the operating state (14), continuous monitoring (54) of the implementation is carried out when predicting the load distribution (40) of a subsequent use.

4. The method according to any one of claims 1 to 3, characterized in that, When predicting the load distribution (40) of a subsequent use, current framework conditions (50) for the use are provided via the cloud (46) or other off-site data processing environments.

5. The method according to any one of claims 1 to 4, characterized in that, When predicting the load distribution (40) of a subsequent use, current framework conditions (50) for the use are provided by other users, in particular via the cloud (46).

6. The method according to any one of claims 1 to 5, characterized in that, When the deviation from the predicted load distribution (40) exceeds a threshold, a new calculation of the duration of use (56) and the graded energy demand of the use (58) is introduced.

7. The method according to any one of claims 1 to 6, characterized in that not exceed the maximum allowable predicted charging temperature (T 1,max ) of the battery (30) at the end of the charging process (12).

8. The method according to any one of claims 1 to 7, characterized in that, Determine the maximum allowable predicted charging temperature (T 1,max ) of the battery (30) depending on at least one health state and / or charge state of the battery (30).

9. The method according to any one of claims 1 to 8, characterized in that, Determine the maximum allowable predicted charging temperature (T 1,max ) of the battery (30) taking into account at least the charging power present and / or expected during the charging process (12) and the heat generation present and / or expected in the battery (30) in the operating state (14) according to the predicted load distribution (40).

10. The method according to any one of claims 1 to 9, characterized in that, In the operating state (14), the battery (30) is cooled by a cooling mechanism (28), wherein the maximum allowable predictive charging temperature (T 1,max ) of the battery (30) is determined taking into account the existing and / or expected maximum available cooling power of the cooling mechanism (28).

11. A device (20) for implementing the method according to any one of claims 1 to 10 for charging and operating a battery (30), the device comprising a control unit (24) and an analog unit (26) for controlling the charging process (12) of the battery (30), characterized in that, The simulation unit (26) is designed to determine, during the charging process (12), the maximum allowable predicted charging temperature (T 1,max ) of the battery (30) with the predicted load profile (40) depending on a prescribable operating state (14) of the battery (30) immediately following the charging process (12).

12. The device (20) according to claim 11, characterized in that, The simulation unit (26) is also designed to determine the maximum allowable predictive charging temperature (T 1,max ) of the battery (30) taking into account the heat generation present and / or expected in the battery (30) in the operating state (14).

13. Use of a device (20) according to any one of claims 11 to 12 in a vehicle that is at least partially electrically driven.

14. Use according to claim 13, wherein external data (44) provided by an ecological route selection system (62) and / or internal data (42) of a vehicle control device (64) are used for predicting the load distribution (40) of a subsequent use in the method according to any one of claims 1 to 10 for charging and operating a battery (30) that is implemented.

Images