Method for operating a vehicle electrically driven by means of a battery and a vehicle having a battery and a control unit

Abstract

The invention relates to a method for operating a vehicle (1) electrically driven by means of a battery (2). To this end, the following steps are performed: determining the current state of charge (S1) of the battery (2); determining the location (3) where the vehicle (1) is expected to be parked (S2); determining the temperature at the location (3) (S4); predicting the future state of charge of the battery (2) at the end of a predeterminable parking time based on the determined temperature and the current state of charge (S5). The invention also relates to a vehicle (1) having a battery (2) and a control unit (8) for implementing the method.

Description

Technical Field

[0001] The invention relates to a method for operating a vehicle electrically driven by means of a battery by determining the current state of charge of the battery. The invention also relates to a vehicle having a battery and a control unit. Background Art

[0002] Document DE 10 2011 004 357 A1 describes a method for operating an energy storage device for supplying electrical energy to a vehicle with a hybrid drive, wherein the energy storage device is charged by the internal combustion engine and / or during braking by the kinetic energy of the vehicle via an electric machine used as a generator, and by a charging device for the energy storage device that supplies the electric machine and / or electronic components of the vehicle in such a way that the energy storage device is operated at a current state of charge between a high state of charge and a low state of charge. In this case, the low state of charge and / or the current state of charge of the energy storage device can be controlled as a function of a determined current or average temperature and / or the current date and / or time of day.

[0003] Document DE 10 2015 108 989 A1 describes the display of a decrease in battery capacity. This provides the user with information about the vehicle state and battery state based on the environment and the way the vehicle is used. The user can learn about the influence of the vehicle use and environmental factors on the state and capacity of the charge storage of the vehicle battery. This is intended to change the user's behavior in order to improve the battery performance. Environmental factors, for example, can be considered here, such as the ambient temperature, the estimated energy consumption and the length of parking time.

[0004] Document DE 10 2015 208 758 A1 describes an electric vehicle operating mode for managing battery capacity. Systems and methods for controlling battery state provide techniques for supporting management of battery capacity and battery life under different environmental conditions, operating conditions and storage conditions. Dynamic management of the expected battery state of charge based on one of a number of parameters in combination with usage patterns and environmental conditions, such as charging / discharging patterns, state of charge and / or temperature during storage, can extend the battery life.

[0005] The known systems and methods mainly include functions for identifying the state of charge of a vehicle battery. It is also described how the life of the battery can be determined based on various factors. The disadvantage here is that existing parameters, such as user behavior, temperature and storage, do not directly influence the user's behavior pattern with respect to the charging behavior of the battery in the vehicle. Summary of the invention

[0006] The object of the present invention is therefore to provide a method for operating a vehicle electrically driven by a battery, wherein falling below a predetermined state of charge, so-called breakdown, should be avoided. In addition, the object of the present invention is to provide a corresponding vehicle with a battery and a control unit.

[0007] The above-mentioned object is achieved by a method for operating a vehicle electrically driven by means of a battery according to the independent claim and by a vehicle having a battery and a control unit according to the independent claim.

[0008] Advantageous developments of the invention are described in the dependent claims, the following description and the drawings.

[0009] A method for operating a vehicle electrically driven by a battery comprises the following steps:

[0010] Determine the current state of charge of the battery,

[0011] Determine where the vehicle is expected to be parked,

[0012] Determine the temperature at the location,

[0013] Predicting the future state of charge at the end of a predefinable parking period based on the determined temperature and the current state of charge.

[0014] This provides a method for operating a vehicle that is electrically driven by means of a battery, which method optionally avoids falling below a defined threshold value of the battery. This makes it possible to avoid so-called breakdowns of the electric vehicle. For this purpose, the current state of charge can be determined and the future state of charge of the battery can be predicted based on special parameters that influence the state of charge. Based on the future state of charge and the location where the vehicle is expected to be parked, the range of the vehicle and therefore the closest charging station within the range can be determined based on the future state of charge.

[0015] In the method, the state of charge of the vehicle battery is determined. It is also proposed to determine the location where the vehicle is to be parked. This location (hereinafter also referred to as the parking location) can be a geographical location, such as an address. However, the parking location can also include the environment, such as whether the vehicle is parked in an underground garage, in a garage or in an open area.

[0016] In a subsequent step, it is provided that the temperature at the parking location is determined. In particular, it can be provided that the determined temperature is the ambient temperature of the vehicle. This temperature can also be a temperature that allows inferences to be drawn about the cooling performance of the battery. This temperature can be determined depending on the parking location. This temperature can also be different at the same geographical location, because the temperature in an open area can be different from the temperature in an underground garage.

[0017] In the next step, it is proposed that the future state of charge of the battery can be predicted based on the temperature determined in the previous step. In particular, the state of charge of the battery at the end of a predefined parking period is predicted. The vehicle can be parked, for example, by a user at a previously determined location. Here, both the distance to the parking location and the parking period have an influence on the state of charge. The parking period can influence the state of charge, during which the state of charge decreases due to the self-discharge of the battery and any electrical consumers still operating on the vehicle. In particular, the state of charge or the self-discharge of the battery is also dependent on the determined temperature.

[0018] This has the advantage that the future state of charge of the battery can be predicted based on previously determined parameters related to the state of charge of the battery. This enables the vehicle user to obtain information about the state of charge of his vehicle at the end of the parking period before arriving at the parking location and to take corresponding actions in advance if necessary.

[0019] For example, it can be provided that the current state of charge of the battery is already determined during the use of the vehicle. Based on the prediction of the parking location, not only the distance to the parking location can be determined, but also the ambient temperature at the parking location. Based on these parameters, the future state of charge of the battery when arriving at the parking location and at the end of the parking period can be predicted during the use of the vehicle. By providing the vehicle user with this information, the vehicle user can decide before parking whether the vehicle needs to be charged.

[0020] An advantageous embodiment provides that the temperature is a battery temperature of the battery.

[0021] Determining the battery temperature enables a more accurate prediction of the future state of charge of the battery. In particular, the temperature-dependent self-discharge of the battery can be determined more accurately as a result.

[0022] This results in the advantage that the future state of charge of the battery at the end of a predefinable parking period can be predicted more accurately. In particular, by determining the battery temperature, possible hysteresis in the cooling behavior of the battery relative to the ambient temperature can also be taken into account.

[0023] An advantageous embodiment provides that based on the current state of charge and / or the future state of charge, one or more charging stations that are closest in location are determined as a function of the location and the range of the vehicle.

[0024] By determining the current state of charge and / or the predicted future state of charge, the range of the vehicle can be determined. When the parking location of the vehicle is known and the determined range of the vehicle at the parking location is known, the closest one or more charging stations can be determined. What is meant here is that the range of the vehicle can change, so the closest one or more charging stations that can be reached can also change. For example, the closest charging station can be changed based on the range. In particular, when the range of the vehicle is reduced, the number of charging stations that can be reached (which can also be the closest charging stations) will also decrease. Therefore, for example, a reduction in the future state of charge due to a longer parking time can also lead to a reduction in the range, so that, for example, only the closest charging station within the range can still be reached.

[0025] By informing the user of the nearest charging station during use of the vehicle based on the parking location and the estimated range at the parking location at the end of the parking period, the user is able to better plan and manage energy. The user can see in advance whether the vehicle or the battery will still have enough capacity to reach a charging station at the end of the parking period.

[0026] An advantageous embodiment proposes that if no charging station can be reached in the current state of charge and / or future state of charge, the user's decision is sought as to whether to contact a service provider to charge the battery, and based on the user's decision, the service provider is contacted and information related to at least the end of the predeterminable parking time, the location and the current state of charge and / or future state of charge is transmitted.

[0027] Determining the nearest charging station based on the parking location and the driving range can also lead to the conclusion that no charging station can be reached based on the future state of charge or the current state of charge. In this case, it can be provided that the user can be notified and asked for his decision as to whether to contact a service provider to charge the battery. The service provider can then be contacted based on the user's decision. This contact can also include the autonomous transmission of information about the end of the parking time predefined at the location and the current state of charge and / or the future state of charge.

[0028] On the one hand, this results in the advantage that the user can contact the service provider if necessary in the event of an unplanned longer parking period and the battery's state of charge therefore falls below a threshold value. The service provider can then charge the vehicle. On the other hand, the advantage is that by transmitting information about the vehicle, the service provider can plan the charging of the vehicle so that the battery is charged at the end of the predeterminable parking period. This can avoid, for example, the need to charge the battery again during the same parking period.

[0029] For example, it can be provided that communication takes place between the vehicle and the user via a wireless network, in particular a mobile wireless network. The user can receive a message on his mobile communication terminal device informing him that the battery state of charge has fallen below a lower threshold value. Furthermore, the user's input as to whether to contact the service provider can be transmitted to the vehicle and / or the service provider. Preferably, the service provider is also contacted and information about the vehicle is transmitted via the mobile wireless network based on the decision of the user of the vehicle.

[0030] An advantageous embodiment provides that a preferred charging station is determined from the determined closest charging stations as a function of the respective charging power of the charging stations.

[0031] As described above, determining the closest charging station based on the parking location and the driving range may result in multiple charging stations within the driving range of the vehicle. If multiple charging stations are within the driving range of the vehicle, a preferred charging station can be determined from the determined charging stations within the driving range of the vehicle based on their respective charging powers. Advantageously, the charging station within the driving range and having the highest charging power can be determined as the preferred charging station.

[0032] This has the advantage that, when the user can choose between a plurality of charging stations on the basis of sufficient driving range, the charging station with the highest charging power is determined, so that the charging time at the charging station can be minimized.

[0033] For example, it can be provided that if there are two or more charging stations within the driving range of the vehicle, the charging station with the highest charging power is preferentially selected. The preferred charging station can also be the charging station farthest from the vehicle within the driving range of the vehicle.

[0034] An advantageous embodiment provides for determining the weather conditions at the location where the vehicle is to be parked in the period when the predeterminable parking time has expired. In addition, the range can be determined based on the energy required by the vehicle to prepare itself for departure due to the weather conditions and based on the future state of charge.

[0035] For this purpose, the vehicle can access a weather database, for example, to determine the weather conditions. The determined weather conditions can include information about temperature, wind, sunshine and / or precipitation. The vehicle can also determine the weather conditions in the period when the parking location is at the end of the predeterminable parking time. The vehicle can store information about the weather in the defined period. In particular, it can be provided that the vehicle stores the weather conditions relevant to the readiness to depart in the relevant period before the end of the predeterminable parking time and evaluates them in this regard.

[0036] The vehicle can determine the energy required to prepare the vehicle for departure based on the determined weather conditions. The vehicle can in particular determine the driving range of the vehicle based on the required energy. Before the vehicle is ready for departure, the state of charge may change due to the required energy. This change in the state of charge may be taken into account in the driving range of the vehicle.

[0037] This results in the advantage that the vehicle can detect the weather conditions at the parking location in the period before the end of the predefinable parking period and can therefore retrospectively determine the weather conditions at the end of the predefinable parking period. In particular, weather conditions that have an impact on the vehicle's readiness to depart but were present before the end of the predefinable parking period can be detected. A further advantage resulting from the determination of the weather conditions at the parking location is that the energy required to prepare the vehicle for departure can be taken into account when determining the range.

[0038] For example, it can be provided that the vehicle determines the weather conditions at the end of the parking period. Thus, the vehicle can determine, for example, the sun shines at the end of the parking period based on a corresponding weather forecast. However, by detecting the period before the end of the predefinable parking period, the vehicle can also detect that precipitation, for example in the form of snow, occurred shortly before the end of the parking period. This snow, for example, still has an impact on the vehicle's readiness to depart at the end of the parking period. Thus, the vehicle can already determine the impact on the readiness to depart and determine the range based on the energy required to make the vehicle ready to depart (for example, to melt ice on the vehicle).

[0039] An advantageous embodiment provides that the location for parking the vehicle is automatically determined based on information external to the vehicle, in particular based on a schedule.

[0040] This may mean that the vehicle has access to information outside the vehicle. In particular, it is provided that the vehicle has access to information about future parking locations of the user, which can be stored in a database. The database with information about the user's parking locations can be designed in particular as a calendar or route planning system. In particular, it can be provided that future parking locations are determined based on user behavior. User behavior can be understood here, for example, as a habit of the user, such as visiting certain locations at certain times.

[0041] This results in the advantage that the vehicle can already determine the expected parking location and thus the future state of charge at the end of the predefinable parking duration long before or at the departure time. Based on this information, the vehicle can already determine long before or at the departure time that the state of charge at the end of the predefinable parking duration is no longer sufficient for reaching the charging station from the parking location.

[0042] An advantageous specific embodiment provides that based on the determined location, how the vehicle is used is automatically determined and at least one usage parameter is determined during vehicle operation, the at least one usage parameter being determined as a function of energy consumption, current state of charge, future state of charge and mode of use.

[0043] Based on information external to the vehicle, it is possible to automatically determine how the vehicle is to be used. In particular, the expected parking location can be determined from the information external to the vehicle. Based on the determined parking location, at least one usage parameter can be determined. The usage parameter can depend, for example, on energy consumption, current state of charge, future state of charge, and mode of use. In particular, it can be provided that the determined usage parameter is displayed to the vehicle user. By displaying the usage parameter, the vehicle user can be reminded to implement the usage parameter according to a specified value.

[0044] This has the advantage that by determining at least one usage parameter the future state of charge at the end of the parking period can be predicted before reaching the parking location and the user can thus adapt the way the vehicle is used to reach this future state of charge in good time.

[0045] For example, it can be proposed that the user is informed of the usage parameters during the operation of the vehicle at the beginning of the journey. The vehicle can therefore already determine the range at the end of the parking period based on the energy consumption and the current state of charge, for example, based on the future state of charge at the end of the period at the future parking location. By comparing the expected range at the end of the parking period with the distance from the parking location to the nearest charging station in terms of location, the vehicle can, for example, determine that no charging station is expected in the range. With this information, i.e., no charging station in the range at the end of the parking period, the vehicle can specify the energy consumption for the user during the use of the vehicle. In particular, it can be proposed that the vehicle recommends a maximum speed for the user. Additionally or alternatively, the vehicle can also suggest going to a charging station and charging at least to a certain calculated state of charge. The calculated state of charge can be determined in particular so that the charging station can still be reached at the end of the parking period.

[0046] An advantageous embodiment provides that the vehicle autonomously drives to the nearest charging station before the current state of charge or the future state of charge falls below a defined threshold value, below which the nearest charging station is no longer reachable.

[0047] If the vehicle determines that the threshold is below the prescribed threshold, the vehicle can autonomously drive to the closest charging station. Preferably, the prescribed threshold is selected so that the vehicle can at least still reach the closest charging station in terms of location.

[0048] This has the advantage that it can be avoided that the state of charge falls below a threshold value when the vehicle is parked for a longer period than the estimated parking period. For this purpose, it can be provided that the vehicle can autonomously drive to the nearest charging station before its driving range is no longer sufficient to drive to the nearest charging station. This also has the advantage that the user does not have to go to any other charging station that may be required at the end of the parking period, because the vehicle can be autonomously charged by driving to the charging station before the end of the parking period.

[0049] A further aspect of the invention relates to a vehicle having a battery and a control unit for carrying out the above-described method. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] An embodiment of the present invention is described below. To this end, it is shown:

[0051] Figure 1 A schematic top view showing an example of an initial state of a vehicle after parking at a parking spot,

[0052] Figure 2 A flow chart of an exemplary embodiment of a method for operating a vehicle electrically driven by a battery is shown. DETAILED DESCRIPTION

[0053] The embodiments described below are preferred embodiments of the present invention. In addition, the described embodiments can also be supplemented by other features of the present invention that have already been described.

[0054] In the figures, the same reference numerals respectively denote elements with the same function.

[0055] exist Figure 1 , a top view of a possible initial situation of a method for operating a battery 2 of an electrically driven vehicle 1 is shown. The vehicle 1 with the battery 2 can be parked at a parking lot 3. The parking lot 3 can be a parking spot. There are a plurality of charging stations 4 around the parking spot 3 of the vehicle 1, which are located at different distances from the vehicle 1. In this exemplary embodiment, the driving range 5 of the vehicle 1 corresponds at least to the distance to the nearest charging station 4. The vehicle 1 can inform the user 6 whether the driving range calculated by the control unit 8 is sufficient to reach the charging station 4.

[0056] Before entering Figure 1Before the starting situation shown, even while the vehicle 1 is still in use, the control unit 8 can already calculate the expected state of charge based on the way the vehicle 1 is used, the state of charge of the battery 2, as a function of the expected parking location 3 and the expected parking duration. Based on the expected state of charge, the driving range 5 of the vehicle 1 at the expected parking location 3 can be determined. If it is considered that the driving range 5 of the vehicle 1 at the expected parking location 3 is no longer sufficient to reach the charging station 4 to charge the battery 2, the state of charge can be influenced as early as during the operation of the vehicle 1 by determining a usage parameter. The usage parameter can be displayed to the user 6. For example, the usage parameter can specify an additional charging stop, a maximum speed or a predetermined driving behavior. Thus, the driving range 5 can be provided by a series of displayed instructions so that the user 6 can at least reach the charging station 4 at the end of the parking duration.

[0057] However, if the user 6 leaves the vehicle for longer than the defined time, contrary to the calculation previously made by the control unit 8 on the expected parking location 3 and the parking duration based on the information, the state of charge may be below the lower threshold. The state of charge below the lower threshold means, in particular, that the driving range 5 is no longer sufficient to reach the nearest charging station 4. In this case, the control unit 8 can contact the user 6: the state of charge is no longer sufficient to reach the charging station 4, and whether the user 6 wishes to contact the service provider 7 to charge the battery 2. If the user 6 wishes to contact the service provider 7, the vehicle 1 or the control unit 8 in the vehicle 1 can transmit information about the parking location 3, the state of charge and / or the expected end of the parking duration to the service provider 7. Therefore, the service provider 7 can plan its service for the vehicle.

[0058] Furthermore, it can be provided that the vehicle 1 can autonomously drive to the charging station 4. If the vehicle 1 is designed to drive autonomously, the need for a service provider 7 can be avoided if the driving range 5 falls below the distance to the nearest charging station 4. It can therefore be provided that the vehicle 1 can autonomously drive to the nearest charging station 4 and charge the battery 2 of the vehicle 1 as soon as the control unit 8 determines that the current state of charge is below a predetermined threshold value. In particular, it can also be provided that the user 6 can instruct the control unit 8 or the vehicle 1 to autonomously charge the battery 2. This enables the user 6 to see that the battery 2 is fully charged at the end of the parking period.

[0059] In a scenario not shown here, it is also possible that there are multiple charging stations 4 within the driving range 5 of the vehicle 1. In this case, the vehicle 1 can select the charging station 4 that provides the best parameters for charging the battery 2. The charging station 4 with the highest charging power can be particularly preferred due to the short charging time.

[0060] exist Figure 2 2 shows a flow chart of an exemplary embodiment of a method for operating a vehicle 1 electrically driven by means of a battery 2 .

[0061] In a first step, the current state of charge S1 of the battery 2 can be determined. In particular, the current state of charge of the battery 2 can be determined during the entire method. The current state of charge can be necessary for further calculations, in particular for determining the future state of charge of the battery 2.

[0062] In the next step, the location S2 where the vehicle 1 is expected to be parked can be determined. By determining the location 3, on the one hand, the location position of the parking location 3 can be determined. In addition, it can be provided that the surroundings of the parking location 3 are also determined. In this case, it can be determined in particular whether the parking location is a parking lot, an underground garage or a parking building. In addition, it can be provided that the location 3 where the vehicle 1 is parked is automatically determined based on information external to the vehicle. In particular, this information external to the vehicle can be determined by analyzing a database, such as a calendar.

[0063] In a subsequent step, it can be determined how the vehicle is to be used based on the information determined in the previous step for the possible planned parking location 3. In particular, at least one usage parameter S3 during the operation of the vehicle 1 can be determined in this step. The determined usage parameter can be displayed to a user 6 during the operation of the vehicle 1. The usage parameter can be related in particular to energy consumption, the current state of charge or the mode of use.

[0064] However, the usage parameter can also be related to the determination of the temperature at location 3 at S4. The determined temperature can be the ambient temperature of the vehicle 1, but also the temperature of the battery 2 itself.

[0065] Furthermore, the future state of charge of the battery can be predicted in step 5. In particular, the future state of charge predicted in step S5 can also be taken into account as early as S3. Thus, for example, at least one usage parameter can also be additionally determined in S3 as a function of the future state of charge of the battery 2. In step S5, the future state of charge of the battery 2 is predicted as a function of the expiration of a predefinable parking period based on the temperature determined in S5 and / or the current state of charge determined in S1.

[0066] In the next step, the weather conditions at the location 3 where the vehicle 1 is to be parked are determined—S6. In particular, it can be provided that the weather conditions in the period before the end of the predeterminable parking period are predetermined. Thus, weather influences that occurred at the end of the parking period can be taken into account when determining the current weather conditions. In particular, it is possible that precipitation occurred before the end of the parking period, which precipitation still has an influence at the end of the predeterminable parking period.

[0067] In a subsequent step, the driving range 5 can be determined from the required energy, S7. When determining the future state of charge, the energy required for the vehicle 1 to be ready for departure can also be taken into account. This means in particular that the required energy may have an influence on the driving range 5 of the vehicle 1 depending on the future state of charge. In order to determine what energy consumption is required to make the vehicle 1 ready for departure, the weather conditions determined in S6 can be evaluated.

[0068] In the next step, depending on the charge state of the vehicle 1 at the end of the parking period, either step S8a or step S8b can be carried out. In one case, it can be provided that the vehicle 1 can no longer reach the charging station 4 because the charge state of the battery 2 is too low. Therefore, in step S8a, the service provider 7 can be contacted according to the decision of the user 6. The vehicle 1 can therefore contact the user 6 to inform the user that the range 5 of the vehicle 1 is lower than the distance to the nearest charging station 4 and ask the user 6 whether he wants to contact the service provider 7 to charge the battery 2. If the user decides that the service provider 7 will charge the vehicle 1, step S10 can then be carried out.

[0069] In another case, if the cruising range 5 of the vehicle 1 is sufficient to reach the nearest charging station 4, then in step S8b, it can be provided to determine the nearest charging station 4. Therefore, the vehicle 1 can suggest to the user 6 to drive to the nearest charging station 4 when the user 6 arrives at the vehicle 1. The control unit 8 of the vehicle 1 can especially determine the preferred charging station 4. The preferred charging station 4 can also be determined based on the charging power or the respective position on the route.

[0070] In the next step, it can be optionally provided that the vehicle 1 has already autonomously driven to the nearest charging station 4, S9a. Thus, the vehicle 1 can have already driven to the charging station 4 and charged the battery 2 before the user 6 arrives. It can also be provided that the user 6 has already arrived at the vehicle 1 and the vehicle autonomously drives to the nearest charging station 4 together with the user 6.

[0071] As an alternative to step S9a, it may also be provided that the user 6 personally performs step S9b, ie drives to the nearest charging station 4. For example, the vehicle 1 may suggest the nearest, preferred charging station 4 to the user 6, and the user 6 may drive to the charging station himself.

[0072] In step S10, whether step S8a is performed before, that is, the service provider 7 is contacted according to the decision of the user 6, or step S9a is performed, that is, the vehicle 1 autonomously drives to the nearest charging station 4, or step S9b is performed, that is, the user 6 drives to the charging station 4 in person, the battery 2 can be charged. By charging the battery 2 in step S10, the vehicle 1 can be prevented from breaking down.

[0073] Advantageously, the method described above can avoid the breakdown of the electric vehicle 1. In particular, various parameters can be used to avoid the breakdown, such as weather forecasts, battery temperature, aging of the battery 2, cooling performance of the battery 2, utilization of the battery 2 of the vehicle 1, the parking location 3 and the type of use. In particular, these so-called group data can be combined in an algorithm which uses these data to determine the driving range 5 of the vehicle 1 at the expected parking location 3. In particular, the algorithm can intelligently classify the charging stations 4 according to the driving range 5 and the charging stations 4 located in the driving range 5, for example according to the charging power.

Claims

1. A method for operating a vehicle (1) electrically driven by means of a battery (2), comprising the following steps: determining the current state of charge (S1) of the battery (2), · determining the location (3) where the vehicle (1) is expected to be parked (S2), determining the ambient temperature or the battery temperature of the battery at the location (3) (S4), Predicting ( S5 ) the future state of charge of the battery ( 2 ) at the end of a predefinable parking period based on the determined temperature and the current state of charge.

2. The method according to claim 1, characterized in that Based on the current state of charge and / or the future state of charge, determine the closest charging station (4) or charging stations (4) according to the location (3) and the driving range (5) of the vehicle (1) (S8b).

3. The method according to claim 2, characterized in that If no charging station (4) is reachable at the current state of charge and / or at the future state of charge, solicit a decision from the user (6) as to whether to contact a service provider (7) to charge the battery (2), and Contacting a service provider (7) based on a decision of the user (6) and transmitting information (S8a) at least about the end of the predefinable parking time, the location (3) and the current and / or future state of charge.

4. The method according to claim 2, characterized in that: Determine a preferred charging station from the determined closest charging stations according to the charging power of each charging station.

5. The method according to claim 1 or 2, characterized in that: determining weather conditions (S6) at the location (3) where the vehicle (1) is expected to be parked during the period when the predeterminable parking time period ends, Determining the driving range (5) based on the energy required by the vehicle (1) to prepare itself for departure based on weather conditions and based on the future state of charge (S7).

6. The method according to claim 1 or 2, characterized in that: Automatically determine a location (3) for parking the vehicle (1) based on information outside the vehicle.

7. The method according to claim 6, characterized in that A location (3) for parking the vehicle (1) is automatically determined according to a schedule.

8. The method according to claim 6, characterized in that automatically determining how to use the vehicle (1) based on the determined location (3), Determining at least one usage parameter during operation of the vehicle (1), wherein the at least one usage parameter (S3) is determined as a function of energy consumption, current state of charge, future state of charge and usage pattern.

9. The method according to claim 1 or 2, characterized in that: The vehicle (1) autonomously drives towards the nearest charging station (S9a) before the current state of charge or the future state of charge falls below a prescribed threshold value, below which the nearest charging station (4) is no longer reachable.

10. A vehicle (1) having a battery (2) and a control unit (8) for carrying out the method according to any one of the preceding claims.

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