Personalization of energy supply and energy management in vehicles

Abstract

Control unit (103) for the energy management of an electrical system (100) of a vehicle (302), wherein the electrical system (100) comprises a generator (101) of electrical energy, a storage device (104) of electrical energy (104), and an electrical consumer (106); wherein the control unit (103) is configured to: - identify an occupant (301) of the vehicle (302); wherein the occupant (301) is the driver of the vehicle (302); - identify an occupant profile of the occupant (301); wherein the occupant profile includes an occupant-specific utilization rate of energy recuperation phases; - identify an operating strategy (303) for energy management, wherein the operating strategy (303) depends on the identified occupant profile of the occupant (301); wherein the operating strategy (303) includes a rule that establishes an initial state-of-charge threshold of the storage (104) from which the generator (101) generates electrical energy to charge the storage (104);wherein the first state-of-charge threshold depends on the degree of utilization of recuperation phases by the driver; and- to apply the determined operating strategy (303) for the energy management of the electrical on-board network (100) of the vehicle (302).

Description

The invention relates to energy management in a vehicle. More particularly, the invention relates to a method and apparatus for improved balancing of electric power supply and consumption in a vehicle.Vehicles (e.g., automobiles such as automobiles) include a variety of electrical loads. Examples of such electrical loads are headlights, seat heating, heating resistor of the rear window, air conditioning system, infotainment system, etc. For supplying the electrical loads, vehicles with an internal combustion engine comprise a generator which is configured to generate electrical energy from the mechanical energy of the internal combustion engine. Moreover, vehicles include a battery (e.g., a lead-acid battery or a lithium-ion battery) to store and provide electrical energy generated by the generator when needed (e.g., when the internal combustion engine is at a standstill). Furthermore, vehicles comprise on-board electrical systems for distributing the electrical energy generated by the generator and / or stored by the battery to the multiplicity of electrical loads.Furthermore, vehicles (e.g. battery electric vehicles, BEVs, or plugin hybrid electric vehicles, PHEVs) can comprise electric drive motors as further electrical loads. In conventional vehicles with internal combustion engines, BEVs or PHEVs, during deceleration processes, coasting processes or during downhill travel (coasting phases), the alternator, i.e. the generator, or the electric drive motor, can be used in the generator mode, in order to be able to recover the kinetic energy stored in the vehicle in the form of electrical energy via the drive shaft, coupled to the electric machine (recuperation). The recovered electrical energy can be stored, for example, in the battery of the vehicle and / or in a storage capacitor, and can be supplied from there to the electrical loads.Suitable energy management in the vehicle is generally intended to ensure that sufficient electrical energy is provided for the plurality of electrical loads by the generator (generator) and the electrochemical storage devices in the vehicle (e.g. one or more batteries, one or more storage capacitors). This electrical energy should be generated in the most energy-efficient manner possible by the electrical generators of the vehicle (e.g. a generator which converts the mechanical energy of an internal combustion engine into electrical energy and / or a generator which converts the kinetic energy of the vehicle into electrical energy by recuperation), and should be stored in a suitable manner in one of the electrochemical stores of the vehicle in order, for example, to have sufficient energy / power available for supplying the electrical loads when the internal combustion engine is at a standstill and in order to ensure a restart of the engine after standstill. The energy gained by recuperation reduces the fuel consumption or all emissions and increases the range for BEVs and PHEVs. To this end, the energy management system can use an operating strategy that comprises a plurality of rules.DE 10 2009 048 821 A1 describes a method for determining the range for vehicles. US 2011 / 0202216 A1 describes a method for controlling the hybrid drive of a vehicle. DE 10 2010 029 118 A1 describes a method for operating at least one motor vehicle energy store.The present document describes a method and apparatus for managing electrical energy in a vehicle. The method and the device ensure that the energy management aspects of the generation of electrical energy, the storage of electrical energy, the distribution of electrical energy and the consumption of electrical energy are matched to one another in the most efficient manner possible.The invention is defined by the independent claims. Preferred embodiments are described in the dependent claims.According to one aspect, a control unit for the energy management of an electrical on-board power supply system of a vehicle is described. The on-board power supply system of the vehicle (e.g. of the motor vehicle or automobile) typically comprises a generator of electrical energy, such as e.g. a generator connected to an internal combustion engine of the vehicle and / or an electric motor operated as a generator. Furthermore, the on-board power supply system can comprise a storage of electrical energy, such as a battery and / or a storage capacity. In addition, the on-board power supply system typically comprises one or more electrical loads, such as an air conditioning system, an electric motor, a lighting system, a seat heater, and / or an infotainment system.The control unit may be configured to determine an occupant (e.g., a driver) of the vehicle. In particular, the control unit can be configured to ascertain the occupant on the basis of an identity device, such as a vehicle key and / or a personal electronic device of the occupant. The controller may be further configured to determine a plurality of occupants of the vehicle (e.g., a driver and a passenger).Furthermore, the control unit can be set up to determine an operating strategy for energy management, the operating strategy depending on the occupant determined. In other words, the control unit can determine an occupant-dependent operating strategy for the energy management of the on-board power supply system of the vehicle. The operating strategy typically defines one or more rules for generating electrical energy by the generator, for storing electrical energy in the memory and / or for consuming an electrical load. These one or more rules may depend on the occupant (or the plurality of occupants) of the vehicle. In particular, the one or more rules can be designed such that the energy management of the on-board power supply system is adapted to a typical behavior of the occupant (such as, for example, driving characteristics of a driver and / or preferences of the occupant or occupants with respect to the electrical loads used).Furthermore, the control unit can be set up to apply the ascertained operating strategy for the energy management of the electrical on-board power supply system of the vehicle. By using an occupant-specific operating strategy, the average consumption of electrical energy in the vehicle may be reduced. Furthermore, risks due to insufficiently stored electric energy can be reduced (e.g., a jamming / pain risk).The operating strategy can comprise one or more of the following rules: a rule which defines a first state-of-charge threshold value of the storage device, starting from which the generator generates electrical energy for charging the storage device. The generation of electrical energy by the generator (e.g., by the generator of the internal combustion engine) typically results in increased fuel consumption. For this reason, the charging phases of the memory should be selected such that recuperation phases can be optimally utilized. On the other hand, the storage should be sufficiently filled to supply the electrical load or loads with electrical energy (and to avoid a risk of jamming). The first state-of-charge threshold value may therefore depend on a utilization level of recuperation phases by the driver and / or on an average length of routes traveled by the driver.A further rule can define a second state-of-charge threshold value of the storage device, starting from which consumption of the electrical load is reduced. The second state-of-charge threshold value may depend, for example, on the average length of routes traveled by the driver. At a relatively low average length, the second state-of-charge threshold should be relatively high to ensure that the memory is not depleted briefly by consumption of the electrical load (thus creating a jamming risk). A further rule may define a utilization level of the generator, starting from which an idling speed of the internal combustion engine of the vehicle is increased. This ensures that the internal combustion engine provides sufficient energy for the generator.The control unit may be configured to determine an occupant profile of the occupant or the plurality of occupants. The occupant profile may provide information about an average length of distances traveled by the occupant, for example. Furthermore, the occupant profile can provide information about an occupant-specific (e.g. driver-specific) utilization level of energy recuperation phases. In addition, the occupant profile may provide an indication of a driver-specific portion of engine brake usage during deceleration operations of the vehicle. Further aspects of the occupant profile may be a classification of a driving style of the driver, e.g., a sport driving style or an energy focused driving style. Furthermore, the occupant profile can comprise information about an average consumption of electrical loads used by the driver. The driver-specific profile properties may depend on the further occupants of the vehicle. For example, the presence of children in the vehicle may result in a change in the driving style of the driver (e.g., a driving style without children in the vehicle). Thus, the occupant profile can give an image about the behavior of the driver and / or about the behavior of the further occupants. The occupant profile can be determined and adjusted by the control unit. For this purpose, the behavior of the driver and / or of the further occupants can be detected and averaged over a longer period of time.The operating strategy determined can depend on the occupant profile of the driver or of the occupants. In particular, the operating strategy and / or the rules of the operating strategy can depend on properties and / or behaviors of the driver or occupants reflected in the occupant profile. A change in the occupant profile may result in a change in the operating strategy being used. In other words, the operating strategy can be continuously adapted to the behavior of the driver or of the occupants.The control unit can be configured to load the operating strategy determined for the driver or for the occupants from a data memory outside the vehicle. For this purpose, the control unit can communicate with the data memory via a wireless communication connection. The storage of the operating strategies in a vehicle-external data memory enables the transmission of the driver-specific or occupant-specific operating strategy to a plurality of different vehicles. Thus, the driver or the occupants can use an operating strategy optimized for him / her in a plurality of vehicles.The control unit can be configured to ascertain information about the environment of the vehicle. The information about the environment of the vehicle can comprise, for example, a temperature in a direct environment of the vehicle, a geographical position of the vehicle, a current time of day and / or an elevation of the vehicle. The operating strategy determined may depend on the information about the environment of the vehicle.The control unit can furthermore be configured to output information regarding the determined operating strategy to the driver or to the occupants. Conversely, the control unit may be configured to modify the determined operating strategy on the basis of a manual input, and thus allow the occupant or occupants to actively influence the operating strategy (e.g. if the driver knows that he will travel a long route contrary to his habit).According to a further aspect, a method for operating an electrical on-board power supply system of a vehicle is described. The method includes determining a driver or occupant of the vehicle. Furthermore, the method includes ascertaining an operating strategy for the energy management of the on-board power supply system, the operating strategy depending on the ascertained driver or on the ascertained occupants. Furthermore, the method comprises the configuration or operation of the on-board electrical system according to the determined operating strategy for the energy management of the on-board electrical system.According to a further aspect, a software (SW) program is described. The SW program may be arranged to be executed on a processor and thereby to execute the method described in this document.According to a further aspect, a storage medium is described. The storage medium may comprise a SW program which is configured to be executed on a processor and to thereby execute the method described in this document.It should be noted that the methods, devices, and systems described herein may be used both alone and in combination with other methods, devices, and systems described herein. Furthermore, any aspects of the methods, apparatus and systems described in this document can be combined with one another in a variety of ways. In particular, the features of the claims can be combined with one another in many ways.The invention is described in more detail below with reference to exemplary embodiments. This shows FIG. 1 shows a block diagram of an exemplary electrical on-board power supply system of a vehicle; FIG. 2 shows a flow diagram of an exemplary method for the operation of an on-board power supply system; and FIG. 3 shows an exemplary scenario for occupant-dependent operation of an on-board power supply system.FIG. 1 shows a block diagram of an exemplary on-board power supply system 100 of a vehicle. The on-board power supply system 100 comprises a generator 101 which is configured to convert mechanical energy of an internal combustion engine into electrical energy. The generator 101 is usually coupled to a voltage regulator 102, which is configured to set a specific vehicle electrical system voltage and to provide the electrical energy generated by the generator 101 with the set vehicle electrical system voltage. The voltage regulator 102 may be controlled by a power management controller 103. The control unit 103 may be configured to change the vehicle electrical system voltage on the basis of the voltage regulator 102.FIG. 1 shows the example of a vehicle with an internal combustion engine. The invention is also applicable to electric motor vehicles and / or hybrid drive vehicles. In this case, the on-board power supply system 100 can comprise a voltage converter which is configured to convert electrical energy from a first voltage (e.g. 300 V) into electrical energy with the set on-board power supply system voltage. The electrical energy may be provided, for example, by a high-voltage battery. Furthermore, the electric motors can be used as generators in order to recover electrical energy (recuperation), for example during deceleration processes and / or during downhill journeys.The on-board power supply system 100 can comprise a battery 104 (e.g. a lead-based battery or a lithium-ion battery) which is configured to store electrical energy and to deliver it to the electrical loads 106 in the vehicle if required (e.g. when the internal combustion engine is at a standstill). In addition, the on-board power supply system 100 can comprise one or more storage capacities (so-called super caps) which are configured to absorb and store relatively large amounts of electrical energy / power in a short time. Furthermore, the on-board power supply system 100 comprises one or more distributors 105 which are designed to distribute the electrical energy from the generator 101 and / or from the battery 104 to a multiplicity of electrical loads 106 in the vehicle. The individual consumers 106 are connected via electrical lines 107 to a distributor 105 and / or to the energy sources generator 101 / battery 104. Both the individual loads 106 and the lines 107 lead to consumption of electrical energy in the vehicle.The energy management control unit 103 may be configured to match the generation of electrical energy (by the generator 101 and / or by one or more electric motors), the storage of the electrical energy (by the battery 104, by a high voltage battery, and / or by a storage capacity), and the consumption of the electrical energy (by the electrical loads 106 and the lines 107). For this purpose, the control unit 103 typically uses a predefined operating strategy with a plurality of rules. Examples of operating strategy rules are:• Rule 1: If the vehicle is in normal operation and the battery 104 is sufficiently charged (i.e. above a state of charge threshold value), then no charge of the battery 104 takes place (so-called zero current control). This can be achieved, for example, by lowering the vehicle electrical system voltage, so that the vehicle electrical system voltage is below the charge threshold value of the battery 104. Rule 1 ensures that the internal combustion engine is not unnecessarily loaded and the consumption of the vehicle is thereby increased.• Rule 2: When the engine is coasting (e.g., using engine brake during downhill travel), maximum charging of the battery 104 occurs. This can be effected, for example, by raising the vehicle electrical system voltage. Rule 2 ensures that a maximum possible portion of the kinetic energy of the vehicle is converted into electrical energy (recuperation).• Rule 3: If generator 101 is loaded by more than one load threshold (e.g., 80%), then an increase in engine idle speed is made to ensure sufficient generation of electrical energy; or if generator 101 is loaded by more than the load threshold, then degradation of electrical loads 106 is made to reduce electrical energy consumption; or if generator 101 is loaded by more than the load threshold, then an increase in engine idle speed and degradation of the loads are made.The predefined operating strategy typically includes rules that, during typical use of the vehicle, ensure that sufficient electrical energy is provided to the electrical loads 106 of the vehicle to ensure the desired comfort and reliability of the vehicle. However, the predefined operating strategy is usually only energy-efficient to a limited extent.The present document proposes adapting the operating strategy of the energy management control unit 103 to the respective driver of the vehicle. This makes it possible to use operating strategy rules that take into account the driving habits and / or the preferences of the driver. By means of this personalized operating strategy, the energy management can be made more efficient, which leads to a reduction in the fuel consumption, for example.Personalization scopes of a vehicle can relate to the vehicle key and the associated personal assignment of the configuration information of the vehicle. The configuration scopes can relate to comfort functions such as, for example, the setting of the driver's seat, the setting of the rearview mirror and / or the setting of preferred radio transmitters. An optimum design of the comfort functions in cooperation with the energy supply is, however, not possible due to an unmatched, customer-specific energy supply. This means the usage and travel profile data typical of a respective driver, which typically have a considerable influence on the energy supply in the vehicle.It is proposed in this document to adapt the operating strategy of the energy management on the basis of the personalization data (individual or group of persons in the vehicle). This can be achieved, for example, by the following method 200. In step 201, the driver or the passenger group of the vehicle registers to any desired vehicle. The registration can be effected, for example, by a key during boarding via the data exchange of personalization. The personalization data stored in the application are then called up by the key, from a database on-board or from a database off-board and the customer functions and the energy management are conditioned on a person-dependent basis (step 203). The conditioning of the energy management can be effected in such a way that the stored behavior rules are either adapted or exchanged in the on-board energy management system 103. These rules or the information for configuring the rules can be stored, for example, in a data cloud. Alternatively, a complete driver / occupant-individual operational strategic set can be stored.Further, the power management may check the technical configuration of the vehicle (step 203). This is understood to mean, for example, whether a sufficiently dimensioned generator 101 or a sufficient battery 104 is installed. This is to be determined in connection with information about fault states and about aging states. Thus, the operating strategy used can be adapted to the current state of the on-board power supply system (e.g. of the generator 101 and / or of the battery 104).The driver / occupant-individual operating strategy of the control unit 103 can be determined by creating a plurality of operating strategy profiles in advance, for example on the basis of training data. An operating strategy profile may comprise operating strategy rules which are adapted to a specific driving style and / or to a specific combination of electrical loads. This can ensure that the generation of the electrical energy (e.g. by the generator 101), the storage of the electrical energy (e.g. by the battery 104) and the consumption of the electrical energy (by the electrical loads 106) is matched for the specific driving style and / or for the specific combination of electrical loads. The operating strategy profile thus optimizes energy consumption for certain driving style / configuration conditions and reduces risks (such as a jamming risk).Furthermore, an occupant profile can be created for the driver and / or for the occupants. The occupant profile may provide information about the driver's driving style and / or about the typical electrical loads typically used by the occupants. The occupant profile can be automatically adjusted, for example, during driving, so that the occupant profile provides average information about the driving style and / or the preferences of the occupants.When the driver and / or occupants identify themselves when entering the vehicle, the occupant profile may be matched to the plurality of operating strategy profiles, and it may be determined which of the plurality of operating strategy profiles best matches the occupant profile. The operating strategy of the determined operating strategy profile can then be used by the control unit 103 for operating the on-board power supply system 100.As set forth above, an operating strategy includes a plurality of rules used by the control unit 103 to manage the electrical energy in the onboard electrical system 100. In this case, the rules listed above by way of example can be adapted, for example, as a function of the driving style of the driver (which results from the occupant profile). If the driver is, for example, a driver with pronounced long-distance driving behavior, the state-of-charge threshold value of the battery 104, at which charging of the battery 104 by the generator 101 occurs, can be lowered in order to ensure that the battery 104 has a maximum capacity in recuperation phases. On the other hand, in a marked short-range driving behavior, the state of charge of the battery 104 should be kept relatively high in order to reduce a risk of a person lying down. In other words, in the case of a pronounced short-range driving behavior, the battery 104 should also be recharged already at low discharge. Consequently, an optimized operating strategy of the energy management control unit 103 typically depends on the length of the route traveled.The operating strategy rules may be further adjusted to optimize operation of the vehicle in a respective climate zone in conjunction with customer behavior (step 204). For example, a customer may not use the air conditioner despite driving in warmer climates. For this purpose, the operating strategy for thermal energy management can be adapted. In other words, when selecting a suitable operating strategy, further data can be taken into account, such as, for example, localization data and / or map information. This information can provide information, for example, concerning whether large electrical loads (such as an air conditioning system, for example) are to be taken into account and / or whether a high number of recuperation phases is to be expected (such as in hilly regions, for example). At this time, the operation of the vehicle in a hilly region can be optimized in association with the typical driving behavior. For example, a driver can only make use of the recuperation phases that are available slightly by means of a sport driving style, so that a high battery charge is expedient despite numerous potential recuperation phases.The operating strategy determined can be used by the control unit 103 for controlling / regulating the on-board power supply system 100 (step 205). The control unit 103 may be configured to further adapt the rules of the operating strategy to the driver / occupant driving behavior and consumption behavior (step 206). In particular, the control unit 103 can be configured to further adapt the operating strategy determined on the basis of training data to the driving behavior and the consumption behavior, and to store it as a driver / occupant-specific operating strategy (e.g. in the vehicle or in a central database). This driver / occupant-specific operating strategy can then be used by the control unit 103 when the driver / occupants log in to the vehicle (step 201).Furthermore, the driver / occupant-specific operating strategy and the optimized rules can be used as training data for the determination of further optimized operating strategy profiles (step 207). These operating strategy profiles may then be used as a basis for the driver-specific operating strategies of other drivers.Optionally, the adaptation of the operating strategy can be displayed to the driver via the available display elements of the vehicle. In particular, the driver can be presented with the current state of the vehicle or the current state of the energy management, personal data and / or conditioning of the vehicle. Furthermore, it can be made possible for the driver to influence the operating strategy used manually. For example, "preferences" of functions can be entered manually, e.g. for a deliberate conditioning of the functional behavior of the control unit 103.In the following, an example scenario 300 for the use of driver-specific operating strategies for the operation of an electrical system 100 is described with reference to FIG. 3. The driver 301 registers on and drives with a vehicle 302. Furthermore, boundary conditions 304 of the vehicle operation, such as climate zone, elevation, city / country, etc., and preferred functions of the driver can be determined. On the basis of the driver identity and possibly on the basis of the further boundary conditions / preferences, an operating strategy 303 of the energy management can be determined. The operating strategy 303 can be stored as a driver-specific data record in a data memory 305 (e.g. in a cloud). For example, the data record can be requested by the control unit 103 from an external database 305. As already explained above, the information of a plurality of drivers gathered in the data memory 305 can be used to develop 306 improved operating strategies 303.The dataset with the driver-specific operating strategy 303 can be used flexibly in different vehicles 302. For example, if the driver 301 uses another vehicle 302 (e.g., a rental vehicle, a new vehicle, a secondary vehicle, a service vehicle,... ), the driver 301 identifies himself to the other vehicle 302 with his personal ID provider and this vehicle 302 can thus access the data associated with the driver in the external database 305. With the aid of these data, the vehicle 302 and in particular the energy management system 103 and its operating strategy here are conditioned.The energy management method and system described in this document result in an increase in the value of the vehicle for the user. The method can be implemented cost-effectively as software on a power management control unit. By adapting the operating strategy of energy management, recuperation can be improved, which leads to a reduction in fuel consumption or emissions damaging to the climate and environment. In the case of an electric vehicle (BEV), this leads to an increase in the electrical range and in the case of hybrid vehicles (PHEV), to an increase in the electrical driving proportions. In addition, by adapting the battery charge state to the driving behavior and / or to the preferences of the driver, a risk of the vehicle remaining in the person can be reduced.The present invention is not limited to the exemplary embodiments shown. In particular, it should be noted that the description and figures are intended to illustrate only the principle of the proposed methods, apparatuses and systems.

Claims

Control unit (103) for the energy management of an electrical system (100) of an electrical vehicle (302), wherein the electrical system (100) comprises a generator (101) of electrical energy, a storage (104) of electrical energy (104) and an electrical load (106); wherein the control unit (103) is configured to - determine an occupant (301) of the vehicle (302); wherein the occupant (301) is the driver of the vehicle (302); - determine an occupant profile of the occupant (301); wherein the occupant profile comprises an occupant-specific utilization level of energy recuperation phases; - determine an operating strategy (303) for the energy management, wherein the operating strategy (303) depends on the determined occupant profile of the occupant (301); wherein the operating strategy (303) comprises a rule which defines a first state-of-charge threshold value of the storage (104), from which the generator (101) generates electrical energy for charging the storage (104); wherein the first state-of-charge threshold value depends on the degree of utilization of recuperation phases by the driver; and - to apply the determined operating strategy (303) for the energy management of the electrical on-board power supply system (100) of the vehicle (302).Control unit (103) according to Claim 1, wherein - the operating strategy (303) specifies one or more rules for generating electrical energy by the generator (101), for storing electrical energy in the memory (104) and / or for consuming the electrical load (106); and - the operating strategy (303) comprises one or more of the following rules: - a rule which specifies a second state-of-charge threshold value of the memory (104) from which consumption of the electrical load (106) is reduced; and - a rule which specifies a degree of utilization of the generator (101) from which an idling speed of an internal combustion engine of the vehicle (302) is increased.Control unit (103) according to one of the preceding claims, wherein - the generator (101) comprises a generator and / or an electric motor connected to an internal combustion engine; - the storage (104) comprises a battery and / or a storage capacity; and - the electrical load (106) comprises an air conditioning system, an electric motor, a lighting system, a seat heater, and / or an infotainment system.Control unit (103) according to any one of the preceding claims, wherein the control unit (103) is configured to determine the occupant (301) on the basis of a vehicle key and / or on the basis of a personal electronic device of the occupant (301).The control unit (103) according to any of the preceding claims, wherein the occupant profile comprises one or more of: - an average length of distances traveled by the occupant (301); - an occupant-specific portion of usage of an engine brake during deceleration operations of the vehicle (302); - a classification of a driving style of the occupant (301), e.g. a sport driving style or an energy focused driving style; - an average consumption of electrical loads (106) used by the occupant (301).Control unit (103) according to any of the preceding claims, wherein - the control unit (103) is configured to load the operating strategy (303) determined for the occupant (301) from a data memory (305); and - the data memory (305) is located outside the vehicle (302).Control unit (103) according to any one of the preceding claims, wherein - the control unit (103) is configured to determine information about the environment (304) of the vehicle (302); - the information about the environment (304) comprises one or more of: - temperature in a direct environment of the vehicle (302); - geographical position of the vehicle (302); - current time of day; and - elevation of the vehicle (302); and - the determined operating strategy also depends on the information about the environment (304) of the vehicle (302).Control unit (103) according to any one of the preceding claims, wherein the control unit (103) is configured to - output information regarding the determined operating strategy to the occupant (301); and / or - modify the determined operating strategy on the basis of a manual input.Method (200) for operating an on-board electrical system (100) of a vehicle (302), wherein the on-board electrical system (100) comprises a generator (101) of electrical energy, a storage (104) of electrical energy (104) and an electrical load (106); wherein the method (200) comprises - determining (201) an occupant (301) of the vehicle (302); wherein the occupant (301) is the driver of the vehicle (302); - determining an occupant profile of the occupant (301); wherein the occupant profile comprises an occupant-specific utilization level of energy recuperation phases; - determining (202) an operating strategy (303) for the energy management of the on-board electrical system (100), wherein the operating strategy (303) depends on the determined occupant profile of the occupant (301); wherein the operating strategy (303) comprises a rule which defines a first state-of-charge threshold value of the storage (104), from which the generator (101) generates electrical energy for charging the storage (104); wherein the first state-of-charge threshold value depends on the degree of utilization of recuperation phases by the driver; and - configuring (203) the on-board electrical system (100) according to the determined operating strategy (303) for the energy management of the on-board electrical system (100).

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