Method for planning operating strategy of electrically drivable vehicle, in particular commercial vehicle, computer program and / or computer-readable medium, controller, electrically drivable vehicle, in particular commercial vehicle

Abstract

The invention relates to a method (1) for planning an operating strategy of an electrically drivable vehicle (100a), in particular a commercial vehicle (100b), having an energy storage device (20) and an electric drive (21) with feedback braking (NB) capability, the energy storage device (20) being chargeable during feedback braking (NB) and at a charging station (200) outside the vehicle, the electric drive (21) being electrically connected to the energy storage device (20) and the electric drive (21) being electrically connected to the electric drive (21). The method (1) comprises the following steps: determining (S10) a position (112) along a route (121) having a charging station (200) that can be traveled by a vehicle (100a), in particular a commercial vehicle (100b); ascertaining (S20) a first permissible charging state (114) for charging the energy storage device (20) at the charging station (200) in order to traverse the route (121), and a second permissible charging state (115) for charging the energy storage device (20) at the charging station (200) in order to traverse the worst-case route (125) which can be traveled from the first charging station (200); ascertaining (S30) a limit (116) of the first permissible state of charge (114) during travel along the route (121), the limit (116) being based on the second permissible state of charge (115); and planning the operating strategy (S40) taking into account the limitation (116).

Description

Technical Field

[0001] The invention relates to a method for planning an operating strategy for an electrically drivable vehicle, in particular a commercial vehicle, the electrically drivable vehicle having an energy storage device and an electric drive with regenerative braking capability, wherein the energy storage device can be charged during regenerative braking and at a charging station outside the vehicle. The invention also relates to a computer program and / or a computer-readable medium; a controller for an electrically drivable vehicle, in particular a commercial vehicle, the electrically drivable vehicle having an energy storage device and an electric drive with regenerative braking capability, wherein the energy storage device can be charged during regenerative braking and at a charging station outside the vehicle; and an electrically drivable vehicle, in particular a commercial vehicle, the electrically drivable vehicle having an energy storage device and an electric drive with regenerative braking capability and a controller. Background Art

[0002] The invention relates in particular to electrically driven vehicles (Battery Electric Vehicle, BEV), in particular commercial vehicles, which must comply with the II-A type test according to "Regelung Nr. 13 der Wirtschaftskommission für Europa der Vereinten Nationen (UNECE) —Einheitliche Vorschriften für die Typgenehmigung von Fahrzeugen der Klassen M, N, und O hinsichtlich der Bremsen [2016 / 194] (United Nations Economic Commission for Europe (UNECE) Regulation No. 13 — Uniform provisions for type-approval of brakes for vehicles of categories M, N and O [2016 / 194])" (ECE R 13). In this case, a speed of 30 km / h must be maintained over a 6 km downhill slope with a gradient of 7% without using friction brakes.

[0003] A BEV can meet the Type II-A test when the charge state of the battery storage device of the BEV allows the absorption of energy recovered by regeneration (regenerative braking). Otherwise, it will not be guaranteed to meet the Type II-A test. The energy storage device must be able to be charged by regenerative braking of the electric drive, especially without the risk of overcharging the energy storage device and thus damaging it. Therefore, separate measures must be implemented for BEVs. In this regard, one option is to implement an intelligent energy management function that can work predictively and keep the charge state within a suitable range when necessary. To this end, it may be necessary to charge the energy storage device only to a determinable target charge state at a charging station outside the vehicle, wherein the target charge state is lower than the charge capacity of the energy storage device.

[0004] The fundamental problem with such so-called predictive solutions is that the energy balance to be expected in the vehicle, i.e. the energy consumption resulting from driving, taking into account the energy recovered by regeneration, cannot be effectively predicted due to the computing power of the vehicle's data processing system and the availability of data. Even entering a route into a navigation system and predictively calculating the energy consumption when driving along this route is useless, for example, because the adherence to the route can be interrupted at any time by the driver. Furthermore, predictive methods cannot take into account that the vehicle mass, which is decisive for the potential energy of the vehicle, can change at any time during driving (i.e. while driving along the route), when the vehicle is loaded and / or unloaded.

[0005] Therefore, in the prior art, in order to know the target state of charge to which the energy storage device is charged at the charging point, the so-called worst-case scenario is taken into account. The starting point of this worst-case scenario is the positioning of the charging station, that is, the positioning of the vehicle determined by the charging station. Based on this positioning, all possible or potential drivable routes are known, and along each of these routes, the allowable state of charge associated with the respective route is determined, wherein the allowable state of charge is obtained taking into account the feedback braking when driving downhill along the respective route. The worst-case scenario is a scenario in which most of the and / or accumulated energy can be recovered by feedback braking. The allowable state of charge can be determined in such a way that the allowable state of charge during driving does not exceed the charging capacity of the energy storage device in the worst-case scenario.

[0006] DE 10 2020 133 118 A1 discloses such a predictive method for providing a storage capacity reserve in a traction battery for an electrically driven vehicle, preferably a commercial vehicle, for an upcoming downhill drive. The method comprises: identifying whether a charging process of the traction battery by means of an external charging source is imminent; and determining one or more possible downhill routes for the upcoming downhill drive after the charging process. In addition, the method comprises: predicting or estimating one or more quantities of recuperation energy to be recovered by the motor vehicle along one of the determined downhill routes, respectively, and determining, for example, reducing, a maximum battery state of charge of the traction battery for a charging process by means of an external charging source as a function of the predicted one or predicted multiple quantities of the recuperation energy. In this case, in the case of multiple quantities of recuperation energy, the highest quantity is selected, and the maximum battery state of charge is determined as a function of this highest quantity. The maximum battery state of charge can be obtained by subtracting the selected highest quantity from the storage capacity of the traction battery or from a target value for the maximum battery state of charge of the traction battery. It can thus be ensured that regenerative continuous braking along each of the determined downhill sections during the upcoming downhill travel will not overcharge the traction battery and avoid the use of the brake resistor. The specified maximum battery state of charge can therefore be the lowest maximum battery state of charge among the possible maximum battery states of charge in these possible downhill sections. Therefore, no matter which of the possible downhill sections the driver ultimately chooses to continue driving, the maximum battery state of charge that will provide the maximum storage capacity reserve of the traction battery is selected, so as to avoid overcharging the traction battery.

[0007] German patent application DE 10 2022 108 592.9, which has not yet been published on the filing date of the present patent application, describes a method for an electrically drivable vehicle, in particular a commercial vehicle, which has an energy storage device and an electric drive device with regenerative braking capability, wherein the energy storage device can be charged during regenerative braking and the energy storage device can be charged at a charging station outside the vehicle, wherein the method comprises the following steps: determining a charging status, wherein the charging status includes information about whether the energy storage device is being charged by a charging station outside the vehicle; detecting vehicle information related to the vehicle, in particular a commercial vehicle, and positioning information related to the positioning of the vehicle, in particular a commercial vehicle, depending on the charging status; forwarding the vehicle information and the positioning information to a server outside the vehicle; and receiving a target charging state from the server outside the vehicle.

[0008] Furthermore, DE 10 2022 108 592.9 describes the weighted or complete inclusion of the planned route in a worst-case consideration of the possible routes.

[0009] However, the use of electric drives for regenerative braking is not only for efficient operation of the vehicle, but is also part of a safety system for safe operation of the vehicle. However, taking the planned route into account when determining the permissible state of charge may not be permitted, for example due to legal requirements, since the operation of the vehicle must not have an impact on the functioning of the safety system.

[0010] In other words, predictive charging management for ensuring continued performance of the electric drive by managing the maximum charge amount at the charging station based on a worst-case route and a precalculated charging curve for it should not take into account the vehicle's actual route (or more broadly understood as an "operating strategy") in such a way that routes that could lead to an exceeded state of charge at the location of charging (i.e., the charging station) are excluded because they are not planned.

[0011] However, even though the worst case route may not be traveled and / or is practically insignificant, this may still lead to severe restrictions on the allowed charge states, among other things. Such restrictions may have an impact on the vehicle's operating strategy, the vehicle's drivable range, route planning, and / or the satisfaction of the vehicle's users and / or dispatchers. Summary of the invention

[0012] It is therefore an object of the present invention to enrich the prior art and to enable improved knowledge of the target state of charge in order to enable more efficient planning of the operating strategy.

[0013] This object is achieved according to the method of claim 1 and according to the subject-matter of the further independent claims. The dependent claims describe preferred developments of the invention.

[0014] According to one aspect of the present invention, a method for planning an operating strategy for an electrically driven vehicle, in particular a commercial vehicle, is provided, the electrically driven vehicle having an energy storage device and an electric drive device with regenerative braking capability, wherein the energy storage device can be charged during regenerative braking and at a charging station outside the vehicle. The method comprises the following steps: determining the location of a route with charging stations along which a vehicle, in particular a commercial vehicle, can be driven; obtaining a first permissible charge state for charging the energy storage device at the charging station in order to drive through the route, and a second permissible charge state for charging the energy storage device at the charging station in order to drive through a worst-case route that can be driven from the first charging station; obtaining a limitation on the first permissible charge state when driving through the route, wherein the limitation is based on the second permissible charge state; and planning an operating strategy taking the limitation into account.

[0015] An electrically driven vehicle, in particular a commercial vehicle, is referred to as a vehicle hereinafter. The energy storage device and the electric drive are configured such that the energy storage device provides the electric drive with current in order to drive the vehicle. The electric drive is configured to decelerate the vehicle by regenerative braking, wherein when the vehicle is decelerated, the energy of the vehicle is converted into electrical energy. The electric drive and the energy storage device are configured to store the energy converted by regenerative braking in the energy storage device.

[0016] The energy storage device can be charged via an off-board charging station. The off-board charging station and the vehicle each have a corresponding interface to connect the vehicle or the energy storage device of the vehicle to the off-board charging station for charging the energy storage device. The off-board charging station and the vehicle are configured to charge the energy storage device to a permissible charge state. The permissible charge state can be described, for example, by a certain proportion of the maximum charge capacity of the energy storage device. The difference between the maximum charge state and the target charge state is called the buffer amount.

[0017] The locations and charging stations are arranged along the route. The vehicle can drive to the charging station from the location. The first permissible charging state represents the charging state to which the vehicle can be charged at the charging station when the vehicle is charged in order to travel the route without considering the worst-case scenario, and the charging state does not exceed the charging capacity when regeneration occurs along the route. The second permissible charging state represents the charging state to which the vehicle is charged at the charging station to ensure that the permissible charging state does not exceed the charging capacity of the energy storage device in the worst-case scenario, that is, when traveling along the worst-case route. Here, the worst-case route refers to the route with the maximum charging state due to regeneration when starting from the charging station.

[0018] It has been recognized that the first permissible state of charge must be limited by the worst-case scenario (i.e., the second permissible state of charge) in order to meet safety requirements. Therefore, the limitation of the first state of charge by the second state of charge represents that the first permissible state of charge needs to be reduced at the charging station due to the consideration of the worst-case scenario. Therefore, this limitation can be related to a certain charging station.

[0019] Furthermore, it has been recognized that such limitations must be taken into account when planning the operating strategy in order to enable reliable and safe operation of the vehicle and that negative effects of the limitations on the vehicle operating strategy must be minimized when planning the operating strategy.

[0020] Advantageously, the method comprises: determining a plurality of routes between a common target point of the positioning and the routes, wherein charging stations are arranged along a plurality of the routes, respectively. In other words, the starting point is given by the positioning and the target is given by the target point, wherein the starting point and the target are the same for a plurality of routes. By determining a plurality of routes, the planning of the operating strategy can include more than one possible route, and thus an increased space of possibilities is opened up for the planning of the operating strategy. Since charging stations are arranged along a plurality of the routes, the first permitted charging state and the second permitted charging state can be determined for each of the routes, the restrictions can be determined, and the operating strategy can be planned taking into account the restrictions. In addition, it is possible that a plurality of charging stations are arranged along one or more of the routes.

[0021] Advantageously, a plurality of charging stations are arranged along the route, and the learning of the restrictions is performed for a plurality of the charging stations. Thus, an increased space of possibilities can be provided for planning an operating strategy. Since a plurality of charging stations are arranged along the route, the learning of the first permitted charging state and the second permitted charging state, the learning of the restrictions, and planning of an operating strategy taking into account the restrictions can be performed for each of the charging stations.

[0022] Advantageously, the position is determined in such a way that it is the position of the vehicle, in particular of a commercial vehicle. It is thus possible to carry out the planning of the operating strategy in an online manner, i.e. during the travel of the vehicle, wherein the current position of the vehicle can be taken into account. Alternatively or additionally, the position is the position of the charging station. The planning of the operating strategy can thus be carried out in a forward-looking manner, since potential limitations can already be known before the commercial vehicle arrives at the charging station.

[0023] Advantageously, the restriction comprises a difference between the first permitted state of charge and the second permitted state of charge. The restriction can thus be effectively quantified. Based on the difference, the restriction can be outputted intuitively and / or processed effectively for planning.

[0024] Advantageously, the method comprises initiating an output of restrictions to a user and / or driver of a vehicle, in particular a commercial vehicle, and / or a fleet management system. In particular, the output to the user and / or driver allows online information to be achieved. In particular, the output to the fleet management system allows the restrictions to be fully taken into account when planning the operation of the vehicle fleet.

[0025] Advantageously, the planned operation strategy includes route planning, planning for charging the energy storage device at the charging station and / or planning for the payload. It is recognized that the restrictions have an impact on the planning of the route, charging and / or payload (i.e., the loading and unloading of the vehicle). For example, if relatively large restrictions must be made, the route can be avoided or included in the route planning in a less weighted manner, while routes without restrictions and / or relatively small restrictions can be preferred.

[0026] Advantageously, the planning of the operating strategy is performed taking into account the total drivable range, driving time and / or charging costs. It is recognized that the restrictions have an impact on the total drivable range, driving time and / or charging costs. For example, it may be advantageous for the total charging costs to first accept a relatively large restriction at a first charging station with relatively high charging costs, so that a relatively small restriction can be accepted at a second charging station later along the route with relatively low charging costs.

[0027] Advantageously, the method comprises: obtaining a recommendation for charging the energy storage device at a second charging station. In this case, the second charging station can be arranged along the route and / or along an alternative route. It has been recognized that charging the energy storage device at the second charging station may be more efficient than charging at the charging station initially considered. The recommendation can be made based on a second limit associated with the second charging station, wherein the second limit can be smaller than the limit at the first charging station. Alternatively, the second limit can also be equal to or greater than the limit at the first charging station. It can therefore be taken into account that energy is consumed when driving between the first charging station and the second charging station, and it is possible to achieve a scenario in which more charging can be performed at the second charging station than at the first charging station, although the second limit at the second charging station may even be greater than the limit at the first charging station. It can therefore be taken into account that the energy consumed additionally by driving over a portion of the route between the first charging station and the second charging station needs to be supplemented with charging.

[0028] Advantageously, the operating strategy is planned taking into account threshold conditions related to the restrictions and / or to the range reduction obtained according to the restrictions. It is recognized that not every restriction and / or range reduction has a significant impact on planning. For example, when the restriction and / or range reduction is below a threshold value defining the threshold condition, the restriction and / or range reduction can be ignored in planning. Otherwise, when the restriction and / or range reduction is above a threshold value, the restriction and / or range reduction is taken into account when planning the operating strategy.

[0029] According to one aspect of the present invention, a computer program and / or computer readable medium is provided. The computer program and / or computer readable medium includes instructions, and when the program or instructions are implemented by a computer, the instructions cause the computer to perform the method and / or steps of the method according to the present invention. Optionally, the computer program and / or computer readable medium includes instructions, and when the program or instructions are implemented by a computer, the instructions cause the computer to perform the method steps described as advantageous or optional, so as to achieve the technical effects related thereto.

[0030] According to one aspect of the present invention, a controller for an electrically driven vehicle, in particular a commercial vehicle, is provided, the vehicle having an energy storage device and an electric drive device with regenerative braking capability, wherein the energy storage device can be charged during regenerative braking and at a charging station outside the vehicle. The controller is configured to perform the above method. Optionally, the controller is configured to perform the method steps described as advantageous or optional in order to achieve the technical effects associated therewith.

[0031] According to one aspect of the present invention, an electrically drivable vehicle, in particular a commercial vehicle, is provided, the vehicle having an energy storage device and an electric drive device with regenerative braking capability and having the above-mentioned controller, wherein the energy storage device can be charged during regenerative braking and at a charging station outside the vehicle. Optionally, the controller of the vehicle and / or the vehicle is configured to perform the method steps described as advantageous or optional in order to achieve the technical effects associated therewith. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Further advantages and features of the present invention and their technical effects are derived from the accompanying drawings and the description of the preferred embodiments shown in the drawings.

[0033] Figure 1 A schematic diagram showing a simplified flow chart of a method according to an embodiment of the present invention;

[0034] Figure 2 A schematic diagram showing an overview of a vehicle, in particular a commercial vehicle, according to an embodiment of the present invention;

[0035] Figure 3 An exemplary state of charge curve of an energy storage device of a vehicle, in particular a commercial vehicle, is shown; and

[0036] Figure 4 A schematic diagram showing a vehicle, in particular a commercial vehicle, according to an embodiment of the present invention in a certain scenario; DETAILED DESCRIPTION

[0037] Figure 1 A schematic diagram showing a simplified flow chart of a method 1 according to an embodiment of the present invention is shown. Optional steps of the method 1 are shown here with dashed boxes.

[0038] Method 1 is a method 1 for planning an operating strategy of an electrically drivable vehicle 100a, in particular a commercial vehicle 100b, which has an energy storage device 20 and an electric drive device 21 with a regenerative braking NB capability, wherein the energy storage device 20 can be charged during the regenerative braking NB and at a charging station 200 outside the vehicle. Vehicles 100a, in particular commercial vehicles 100b, are referred to as vehicles 100a, 100b below. Such vehicles 100a, 100b are referred to as vehicles 100a, 100b. Figures 2 to 4 Give a description.

[0039] according to Figure 1 Method 1 of 100 includes determining S10 a position 112 along a route 121 that can be traveled by vehicles 100a, 100b and has a charging station 200. Depending on the route, it is possible that a plurality of charging stations 200 are arranged along route 121.

[0040] The positioning 112 is determined in such a way that the positioning 112 is the positioning 112' of the vehicle 100a, 100b and / or the positioning 112 is the positioning 112' of the charging station 200. The positioning 112' of the vehicle 100a, 100b is the geographic positioning of the vehicle 100a, 100b. The positioning 112' of the vehicle 100a, 100b can be detected based on a GPS system and / or can be obtained based on a wireless network. The positioning 112'' of the charging station 200 can be obtained, for example, based on map data, wherein the charging station 200 is recorded in the map data.

[0041] Determine S11 a plurality of routes 121 between the position 112 and a common destination point 122 of the route 121, wherein a charging station 200 is arranged along each of the plurality of routes 121. The destination point 122 may be the destination point 122 of the originally planned route 121 and / or may be known by input. In this case, the plurality of routes 121 are known, for example, based on a zone around the originally planned route 121. Alternatively or additionally, it is possible that the plurality of routes 121 are known based on a sector starting from the position 112 and / or a sector starting from the destination point.

[0042] Acquire S20 a first permissible charge state 114 for charging the energy storage device 20 at the charging station 200 in order to travel the route 121, and a second permissible charge state 115 for charging the energy storage device 20 at the charging station 200 in order to travel the worst-case route 125 that can be traveled starting from the first charging station 200. Here, the first permissible charge state 114 is acquired based on traveling the route 121 starting from the charging station 200 itself, i.e., it is independent of other scenarios, in particular the worst-case scenario (see also Figure 4). When the first allowable charging state 114 is known, the route 121 will be studied for the energy to be consumed and regenerated when passing through the route. Here, the first allowable charging state 114 is known in the following manner: when passing through the route 121, the charging state SoC of the energy storage device 20 does not exceed the charging capacity 26 of the energy storage device 20 in the case of regeneration. The second allowable charging state 115 is known in the following manner: all possible or potential drivable routes starting from the charging station 200 are known, and the allowable charging state associated with each route is determined along each of the routes, wherein the allowable charging state is obtained taking into account one or more feedback braking when driving downhill along the respective routes. Here, the worst-case scenario refers to a scenario in which the most and / or most frequent energy can be recovered through feedback braking. The second allowable charging state 115 is determined here in the following manner: in the worst-case scenario, the second allowable charging state does not exceed the charging capacity of the energy storage device.

[0043] When driving through route 121, restriction 116 for first permissible charge state 114 is determined S30, wherein restriction 116 is based on second permissible charge state 115. Restriction 116 includes the difference between first permissible charge state 114 and second permissible charge state 115. If a plurality of charging stations 200 are arranged along route 121 and / or along a plurality of routes 121, then determination S30 of restriction 116 may be performed for a plurality of charging stations 200.

[0044] Planning S40 of the operating strategy takes place taking into account restrictions 116 .

[0045] The planning S40 of the operation strategy includes route planning, planning for charging the energy storage device 20 at the charging station 200, and / or planning for the payload. Route planning includes planning the route 121 or distance that the vehicles 100a, 100b need to travel to the destination 122. The planning of charging the energy storage device 20 includes how much energy to charge at which charging station 200. The planning of the payload includes how much load and / or cargo should be loaded and / or unloaded at which location and / or when. The planning S40 of the operation strategy is performed while taking into account the total drivable mileage, driving time and / or charging costs.

[0046] The planning S40 of the operating strategy is performed taking into account threshold conditions related to the restriction 116 and / or the reduction in the drivable range obtained according to the restriction 116. For example, the threshold conditions may include a threshold of 5% for the restriction 116 and / or a threshold of 20 km for the reduction in the drivable range relative to the charge capacity 26. Below the threshold, the planning S40 of the operating strategy can be performed as if the restriction 116 had not occurred. Otherwise, i.e. above the threshold, the planning S40 of the operating strategy can be performed taking into account the restriction 116.

[0047] Initiation S50 outputs a restriction 116 to a user and / or driver of vehicle 100 a , in particular commercial vehicle 100 b , and / or to fleet management system 301 .

[0048] A suggestion 126 for charging energy storage device 20 at second charging station 201 is obtained S60 . Here, second charging station 201 may be arranged along route 121 and / or along an alternative route included in multiple routes 121 .

[0049] Figure 2 A schematic diagram shows an overview of a vehicle 100a , in particular a commercial vehicle 100b , according to an exemplary embodiment of the present invention.

[0050] The vehicles 100a, 100b are preferably land vehicles. The vehicles 100a, 100b are configured to perform a reference Figure 1 The method described in 1.

[0051] according to Figure 2 , the vehicle 100a, 100b includes a tractor 101 and a trailer 102. The vehicle 100a, 100b or the tractor 101 of the vehicle 100a, 100b includes an energy storage device 20 and an electric drive device 21 with a regenerative braking NB capability. The energy storage device 20 can be charged during the regenerative braking NB, and the energy storage device 20 can be charged at a charging station 200 outside the vehicle (see Figure 4 ). The energy storage device 20 is an accumulator or a rechargeable battery. The energy storage device 20 has a charge state SoC that describes the energy that the energy storage device 20 can convert into electrical energy. The charge state SoC is limited by the energy storage device 20, in particular the charge capacity 26 of the energy storage device 20. The charge capacity 26 describes the maximum possible charge state SoC. The off-board charging station 200 is configured to charge the energy storage devices of the vehicles 100a, 100b according to a charging request.

[0052] exist Figure 2 In the embodiment shown in , the tractor 101 and the trailer 102 each include a controller 14 having a vehicle interface 15 , a data processing device 16 and a communication interface 17 .

[0053] The vehicle interface 15 is configured to acquire or detect vehicle information about the vehicle 100a, 100b, that is, the corresponding tractor 101 or trailer 102. The vehicle interface 15 can be used to establish an in-vehicle communication link 123 between the tractor 101 and the trailer 102. More precisely, the communication link 123 is established between the vehicle interface 15 of the tractor 101 and the vehicle interface 15 of the trailer 102. Therefore, vehicle information related to the trailer 102 can be transmitted from the trailer 102 to the tractor 101.

[0054] The data processing device 16 is configured to process and / or store data. For this purpose, the data processing device has a memory (not shown) and a processor (not shown). The data processing device 16 is configured to execute a reference Figure 1 One or more steps of method 1.

[0055] The communication interface 17 is a mobile radio interface 17a, for example, an interface for communication in a GSM (3G), LTE (4G) and / or 5G network. The communication interface 17 is respectively configured to communicate with an external server 300 and / or a fleet management system 301. Thus, the vehicles 100a, 100b can forward information or data to the external server 300 and / or the fleet management system 301, and / or receive information or data from the external server 300 and / or the fleet management system 301.

[0056] In the illustrated embodiment, the vehicles 100a, 100b are arranged at the locations indicated by the crosses, and the vehicles 100a, 100b send the locations 112 to the server 300. The server 300 may, for example, perform a reference Figure 1 The determination of multiple routes S11, the acquisition of the first permissible charging state 114 and the second permissible charging state 115 S20, the acquisition of the restriction 116 S30, the planning of the operating strategy S40, the output start S50 and / or the acquisition of the suggestion 126 S60 are described. The server 300 forwards the restriction 116 to the vehicle 100a, 100b and the fleet management system 301 for starting S50 the output of the restriction 116. The server 300 forwards the suggestion 126 to the vehicle 100a, 100b. Here, the server 300 or the cloud can be fully utilized to perform the method steps by having a higher computing power than the data processing device 16 of the vehicle 100a, 100b and / or having more comprehensive data than the vehicle 100a, 100b.

[0057] In another embodiment (not shown), the server 300 includes the fleet management system 301, or vice versa. Here, forwarding the restrictions 116 to the fleet management system 301 is optional.

[0058] In another embodiment (not shown), the controller 14 and / or the data processing device 16 is configured to perform the determination S11 of a plurality of routes, the learning S20 of the first permissible charging state 114 and the second permissible charging state 115, the learning S30 of the restriction 116, the planning S40 of the operating strategy, the output activation S50 and / or the learning S60 of the recommendation 126. Thus, the communication with the server 300 shown is optional.

[0059] Figure 3 A charge state curve 500 of an energy storage device 20 of a vehicle 100a, in particular a commercial vehicle 100b, is shown. Figure 2 Get a description. Figure 3 The state of charge curve 500 shows the correlation between the state of charge SoC of the energy storage device 20 and the time or distance traveled by the vehicles 100a and 100b. When driving, the energy stored in the energy storage device 20 will be converted into kinetic energy of the vehicles 100a and 100b by the electric drive device 21. Therefore, the state of charge SoC will decrease depending on time or distance. Energy can be converted by the electric drive device 21 through regeneration or through feedback braking NB and delivered to the energy storage device 20. In this way, the state of charge SoC of the energy storage device 20 can be improved. The charging capacity 26 of the energy storage device 20 is indicated by a horizontal dotted line.

[0060] The state of charge curve 500 includes two options, "Option 1" and "Option 2". The first option "Option 1" is shown with a dotted line, and will cause the state of charge SoC to exceed the charging capacity 26 of the energy storage device 20. The second option "Option 2" is shown with a solid line, and allows efficient and safe operation of vehicles 100a, 100b. The server 300 outside the vehicle can be connected to the dispatcher via the fleet management system 301, and forward the two options "Option 1" and "Option 2" to the dispatcher via the fleet management system 301. The dispatcher can select the second option "Option 2" via the fleet management system 301, wherein the server 300 outside the vehicle then forwards the corresponding allowed charging state 114, the corresponding route suggestion and / or the loading suggestion for adjusting the payload to the vehicles 100a, 100b.

[0061] Figure 4 A schematic diagram of a vehicle 100 a , in particular a commercial vehicle 100 b , according to an embodiment of the present invention is shown in a certain scenario 600 .

[0062] Scene 600 shows a reference Figure 2 and Figure 3The vehicles 100a, 100b and the route profile, i.e. the relationship between height and route, define the scenario 600. Thus, the scenario 600 illustrates a route 121 along an uphill or downhill slope. Along the route 121, which is indicated by a solid arrow, the vehicles 100a, 100b are arranged at the location 112' of the vehicles 100a, 100b, respectively. The route 121 ends at the destination point 122 of the route 121.

[0063] A charging station 200 and a second charging station 201 are arranged along the route 121. The charging station 200 is arranged at a location 112 ″ of the charging station 200. To this end, each of the charging stations 200 and 201 outside the vehicle can be a fixed charging post or a mobile charging post.

[0064] Scenario 600 illustrates a worst-case route 125. The worst-case route 125 corresponds to route 121 from position 112' of vehicle 100a, 100b to position 112" of charging station 200. However, since target point 122 is arranged above charging station 200 and scenario 600 has a drop from position 112" of charging station 200, route 121 does not correspond to worst-case route 125. Instead, worst-case route 125 includes driving over a downhill slope, i.e. in this case driving back to position 112' of vehicle 100a, 100b, wherein position 112' of vehicle 100a, 100b is arranged below charging station 200. In the worst-case scenario, i.e. when driving over worst-case route 125, the amount of recovered energy is greatest. However, the worst-case scenario is usually not driven over.

[0065] List of reference numerals (part of the description):

[0066] 1 Methods for planning operational strategies

[0067] 14 Controller

[0068] 15 Vehicle Interface

[0069] 16 Data processing equipment

[0070] 17 Communication Interface

[0071] 17a Mobile radio interface

[0072] 20 Energy storage equipment

[0073] 21 Electric drive

[0074] 26 Charging capacity

[0075] 100a Vehicles capable of electric propulsion

[0076] 100b Commercial vehicles capable of electric drive

[0077] 101 Tractor

[0078] 102 Trailer

[0079] 110 Charging status

[0080] 111 Vehicle Information

[0081] 112 Positioning

[0082] 112' Positioning of vehicles, especially commercial vehicles

[0083] 112'' Positioning of charging stations

[0084] 114 First allowed charging state

[0085] 115 Second allowed charging state

[0086] 116 Restrictions

[0087] Route 121

[0088] 122 Target Point

[0089] 123 Communication links in the car

[0090] 125 Worst Case Route

[0091] 126 Recommendations

[0092] 200 Charging Stations

[0093] 201 Second Charging Station

[0094] 300 Server outside the vehicle

[0095] 301 Fleet Management System

[0096] 500 Charging status curve

[0097] 600 scenes

[0098] NB Feedback Braking

[0099] SoC charging status

[0100] S10 confirms positioning

[0101] S11 Determine multiple routes

[0102] S20 Acquire the first allowed charging state and the second allowed charging state

[0103] S30 Restrictions

[0104] S40 Planning

[0105] S50 Start output

[0106] S60 Get advice

Claims

1. A method (1) for planning an operating strategy of an electrically drivable vehicle (100a), in particular a commercial vehicle (100b), the vehicle having an energy storage device (20) and an electric drive (21) with regenerative braking (NB) capability, wherein: The energy storage device (20) can be charged during regenerative braking (NB) and at a charging station (200) outside the vehicle, wherein the method (1) comprises the following steps: - determining (S10) a position (112) along a route (121) having a charging station (200) which can be travelled by the vehicle (100a), in particular a commercial vehicle (100b); - obtaining (S20) a first permissible charging state (114) for charging the energy storage device (20) at the charging station (200) in order to travel the route (121), and a second permissible charging state (115) for charging the energy storage device (20) at the charging station (200) in order to travel the worst-case route (125) that can be traveled starting from the first charging station (200); - learning (S30) a limit (116) on the first permissible charging state (114) when driving the route (121), wherein the limit (116) is based on the second permissible charging state (115); and - Planning ( S40 ) an operating strategy taking into account the constraints ( 116 ).

2. The method (1) according to claim 1, wherein: The method (1) comprises: determining (S11) a plurality of routes (121) between the location (112) and a common target point (122) of the routes (121), wherein charging stations (200) are respectively arranged along the plurality of routes (121).

3. The method (1) according to claim 1 or 2, wherein: A plurality of charging stations (200) are arranged along the route (121), and the restriction (116) is learned (S30) for a plurality of the charging stations (200).

4. The method (1) according to any one of the preceding claims, wherein: The position (112) is determined in such a way that the position (112) is the position (112') of the vehicle (100a), in particular the commercial vehicle (100b), and / or the position (112'') of the charging station (200).

5. The method (1) according to any one of the preceding claims, wherein: The limit (116) comprises a difference between the first allowed state of charge (114) and the second allowed state of charge (115).

6. The method (1) according to any one of the preceding claims, wherein: The method (1) comprises: - Initiating ( S50 ) a restriction ( 116 ) output to a user and / or driver of the vehicle ( 100 a ), in particular a commercial vehicle ( 100 b ), and / or to a fleet management system ( 301 ).

7. The method (1) according to any one of the preceding claims, wherein: Planning (S40) an operation strategy includes route planning, planning for charging the energy storage device (20) at the charging station (200), and / or planning for a payload.

8. The method (1) according to any one of the preceding claims, wherein: Planning of an operation strategy is performed in consideration of the total drivable range, driving time, and / or charging cost ( S40 ).

9. The method (1) according to any one of the preceding claims, wherein: The method (1) comprises: - Acquiring (S60) a suggestion (126) to charge the energy storage device (20) at a second charging station (201).

10. The method (1) according to any one of the preceding claims, wherein: The operating strategy is planned ( S40 ) taking into account threshold conditions related to the restriction ( 116 ) and / or to the reduction in mileage resulting from the restriction ( 116 ).

11. Computer program and / or computer-readable medium, comprising instructions which, when executed by a computer, cause the computer to execute the method (1) and / or the steps of the method (1) according to any one of the preceding claims.

12. A control unit (14) for an electrically drivable vehicle (100a), in particular a commercial vehicle (100b), comprising an energy storage device (20) and an electric drive (21) with regenerative braking (NB) capability, wherein: The energy storage device (20) can be charged during regenerative braking (NB) and at a charging station (200) outside the vehicle, wherein the controller (14) is configured to carry out the method (1) according to any one of claims 1 to 10.

13. An electrically drivable vehicle (100a), in particular a commercial vehicle (100b), comprising an energy storage device (20) and an electric drive (21) with regenerative braking (NB) capability and a control unit (14) according to claim 12, wherein: The energy storage device (20) can be charged during regenerative braking (NB) and at a charging station (200) outside the vehicle.

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