Method for compressor assembly for a vehicle having a fuel cell system

Abstract

The invention relates to a method (100) for a compressor assembly (250) of a vehicle (200a), in particular of a commercial vehicle (200b), said method (100) comprising: detecting (110) a temperature (T) of air (255) to be compressed, air pressure information (P) relating to the air (255), a rotational speed (N) of the compressor assembly (250), and a power variable (W) of the compressor assembly (250); determining (120) an operating point (260) as a function of the rotational speed (N) and / or the power variable (W); determining (130) a supply point (270) that can be set as a potential operating point (260) as a function of the operating point (260), the temperature (T) and the air pressure information (P); ascertaining (140) supply information (280) as a function of the operating point (260) and the supply point (270); and outputting (150) the provisioning information (280).

Description

Technical Field

[0001] The present disclosure relates to a method for a compressor assembly for a vehicle, in particular a commercial vehicle. The disclosure also relates to a computer program and / or computer-readable medium, a control unit for a compressor assembly for a vehicle, in particular a commercial vehicle, a compressor assembly for a vehicle, in particular a commercial vehicle, comprising a control unit having a signal interface, a fuel cell system for a vehicle, in particular a commercial vehicle, and a vehicle, in particular a commercial vehicle.

[0002] The present disclosure relates in particular to a compressor assembly for a fuel cell vehicle, ie a vehicle, in particular a commercial vehicle, having a fuel cell system including a compressor assembly and a fuel cell assembly, wherein the compressor assembly is used to load the cathode of the fuel cell system with an air flow. Background Art

[0003] According to the prior art, such fuel cell compressors are passively regulated. That is, the fuel cell system and / or another control unit specifies a mass flow for the compressor assembly, which is then delivered by the compressor assembly. The compressor speed is then increased or decreased until the air mass flow meter detects the requested mass flow. If a performance map for the compressor assembly (from which the relationship between mass flow and speed can be derived) is stored in the fuel cell system or the control unit, the control unit can directly specify the compressor speed.

[0004] This passive control method doesn't allow for targeted implementation of wear-optimized or at least wear-modified operating strategies, as the mass flow is simply predetermined as a target variable, which is then set as quickly as possible by the compressor assembly. However, due to the buffer batteries typically installed in fuel cell systems, certain dynamic applications are completely unnecessary. Consequently, passive control can induce load changes in the compressor assembly, which are of little or no relevance to the vehicle in operation, particularly commercial vehicles, but nonetheless result in wear on the compressor assembly. Furthermore, load changes consume energy, so reducing them can improve the efficiency of the compressor assembly and, therefore, allow for more efficient operation of the compressor assembly. Summary of the Invention

[0005] Against this background of prior art, the object of the present disclosure is to specify an improved method suitable for improving the prior art. Specific embodiments of the present disclosure can solve the problem of implementing an improved operating strategy for a compressor assembly, with which an improved and less wear-prone operation of the compressor assembly can be achieved.

[0006] This object is achieved by the features of the independent claims. The independent and dependent claims relate to optional developments of the disclosure.

[0007] According to one aspect of the present disclosure, a method for a compressor assembly of a vehicle, in particular a commercial vehicle, is provided. The method comprises: detecting the temperature of the air to be compressed and air pressure information related to the air, as well as a rotational speed of the compressor assembly and / or a power parameter of the compressor assembly; determining an operating point as a function of the rotational speed and / or the power parameter; determining a supply point that can be set as a potential operating point as a function of the operating point, the temperature, and the air pressure information; determining supply information as a function of the operating point and the supply point; and outputting the supply information.

[0008] Here, the air pressure information can be, for example, the altitude relative to sea level and / or the air pressure, wherein the air pressure can be determined from the altitude. It is recognized that temperature and air pressure can be decisive factors for the power reserve and, therefore, for the control of the compressor assembly. Temperature and air pressure information are variables that can characterize the air to be compressed by the compressor assembly. The speed can be the actual speed and / or the power variable (e.g., delivery rate, i.e., mass flow, volume flow) and / or the drive power can be the actual power variable. The speed can be used to derive the power variable of the compressor assembly, and vice versa, in order to characterize the operating point of the compressor assembly.

[0009] The operating point can describe the actual operating state of the compressor assembly. Here, the operating point can be known by a rotational speed and / or a power variable that characterizes the operation of the compressor assembly and characterizes the mass flow that can be generated by the compressor assembly.

[0010] Based on the determined operating point, a supply point can be determined, which can be characterized, for example, by the maximum mass flow achievable by the compressor assembly, the maximum pressure ratio achievable by the compressor assembly, and / or the speed at which the maximum mass flow and / or the maximum pressure ratio are achieved. Thus, the supply point can potentially be assumed by the compressor assembly as an operating point. The supply point therefore describes the control reserve of the compressor assembly, i.e., the parameter range that the compressor assembly can achieve.

[0011] Using the operating point and the supply point, supply information can be output based on the control reserves of the compressor assembly. It has been recognized that if supply information related to the operation of the compressor assembly is known and output, the compressor assembly can be operated more efficiently and with less wear, since the change from the operating point to the supply point may be associated with load changes and, therefore, wear. The output supply information can, for example, be taken into account in the control and / or regulation of the compressor assembly to reduce load changes and, therefore, wear on the compressor assembly. This can thus be advantageous over passive regulation of the compressor assembly, since, in the proposed operating strategy of the compressor assembly, the mass flow requirement or air "demand" can be designed in a less dynamic manner.

[0012] Optionally, the supply information includes a mass flow that can be achieved at the supply point, a pressure ratio that can be achieved at the supply point, and / or a rotational speed related to the supply point. It is recognized that by varying the operating point, a different mass flow, a different pressure ratio, and / or a different rotational speed can be controlled relative to the operating point. Thus, the supply information includes characteristic data related to the compressor assembly.

[0013] Optionally, the supply point can be determined using a comprehensive characteristic diagram of the compressor assembly. This comprehensive characteristic diagram characterizes the operation of the compressor assembly at given temperatures and pressures and describes the dependence of the pressure ratio on the mass flow at given speeds. By considering multiple speeds, the comprehensive characteristic diagram forms a two-dimensional surface that can be stored in the control unit. This allows the supply point to be determined efficiently from any operating point.

[0014] Optionally, the supply point can be determined based on the speed difference and / or power parameter difference. In other words, the supply information specifies the distance between the actual mass flow and the maximum mass flow and / or the distance between the actual pressure ratio and the maximum pressure ratio. These distances can be stored as numerical values ​​that can be accessed by the control unit to obtain the supply information. Here, the pressure ratio and mass flow are not independent of each other, but rather follow the speed curve in the integrated characteristic diagram. Thus, the supply information can include, for example, parameters relevant to the fuel cell control unit for operating the fuel cell assembly.

[0015] Optionally, the method includes determining a control time interval as a function of the operating point and the supply point, wherein the supply information includes the control time interval. The control time interval can be used to increase the time portion for controlling the compressor assembly. The control time interval can be the time interval from the operating point to the supply point, for example, until a maximum power variable, in particular an inverter power, i.e., the power of the power electronics for driving the compressor assembly, is reached.

[0016] Optionally, the adjustment time interval includes a buffer time interval. Thus, a time buffer can be set to protect components of the compressor assembly. In other words, the buffer time interval can be increased based on the minimum time the compressor assembly can reach the supply point. Alternatively, the buffer time interval can be constant. The buffer time ensures that the compressor assembly operates less dynamically, thereby reducing load switching and protecting components.

[0017] Optionally, the buffer time interval depends on operating parameters and / or operating temperature of the compressor assembly. Furthermore, the buffer time interval can also be designed as a function of operating parameters and / or operating temperature. If, for example, the compressor assembly is operating at the power and / or thermal limits of the compressor assembly's power electronics as operating parameters, a longer buffer time can be selected. This prevents coating loss on the compressor assembly's rotor bearings at high temperatures. This also prevents rapid acceleration or load changes that can cause wear.

[0018] Optionally, the supply information is determined taking into account a buffering factor. In other words, the buffering factor can be integrated into the supply information as a safety factor. This safety factor can be taken into account for the supply function so that the supply information is considered to be uncertain and not every value of the supply information can be requested or provided without the buffering factor. If, for example, the supply information specifies a mass flow of 200 g / s as a power variable and this also represents the clogging limit of the compressor assembly, the supply information can be reduced by 10% as a buffering factor in order to define a safety limit and prevent the compressor assembly from operating at the clogging limit. Optionally, the compressor assembly can become passive after reaching a parameter range with uncertainty (e.g., exceeding the safety limit).

[0019] Optionally, the vehicle, in particular a commercial vehicle, comprises a fuel cell assembly, and the compressor assembly is configured to load the fuel cell assembly with an air flow. Thus, the method can be configured for a compressor assembly, in which wear caused by load switching can be particularly effectively avoided.

[0020] According to one aspect of the present disclosure, a computer program and / or computer-readable medium is provided, comprising instructions that, when executed by a computer, cause the computer to perform the above-described method and / or steps of the method. Optionally, the computer program and / or computer-readable medium comprises instructions that, when executed by a computer, cause the computer to implement one or more optional features of the above-described method, so as to achieve the technical effects associated therewith.

[0021] According to one aspect of the present disclosure, a control unit for a compressor assembly of a vehicle, particularly a commercial vehicle, is provided. The control unit is configured to perform the aforementioned method and includes a signal interface for outputting supply information. Optionally, the control unit is configured to implement one or more optional features of the aforementioned method to achieve the technical effects associated therewith.

[0022] According to one aspect of the present disclosure, a compressor assembly for a vehicle, in particular a commercial vehicle, is provided, comprising the above-mentioned control unit and a signal interface.

[0023] According to one aspect of the present disclosure, a fuel cell system for a vehicle, particularly a commercial vehicle, is provided. The fuel cell system includes the aforementioned compressor assembly, a fuel cell control unit, and a fuel cell assembly. The compressor assembly is configured to load the fuel cell assembly with air flow, and a signal interface is configured to output supply information to the fuel cell control unit.

[0024] According to one aspect of the present disclosure, a vehicle, in particular a commercial vehicle, is provided, comprising the aforementioned compressor assembly and / or the aforementioned fuel cell system. Additionally or alternatively, the vehicle, in particular a commercial vehicle, may comprise a pneumatically actuatable braking device, and the compressor assembly may comprise a piston compressor and be configured to apply an air flow to the braking device of the vehicle, in particular the commercial vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The following reference Figures 1 to 3 One embodiment will be described.

[0026] Figure 1 Schematically illustrates a vehicle, in particular a commercial vehicle, according to one aspect of the present disclosure;

[0027] Figure 2 schematically illustrates a comprehensive characteristic graph having operating points and supply points for operating a compressor assembly according to one aspect of the present disclosure; and

[0028] Figure 3 A flow chart of a method according to one aspect of the present disclosure is schematically shown. DETAILED DESCRIPTION

[0029] Figure 1 A vehicle 200a, in particular a commercial vehicle 200b, according to one aspect of the present disclosure is schematically illustrated.

[0030] The vehicle 200a, in particular the commercial vehicle 200b, is hereinafter referred to as the vehicle 200a, 200b. The vehicle 200a, 200b is, for example, a land vehicle, a water vehicle and / or an aircraft.

[0031] Vehicles 200a and 200b have a fuel cell system 205, an energy storage device 206 (e.g., a traction battery), and an electric drive 207. The fuel cell system 205 is configured to supply electrical energy 65 to the energy storage device 206. The energy storage device 206 is, for example, a rechargeable energy storage device 206 and acts as a buffer battery for buffering the electrical energy 65. The energy storage device 206 is connected to the electric drive 207 to supply the electric energy 65, which in turn enables the electric drive 207 to drive the vehicles 200a and 200b. Additionally, the fuel cell system 205 is connected to the electric drive 207 to directly supply the electrical energy 65.

[0032] Fuel cell system 205 includes a compressor assembly 250 , a fuel cell control unit 208 , and a fuel cell assembly 210 .

[0033] Compressor assembly 250 includes one or more compressors or air compressors (not shown) and a control unit 251. Control unit 251 is configured to control the compressor or compressor assembly 250. Control unit 251 of compressor assembly 250 includes power electronics (not shown) for driving an electric drive of compressor assembly 250. Compressor assembly 250 is configured to draw in air 255 and to load fuel cell assembly 210 with air flow 211 on the cathode side.

[0034] The control unit 251 is configured to execute Figure 3 Method 100. To this end, according to Figure 1 The control unit 251 has a signal interface 254. The signal interface 254 is configured to output supply information 280 to the fuel cell control unit 208. The signal interface 254 can be a fieldbus interface, such as a CAN interface, and / or an interface for wireless communication, such as via Bluetooth and / or a wireless local area network (WLAN).

[0035] Control unit 251 is configured to receive the absolute vehicle altitude relative to sea level as air pressure information P and the outside air temperature as temperature T via a CAN bus and / or a wireless communication interface. A temperature sensor is present in the vehicle to detect temperature T. Air pressure information P can be obtained as altitude via terrain information and / or read via a pressure sensor. Air pressure information P and temperature T influence the properties of the air to be inhaled 255 and, therefore, the "power reserve" of compressor assembly 250. At very high altitudes, the intake pressure of compressor assembly 250 is lower, meaning that only a lower absolute pressure or output pressure can be achieved with a given pressure ratio rP. Consequently, given a given absolute pressure requirement, compressor assembly 250 consumes more energy for compression. Compressing hot air 255 requires more energy than compressing cold air. Alternatively, altitude and temperature T, or their effects on compression, can be estimated from the inverter's electrical power consumption, pressure P, and mass flow jM.

[0036] Compressor assembly 250 has a rotational speed sensor (not shown) and / or is configured for sensorless rotational speed determination in order to determine the rotational speed N of compressor assembly 250 or the rotor of compressor assembly 250. Sensorless rotational speed determination can be achieved using power electronics. Control unit 250 is configured to detect the rotational speed N of compressor assembly 250 and a power variable W of compressor assembly 250. Power variable W is, for example, mass flow jM, which quantitatively describes the flow of air flow 211. Power variable W thus describes the delivery capacity of compressor assembly 250. Control unit 251 detects temperature T, altitude relative to sea level or directly the air pressure as air pressure variable P, rotational speed N as actual rotational speed, and power variable W. Power variable W can be determined as aerodynamic power from rotational speed N and volume flow and / or in combination with mechanical power on the shaft or rotor of compressor assembly 250.

[0037] The control unit 251 has a memory (not shown) for storing data. A comprehensive characteristic curve diagram 253 of the compressor assembly 250 (see FIG. 253 ) is stored in the control unit 251 or in the memory. Figure 2 ).

[0038] The control unit 251 is configured to determine an operating point 260 as a function of the rotational speed N and the power variable W (see Figure 2 The detected data are processed in order to determine an operating point 260 in a performance map 253 of the compressor assembly 250. The control unit 251 is configured to determine a supply point 270 that can be set as a potential operating point 260 as a function of the operating point 260, the temperature T, and the gas pressure information P. To this end, the control unit 251 is configured to detect an operating variable BI and / or an operating temperature BT of the compressor assembly 250. The operating variable BI specifies, for example, the power consumption of the electric drive of the compressor assembly 250. The operating temperature BT specifies the temperature of the compressor assembly 250 and / or the temperature of its components.

[0039] The operating point 260 and the supply point 270 and the relationship between the operating point 260 and the supply point 270 are further referred to Figure 2 illustrate.

[0040] according to Figure 1 The control unit 251 is configured to determine supply information 280 having a control time interval DT (including a buffer time interval PZ and a buffer factor F) as a function of the operating point 260 and the supply point 270. The supply information 280 includes a mass flow jM achievable at the supply point 270 and / or a pressure ratio rP achievable at the supply point 270.

[0041] The control unit 251 is configured to transmit supply information 280 to the fuel cell control unit 208 via a signal interface 254. The supply information 280 can be continuously transmitted via the signal interface 254, so that the corresponding current supply information 280 is available to the fuel cell control unit 208. Based on the supply information 280 (which includes the mass flow jM, i.e., how much air the compressor assembly 250 can provide over what time, i.e., per time unit (e.g., per second)), the fuel cell control unit 208 can implement a regulation of the fuel cell assembly 210, since requirements based on the supply information 280 can be generated via the transmitted supply information 280.

[0042] Using the buffer time interval PZ, the control unit sends information representing adjustments to compressor assembly 250 within a wear-optimized time. Using the buffer time interval PZ, the supply function is intentionally altered to improve compressor service life. For example, supply information 280 may include: an absolute pressure increase of 0.5 bar (as the achievable pressure ratio rP) and an additional mass flow increase of 20 g / s (as the achievable mass flow jM) can be provided over a 0.8 s time interval (as the adjustment time interval DT). A portion of the 0.8 s adjustment time interval DT comprises the buffer time interval PZ. In the event of high wear, compressor assembly 250 can also be adjusted based on supply information 280 without the buffer time interval PZ or with a shorter buffer time interval PZ (and thus a shorter adjustment time interval DT). Fuel cell control unit 208 can further process supply information 280 for predictive regulation of fuel cell system 205, with supply information 280 of compressor assembly 250 serving as an upper limit.

[0043] Figure 2 A comprehensive characteristic diagram 253 having an operating point 260 and a supply point 270 for operating a compressor assembly 250 according to one aspect of the present disclosure is schematically shown. This comprehensive characteristic diagram 253 is stored in a control unit 251 of the compressor assembly 250. This control unit 251 and this compressor assembly 250 are referred to as Figure 1 illustrate. Figure 2 refer to Figure 1 illustrate.

[0044] Here, performance map 253 is shown as a surface. Performance map 253 is dependent on the pressure ratio rP and the power variable W or the mass flow jM of air flow 211. The pressure ratio rP is the ratio of the pressure of the air 255 to be inhaled to the pressure of the air flow 211. Performance map 253 shows the relationship between the pressure ratio rP and the power variable W or the mass flow jM as a function of the speed N. For each speed N, a curve is obtained in performance map 253 that illustrates the relationship between the pressure ratio rP and the power variable W. Performance map 253 is dependent on the temperature T of the air to be inhaled and the air pressure information P.

[0045] When operating compressor assembly 250, given temperature T and gas pressure information P, an operating point 260 exists in performance map 253. Operating point 260 can be defined by two of the following variables: speed N, power variable W or mass flow jM, pressure ratio rP.

[0046] The characteristic map 253 is limited on the left side, i.e., at the minimum power parameter W at a given speed N, by a so-called surge limit P. The characteristic map 253 is limited on the right side, i.e., at the maximum power parameter W at a given speed N, by a so-called blocking limit. Furthermore, the characteristic map 253 is limited by the maximum speed N.

[0047] In addition, Figure 2 2 shows two supply points 270. One of supply points 270 (on the left) is the operating point 260 with the maximum pressure ratio rP. A pressure ratio difference DrP exists between this supply point 270 and the operating point 260. The other of supply points 270 (on the right) is the operating point 260 with the maximum mass flow jM or the maximum power variable W. A power variable difference DW exists between this supply point 270 and the operating point 260. Supply points 270 are connected by a line on the performance map 253 and are based on the same speed N. Therefore, the speed N is the speed associated with supply point 270. A speed difference DN exists between the speed N of the operating point 260 and the speed N of the supply point 270.

[0048] Supply information 280 may include differences, namely, pressure ratio difference Drp, power parameter difference DW, and speed difference DN, in order to indicate the control reserve of compressor assembly 250. Supply information 280 includes a control time interval DT associated with pressure ratio difference Drp, power parameter difference DW, and / or speed difference DN, which is required for regulating supply point 270 starting from operating point 260.

[0049] Figure 3Schematically shows a flow chart of a method 100 according to one aspect of the present disclosure. The method 100 is a method 100 for a compressor assembly 250 of a vehicle 200a, 200b. Such a compressor assembly 250 and such a vehicle 200a, 200b refer to Figure 1 illustrate. Figure 3 refer to Figure 1 and Figure 2 illustrate.

[0050] Method 100 includes detecting 110 the temperature T of air 255 to be compressed and air pressure information P related to air 255, as well as a rotational speed N of compressor assembly 250 and a power variable W of compressor assembly 250. Detection 110 thus corresponds to data acquisition or data input. Here, the temperature T, the altitude relative to sea level or directly the air pressure as the air pressure variable P, the rotational speed N as the actual rotational speed, and the power variable W are detected.

[0051] The operating point 260 is determined 120 as a function of the rotational speed N and / or the power variable W. The detected data are processed in order to obtain a characteristic diagram 253 (see Figure 2 ) determines the operating point 260.

[0052] Supply point 270 is determined 130 based on operating point 260, temperature T and pressure information P. Supply point 270 is determined 130 in conjunction with overall performance diagram 253 of compressor assembly 250. For this purpose, the maximum mass flow jM and the maximum pressure ratio rP at a given speed N are determined.

[0053] Supply point 270 is determined 130 based on the current electrical power consumption of the inverter as power variable W and the distance. The electrical power required to reach supply point 270 is calculated using temperature T and air pressure information P, such as vehicle height, and compared with the current power variable W. This results in a difference value that can be controlled as long as the maximum inverter power is not exceeded.

[0054] The control time interval DT is determined 135 as a function of the operating point 260 and the supply point 270. The moment of inertia or the moment of inertia is taken into account in conjunction with mechanical variables (e.g., based on the rotor mass, wherein the mass can be parameterized) in order to determine the volume flow or mass flow jM and the pressure and / or the pressure ratio rP.

[0055] Supply information 280 is determined 140 based on operating point 260 and supply point 270. Supply information 280 includes the mass flow jM and / or the pressure ratio rP that can be achieved at supply point 270. Supply information 280 is determined based on speed difference DN and / or power parameter difference DW. Supply information 280 includes a control time interval DT, which specifies how long it takes for compressor assembly 250 to reach supply point 270, for example, as a point with maximum pressure ratio rP and / or maximum mass flow jM. Control time interval DT includes a buffer time interval PZ. Buffer time interval PZ depends on operating variable BI and / or operating temperature BT of compressor assembly 250. Supply information 280 is determined by taking into account a buffer factor F.

[0056] The output 150 of the supply information 280 is implemented. The supply information 280 is output so that the supply information 280 can be processed in the fuel cell control unit 208.

[0057] Reference numerals (part of the specification)

[0058] 65 Electricity

[0059] 100 methods

[0060] 110 Detection

[0061] 120 Determine the operating point

[0062] 130 Determine the supply point

[0063] 135 Obtaining the adjustment time interval

[0064] 140 Obtain supply information

[0065] 150 output

[0066] 200a Vehicle

[0067] 200b Commercial Vehicle

[0068] 205 Fuel Cell System

[0069] 206 Energy Storage Device

[0070] 207 Electric Drive

[0071] 208 Fuel Cell Control Unit

[0072] 210 fuel cell components

[0073] 211 Air Flow

[0074] 250 compressor assembly

[0075] 253 Comprehensive characteristic curve

[0076] 251 control unit

[0077] 254 signal interface

[0078] 255 Air

[0079] 260 operating points

[0080] 270 Supply Points

[0081] 280 Supply Information

[0082] BI operation parameters

[0083] BT operating temperature

[0084] DN Speed ​​difference

[0085] DrP pressure ratio difference

[0086] DW Power parameter difference

[0087] jM Mass Flow

[0088] F Buffer factor

[0089] N speed

[0090] P Air pressure information

[0091] PZ buffer time interval

[0092] rP pressure ratio

[0093] T temperature

[0094] W Power parameter

Claims

1. A method (100) for a compressor assembly (250) for a vehicle (200a), in particular a commercial vehicle (200b), wherein: The method (100) comprises: - detecting (110) the temperature (T) of the air (255) to be compressed and air pressure information (P) related to the air (255), as well as the rotation speed (N) of the compressor assembly (250) and the power parameter (W) of the compressor assembly (250); - determining (120) an operating point (260) as a function of the rotational speed (N) and / or the power variable (W); - determining (130) a supply point (270) that can be set as a potential operating point (260) depending on the operating point (260), the temperature (T) and the gas pressure information (P); - obtaining (140) supply information (280) in dependence on said operating point (260) and said supply point (270); and - outputting (150) the supply information (280).

2. The method (100) according to claim 1, wherein The supply information (280) includes a mass flow (jM) achievable at the supply point (270), a pressure ratio (rP) achievable at the supply point (270), and / or a rotational speed (N) associated with the supply point (270).

3. The method (100) according to claim 1 or 2, wherein: The supply point (270) is determined (130) in conjunction with a comprehensive characteristic curve diagram (253) of the compressor assembly (250).

4. The method (100) according to any one of the preceding claims, wherein The supply information (280) is determined as a function of a rotational speed difference (DN) and / or a power parameter difference (DW).

5. The method (100) according to any one of the preceding claims, wherein The method (100) comprises: - determining (135) a regulation time interval (DT) as a function of the operating point (260) and the supply point (270), wherein: - The provisioning information (280) includes the adjustment time interval (DT).

6. The method (100) according to claim 5, wherein The adjustment time interval (DT) includes a buffer time interval (PZ).

7. The method (100) according to claim 6, wherein: The buffer time interval (PZ) is dependent on an operating variable (BI) and / or an operating temperature (BT) of the compressor assembly (250).

8. The method (100) according to any one of the preceding claims, wherein The supply information (280) is obtained taking into account a buffer factor (F).

9. The method (100) according to any one of the preceding claims, wherein The vehicle (200a), in particular a commercial vehicle (200b), comprises a fuel cell assembly (210), and the compressor assembly (250) is configured to load the fuel cell assembly (210) with an air flow (211).

10. Computer program and / or computer-readable medium comprising instructions which, when a computer implements the program or the instructions, cause the computer to execute the method (100) according to any one of claims 1 to 9 and / or the steps of the method (100) according to any one of claims 1 to 9.

11. A control unit (251) for a compressor assembly (250) of a vehicle (200a), in particular a commercial vehicle (200b), wherein: The control unit (251) is configured to carry out the method (100) according to any one of claims 1 to 9 and has a signal interface (254) for outputting supply information (280).

12. A compressor assembly (250) for a vehicle (200a), in particular a commercial vehicle (200b), comprising a control unit (251) having a signal interface (254), wherein: The control unit (251) is configured to carry out the method (100) according to any one of claims 1 to 9, and the signal interface (254) is configured to output supply information (280).

13. A fuel cell system (205) for a vehicle (200a), in particular a commercial vehicle (200b), comprising a compressor assembly (250) according to claim 12, a fuel cell control unit (208) and a fuel cell assembly (210), wherein: The compressor assembly (250) is configured to load the fuel cell assembly (210) with an air flow (211), and the signal interface (254) is configured to output supply information (280) to the fuel cell control unit (208).

14. Vehicle (200a), in particular a commercial vehicle (200b), comprising the compressor assembly (250) according to claim 12 and / or the fuel cell system (205) according to claim 13.

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