Method and battery management device for managing electrical energy stored in a traction battery and a motor vehicle with a battery management device

Abstract

Method for managing electrical energy stored in a traction battery (14) for an at least partially electrically operated motor vehicle (10), wherein, for a stationary phase of the motor vehicle, electrical energy is kept in the traction battery (14) as an energy reserve (20) for operating at least one motor vehicle component (22), comprising the steps: a) receiving (S10) environmental data, wherein the environmental data comprises climate data about a predetermined parking location of the motor vehicle in a forecast period; b) estimating (S12) a predictive energy requirement that is required for the at least one vehicle component (22) after an estimated downtime at the predetermined parking location in a next operating cycle as a function of the environmental data for a predetermined operating state; c) Reserving (S14) the estimated predictive energy demand as energy reserve (20).

Description

[0001] The invention relates to a method and a battery management device for managing electrical energy stored in a traction battery for an at least partially electrically powered motor vehicle. Furthermore, the invention relates to a motor vehicle with such a battery management device.

[0002] In partially electrically powered motor vehicles, which may be configured, for example, as hybrid vehicles or as purely electrically powered motor vehicles, electrical energy can be stored in a traction battery, which can, on the one hand, provide energy for an electric drive of the motor vehicle and, on the other hand, can be provided for operating at least one motor vehicle component. A motor vehicle component can, for example, include an electrically heated catalytic converter, an exhaust aftertreatment system such as a secondary ventilation system (SLS), an auxiliary heater, an automatic start-stop system, or an air conditioning device.For this at least one motor vehicle component, it is provided for a next operating cycle of the motor vehicle, for example after a stationary phase of the motor vehicle, to reserve electrical energy in the traction battery as an energy reserve so that the at least one motor vehicle component can be operated in the next operating cycle.

[0003] To date, the energy reserve for the next operating cycle has been determined based on environmental data from a worst-case scenario, meaning that the highest possible energy requirement is reserved as electrical energy in the traction battery for at least one vehicle component. However, this results in energy being withheld for the propulsion of the at least partially electrically powered vehicle, which reduces the vehicle's range or requires the combustion engine to be activated earlier, resulting in higher costs due to fuel consumption and higher emissions of exhaust gases, such as CO2.

[0004] DE 10 2012 217 184 A1 discloses a motor vehicle with a control unit, a power electronics unit, and an energy storage device. The energy storage device comprises a first electrical energy storage device and a second electrical energy storage device connected in parallel or connectable in parallel to the first electrical energy storage device, such that the two energy storage devices have a common base voltage at different charge states. The base voltage is essentially adjustable by the power electronics unit, and a predictive energy management system running on the control unit can determine a target specification for the base voltage depending on a predicted charge balance of the energy storage device.

[0005] DE 10 2014 224 227 A1 describes a control unit for a vehicle's electrical system. The electrical system comprises a first and a second energy storage device and a generator configured to generate electrical energy for the electrical system. The control unit is configured to control the generator according to a predefined state machine to charge the first and / or second energy storage device and maintain a charge level of the first and / or second energy storage device.

[0006] DE 10 2016 005 115 B3 discloses a method for controlling an energy storage device of a mild hybrid motor vehicle, wherein the energy storage device has a total capacity. A charge state control device of the energy storage device sets an upper and lower threshold value for a target charge state range of the energy storage device if, based on the fulfillment of at least one predeterminable condition, it is determined that at least one climate control device of the motor vehicle is to be activated or remains activated for at least a predeterminable period of time.

[0007] DE 10 2010 029 971 A1 relates to a method for the optimal use of energy in a motor vehicle powered by an electric motor. The electric motor is powered by at least one energy source, and the energy stored in the energy source is used to travel to a specified destination. To ensure safe arrival at the destination, it is ensured at the start of the journey that the desired destination will be reached by the next scheduled charging cycle of the energy storage device. Accordingly, the determined energy is distributed among at least one electrically operated main consumer and at least one electrically operated additional consumer, so that the at least one electrically operated main consumer has sufficient energy available to reach the specified destination.According to the teaching of DE 10 2010 029 971 A1, the energy available in the energy storage device is distributed along the selected route to the specified destination in such a way that the available residual energy is used for the auxiliary consumers depending on the selected route. The energy supply to the auxiliary devices is adjusted depending on the available residual energy. The available residual energy is calculated after deducting the estimated energy required for propulsion.

[0008] DE 10 2016 215 388 A1 relates to a method for planning and controlling the idle operation of a vehicle. For this purpose, the length of an upcoming idle time of the vehicle is predicted. The idle operation of the vehicle is then planned depending on the predicted length of the idle time. The length of the upcoming idle time of the vehicle is predicted depending on at least one predetermined correlation coefficient, which indicates a statistical significance of a relationship between one or more field data of the vehicle during the journey and an associated, expected length of the upcoming idle time. Subsequently, at least one function of the vehicle is planned and controlled during the upcoming idle time of the vehicle depending on the predicted length of the idle time, wherein the at least one function is an automatically performed function or a function selected by a driver of the vehicle.According to paragraph 12 of DE 10 2016 215 388 A1, this makes it possible to plan the execution or offering of necessary or desired functions of the vehicle during its upcoming standstill in order to minimize and thereby optimize standby power consumption during the upcoming standstill time, so that a complete discharge of the vehicle's storage battery is prevented.

[0009] Further methods for controlling an energy storage device are known from DE 10 2016 214 995 A1, DE 10 2016 005 125 A1 and DE 10 2014 009 448 A1.

[0010] The invention is based on the object of increasing a range for an at least partially electrically powered motor vehicle for a next operating cycle.

[0011] The problem is solved by the subject matter of the independent patent claims. Advantageous developments of the invention are disclosed by the dependent patent claims, the following description, and the figures.

[0012] The performance and energy requirements of a vehicle component depend on the vehicle's environmental data, which can include, for example, the route ahead, ambient temperature, humidity, and solar radiation. Consequently, environmental data should also preferably be considered for energy provision.

[0013] The invention is based on the finding that an energy reserve for operating at least one motor vehicle component in the traction battery can be reduced to a minimum if the energy reserve for a next operating cycle, i.e. after a stationary phase, no longer has to be taken into account in a general manner with the highest possible requirements, but can be estimated on the basis of environmental data for a forecast period for the respective component.

[0014] The invention provides a method for managing electrical energy stored in a traction battery for an at least partially electrically powered motor vehicle, wherein, for a stationary phase of the motor vehicle, electrical energy is kept in the traction battery as an energy reserve for operating at least one motor vehicle component. The method comprises, as a step a), receiving environmental data, wherein the environmental data comprise climate data about a predetermined parking location of the motor vehicle in a forecast period, and, as a step b), estimating a predictive energy requirement that will be required for the at least one vehicle component after an estimated stationary time at the predetermined parking location in a next operating cycle, depending on the environmental data for a predetermined operating state.Finally, the method comprises, as a step c), reserving the estimated predictive energy demand as an energy reserve.

[0015] In other words, electrical energy is reserved in the traction battery of the motor vehicle for a subsequent operating cycle, for example, for operation after a stationary phase of the motor vehicle, so that the at least one motor vehicle component can be operated after the stationary phase. The at least partially electrically powered motor vehicle can comprise a fully electrically powered motor vehicle or a hybrid vehicle, wherein the hybrid vehicle can be configured with an internal combustion engine and an electric motor.

[0016] In the method, environmental data is received which may, for example, comprise climate data, in particular temperature data, for a predetermined parking location of the motor vehicle within a forecast period. For example, the climate data may comprise a weather forecast for a specific city within a forecast period of one or more days. The predetermined parking location of the motor vehicle may, for example, be entered manually by a user and / or it may be determined using navigation data. From the predetermined parking location, a predictive energy requirement for the at least one vehicle component can then be determined depending on the environmental data. This energy requirement is required after an estimated downtime at the predetermined parking location in order to achieve a predetermined operating state.The predetermined operating state may, for example, include an operating temperature of the vehicle component, which may, for example, have cooled down after the motor vehicle has been stationary.

[0017] Using the environmental data, in particular the climate data, a temperature difference or a temperature fluctuation can be calculated up to the predetermined operating state, which results in an amount of energy required for the vehicle component. Using the estimated idle time of the vehicle, the predictive energy requirement can be further improved because, for example, it is possible to estimate the extent to which the vehicle component has cooled down or which environmental data is current for the next operating cycle of the motor vehicle. Using the known temperature fluctuation, it is also possible to estimate how the battery capacity changes over the idle phase and how much capacity can be made available for the next operating cycle. The predictive energy requirement determined in this way can then be reserved as an energy reserve in the traction battery for at least one vehicle component.

[0018] The invention offers the advantage that energy from a large portion of the otherwise fixed energy reserve can be released and thus made available to the motor vehicle's electric drive. This can increase the vehicle's range and delay the activation of an internal combustion engine, thereby saving fuel and reducing emissions.

[0019] The invention also includes embodiments which provide additional advantages.

[0020] One embodiment provides that the climate data in the forecast period include a temperature, humidity, and / or solar radiation profile at the predetermined parking location. In particular, climate forecasts can be provided that, for example, provide an hourly updated profile of the climate data in the forecast period. The forecast period can, for example, cover a range of one hour, twelve hours, 24 hours, and several days, preferably the next three days. In particular, the climate data can be updated at predetermined intervals. This embodiment offers the advantage that the environmental data can be improved, resulting in a more accurate determination of the predictive energy demand.

[0021] A further embodiment provides that the estimated downtime at the predetermined parking location is estimated based on a user profile and / or based on swarm data from a vehicle fleet comprising the motor vehicle. A user profile can be recognized, for example, using a self-learning algorithm. For example, the user profile can store information about when the motor vehicle is started on weekdays in the morning, for example at 8:00 a.m., from the user's place of residence to drive a user to work, where it is then parked between 9:00 a.m. and 6:00 p.m. The user can then park the motor vehicle at the user's place of residence again at 7:00 p.m., for example. From this, downtimes between 9:00 a.m. and 6:00 p.m. and 7:00 p.m. and 8:00 a.m. can be derived, which can be used to determine the predictive energy requirement.Alternatively or additionally, the motor vehicle can also belong to a vehicle fleet, whereby the vehicle fleet can create anonymous user profiles from which typical user profiles and downtimes can be derived. This embodiment offers the advantage of allowing predictive energy requirements to be determined more accurately.

[0022] A further embodiment provides that the environmental data is received from a sensor inside the vehicle and / or a data source outside the vehicle. The sensor inside the vehicle can, for example, comprise a temperature sensor, a position sensor, in particular a GPS sensor, a sensor for determining air humidity, and a sensor for detecting solar radiation on the motor vehicle. Using this data, for example, current environmental data at the location of the motor vehicle can be determined. Alternatively or additionally, the environmental data can also be received from an external data source, in particular via a data interface of the motor vehicle. The external data source can comprise position data, traffic data, and climate data, which can be received, for example, from a weather station, traffic monitoring systems, and other vehicles.In particular, the environmental data can be exchanged between different vehicles, preferably between vehicles in the same fleet, using vehicle-to-vehicle communication. For example, during a longer journey, environmental data of a motor vehicle can be retrieved at the destination, i.e., at the predetermined parking location. This embodiment offers the advantage of improving the determination of predictive energy requirements.

[0023] Preferably, the at least one vehicle component comprises an electrically heatable catalyst, an electrically controlled exhaust system, an auxiliary heater, and / or a window defrosting device. The electrically controlled exhaust system may, for example, comprise a secondary ventilation system (SLS) and a selective catalytic reduction (SCR) device.

[0024] One embodiment provides that at least one alternative parking location is further suggested in the vicinity of the predetermined parking location if an alternative predictive energy demand at the alternative parking location is lower than the predictive energy demand. In other words, environmental data for alternative parking locations in the vicinity of the actually intended parking location can also be known, from which a lower predictive energy demand results than for the originally intended parking location. These can then be suggested to a user as an alternative. For example, a parking garage or garage may be located near the predetermined parking location, which, for example, has a higher ambient temperature than the predetermined parking location, which is, for example, located outdoors.Consequently, a lower predicted energy requirement is determined for the parking garage for at least one motor vehicle component, and the parking garage can be suggested to the user as an alternative parking location. In particular, it can additionally be provided that a saved amount of energy, or a saved additional fuel consumption, is suggested for the respective parking location. This embodiment offers the advantage of achieving increased energy savings and thus lower fuel consumption.

[0025] A further embodiment provides that, for reserving the predictive energy requirement, a change in the electrical energy stored in the traction battery during a journey to the parking location is taken into account. In other words, the amount of electrical energy available in the traction battery at the parking location can be taken into account by considering changes in the electrical energy stored in the traction battery up to the parking location. For example, an upcoming route can be taken into account, which can be known in particular from navigation data. The upcoming route can, for example, lead through hilly terrain, which can result in a changed energy requirement for driving the vehicle.For example, in the case of an exclusively uphill route, an increased energy requirement for the drive can be provided, and in the case of an exclusively downhill route, energy can be saved through recuperation, for example, whereby an increased energy reserve can be maintained for at least one vehicle component.

[0026] Additionally or alternatively, a charging station at the parking location of the motor vehicle or during a journey to the parking location can also be taken into account when reserving the predictive energy requirement. For example, the energy requirement of the motor vehicle until the next charging station can be calculated here, whereupon the energy allocation of the motor vehicle's drive and the at least one vehicle component can be planned more precisely. A further change in the electrical energy stored in the traction battery can be determined, for example, using traffic data. For example, a motor vehicle will consume more energy if there is a traffic jam on the route. This embodiment results in an improvement in the determination of the predictive energy requirement.

[0027] A further embodiment provides that the predictive energy requirement for the one vehicle component is determined based on a predetermined measured value depending on the environmental data. The predetermined measured value can, for example, be stored in a memory of the motor vehicle and indicate an energy requirement required to bring the at least one motor vehicle component into the predetermined operating state, wherein the environmental data indicate the starting point for the energy requirement required up to the operating state. For example, the environmental data can indicate a temperature of -10 degrees Celsius and a predetermined operating state can, for example, be a temperature of 20 degrees Celsius. The predictive energy requirement can then be determined from the amount of energy required to heat the vehicle component by 30 degrees.This predictive energy requirement can be determined, for example, from the vehicle's own measurements and / or from sensor values ​​from other fleet vehicles. In particular, a self-learning algorithm can also be provided to determine a predictive energy requirement for the respective vehicle component based on the environmental data. This embodiment offers the advantage that the predictive energy requirement can be determined more precisely.

[0028] A further aspect of the invention relates to a battery management device for managing electrical energy stored in a traction battery for an at least partially electrically powered motor vehicle. The battery management device comprises a sensor receiving device configured to receive environmental data, wherein the environmental data comprises climate data about a predetermined parking location of the motor vehicle in a forecast period, a computing device configured to estimate a predictive energy requirement required for the at least one vehicle component after an estimated downtime at the predetermined parking location in a next operating cycle as a function of the environmental data for a predetermined operating state, and a control device configured to reserve the estimated predictive energy requirement as an energy reserve.The computing device can be designed, in particular, as an internal vehicle computer processor or an external vehicle computer processor, such as a server serving as a backend for determining the predictive energy requirement. Preferably, the computing device, which is designed as an external vehicle computer processor, can access the swarm data of the vehicle fleet and, using this swarm data, which can include, for example, environmental data of a route from a current location of the motor vehicle to the predetermined parking location, calculate the predictive energy requirement and transmit a corresponding control signal via a data connection to the control device of the motor vehicle. The control device can reserve the predictive energy requirement as an energy reserve based on the control signal. This aspect of the invention results in the same advantages and possible variations as with the method.

[0029] According to the invention, a motor vehicle with such a battery management device is also provided.

[0030] The motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger car or truck, or as a passenger bus or motorcycle.

[0031] The invention also includes the control device for the motor vehicle. The control device has a processor device configured to carry out an embodiment of the method according to the invention.

[0032] For this purpose, the processor device can comprise at least one microprocessor and / or at least one microcontroller. Furthermore, the processor device can comprise program code configured to implement the embodiment of the method according to the invention when executed by the processor device. The program code can be stored in a data memory of the processor device.

[0033] The invention also includes further developments of the battery management device according to the invention that have features already described in connection with the further developments of the method according to the invention. For this reason, the corresponding further developments of the battery management device according to the invention are not described again here.

[0034] The invention also includes combinations of the features of the described embodiments.

[0035] Exemplary embodiments of the invention are described below. Shown are: Fig. 1 is a schematic representation of a motor vehicle with a battery management device according to an exemplary embodiment; Fig. 2 a schematic process diagram according to an exemplary embodiment.

[0036] The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual features of the invention that can be considered independently of one another, each of which also develops the invention independently of one another. Therefore, the disclosure is intended to encompass combinations of the features of the embodiments other than those shown. Furthermore, the described embodiments can also be supplemented by further features of the invention already described.

[0037] In the figures, the same reference symbols designate elements with the same function.

[0038] In Fig. Figure 1 shows a highly schematic representation of a motor vehicle 10 with a battery management device 12 according to an exemplary embodiment, wherein the motor vehicle 10 is an at least partially electrically powered motor vehicle. In this exemplary embodiment, the motor vehicle 10 is a hybrid vehicle with a traction battery 14 and an internal combustion engine 16. Alternatively, the motor vehicle 10 can also be designed as a purely electrically powered motor vehicle and not include an internal combustion engine.

[0039] The electrical energy stored in the traction battery 14 can be used to drive the motor vehicle 10 by means of an electric motor (not shown). In particular, a drive energy 18 can be provided in the traction battery 14 for this purpose. After the drive energy 18 has been consumed, the combustion engine 16 can take over the drive of the motor vehicle. In addition, an energy reserve 20 can be provided in the traction battery 14, which can be kept available to operate at least one motor vehicle component 22 in order to supply it with electrical energy. The at least one motor vehicle component 22 can, for example, comprise an electrically heatable catalytic converter, an electrically controlled exhaust system, an auxiliary heater, and / or a window defrosting device. Furthermore, an energy reserve 20 for electric cold starts and air conditioning functions can also be provided for the motor vehicle component 22.

[0040] The battery management device 12 can be provided to divide the electrical energy stored in the traction battery 14 into the drive energy 18 and the reserve energy 20. The reserve energy 20 of the traction battery 14 is preferably kept low so that a maximum proportion of drive energy 18 can be made available. For this purpose, the battery management device 12 can comprise a sensor receiving device 24 configured to receive environmental data, wherein the environmental data can include climate data about a predetermined parking location of the motor vehicle for planning a next operating cycle in a forecast period.

[0041] The climate data in the forecast period can, for example, include a temperature, humidity, and / or solar radiation profile on the motor vehicle 10 at the predetermined parking location. In addition, other environmental data such as a position of the motor vehicle, a route ahead, and an operating mode of hybridized vehicles can also be recorded. In particular, the environmental data can be measured by an internal vehicle sensor 26, which can, for example, comprise a temperature sensor. Alternatively or additionally, the environmental data can also originate from a data source 28 external to the vehicle, which can, for example, comprise a server, a weather station, and / or other vehicles.In particular, the environmental data of the external data source 28 can be transmitted via vehicle-to-vehicle communication, for example, between vehicles in the same vehicle fleet as the motor vehicle 10, via a data connection 30. In particular, the data connection 30 can be implemented via WLAN, Bluetooth, or LTE. Particularly preferably, the data connection 30 can communicate according to the 5G standard.

[0042] Furthermore, the battery management device 12 can have a computing device 32 that determines a predictive energy requirement for the at least one motor vehicle component 22, which is required after an estimated downtime at a destination or parking location of the vehicle, depending on the environmental data received by the sensor receiving device 24, in order to bring the motor vehicle component 22 to a predetermined operating state. In this exemplary embodiment, the computing device 32 is an in-vehicle computer processor. Alternatively or additionally, the computing device 32 can also be embodied as a vehicle-external computer processor (not shown), such as a server, which, for example, has access to the environmental data from the vehicle-external data source 28.Preferably, the computing device 32 can be designed as an in-vehicle computing device 32 serving as a front-end and an external computing device (not shown) serving as a back-end, wherein the back-end can determine the predictive energy requirement on the basis of the environmental data, which can in particular comprise swarm data of a vehicle fleet, and can then transmit the predictive energy requirement thus determined to the front-end in the motor vehicle (10), for example via the data connection 30.

[0043] A control device 34 of the battery management device can then appropriately adjust the energy reserve 20 of the traction battery 14 based on the predictive energy requirement for the at least one motor vehicle component 22, so that the highest possible proportion of drive energy 18 can be made available in the traction battery 14.

[0044] The one in Fig. The exemplary embodiment shown in Figure 1 may be based on the following situation by way of example. The energy reserve 20 for the motor vehicle component 22, which in this example may be an auxiliary heater 22, should be selected for the next operating cycle, i.e., after a stationary phase, at a predetermined parking location such that enough electrical energy is available in the traction battery 14 to bring the motor vehicle 10 to room temperature of, for example, 20 degrees Celsius by means of the auxiliary heater 22 when the journey begins. However, not too much electrical energy should be provided for the energy reserve 20 for this purpose, since otherwise less drive energy 18 would be available and the hybrid motor vehicle 10 would have to start activating the combustion engine 16 earlier, which costs fuel and generates exhaust gases.

[0045] To determine the predictive energy requirement of the auxiliary heater 22, climate data can be received for a forecast period that the motor vehicle 10 is expected to spend with an estimated downtime at a predetermined parking location. For example, the predetermined parking location can be the street in front of the house of a user of the motor vehicle, and the estimated downtime can be, for example, one night until the morning of the next day. In this example, the user can, for example, park the motor vehicle in front of their house at 6:00 p.m. and leave it until 7:00 a.m. the next morning. The next trip can then be made at 7:00 a.m., for example. This would result in an estimated downtime of 13 hours. This estimated downtime could, for example, be known from a user profile for the motor vehicle 10.Alternatively or additionally, swarm data from a vehicle fleet could be provided, which uses driving profiles or typical idle times of motor vehicles to estimate the idle time and thus the predictive energy demand.

[0046] If the parking time at the predetermined parking location is known—in this example, in front of the user's house—the temperature of the motor vehicle 10 during the next operating cycle and the energy required by the auxiliary heater 22 to bring the motor vehicle 10 to a room temperature of 20 degrees Celsius can be determined based on the climate data, for example, based on the temperature profile. For example, the outside temperature at 7:00 a.m. may be -5 degrees Celsius, and the predicted energy requirement for the auxiliary heater 22 is the electrical energy required to heat the motor vehicle 10 from -5 to +20 degrees Celsius. The energy required for this can, for example, have been predetermined by a previous measurement by a vehicle manufacturer, a previous measurement of the motor vehicle, or a measurement of another fleet vehicle.

[0047] Subsequently, using the predictive energy requirement thus determined, the energy reserve 20 of the traction battery 14 can be adjusted by the control device 34 as needed, without the energy reserve 20 being set too high. Thus, it can be assumed that large portions of the otherwise fixed energy reserve will be released.

[0048] Furthermore, it can also be provided that changes in the electrical energy stored in the traction battery, which may occur during a journey to the storage location, are taken into account when reserving the predictive energy requirement. In particular, a charge jump may occur during a journey, for example, due to recuperation, which makes additional electrical energy available to the traction battery 14. If, for example, it is known for an upcoming route that electrical energy can be recovered through recuperation, this energy can be planned as an additional energy reserve.

[0049] Furthermore, it can be provided that, before the destination, i.e., the parking location, an alternative parking location near the destination is suggested if an alternative predictive energy requirement at the alternative parking location is lower than the predictive energy requirement at the destination. For this purpose, a display device 36 can be provided, for example, which can suggest the alternative parking location or several alternative parking locations to a user. Preferably, it can also be provided that the display device 36, which can in particular be a screen of an infotainment system, can indicate a fuel saving or a saving in CO2 emissions when selecting a parking location.This means that, for example, it can be shown that parking in front of the house at -10 degrees would mean 0.3 liters more fuel consumption than parking in a garage or parking deck, because more electrical power and energy are required, for example for water injection, which can be electrically heated, for an electrically heated catalytic converter or for a de-icing function for vehicle windows.

[0050] In Fig. Figure 2 shows a schematic process diagram according to an exemplary embodiment. In step S10, environmental data is received, wherein the environmental data includes climate data about a predetermined parking location of a motor vehicle 10 during a forecast period.

[0051] In a step S12, a predictive energy requirement for at least one vehicle component after an estimated downtime at the predetermined parking location can then be determined as a function of the environmental data, which energy requirement is required for a predetermined operating state.

[0052] Finally, in a step S14, the predictive energy demand can be reserved as an energy reserve.

[0053] Overall, the examples show how the invention can provide a predictive on-board network operating strategy based on environmental data.

Claims

[1] Method for managing electrical energy stored in a traction battery (14) for an at least partially electrically operated motor vehicle (10), wherein, for a stationary phase of the motor vehicle, electrical energy is kept in the traction battery (14) as an energy reserve (20) for operating at least one motor vehicle component (22), comprising the steps: a) receiving (S10) environmental data, wherein the environmental data comprises climate data about a predetermined parking location of the motor vehicle in a forecast period; b) estimating (S12) a predictive energy requirement that is required for the at least one vehicle component (22) after an estimated downtime at the predetermined parking location in a next operating cycle as a function of the environmental data for a predetermined operating state; c) Reserving (S14) the estimated predictive energy demand as energy reserve (20). [2] Method according to claim 1, wherein the climate data in the forecast period comprise a course of a temperature, a humidity and / or a solar radiation at the predetermined parking location. [3] Method according to one of the preceding claims, wherein the estimated downtime at the predetermined parking location is estimated based on a user profile and / or on swarm data of a vehicle fleet comprising the motor vehicle. [4] Method according to one of the preceding claims, wherein the environmental data are received from a vehicle-internal sensor (26) and / or a vehicle-external data source (28). [5] Method according to one of the preceding claims, wherein the at least one vehicle component (22) comprises an electrically heatable catalyst, an electrically controlled exhaust system, an auxiliary heater, and / or a window defrosting device. [6] Method according to one of the preceding claims, further comprising proposing at least one alternative parking location in the vicinity of the predetermined parking location if an alternative estimated predictive energy demand at the alternative parking location is smaller than the estimated predictive energy demand. [7] Method according to one of the preceding claims, wherein a change in the electrical energy stored in the traction battery (14) during a journey to the parking location is taken into account for reserving the predictive energy requirement. [8] Method according to one of the preceding claims, wherein the predictive energy requirement for the one vehicle component (22) is estimated on the basis of a predetermined measured value as a function of the environmental data. [9] Battery management device (12) for managing electrical energy stored in a traction battery (14) for an at least partially electrically operated motor vehicle (10), with - a sensor receiving device (24) which is designed to receive environmental data, wherein the environmental data comprise climate data about a predetermined parking location of the motor vehicle in a forecast period; - a computing device (32) which is designed to estimate a predictive energy requirement which is required for the at least one vehicle component (22) after an estimated downtime at the predetermined parking location in a next operating cycle as a function of the environmental data for a predetermined operating state; and - a control device (34) which is designed to reserve the estimated predictive energy requirement as an energy reserve. [10] Motor vehicle (10) with a battery management device (12) according to claim 9.

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