Method and vehicle for power optimization of an electrified vehicle

Abstract

The invention relates to a method for power optimization for an electrified vehicle (10) having at least one electrical energy storage device (12), at least one electric drive (14) and at least one auxiliary unit (16), wherein the electrical energy storage device (12) has a maximum discharge power (18) and a continuous discharge power (20). According to the regulation, the available power from the electrical energy storage device (12) is intelligently distributed in order to achieve an acceptable vehicle operation for the driver of the electrified vehicle (10).

Description

Field of the Invention

[0001] The invention relates to a method for power optimization of an electrified vehicle, having at least one electrical energy storage device, at least one electric drive, and at least one auxiliary unit, wherein the electrical energy storage device has a maximum discharge power and a continuous discharge power.

[0002] Furthermore, the invention also relates to a vehicle having at least one electrical energy storage device, at least one electric drive, at least one auxiliary unit, and at least one power control unit, wherein the electrical energy storage device has a maximum discharge power and a continuous discharge power. Background Art

[0003] The dominance of internal combustion engines in passenger cars for many years will be replaced by sustainable electric drive systems. The electric motors in current pure electric vehicles typically obtain their energy from a storage battery in the form of one or more batteries. The main advantage of electric vehicles is that they do not emit CO2 (carbon dioxide) locally. One disadvantage of current electric vehicles is that, compared to vehicles with internal combustion engines, the driving range is smaller. In addition, the fundamental differences in the energy storage devices also bring drawbacks. The power of an internal combustion engine does not depend on the fuel tank filling level. However, the effective power of an electric motor depends on the fluctuating effective power of the electrical energy storage device. This is mainly due to the temperature dependence of the high-voltage battery. At lower battery temperatures, significant performance limitations are expected.

[0004] Different efforts have been made to calculate the driving range of an electric vehicle based on the temperature and the associated fluctuating effective power of the high-voltage battery.

[0005] Document JP 2013068590 A, for example, shows a method for determining the driving range of an electric vehicle considering weather information.

[0006] The weather information covering the planned travel route is determined, the state of charge of the high-voltage battery is known, and the average power consumption in a specified section is determined.

[0007] Based on the weather information, the power required for the auxiliary machines for driving support is determined, and thereby the driving range of the vehicle is determined.

[0008] Here, during driving, the current driving range can also be determined based on the current, transmitted weather information.

[0009] Although the above prior art considers the battery temperature of the high-voltage battery, it does not consider other effects for power optimization, especially the current power availability. Summary of the Invention

[0010] The technical problem to be solved by the present invention is to provide a method for power optimization and a vehicle, in which as long and acceptable a driving operation as possible and as much availability as possible of comfort functions can be achieved.

[0011] Accordingly, under a determined energy quota, the maximum discharge power is provided for the electric drive and / or at least one auxiliary unit. After the energy quota is exhausted, when the limit value determined due to the power demand for the electric drive and the power of at least one auxiliary unit (or auxiliary device) is exceeded, the maximum discharge power is reduced to the continuous discharge power, and the power of at least one auxiliary unit is reduced according to the remaining available energy quota of the maximum discharge power. This method can be applied to all vehicles with an electrified drive device, in particular battery electric vehicles, plug-in hybrid vehicles and fuel cell vehicles. In other words, an energy quota that can call full power is provided. If it is exhausted, it is reduced to the continuous discharge power. The auxiliary energy consumers should not only be controlled by the available continuous discharge power, but should also be able to be associated with the energy quota. However, the auxiliary energy consumers should not have the entire energy quota. Therefore, the available power of the auxiliary energy consumers is reduced in such a way that the expected "normal" driving operation can still be carried out without restriction.

[0012] This energy quota can, for example, be a quota of the power call time of the electrical energy storage. It can generally be a quota that affects the availability of the discharge power above the continuous discharge power. Also belonging to this category are, for example, available energy, duration, power flux or heat input.

[0013] The auxiliary units should be understood as all auxiliary machines of the vehicle that do not directly enable the vehicle to move forward. Belonging to this category are, for example, steering and braking assistance devices, but also air conditioning equipment and heaters.

[0014] The maximum discharge power should be understood as the power available without considering the instantaneous load or load history. To ensure the service life of the electrical energy storage, the maximum discharge power is provided without restriction only for approximately 10 seconds or dozens of seconds, after which the current discharge power is reduced to the continuous discharge power as desired. The continuous discharge power can be referred to as a power level lower than the maximum discharge power. The continuous discharge power is provided over a longer time range. The current discharge power depends on the current operating state. Accordingly, the maximum discharge power also depends on the current operating state.

[0015] The power demand for the electric drive is carried out by the vehicle driver by operating the pedal, but also by the driver assistance system. The electrical energy storage can in particular be a high-voltage battery.

[0016] The primary advantage of the method according to the invention lies in the fact that a compromise can be achieved between the power of the auxiliary unit and the power of the electric drive in certain situations. This enables the distribution of power between the auxiliary unit and the electric drive, so that as long and acceptable a driving operation as possible can be achieved despite a possibly severely limited power availability with respect to the electric energy storage device. Thus, the available power is distributed intelligently.

[0017] In particular, the comfort energy consumers can be interpreted as a base load. The base load is usually not supplied by a power source available in the short term. This means that the supply of the comfort energy consumers is achieved by a power source that can be provided in the long term, i.e., by the continuous discharge power. In order to enable the auxiliary unit, in particular the comfort energy consumers, to be used even when the vehicle is stationary or when the driving power is low, an energy quota is also provided for the auxiliary unit.

[0018] When the drive has a correspondingly low energy requirement, the auxiliary unit, in particular the comfort energy consumers, can be kept active by monitoring the still available energy quota. In the correspondingly other cases, this power can be reduced or completely switched off when a correspondingly high driving power is required.

[0019] In a first preferred design variant of the invention, it is provided that a limit value is defined by the continuous discharge power of the electric energy storage device. In this way, the minimum limit of the power can be determined, which is just sufficient to supply power to the drive and at the same time to supply the maximum power to at least one auxiliary unit at the current operating point.

[0020] As an alternative, in an extended design variant of the invention, it can be provided that a specific ratio between the current discharge power and the maximum discharge power of the electric energy storage device, preferably a ratio between 40% and 80%, particularly preferably a ratio between 50% and 70%, is selected as the limit value. This ratio can also be adjusted in various ways during the driving process of the electrified vehicle as the limit value. Thereby, the limit value can be adapted to the individual situation during the vehicle's driving. It is also conceivable to incorporate data or information about an upcoming downhill section of the road in order to adjust the release of the energy quota for the auxiliary unit.

[0021] In order to take into account other influences on the power, in an extended design variant of the invention, it is provided that the power of at least one auxiliary unit is reduced according to the temperature of the electric energy storage device. That is to say, the power of at least one auxiliary unit is also reduced according to the temperature of the electric energy storage device. This can be achieved, for example, by defining the maximum discharge power according to the instantaneous temperature of the electric energy storage device. In addition, the maximum discharge power can also depend on the current load history.

[0022] Accordingly, as an alternative or in addition, it is provided in an extended design of the invention that the power of at least one auxiliary unit is reduced as a function of the state of charge of the electric energy accumulator. That is, the power of at least one auxiliary unit is additionally reduced as a function of the state of charge of the electric energy accumulator. This can be achieved, for example, in that the maximum discharge power is defined as a function of the instantaneous state of charge of the electric energy accumulator. Furthermore, the maximum discharge power can also depend on the current load history. The maximum discharge power can also be defined as a function of the instantaneous temperature of the electric energy accumulator, as a function of the instantaneous state of charge of the electric energy accumulator and the current load history.

[0023] In a preferred embodiment of the invention, at least two auxiliary units are provided. Priorities are assigned to the auxiliary units and the power of the auxiliary units is reduced according to the assigned priorities. In this way, the power of at least the auxiliary units that are at least necessary for acceptable operation and in particular for the driving desire can be reduced first. It can be provided that the priorities are adjusted during operation. It is conceivable that the priorities are changed by settings made by the vehicle driver.

[0024] If the driver changes the vehicle's air conditioning, for example, this can be considered an indication that the driver particularly prefers air conditioning in the current situation. Accordingly, the priority of the auxiliary unit responsible for the air conditioning can be increased. Other auxiliary units, which may not be relevant to the subjective driver's wishes and are not directly necessary for acceptable operation of the electric vehicle, are assigned a lower priority accordingly. The power of these auxiliary units is then reduced first within the scope of the method according to the invention.

[0025] As an alternative or in addition, in an extended design of the invention, it is provided that at least one comfort consumer is supplied with power via an auxiliary unit and that a lower priority is assigned to the auxiliary unit. Comfort consumers are to be understood, for example, as air conditioning systems of an electrified vehicle. Thus, in a normal setting, it can be provided that the power of the comfort consumers or the power of the auxiliary units supplying power to the comfort consumers is substantially reduced first, since they do not directly enable the vehicle to move. The priority can be changed by the driver's will.

[0026] To further optimize the method, in an extended preferred design variant of the present invention, it is provided that in the case of first falling below a second limit value, when the limit value is exceeded, the power of at least one auxiliary unit is increased again. Thus, it can be recognized that a system recovery has occurred. Subsequently, the quota for invoking the current maximum discharge power is refilled. Accordingly, power is released for the power of the auxiliary unit that has been reduced previously. In this way, it is ensured that the auxiliary unit function is not completely cancelled even in the case of more severe power limitation of the electrical energy storage. When the driver of the electrified vehicle does not require increased power for the drive, the auxiliary unit then receives power.

[0027] To take into account the influence of the environment, in an extended preferred design variant of the present invention, it is provided that the electrical energy storage is heated when its temperature is below a temperature limit value. In the case where the electrical energy storage is a high-voltage battery, the power of the electrical energy storage mainly depends on the single-cell temperature. That is to say, for example, in cold climates, it is necessary to increase the temperature of the electrical energy storage for power optimization. The auxiliary unit responsible for heating the electrical energy storage can be automatically given a higher priority in cold climates, so that the power of this auxiliary unit is not reduced first when implementing the method according to the present invention.

[0028] In an extended advantageous design variant of the present invention, it is provided that the driver of the electrified vehicle is informed of the current discharge power of the electrical energy storage. The informing can be carried out acoustically, but also visually. The visual informing can be carried out, for example, in the display area of a display device. In this way, the driver can also actively influence the current discharge power. If the driver's requirement for the electric drive is not too urgent, the current discharge power is also reduced. In addition, of course, it can also be considered that the driver of the vehicle is informed of the available time quota of the maximum discharge power. This can also be carried out acoustically, but preferably also visually.

[0029] One possibility of indicating the availability of the unrestricted maximum discharge power is the so-called load-related performance index for discharge. This performance index reflects information about the availability of the unrestricted maximum discharge power and the degree of load-related limitation. In the case where the load is continuously below the continuous discharge power, the performance index has a value of 200%. If the instantaneous discharge power of the electrical energy storage is higher than the continuous discharge power, this value continuously decreases proportionally to the excess. When the value is 100%, the time quota for the maximum discharge power is exhausted and the active withdrawal of the maximum discharge power begins. The still available maximum discharge power is directly scaled with the value of the performance index with respect to the unrestricted maximum discharge power. If the load withdraws below the continuous discharge power, the performance index rises again.

[0030] Furthermore, the above technical problem is also solved by the above vehicle, that is, in the case of a determined time quota, the power control unit provides the maximum discharge power for the electric drive and / or at least one auxiliary unit, so that after the time quota is exhausted, when the power demand for the electric drive and the power of at least one auxiliary unit exceed the determined limit value, the power control unit reduces the maximum discharge power to the continuous discharge power, and reduces the power of at least one auxiliary unit according to the remaining available time quota of the maximum discharge power. Such a vehicle can in particular be a battery electric vehicle, a plug-in hybrid vehicle or a fuel cell vehicle or a hybrid of the above vehicle types.

[0031] In a first embodiment of the vehicle according to the invention, it is provided that the electrical energy storage is a high-voltage battery. The high-voltage battery can be designed, for example, as a metal hydride battery or can also be designed as a lithium-ion battery. The high-voltage battery is divided into a plurality of individual modules. In the plurality of modules, individual cells having a voltage of 1 to 2 volts are connected in series. Thereby, the required high voltage is formed in total.

[0032] In an extended preferred design of the vehicle according to the invention, it is provided that a heating element for the electrical energy storage is provided. Since the effective power of the high-voltage battery mainly depends on the temperature of the high-voltage battery or rather the cell temperature, the heating element is used for power optimization.

[0033] To improve the operability of the vehicle according to the invention, at least one display device is provided in an extended design, which has at least one display area for displaying the current discharge power of the electrical energy storage. The display area of the display device can be a display in the central area or in the cockpit area, for example in the multifunctional instrument panel of the vehicle. As an alternative or supplement, the display area of the display device can also be designed as a head-up display. A head-up display should be understood as such a display area, in which, since the information is projected into its field of view, for example projected onto the windscreen of the vehicle, the driver can keep his head posture or line of sight unchanged.

[0034] The display of the current discharge power can be shown directly. It is also conceivable that the current discharge power is displayed graphically according to the maximum discharge power and / or the continuous discharge power. The maximum discharge power and the continuous discharge power can be shown as limits or markers in a chart. The driver thus obtains information on how far he is still from the respective marker due to his driving style. This display can prompt the driver to adjust his driving style accordingly in order to achieve power optimization of the electrical energy storage.

[0035] The display of the discharge power can also be achieved by the display of the above load-related performance indicators.

[0036] In a particularly preferred design variant of the vehicle according to the invention, it is provided that the power control unit carries out the method according to any one of claims 2 to 10. All the above-described embodiments of the method according to the invention also apply accordingly to the vehicle according to the invention.

[0037] The various embodiments of the invention mentioned in the present application can be advantageously combined with each other if not stated separately otherwise.

[0038] The invention is explained below in embodiments with reference to the drawings. In the drawings:

[0039] Figure 1 A schematic view showing an embodiment of a vehicle according to the invention;

[0040] Figure 2 Schematically showing the correlation of the individual parameters of the method according to the invention, and

[0041] Figure 3 Showing an example curve of a performance index.

[0042] Figure 1 An electrified vehicle 10 is shown, which has an electrical energy storage device 12 in the form of a high-voltage battery. The vehicle 10 has two electric drives 14 for the movement of the vehicle 10. In addition, two auxiliary units 16 are provided, which are to be understood as auxiliary machines of the vehicle 10. The auxiliary units 16 do not directly enable the movement of the vehicle, but supply power, for example, to lighting machines not shown here. A maximum discharge power 18, a continuous discharge power 20, and a current discharge power 22 are assigned to the electrical energy storage device 12 (see Figure 2 ). Energy is provided for the electric drives 14 and the auxiliary units 16 during discharge of the electrical energy storage device 12.

[0043] A power control unit 24 is provided to optimize the power of the electrified vehicle 10. If the available power with respect to the electrical energy storage device 12 in the vehicle 10 is no longer sufficient to fully meet all the auxiliary units 16 and the driver's wishes (i.e., the power for the electric drives 14 called by the driver by operating the pedal for acceleration), a way must be found to intelligently distribute the available power in order to achieve an acceptable vehicle operation for the driver.

[0044] In particular, in cold climatic conditions, when the power of the electrical energy storage device is limited by the cold, the corresponding power management implemented by the power control unit 24 is advantageous.

[0045] For this purpose, the power control unit 24 reduces and re-releases the power of the auxiliary unit 16 based on the current discharge power 22 of the electrical energy storage 12. The vehicle control unit 24 determines how high the ratio of the current discharge power 22 to the maximum discharge power 18 is in the current operating state of the electrical energy storage 12, based on the battery characteristic curve of the electrical energy storage 12 designed as a high-voltage battery. The maximum discharge power 18 at the current operating point of the electrical energy storage 12 is only available for a certain time quota. After this time quota is exhausted, the maximum discharge power 18 drops to the continuous discharge power 20. This happens more quickly in the case of high power calls above the continuous discharge power 20 and less quickly in the case of medium power calls above the continuous discharge power 20.

[0046] Due to the low cell temperature of the electrical energy storage 12 and / or due to the low state of charge, the continuous discharge power 20 may also provide too little power to the electric drive 14 after deducting the power of the auxiliary unit 16 to fully meet the driver's wishes. In extreme cases, the continuous discharge power 20 is not sufficient to supply the electrical energy storage 14 and at the same time supply all the auxiliary units 16. To best meet the driver's wishes as possible, the power control unit 24 reduces the power for the auxiliary unit 16 based on the still available quota of the maximum discharge power 18.

[0047] Thereby, before the maximum discharge power 18 drops to the continuous discharge power 20, a part of the power of the auxiliary unit 16 has been removed and this power is provided to the electric drive 14. In this way, most of the continuous discharge power 20 is always provided for use by the drive. If the power control unit 24 recognizes a recovery of the system, the quota for calling the current maximum discharge power 18 is increased again. In this process, the power of the previously power-reduced auxiliary unit 16 is released. In this way, it is ensured that the function of the auxiliary unit 16 is not completely canceled even in the case of more severe power limitation of the electrical energy storage 12. When the driver does not require increased power for the electric drive 14, the auxiliary unit 16 then receives power.

[0048] The method implemented by the power control unit 24 not only takes into account the general power limitation of the electrical energy storage 12, such as caused by low cell temperature or low state of charge, but also explicitly takes into account the current discharge power 22 caused mainly by the driving operations taken by the driver. Thereby, in the case where the vehicle 10 can hardly drive by only considering the restricted system state of the electrical energy storage 12, the method takes into account the current power call on the driver's side. The special feature lies in the reallocation of power between the auxiliary unit 16 and the electric drive 14.

[0049] Accordingly, the corresponding advantage lies in the compromise of power distribution between the auxiliary unit 16 and the electric drive 14, so that, despite a possibly severely limited power availability with respect to the electric energy storage 12, an as long and acceptable driving operation as possible is achieved while maintaining a number of comfort consumers not shown here.

[0050] Since the maximum discharge power 18 of the electric energy storage 12 is strongly temperature-dependent and there is a concern that the maximum discharge power 18 of the electric energy storage 12 is severely impaired especially in cold climates, a heating element 26 for heating the electric energy storage 12 is provided in order to overcome the performance degradation. The heating element 26 is arranged in close proximity to the electric energy storage 12.

[0051] Figure 2 The method implemented by the power control unit 24 is graphically illustrated. This graphical display can also be shown in the display area of the display device 28. The graphical display, for example, the curve of the current discharge power 22 or the maximum discharge power 18, can give the driver of the vehicle 10 information about the state of the electric energy storage 12. In view of the information shown, the driver can proactively engage in power optimization by adjusting their driving style according to the individual situation and not demanding too much power from the electric drive 14 when the maximum discharge power 18 approaches the continuous discharge power 20.

[0052] In Figure 2 an exemplary curve of the power availability of the electric energy storage 12 is shown. The current discharge power 22 briefly runs to a high level at the beginning and then drops below the continuous discharge power 20 again. Subsequently, a phase in which the maximum discharge power is demanded under the combined action of the climate and the driving style of the driver of the vehicle 10 is formed. The maximum discharge power 18 is demanded for a long time so that the time quota is used up and the maximum discharge power 18 drops to the continuous discharge power 20. This can be recognized from the drop of the maximum discharge power 18. In order to ensure the service life of the electric energy storage 12, the maximum discharge power 18 is provided without limitation only for a maximum of 10 to 20 seconds, after which it is reduced to the continuous discharge power 20. The dashed line illustrates the maximum discharge power 18 if the time quota for invoking the maximum discharge power 18 is not used up.

[0053] The current discharge power 22 subsequently drops below the continuous discharge power 20. The system recovers and the maximum discharge power 18 rises again to its initial value. A time quota for using the maximum discharge power 18 is also regenerated. The so-called performance index 30, which is explained in detail in Figure 3 is shown in the lower chart.

[0054] Figure 3Shows the possibility of demonstrating the method according to the performance indicator 30. The type of this demonstration can also be implemented in the display device 28. The performance indicator 30 is given as a percentage and provides information about the availability of the maximum discharge power 18 and load-related limitations. In the case where the load is continuously below the continuous discharge power 20, the performance indicator 30 has a value of 200%. If the current discharge power 22 of the electrical energy storage 12 is higher than the continuous discharge power 20, this value continuously decreases proportionally to the degree of excess. When the value is 100%, the time quota for the maximum discharge power 18 is exhausted, and the active withdrawal of the maximum discharge power 18 begins. The directly available maximum discharge power 18 scales with the unrestricted maximum discharge power 18 through the value of the performance indicator 30. If the load withdraws to below the continuous discharge power 20, the performance indicator 30 rises again.

[0055] If the performance indicator 30 drops below an applicable threshold of 150%, the auxiliary unit 16 is proportional to the performance indicator 30 until a lower applicable threshold of 110% of the performance indicator 30, and the power of the auxiliary unit is cut from a high power level to a low power level. If only the power is partially reduced, that is, the performance indicator 30 does not drop to 110%, then the power is only released again when the performance indicator 30 is higher than a third applicable threshold of 180%. Then, in particular, a higher power level is released again. The applicable thresholds can be adjusted as required.

[0056] In the range between 200% and 100%, the maximum discharge power 18 of the electrical energy storage 12 can be provided within a duration of 30 s, or a lower power higher than the continuous discharge power can be provided within a correspondingly longer time. In the range between 100% and 0%, the callable power decreases from the maximum discharge power 18 to the continuous discharge power 20. When a power value less than the continuous discharge power 20 is called, recovery occurs.

[0057] In the embodiment described herein, when transitioning from a high power level to a low power level, exactly two functions reduce their power. These are the heating element 26 for heating the electrical energy storage 12 and a basic air conditioning facility not shown. That is, if the low power level is reached, power is no longer provided to these two energy consumers. If a high power level occurs, these two functions obtain the power they require.

[0058] List of reference numerals

[0059] 10 Vehicle

[0060] 12 Electrical energy storage

[0061] 14 Electric drive

[0062] 16 Auxiliary unit

[0063] 18 Maximum discharge power

[0064] 20 Continuous discharge power

[0065] 22 Current discharge power

[0066] 24 Power control unit

[0067] 26 Heating element

[0068] 28 Display device

[0069] 30 Performance index

Claims

1. A method for power optimization of an electrified vehicle (10), having at least one electrical energy storage (12), having at least one electric drive (14) and having at least one auxiliary unit (16), wherein, The electric accumulator (12) has a maximum discharge power (18) and a continuous discharge power (20), characterized in that the maximum discharge power (18) is provided for the electric drive (14) and / or at least one auxiliary unit (16) at a determined energy quota, so that after the energy quota is exhausted, when a determined limit value is exceeded due to the power demand of the electric drive (14) and the power of at least one auxiliary unit (16), the maximum discharge power (18) is reduced to the continuous discharge power (20), and the power of at least one auxiliary unit (16) is reduced according to the still available energy quota of the maximum discharge power (18), wherein the energy quota is a quota that affects the availability of the discharge power above the continuous discharge power, and included in this category are available energy, duration, power flux or heat input.

2. The method according to claim 1, wherein The limit value is defined by the continuous discharge power (20) of the electric accumulator (12).

3. The method according to claim 1, wherein A specific ratio between the current discharge power (22) of the electric accumulator (12) and the maximum discharge power (18) of the electric accumulator (12) is selected as the limit value.

4. The method according to claim 1, characterized in that, A ratio between 40% and 80% between the current discharge power (22) of the electric accumulator (12) and the maximum discharge power (18) of the electric accumulator (12) is selected as the limit value.

5. The method according to claim 1, wherein A ratio between 50% and 70% between the current discharge power (22) of the electric accumulator (12) and the maximum discharge power (18) of the electric accumulator (12) is selected as the limit value.

6. The method according to claim 1, wherein The power of at least one auxiliary unit (16) is reduced according to the temperature of the electric accumulator (12).

7. The method according to claim 1, characterized in that, The power of at least one auxiliary unit (16) is reduced according to the state of charge of the electric accumulator (12).

8. The method according to claim 1, characterized in that At least two auxiliary units (16) are provided, so that priorities are configured for the auxiliary units (16), and the power of the auxiliary units (16) is reduced according to the configured priorities.

9. The method according to claim 8, wherein At least one comfort energy consumer is supplied with power by the auxiliary unit (16), and a lower priority is configured for the auxiliary unit (16).

10. The method according to claim 1, characterized in that In the case of falling below a second limit value for the first time, after the limit value is exceeded, the power of at least one auxiliary unit (16) is increased again.

11. The method according to claim 1, characterized in that, When the temperature of the electric accumulator (12) is below the temperature limit value, the electric accumulator (12) is heated.

12. The method according to claim 1, wherein The driver of the electrified vehicle (10) is informed of the current discharge power (22) of the electric accumulator (12).

13. A vehicle (12) having at least one electrical energy storage device (12), having at least one electric drive (14), having at least one auxiliary unit (16) and having at least one power control unit (24), wherein, The electric accumulator (12) has a maximum discharge power (18) and a continuous discharge power (20), characterized in that, at a determined energy quota, the power control unit (24) provides the maximum discharge power (18) for the electric drive (14) and / or at least one auxiliary unit (16), so that after the energy quota is exhausted, when the power demand of the electric drive (14) and the power of at least one auxiliary unit (16) exceed a determined limit value, the power control unit (24) reduces the maximum discharge power (18) to the continuous discharge power (20), and the power control unit (24) reduces the power of at least one auxiliary unit (16) according to the still available energy quota of the maximum discharge power (18), wherein the energy quota is a quota affecting the availability of the discharge power above the continuous discharge power, and included in this category are also available energy, duration, power flux or heat input.

14. The vehicle (10) according to claim 13, characterized in that, The electric accumulator (12) is a high-voltage battery.

15. The vehicle (10) according to claim 13 or 14, characterized in that, At least one heating element (26) for the electric accumulator (12) is provided.

16. The vehicle (10) according to claim 13, characterized in that, At least one display device (28) is provided, which has at least one display area for displaying the current discharge power (22) of the electric accumulator (12).

17. The vehicle (10) according to claim 13, characterized in that, The power control unit (24) implements the method according to any one of claims 2 to 12.

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