Method for charging a motor vehicle

Abstract

The invention relates to a method (30) for charging a motor vehicle (2), comprising a control device (22) and an energy store (6) operated by means of the control device. Current charging parameters (38) are received by means of the control device (22) from a charging infrastructure (34) and a start time point (40) for charging the energy store (6) is determined on the basis of the current charging parameters. The current charging parameters (38) are received again by means of the control device (22) and the start time point (40) is determined again at a check time point (50) which precedes the start time point (40) in time. The invention also relates to a motor vehicle (2) and a computer program product (28).

Description

Technical Field

[0001] This invention relates to a method for charging a motor vehicle, a motor vehicle, and a computer program product. The motor vehicle includes control equipment and an energy storage device that operates via the control equipment. Background Technology

[0002] Motor vehicles, such as passenger cars, have a main drive unit for forward propulsion, which increasingly includes an electric motor. Here, for example, only one or more electric motors are used for forward propulsion, thus the motor vehicle is designed as an electric vehicle. Alternatively, in one embodiment, the motor vehicle additionally includes an internal combustion engine, and therefore the motor vehicle is a so-called hybrid vehicle. Typically, an energy storage device, such as an (electric) battery, is used to power the electric motor. This battery has multiple battery modules, most of which are structurally identical. Each battery module has multiple individual battery cells, some of which are connected in series and some in parallel. Therefore, a DC voltage is provided by each battery module, which is one or more times the DC voltage of the individual battery cells.

[0003] Charging infrastructure, such as charging stations, is typically used to charge energy storage devices. This infrastructure has a plug on the outside that is inserted, for example, into the corresponding charging connector of a vehicle. Different standards are used depending on the design of the charging connector. For example, the charging station itself is designed to be fixed and directly connected to the power grid, through which power is supplied to the charging station. Therefore, a virtually unlimited number of charging processes can be performed using charging stations, with virtually no maintenance or only a relatively small amount of maintenance required. Due to the direct connection of the charging station to the power grid, relatively large amounts of energy can be accessed in a short time, thus allowing energy storage devices to be charged in a relatively short period of time.

[0004] One alternative is to use so-called wall-mounted charging stations as charging infrastructure. These stations are connected to the power grid and can be installed by the user, for example, in a garage. Here, the wall-mounted charging station is fed with a 400V three-phase current, with a maximum current intensity of up to 32A or 48A, and this connection already exists in the garage or house. Because the connection from the wall-mounted charging station to the power grid is mostly routed through the house's wiring harness, limiting the maximum energy available, the charging process for the accumulator is prolonged. Therefore, in order to get the vehicle ready for operation as quickly as possible, the accumulator is mostly fed with the maximum available energy. On the one hand, this results in a load on the house's wiring harness. On the other hand, the accumulator is not charging at its maximum efficiency.

[0005] To avoid overloading the building's connection points / grid and / or overloading the energy storage unit when charging at maximum capacity, it's generally possible to define when the vehicle should be reused, i.e., when the charging process should end. Based on this, a charging profile (sometimes called a charging characteristic) is selected according to the charging parameters of the corresponding charging infrastructure, such as the maximum available power. In this profile, the start time corresponds either to the current time or a future time. Here, a charging profile is selected that reduces not only the load on the energy storage unit but also the load on the corresponding grid, while the energy storage unit is still being charged at the desired time. In this way, it's also possible to avoid the energy storage unit remaining in a relatively high state of charge for extended periods.

[0006] Charging begins when the start time is reached. However, it's possible that charging parameters have changed by the start time. For example, the maximum available power may increase due to a reduced current load on the grid. However, this maximum available power may not be fully utilized during charging, meaning that, for example, at the current time (start time), the optimal charging curve is not being used. Furthermore, if the maximum available power of the charging infrastructure decreases at the current time, the energy storage device can no longer be charged until the desired time, thus reducing vehicle availability and user comfort. Summary of the Invention

[0007] The present invention is based on the following objective: to provide a particularly suitable method for charging motor vehicles, a particularly suitable motor vehicle, and a particularly suitable computer program product, wherein usability and / or comfort are advantageously improved.

[0008] According to the present invention, the task is solved in terms of method by a method for charging a motor vehicle, wherein the motor vehicle includes a control device and an energy storage device that operates by means of the control device, wherein the method receives current charging parameters from a charging infrastructure by means of the control device, and determines a start time point for charging the energy storage device based on the current charging parameters; and at a check time point that is in time before the start time point, the current charging parameters are received again by means of the control device and the start time point is re-determined; the task is solved in terms of the motor vehicle by a motor vehicle having a control device and an energy storage device that operates by means of the control device, and the motor vehicle operates according to the method; and the task is solved in terms of the computer program product by a computer program product comprising instructions that, when the program is implemented by a computer, cause the computer to implement the method. Advantageous improvements and design schemes are the subject of the technical solution of the present invention.

[0009] The method is used to operate a motor vehicle. The motor vehicle is preferably land-based and preferably has a number of wheels, of which at least one, preferably several, or all are driven. Suitably, one, preferably several, of the wheels is designed to be controllable. Therefore, it is possible to move the motor vehicle independently of a specific lane, such as a track or the like. Here, the motor vehicle can be suitably positioned substantially arbitrarily on a lane, particularly one made of asphalt, tar, or concrete. The motor vehicle is, for example, a commercial vehicle, such as a truck (Lkw) or a bus. However, particularly preferably, the motor vehicle is a passenger car (Pkw). Alternatively, the motor vehicle is a bicycle and is designed, for example, as a so-called electric bicycle. Alternatively, the motor vehicle is a scooter (sometimes also called a roller) or a motorcycle.

[0010] In particular, the motor vehicle suitably has a drive unit by which the vehicle moves forward. Here, the drive unit, especially the main drive unit, is designed to be fully electric, for example, and the motor vehicle is an electric vehicle. In an improved version, the motor vehicle additionally has an internal combustion engine, and the motor vehicle is a so-called hybrid motor vehicle. The motor vehicle includes an energy storage device. Suitably, the electric motor may operate by means of the energy storage device. The energy storage device is suitable for this purpose, and especially for this purpose. Preferably, an inverter is electrically arranged between the energy storage device and the electric motor, by means of which the power supply to the electric motor is adjusted.

[0011] A DC voltage is suitably provided by means of an energy storage device, wherein the voltage is, for example, between 200V and 800V, and substantially 400V. Preferably, the energy storage device comprises a battery, suitably a so-called high-voltage battery, and the energy storage device is a high-voltage energy storage device. The battery comprises, for example, multiple battery modules, which are electrically connected in parallel and / or in series with each other. Suitably, the individual battery modules are structurally identical. Each battery module suitably comprises a number of battery cells, which are electrically connected in parallel and / or in series with each other. Therefore, the voltage provided by means of the battery is many times greater than the voltage provided by means of one of the battery cells.

[0012] The motor vehicle suitably has a charging connection. Specifically, this charging connection is incorporated into the vehicle body and closed, for example, by means of a pivotable cover. The charging connection is for connection to (external) charging infrastructure, and is suitable for, and particularly for, being provided and established for this purpose. For this purpose, the charging connection has, for example, multiple contacts, preferably at least two. The charging connection is in electrical contact with an accumulator, thereby allowing at least partial current flow between the charging connection and the accumulator. For example, the charging connection is designed or has a cable depending on the type of plug. The charging connection suitably meets a specific standard, such as Type 1 or Type 2. In particular, the charging connection has a locking part, thereby enabling the cable to be connected at the charging connection, wherein accidental disengagement is prevented due to the locking part.

[0013] Charging infrastructure is not an integral part of a motor vehicle, and it is suitably, in particular, designed and erected to provide electrical energy that can be drawn upon by a motor vehicle. For example, charging infrastructure is a charging station, which is specifically designed to be fixed or mobile. Even in mobile implementations, the charging station is suitably fixed to the ground, at least temporarily. Alternatively, a steckdose (sometimes also called a socket) can be used as charging infrastructure, which, for example, conducts single-phase or three-phase AC power. In particular, the steckdose meets specific standards. In another alternative, the charging infrastructure is a wall-mounted box.

[0014] Furthermore, the motor vehicle has a control device by which the energy storage device operates. Here, for example, the energy storage device is directly configured, and if the energy storage device is designed as a battery or includes said battery, then the control device is, for example, a battery management system. Here, the battery management system is used to set how much electrical energy to extract from the battery. Alternatively or in combination, if the battery is being charged, the battery management system is used to set the electrical energy fed into the battery. For this purpose, the battery management system suitably includes a number of switches and / or DC-DC converters. Preferably, the battery management system is used for the assignment to the corresponding battery modules, so that, for example, only one battery module is charged and / or electrical energy is extracted from that battery module. Here, it is particularly possible to select multiple battery modules and not select at least one battery module. Therefore, it is possible to avoid specific states of charge of the battery modules and thus increase their service life.

[0015] However, particularly preferably, the control device also has additional components, especially an on-board computer, or the control device is formed by means of such additional components. The control device is suitably distributed throughout the vehicle and includes, for example, an on-board computer and possibly a battery management system. In particular, the control device is used at least temporarily to communicate with charging infrastructure, for example, when charging the vehicle, i.e., the energy storage device. For this purpose, the control device suitably has corresponding components. The control device itself is suitably powered by the on-board electrical network, especially a so-called low-voltage on-board electrical network, which, for example, operates with a DC voltage of 12V, 24V, or 48V. For example, the on-board electrical network is fed by an energy storage device. However, particularly preferably, the on-board electrical network is fed by a separate additional energy storage device, so that it can operate independently of the energy storage device, which is preferably designed as a high-voltage energy storage device. For example, the two energy storage devices are interconnected via a DC-DC voltage converter, so that the additional energy storage device can be charged by means of the energy storage device.

[0016] The method is configured to receive current charging parameters from the charging infrastructure via a control device. The current charging parameters specifically include the (current) maximum available power and / or (current) maximum available current, i.e., the maximum current currently available to be supplied by the charging infrastructure. Alternatively or in combination, the charging parameters may include, for example, a time period during which no electrical energy is supplied for use by the charging infrastructure. The reception of the current charging parameters is particularly carried out via a signal line, which is in particular a component of a possible (charging) cable, by which the charging infrastructure establishes a signaling / electrical connection with the energy storage device. For example, a request is first made to the charging infrastructure via the control device, thereby transmitting the charging parameters to the vehicle, so that the charging parameters can be received by the control device. Alternatively, the charging parameters are always provided by the charging infrastructure, and the control device requests the charging parameters in order to receive them.

[0017] Based on the current charging parameters, the start time for charging the energy storage device is determined. Here, the start time is particularly in the future and is determined, for example, additionally, based on the energy storage device's current state of charge (SOC) and / or the expected state of charge of the energy storage device at the desired time. For example, the desired time and / or the desired state of charge of the energy storage device are input by the user of the vehicle or otherwise preset. For this purpose, the vehicle may have a corresponding input method, such as a touchpad / touchscreen.

[0018] For example, to determine the start time, a charging curve is first selected from multiple charging curves, such as those stored in the vehicle. Here, a charging curve is used where, when charging with charging parameters, the accumulator is charged at a desired time point according to a desired preset time; and where the start time point is the earliest in the future or relative to the current time point, from which charging must be performed accordingly. If multiple charging curves meet these criteria, a charging curve is used, for example, one that minimizes the load on the charging infrastructure and / or the accumulator or other components of the vehicle, or one that is, for example, most efficient. Alternatively, a charging curve is used that is effective for the current position of the vehicle. In conjunction with the aforementioned alternatives or combinations, a charging curve is used where the duration between the end of charging and the desired time point is minimized or at least less than a preset threshold. Therefore, it is possible to avoid the vehicle remaining in a desired preset state of charge when not in use.

[0019] The start time point is specifically defined here as the point at which charging begins according to the corresponding charging curve, wherein charging is performed with charging parameters until the desired time point when charging ends, thereby achieving the desired state of charge. Here, charging ends, for example, exactly at the desired time point or within a short period of time before that desired time point, such as 1 hour, 0.5 hours, or 0.1 hours.

[0020] At the check time point (which is prior to the start time point in time), the current charging parameters, i.e., the charging parameters existing at the check time point, are received again by means of the control device. Here, a corresponding request is also sent to the charging infrastructure, for example, so that the current charging parameters are transmitted. Alternatively, the charging parameters are always provided separately by means of the charging infrastructure, and a request for the provided charging parameters is made at the check time point. Here, the check time point is later than the time point at which the charging parameters are first received. Here, the check time point is between the time point when the start time point is first determined in time and the start time point, for example, at halfway between the two. Preferably, the check time point is 0.5 hours, 1 hour, 2 hours, or 3 hours before the start time point. Based on the current charging parameters (at that time), the start time point is re-determined, and thus the check is performed. In summary, the charging parameters are checked at the check time point so that the start time point is matched accordingly if possible changes occur. Here, in particular, the selected charging curve (if the charging curve is used) is initially maintained. In contrast, if the redefined start time point is in the past due to changes in charging parameters, for example, by using a different charging curve, the start time point is redefined using that different charging curve. Specifically, when the redefined start time point is reached, charging begins, preferably starting with a possible charging curve. Here, electrical energy is specifically drawn from the charging infrastructure for charging.

[0021] Therefore, based on the method, it is checked whether the charging parameters have changed. For example, if the charging parameters have changed so that the expected state of charge cannot be reached at the expected time when charging begins at the initially determined start time, the start time is advanced according to the method. Thus, the charging process is extended in time, and it is still possible to reach the expected state of charge, or at least a relatively high state of charge, at the desired time. This improves the usability of the vehicle and user comfort. In cases where the charging parameters change in other ways, it is also possible, for example, to further move the start time to the future and use an alternative charging curve, thereby reducing, for example, the load on the energy storage device and / or the current supply to the charging infrastructure, especially the grid load. Alternatively, the charging curve is maintained, and only when the desired time is reached can the subsequent desired time be manipulated within the operating charging curve or another charging curve.

[0022] For example, if at the time of inspection, due to changes in charging parameters, the desired state of charge of the accumulator can no longer be achieved at the expected time, then it is appropriate to begin charging the accumulator almost immediately using the charging infrastructure to achieve at least the highest possible state of charge. This is particularly true when using a vehicle to draw electrical energy from the charging infrastructure.

[0023] In particular, according to the method, the charging parameters are not checked continuously, but rather discretely, for example, only at the specified check time points. Therefore, the energy requirements for checking—that is, for receiving the charging parameters and for resetting the start time point—are reduced. Thus, for example, potential overload and / or excessive energy requirements on the vehicle electrical network, especially low-voltage vehicle electrical networks, are reduced, which could, for example, lead to the complete discharge of the additional energy storage device, rendering the control equipment unusable. In this case, the energy storage device can no longer be charged.

[0024] For example, the timing of the check is always performed, or only when the start time is more than a specific time interval from the current time, especially more than 0.5 hours, 1 hour, or 2 hours. Within such a short time interval, the charging parameters do not change significantly, thus avoiding excessive consumption in this situation.

[0025] For example, when the start time changes, only the charging changes accordingly, i.e., the start time is advanced or delayed. However, it is particularly preferable that a notification is sent to the user of the vehicle when the start time changes. Preferably, this occurs each time the start time changes. Alternatively, a notification is sent to the user only if the desired state of charge cannot be reached at the desired time due to changes in charging parameters. For example, this notification is output by the vehicle itself, such as on a display. Alternatively, the notification is sent to the user's mobile phone, for example, directly via a mobile network or via a server. In particular, the notification is presented to the user via a mobile phone application. This further enhances comfort. The notification makes the user aware that the state of charge may change at the desired time, so it is not surprising.

[0026] For example, the time interval between the start time point, i.e., the initially determined start time point, and the check time point is fixedly preset and, for example, 0.5 hours, 1 hour, or 2 hours. Alternatively, the time interval is related to the time period between the start time point and the current time point and, for example, half or a quarter of it. In particular, the check time point is defined, i.e., preset, according to the time interval. In other words, according to the method, the start time point is determined, and the time interval is fixedly preset or otherwise determined, thereby generating the check time point. In an improved embodiment, the time interval is adapted, i.e., matched, based on the previous charging process. Therefore, the previous charging process is analyzed, and in particular, the time interval is determined, and thus the current check time point is determined. For example, each charging infrastructure is assigned a corresponding time interval, or a corresponding time interval is used for all charging infrastructures. Through adaptation, it is possible to select a check time point relatively close to the start time point, wherein it is still ensured that the desired state of charge of the accumulator is reached at the desired time point. In particular, an algorithm is used for adaptation. For example, for the user, it is possible to match the framework conditions of the adaptation, especially through an interface, such as a possible touchscreen on a motor vehicle. Alternatively, or in combination, the framework conditions, such as parameters, are preset by the manufacturer or workshop, for example, when the vehicle is located at the manufacturer's or workshop's premises, or by means of a radio connection, especially via an internet connection. In another alternative, no adaptation is performed, but time intervals can be matched, for example, on the user side or the manufacturer / workshop side, for example, by manual input or via an internet connection.

[0027] For example, the inspection time point is always established, and therefore the start time point is redefined. However, particularly preferably, the redefined start time point is performed in relation to the vehicle's selected operating mode. In other words, the inspection time point is established and the start time point is redefined only in one or more specific operating modes, and not in at least one other operating mode. Therefore, the matching between the vehicle and the user is further improved. For example, it is possible to select an operating mode for the vehicle once, and maintain that mode until it changes. Alternatively, the operating mode needs to be redefined after the vehicle is connected to the charging infrastructure, for example, via a possible touchscreen.

[0028] Preferably, this is achieved by utilizing the advantages and / or disadvantages arising from resetting the start time point, particularly through touchscreen output. This reduces the energy demand on the control device without resetting, thus avoiding overloading the control device and, consequently, increased energy consumption that could lead to the complete discharge of other energy storage units, for example, at a relatively distant desired time point. However, due to possible variations in charging parameters, it cannot be guaranteed that the desired state of charge of the energy storage unit will actually be reached at the desired time point.

[0029] For example, between the initial determination of the start time and the check time, the control device is in operation. However, particularly preferably, the control device is placed in sleep mode until the check time. In other words, after the start time and, especially, the check time, are determined, the control device is placed in sleep mode, particularly standby operation. In sleep mode, the energy demand of the control device is reduced. Once the check time is reached, the control device is put back into operation, so that the start time can be re-determined.

[0030] In summary, the control device receives current charging parameters from the charging infrastructure and determines the start time for charging the energy storage device based on these parameters. Subsequently, the control device is placed into sleep mode until a check time point, which is prior to the start time point. Then, after the sleep mode ends at the check time point, the control device re-receives the current charging parameters and re-determines the start time point. This further reduces energy demand, ensuring the energy storage device has the desired state of charge at the desired time point based on the re-determined start time point.

[0031] Preferably, the sleep mode is implemented only in one or more specific operating modes selectable by the user. In particular, one operating mode is one in which the start time is not redefined, and the control device is placed in sleep mode, for example, until the start time, thereby minimizing energy demand, where, however, relatively large uncertainty arises regarding the state of charge of the accumulator at the desired time. In another operating mode, the start time is redefined multiple times, for example, every minute or every 5 minutes, and the start time is matched accordingly. In particular, the control device remains essentially continuously in operation in this mode. In yet another operating mode, the control device is suitably placed in sleep mode until a check time, where preferably at least 0.5 hours exist between the first determination of the start time and the check time. In this alternative, energy demand is reduced, where a relatively high state of charge of the accumulator can still be achieved. In an improved version, the control device is always placed in sleep mode until the check time, regardless of the possible operating modes.

[0032] For example, the control device remains in operation from the start of the check time point or is placed in sleep mode until a redefined start time point is reached. In an improved embodiment, after the start time point is redefined, the control device is placed in sleep mode again until a second check time point. Here, the second check time point is temporally prior to the redefined start time point. At the second check time point, it is preferable to redefine the start time point, specifically by first re-receiving the current charging parameters. For example, there may be only two check time points, or multiple such check time points, at which charging parameters are received and the start time point is redefined respectively. Suitablely, the control device is placed in sleep mode between check time points, resulting in relatively low energy demand, where the certainty of the accumulator's state of charge corresponding to the desired state of charge is relatively high. For example, the length of the time interval between successive check time points is reduced, or the length is the same.

[0033] The motor vehicle is, for example, a passenger car (Pkw), a freight car (Lkw), or a bus. Preferably, the motor vehicle includes an electric motor for propelling the vehicle, and this electric motor is preferably driven via a converter. The motor vehicle also includes control equipment and an energy storage device that operates by means of this control equipment. Here, the energy storage device is used, for example, to set the energy storage device, or at least possibly to change the energy storage device's settings. The motor vehicle operates according to a method in which current charging parameters are received from the charging infrastructure by means of the control equipment, and a start time for charging the energy storage device is determined based on the current charging parameters. For example, the method begins when the motor vehicle is electrically connected to the charging infrastructure and / or connected in signal technology. At a check time point (which is temporally prior to the start time point), the current charging parameters are received again by means of the control equipment, and the start time point is re-determined. In particular, the method for charging the motor vehicle, especially the energy storage device, is thus performed.

[0034] The electric vehicle preferably includes a control unit adapted and suitably configured to perform the method. Suitably, the control unit is a component of a control device. For example, the control device forms a control unit, and / or the control unit forms a control device. For example, the control unit is an application-specific integrated circuit (ASIC) or includes a microprocessor. In particular, the control unit includes a memory storing a computer program product that, when implemented by a computer, particularly a microprocessor, causes the computer to perform the method.

[0035] The computer program product includes a number of instructions that, when executed by a computer (the computer program product is also simply referred to as a program), cause the computer to perform a method for charging a motor vehicle, the motor vehicle including a control device and an energy storage device that operates by means of the control device. Here, the control device receives current charging parameters from the charging infrastructure and determines a start time for charging the energy storage device based on the current charging parameters. At a check time point (which is prior to the start time point in time), the control device re-receives the current charging parameters and re-determines the start time point.

[0036] The computer is suitably a component of a control unit or electronic device and is formed, for example, by means of a control unit or electronic device. The computer preferably includes or is formed by means of a microprocessor. The computer program product is, for example, a file or data carrier containing an executable program that automatically implements the method when installed on the computer.

[0037] The present invention also relates to a storage medium on which the computer program product is stored. Such a storage medium is, for example, a CD-ROM, DVD, or Blu-ray disc. Alternatively, the storage medium is a USB flash drive or other memory, which is, for example, rewritable or write-once. For example, such memory is flash memory, RAM, or ROM.

[0038] The improvements and advantages explained in connection with this method are also applied to motor vehicles / computer program products / storage media and transferred to each other, and vice versa. Attached Figure Description

[0039] An embodiment of the invention will now be explained in more detail with the aid of illustrations. Here:

[0040] Figure 1 The motor vehicle is illustrated in a simplified, schematic way.

[0041] Figure 2 A method for charging motor vehicles is shown. Detailed Implementation

[0042] Corresponding parts are given the same reference numerals in all the accompanying drawings.

[0043] exist Figure 1 The diagram schematically simplifies the representation of a motor vehicle 2 in the form of a passenger car (Pkw). The motor vehicle 2 has multiple wheels 4, at least some of which are driven by electric motors (not shown in detail). These electric motors are fed by an energy storage unit 6 via a converter (not shown). The energy storage unit 6 has a battery 8, by which a DC voltage of 400V is provided. Therefore, the battery 8 is a high-voltage battery. The battery 8 has multiple battery modules (not shown in detail), which are structurally identical and each comprises multiple battery cells connected in parallel and / or in series. The battery 8 operates using a battery management system 10 of the energy storage unit 6. Here, the battery management system 10 selects appropriate battery modules from which energy should be extracted for, for example, to power the electric motors or to charge the battery modules. The battery management system 10 can also transfer electrical energy from one battery module to another.

[0044] The vehicle 2 has a charging connection 12, which is electrically connected to the energy storage unit 6. Therefore, the battery management system 10 can transfer electrical energy from the charging connection 12 to the battery 8 or back. The battery management system 10 is technically connected to the vehicle's bus system 14, and an input device 16 in the form of a touchscreen is also technically connected to this bus system, located in an interior space of the vehicle 2 (not shown in detail). Here, it is possible for the user of the vehicle 2 to make (user) inputs via the input device 16. A radio device 18 operating according to mobile radio standards is also technically connected to the bus system 14. Therefore, it is possible to transmit data to a server (not shown in detail) via the radio device 18. The control unit 20 is also connected to the bus system 14. The control unit 20, radio device 18, input device 16, and battery management system 10 are components of a control device 22 by means of which the energy storage unit 6 is operated, and suitably form the control device 22. The control device 22 is distributed throughout the vehicle 2. The control device 22, and its corresponding components, are powered by an onboard electrical network (not shown in detail), which provides a DC voltage of 48V. In other words, it involves a low-voltage onboard electrical network. The onboard electrical network is fed by an additional energy storage device (not shown) in the form of a battery, which provides a DC voltage of 48V.

[0045] The control unit 20 includes a computer 24 in the form of a microprocessor and a memory 26. The memory 26 stores a computer program product 28. The computer program product 28 (also referred to as a computer program or program) includes a plurality of instructions that, when executed by the computer 24, cause the computer to perform. Figure 2 The method 30 shown is for charging motor vehicle 2. In other words, motor vehicle 2 operates according to method 30.

[0046] Method 30 is performed when the vehicle 2 is connected to the charging infrastructure 34 via the charging cable 32 (also simply referred to as the cable). Here, the charging cable 32 is, for example, fixedly connected to the charging infrastructure 34. Alternatively, the charging cable 32 can be detachably connected to the charging infrastructure 34, and also, for example, mated to the vehicle 2. For connection, the charging cable 32 is inserted into the charging connection portion 12 of the vehicle 2. The charging cable 32 has a plurality of individual core wires, some of which are used to transmit electrical energy, while others are used to transmit data.

[0047] In the first working step 36, the current charging parameters 38 are received by means of the control device 22. These charging parameters are provided by the charging infrastructure 36 and transmitted to the vehicle 2 via the charging cable 32. Here, the charging parameters 38 are transmitted via a core wire for signal transmission and are received, for example, by means of the battery management system 10 and fed into the bus system 14 by the battery management system. The charging parameters 38 have a maximum output power (value) currently available via the charging infrastructure 34, which is, for example, time-dependent. Based on this, the start time point 40 for charging the energy storage device 6 is determined by means of the control device 22, i.e., the control unit 20. For this purpose, the desired time point input by the user via the input device 16 and the expected state of charge of the energy storage device 6 at the desired time point are used, i.e., whether the energy storage device should be fully charged or charged to a certain percentage. Here, based on charging parameter 38, a charging curve is selected from among multiple charging curves for charging the energy storage 6, taking into account the desired time point and the desired state of charge. In the case of this charging curve, the start time point 40 is in the future, and the energy storage 6 is charged most efficiently under these boundary conditions. The start time point 40 is defined according to the selected charging curve, which corresponds to a time point at which charging must begin, thereby achieving the desired state of charge at the desired time point.

[0048] In the subsequent second operating step 42, the user is prompted to input an operating mode 44 via the input device 16, which lists the advantages and disadvantages of the selectable operating modes 44. In one of the operating modes 44, the control device 22 is placed in a sleep mode 46 until the start time point 40 is reached. When the start time point 40 is reached, a third operating step 48 is executed, in which the control device 22 is returned to the operating state. Furthermore, in the third operating step 48, charging of the energy storage device 6 begins according to the selected charging curve, for which electrical energy provided by the charging infrastructure 34 is fed into the battery 8 via the battery management system 10. For this purpose, for example, the interconnection of the battery 8 is changed. Preferably, the battery management system 10 sends a request to the infrastructure 34 at the start time point 40 to begin charging. Since the control device 22 is placed in sleep mode 46 between the second and third operating steps 42, 48, the energy demand is relatively low. However, it is possible that due to changes in charging parameters 38, such as a reduction in the maximum electrical power output of the charging infrastructure 34, the energy storage 6 may no longer be able to be fully charged to the desired state of charge at the expected time.

[0049] Therefore, in another operating mode 44, the fourth operating step 52 is performed at the inspection time point 50 between the second and third working steps 42, 48. The advantages and disadvantages of this operating mode 44 are also presented to the user via the input device 16, allowing the user to select the operating mode. Here, the fourth operating step 52 is only executed independently of the selected operating mode 44 if there is a time interval greater than 0.5 hours between the start time point 40 (i.e., the first working step 38) and the inspection time point 50.

[0050] In the fourth working step 52, i.e., at check time point 50 (which is prior to start time point 40 in time), the current charging parameters 38 are received again by means of control device 22, and start time point 40 is redefined. If the charging parameters 38 have changed, it is possible that an alternative charging curve must be selected from now on, or start time point 40 must be shifted so that the desired state of charge is still reached at the desired time point. Thus, for example, if the maximum output power of the charging infrastructure 34 increases, start time point 40 is shifted further into the future, or if the maximum output power decreases, start time point 40 is shifted toward check time point 50.

[0051] If the start time 40 changes, a notification 54 is sent to the user. For this purpose, the notification 54 is output via input device 16 and routed to the server via radio device 18, so that the user can receive the notification via a mobile phone application.

[0052] In one variant, or at least one operating mode 40, nothing occurs until a newly determined start time point 40 is reached, and when this time point is reached, the third work step 48 is executed again. In contrast, in one or more other operating modes 44, the fourth work step 52 is subsequently re-executed at time intervals, i.e., at a second check time point or another check time point 50. Here, the second and possibly other check time points 50 are always temporally prior to the (re-determined, current) start time point 40. In other words, the fourth work step 52 is always temporally implemented before the third work step 48. For example, the number of check time points 50 is stored here in the selected operating mode 44, or the time intervals between the various check time points 50 are preset according to the selected operating mode 44.

[0053] In summary, the fourth working step 52 is therefore executed multiple times in sequence, in which the corresponding current charging parameters 38 are received and the start time point 40 is redefined each time. If possible, a corresponding notification 54 will also be sent to the user. Since the start time point 40 is checked multiple times in this manner, the third working step 48 is implemented at a time point that ensures the energy storage device 6 actually has the desired state of charge at the desired time point.

[0054] The time interval between the successive executions of the fourth working steps 52 is always greater than 10 minutes and is, for example, constant. Alternatively, the interval between these fourth working steps is shortened as the (corresponding current) start time point 40 approaches. In particular, the time interval between the start time point 40 and the (corresponding) check time point 50 is related to the previous charging process, i.e., to the already executed method 30. If the charging parameter 38 changes relatively frequently during these previous charging processes, the time interval is chosen to be relatively short, thus enabling a response to changes. Conversely, if the charging parameter 38 changes only slightly during the previous charging process, i.e., in the already executed method 30, the time interval is increased.

[0055] The fourth operating step 52 is performed under two different operating modes 44, thereby re-determining the start time point 40 according to the operating mode 44 selected by the vehicle 2. In one of the operating modes 44, the control device 22 remains continuously in operation. Therefore, it is possible that the time interval between the corresponding check time point 50 and the corresponding current start time point 40 is chosen to be relatively small, because the control device 22 has no further energy demand due to continuous operation. This ensures that the accumulator 6 has the desired state of charge at the desired time point. However, the energy demand of the control device 22 increases in this case. Here, it is possible that, due to the increased energy demand, if the desired time point is relatively far in the future, the additional accumulator used to power the control device 22 will be completely drained. In this case, the vehicle 2 is no longer usable, and the additional accumulator must be recharged first, and the vehicle 2 must be configured.

[0056] Therefore, in another operating mode 44 during (multiple) executions of the fourth operating step 52, the control device 22 is placed in sleep mode 46 during the second operating step 42, and remains in sleep mode 46 until check time point 50. At check time point 50, the control device 22 is switched back to the operating state, allowing it to receive charging parameters 38 again and reset the start time point 44. Subsequently, the control device 22 is placed back into sleep mode. Thus, the control device 22 is also in sleep mode 46 during the time interval between re-executions of the fourth operating step 52, so that even with an increase in the number of check time points 50, the energy demand does not increase excessively. In summary, the control device 22 is thus placed back into sleep mode 46 after check time point 50 until the second check time point 50, which is also time-wise before the reset start time point 40. In the third operating step 48, the control device 22 is also placed back into the operating state.

[0057] In this operating mode 40, the energy demand of the control device 22 is reduced, thereby essentially eliminating the possibility of further dredging of the accumulator. In this way, it is also ensured that the accumulator 6 has the desired state of charge at the desired time.

[0058] This invention is not limited to the embodiments described above. Instead, other variations of the invention can be derived by those skilled in the art without departing from its subject matter. Furthermore, in particular, all the individual features described in relation to the embodiments can be combined with each other in other ways without departing from the subject matter.

[0059] List of reference numerals

[0060] 2 motor vehicles

[0061] 4 wheels

[0062] 6 accumulators

[0063] 8 batteries

[0064] 10 Battery Management System

[0065] 12 Charging connectors

[0066] 14-bus system

[0067] 16-input device

[0068] 18 radio devices

[0069] 20 control units

[0070] 22 Control Equipment

[0071] 24 computers

[0072] 26 memory

[0073] 28 Computer Program Products

[0074] 30 methods

[0075] 32 charging cable

[0076] 34 Charging Infrastructure

[0077] 36 First Working Step

[0078] 38 charging parameters

[0079] 40 starting time point

[0080] 42 Second working step

[0081] 44 Operating Modes

[0082] 46 sleep modes

[0083] 48 Third working step

[0084] 50 Inspection Time Points

[0085] 52 Fourth Working Step

[0086] Notice No. 54.

Claims

1. A method (30) for charging a motor vehicle (2), said motor vehicle including a control device (22) and an energy storage device (6) operating by means of said control device, wherein in said method, - The control device (22) receives current charging parameters (38) from the charging infrastructure (34), the charging parameters including the maximum callable power and / or the maximum callable current, and determines the start time (40) for charging the energy storage device (6) based on the current charging parameters; and - At a check time point (50) prior to the start time point (40), the current charging parameters (38) are received again using the control device (22) and the start time point (40) is redefined, wherein - Adapt the selected time interval between the start time point (40) and the check time point (50) according to the previous charging process.

2. The method (30) according to claim 1, characterized in that, If the start time (40) is changed, a notification (54) is sent to the user.

3. The method (30) according to any one of claims 1 to 2, characterized in that, The start time point (40) is redefined based on the selected operating mode (44) of the motor vehicle (2).

4. The method (30) according to any one of claims 1 to 2, characterized in that, The control device (22) is placed in sleep mode (46) until the inspection time point (50).

5. The method (30) according to claim 4, characterized in that, Until the second check time point (50) puts the control device (22) back into the sleep mode (46), wherein the second check time point (50) is in time prior to the re-determined start time point (40).

6. A motor vehicle (2) having a control device (22) and an energy storage device (6) operating by means of the control device, and the motor vehicle operating in accordance with the method (30) according to any one of claims 1 to 5.

7. A computer program product (28) comprising instructions that, when implemented by a computer (24), cause the computer to perform the method (30) according to any one of claims 1 to 5.

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