Methods for increasing safety and device

Abstract

Method for increasing safety in a vehicle (20), which vehicle (20) has a first network (55), a battery (50) and a network control unit (32) for the first network (55), which first network (55) has at least one first consumer (61, 62, 63), wherein the electrical power of the at least one first consumer (61, 62, 63) can be influenced by a first control signal (S1), which method has the following steps: A) Environmental sensor data (87) of an environmental sensor system (91) of the vehicle (20) and driving dynamics data (88) of a driving dynamics system (92) of the vehicle (20) are recorded and evaluated, and upon predictive detection of a possible accident from the environmental sensor data (87) or from the driving dynamics data (88), a first value (100) for the expected accident severity is determined, B) If the first value (100) is greater than a predefined accident severity limit, a first signal (SIG1) is transmitted to the network control unit (32), C) after receiving the first signal (SIG1), the network control device (32) predetermines the electrical power of at least one first consumer (61, 62, 63) of the first network (55) by outputting a second control signal (S2), wherein the second control signal (S2) has priority over the first control signal (S1) and causes electrical power to be consumed by the first consumer (61, 62, 63); D) Accident sensor data (89) of an accident sensor system (93) are recorded and evaluated, and upon detection of an actual accident, the first network (55) is disconnected from the battery (50), wherein under at least one first predetermined condition, the output of the second control signal (S2) is terminated and the electrical power of the at least one first consumer (61, 62, 63) is again determined by the first control signal (S1), which at least one first predetermined condition comprises at least one condition from a condition group consisting of: - the evaluation of the driving dynamics data (88) results in a change from a critical driving dynamics situation to a non-critical driving dynamics situation, - the evaluation of the environmental sensor data (87) shows that no accident occurs, - the accident sensor data (89) confirm no occurrence of an actual accident within a predetermined first time period (T1) after the transmission of the first signal (SIG1) in step B), and - the accident sensor data (89) do not confirm the occurrence of an actual accident within a predetermined second time period (T2) after an expected accident time (t4) determined from the environmental sensor data (87).

Description

[0001] The invention relates to a method for increasing safety and a device.

[0002] DE 10 2016 222 340 A1 shows a method in which, in addition to a physical separation of a battery from a high-voltage intermediate circuit, the high-voltage intermediate circuit is discharged in the event of a crash.

[0003] DE 10 2016 222 339 A1 shows a pyrotechnic switch for switching off an electrical circuit and for creating an electrical circuit.

[0004] WO 2023 / 006 715 A1 shows a protective device for an electrical direct current network which detects a body current and in such a case reduces an electric shock caused by Y capacitors.

[0005] DE 10 2015 016 000 A1 shows a circuit arrangement for a motor vehicle and a method for discharging Y-capacitances in vehicles with a high-voltage electrical system.

[0006] DE 10 2012 221 319 A1 shows a method for isolating the high-voltage network of a vehicle.

[0007] DE 10 2011 010 230 A1 shows a method for controlling the power supply in a power grid of a motor vehicle, in which it is assessed whether a potential collision occurs, wherein the power supply in the power grid is controlled depending on an assessment.

[0008] DE 10 2012 221 486 A1 shows a device for disconnecting a battery from an electrical circuit, whereby a pyrotechnic separating agent is ignited in the event of an impending collision.

[0009] DE 10 2012 018 338 A1 shows a method for deactivating high-voltage components of a vehicle in order to carry out a fault analysis of the high-voltage components after detection of a vibration and to switch them off.

[0010] It is therefore an object of the invention to provide a new method for increasing safety and a new device.

[0011] The problem is solved by the subject matter of the independent patent claims.

[0012] A method for increasing safety in a vehicle, which vehicle has a first network, a battery and a network control unit for the first network, which first network has at least one first consumer, wherein the electrical power of the at least one first consumer can be influenced by a first control signal, which method has the following steps: A) Environmental sensor data from the vehicle's environmental sensor system and driving dynamics data from the vehicle's driving dynamics system are recorded and evaluated, and if a possible accident is predictively detected from the environmental sensor data or from the driving dynamics data, an initial value for the expected accident severity is determined, B) If the first value is greater than a predefined accident severity threshold, a first signal is transmitted to the network control unit, C) after receiving the first signal, the electrical power of at least one first consumer of the first network is specified by the network control device by outputting a second control signal, wherein the second control signal has priority over the first control signal and causes electrical power to be consumed by the first consumer; D) Accident sensor data from an accident sensor system are recorded and evaluated, and if an actual accident is detected, the first network is disconnected from the battery.

[0013] If a vehicle's network continues to have a high voltage after an accident, this can be dangerous for rescue workers, for example. It is therefore advantageous to reduce the voltage in the network. Taking the first value into account prevents triggering in minor accidents, such as parking collisions with another vehicle. By activating the consumer's electrical power before the actual accident, the residual energy can be dissipated within a short time after the accident, so that the network is quickly de-energized. This significantly reduces the risk of short circuits during and after the accident, reducing the risk of fire and exposing firefighters to fewer risks during rescue operations.

[0014] According to a preferred embodiment, step C) is performed before step D). This ensures that the consumer requires the desired electrical power.

[0015] Under at least one first predetermined condition, the output of the second control signal is terminated and the electrical power of the at least one first consumer is again determined by the first control signal, which at least one first predetermined condition comprises at least one condition from a condition group consisting of: - the evaluation of the driving dynamics data shows a change from a critical driving dynamics situation to a non-critical driving dynamics situation, - the evaluation of the environmental sensor data shows that no accident has occurred, - the accident sensor data do not confirm the occurrence of an actual accident within a predetermined first period of time after the transmission of the first signal in step B), and - the accident sensor data do not confirm the occurrence of an actual accident within a specified second period of time after an expected accident time determined from the environmental sensor data.

[0016] According to a preferred embodiment, the vehicle has a first disconnecting device between the battery and the first network. The disconnecting device enables disconnection and thereby prevents a voltage increase in the first network.

[0017] According to a preferred embodiment, - the first separating device is designed as a pyrotechnic battery separation system, and upon separation in step D), the first network is separated from the battery by activation of the pyrotechnic battery separation system, or - the first isolating device comprises contactors, and in the event of a disconnection in step D), the first network is separated from the battery by a non-conductive circuit of the contactors.

[0018] Contactors can be formed reversibly and therefore allow reuse.

[0019] A pyrotechnic battery separation system enables safe separation and thus increases the safety of the entire system.

[0020] According to a preferred embodiment, the at least one first consumer comprises an air conditioning compressor. Air conditioning compressors have proven to be very advantageous because they enable high electrical power while being relatively uncritical in terms of safety.

[0021] According to a preferred embodiment, an expected time of accident - from the environmental sensor data, - from the driving dynamics data, or - calculated from the environmental sensor data and the driving dynamics data. Such a calculation enables fine-tuning of the timing of subsequent actions.

[0022] According to a preferred embodiment, the expected time of the accident is recalculated at predetermined intervals and updated if necessary. Since accident situations are often highly dynamic, the quality of the response is improved by updating.

[0023] According to a preferred embodiment, upon receipt of the first signal in step C) at the first time by the network control unit, the electrical power of the at least one first consumer of the first network is specified by outputting the second control signal, which first time lies in a predetermined first period of time before the expected time of the accident, which predetermined first period of time is preferably between 4.00 s and 0.01 s before the expected time of the accident, more preferably between 3.00 s to 0.02 s before the expected time of the accident, more preferably between 2.00 s to 0.03 s before the expected time of the accident, and particularly preferably between 1.00 s to 0.04 s before the expected time of the accident.

[0024] According to a preferred embodiment, upon detection of an actual accident in step D), after the first network has been disconnected from the battery, the electrical power of a second consumer of the first network is increased.

[0025] According to a preferred embodiment, the at least one second load comprises a switch and an electrical resistor connected in series with the switch, and in step C), the electrical power of the electrical resistor is increased by switching the switch on. An electrical resistor operates at high and low voltages and allows the voltage to be reduced across the entire voltage range.

[0026] According to a preferred embodiment, in step C), the electrical power of the at least one first consumer is predetermined by outputting the second control signal such that it lies in a range from 20% to 100% of the maximum electrical power of the at least one first consumer, preferably in a range from 50% to 100% and particularly preferably in a range from 80% to 100%.

[0027] According to a preferred embodiment, the first network is a high-voltage network. High-voltage networks can have voltages of several hundred volts, and lowering them is particularly advantageous.

[0028] According to a preferred embodiment, the at least one first consumer comprises a high-voltage consumer. High-voltage consumers are suitable for connection to a high-voltage network and can be operated with high electrical power.

[0029] According to a preferred embodiment, the first network is a direct current network. Direct current networks often contain large-capacity capacitors, and lowering the voltage on a direct current network is therefore advantageous.

[0030] According to a preferred embodiment, the first network is an alternating current network. AC networks can be particularly dangerous for humans, and reducing the voltage on an AC network is therefore advantageous.

[0031] The device has an evaluation device and a network control device and is designed to carry out such a method.

[0032] A device has an evaluation device and a network control device, which device is designed to carry out such a method.

[0033] Further details and advantageous developments of the invention will become apparent from the exemplary embodiments described below and illustrated in the drawings, which are in no way to be understood as limiting the invention, as well as from the dependent claims. It is understood that the features mentioned above and those to be explained below can be used not only in the respective combinations specified, but also in other combinations or on their own, without departing from the scope of the present invention. It shows: Fig. 1 schematic representation of a vehicle with a net, Fig. 2 a diagram with a voltage on the grid plotted over time, Fig. 3 a consumer of the network, and Fig. 4 a diagram showing the power of a consumer plotted over time.

[0034] In the following, identical or functionally identical parts are provided with the same reference symbols and are usually described only once. The description builds on each figure to avoid unnecessary repetition.

[0035] Fig. 1 shows a vehicle 20 with a device 23, a net 55, a battery 50 and an airbag device 34.

[0036] The device 23 has an evaluation device 30 and a network control device 32 for the network 55.

[0037] The evaluation device 30 is assigned an environment sensor system 91 with environment sensors 81, 82, a driving dynamics system 92 with driving dynamics sensors 83, 84 and an accident sensor system 93 with accident sensors 85, 86.

[0038] The environment sensors 81 and 82 include, for example, a radar, a lidar (light imaging, detection, and ranging), a camera, and / or speed information relative to the road. The environment of the vehicle can be monitored via the environment sensors 81 to 86. The environment sensors 81 and 82 provide environment sensor data 87.

[0039] The driving dynamics sensors 83, 84 include, for example, acceleration sensors and sensors for determining the spring length of an active damper. Such driving dynamics systems 92 are referred to, for example, as ESP (Electronic Stability Program). For example, understeering or oversteering of the vehicle or a lifting of the vehicle on one side can be detected. These are critical driving dynamics conditions that provide an indication of an impending accident. The driving dynamics system 92 provides driving dynamics data 88.

[0040] The accident sensor system 93 includes, for example, acceleration sensors or deformation sensors as accident sensors 85, 86, which detect a strong deceleration or deformation of the vehicle 20. The accident sensor system 93 provides accident sensor data 89.

[0041] The evaluation device 30 is connected to the airbag device 34 and to the network control unit 32.

[0042] The battery 50 has terminals 251, 252.

[0043] The network 55 is connected to the terminals 251, 252 of the battery 50 via a disconnecting device 54 and comprises a conductor 51 and a conductor 52. In a direct current network, conductor 51 is, for example, the positive conductor, and conductor 52 is the negative conductor. In an alternating current network, conductor 51 is, for example, an outer conductor L1 and conductor 52 is a neutral conductor N. Additional conductors (not shown) may also be provided, for example, for a three-phase network.

[0044] Consumers 61, 62, 63 are connected to conductors 51, 52.

[0045] Preferably, the separating device 54 has a contactor and / or a pyrotechnic battery separating system between the battery 50 and the network 55 to enable separation of the battery 50 from the network 55.

[0046] Preferably, the consumers 61, 62, 63 comprise an air conditioning compressor 62.

[0047] The network 55 is preferably a high-voltage network, and the consumers 61, 62, 63 are preferably high-voltage consumers.

[0048] A high-voltage system, or high-voltage (HV for short), is a term used in automotive engineering for systems that operate with alternating voltages above 30 V to 1 kV or with direct voltages above 60 V to 1.5 kV.

[0049] The grid 55 can be a direct current or an alternating current grid. In both cases, a rapid reduction of the grid voltage is advantageous. How it works

[0050] The evaluation device 30 is configured to acquire and evaluate, in a step A), the environmental sensor data 87 of the environmental sensor system 91 and the driving dynamics data 88 of the driving dynamics system 92, and, upon predictive detection of a possible accident, to determine a first value 100 for the expected accident severity from the environmental sensor data 87 or from the driving dynamics data 88.

[0051] If the first value 100 is greater than a predefined accident severity threshold, i.e. if the accident is potentially serious, in a step B) at a time t0 (cf. Fig. 2) a first signal SIG1 is transmitted from the evaluation device 30 to the network control unit 32 and, if applicable, to the airbag device 34. The severity of the accident can be determined, for example, depending on - a vehicle speed of 10, and / or - a relative speed to a collision obstacle, and / or - a critical driving dynamics situation such as skidding or severe undercutting in a curve.

[0052] From these and other parameters, the expected accident severity can be determined and compared with the accident severity limit.

[0053] In a step C), after receiving the first signal SIG1 at a time t1, the network control device 32 predetermines the electrical power of the at least one first consumer 61, 62, 63 of the first network 55 by outputting a second control signal S2, wherein the second control signal S2 has priority over the first control signal S1 and causes electrical power to be consumed by the first consumer 61, 62, 63.

[0054] For example, if a first consumer 62 is configured as an air conditioning compressor and, prior to the generation of signal S2, operates at 5% of its maximum electrical power under the control of signal S1, it can be influenced by signal S2 such that its electrical power is 80% or 100%. For this purpose, for example, the speed of the air conditioning compressor is increased. This preconditions the first network for high electrical consumption and enables a rapid reduction in the voltage at the first network 55 in the event of an actual accident.

[0055] The electrical power of the at least one consumer 61, 62, 63 is preferably predetermined by outputting the second control signal S2 such that it lies in a range of 20% to 100% of the maximum electrical power of the at least one first consumer 61, 62, 63, preferably in a range of 50% to 100%, and particularly preferably in a range of 80% to 100%. This enables an advantageously high electrical power.

[0056] In a step D), accident sensor data 89 from the accident sensor system 93 are subsequently recorded and evaluated, and upon detection of an actual accident at a time t10, the first network 55 is disconnected from the battery 50 at a time t2. The disconnection thus occurs in the event of an actual accident, and due to the consumption in the first network 55 ensured by the signal S2, the voltage drops quickly and actively and, at a time t3, falls below a limit value that is safe, for example, for emergency services in the event of contact.

[0057] The increase in the electrical power of the at least one consumer 61, 62, 63 can be achieved, for example, by activating a previously inactive consumer 61, 62, 63, or the electrical power of an already active consumer can be increased.

[0058] Preferably, in step C), the separating device 54, designed as a pyrotechnic battery separation system, is activated. This is particularly advantageous if a serious accident is predicted, for example, at high speeds.

[0059] If consumers 61, 62, 63 include an air conditioning compressor, this is preferentially activated in step C). An air conditioning compressor has an electric motor and is used to compress a refrigerant. High electrical power can be utilized via an air conditioning compressor, and a higher speed of the electric motor is not critical from a safety perspective. In contrast, for example, increasing the speed of a drive motor of vehicle 20 to increase the electrical power would not be possible in many cases for safety reasons.

[0060] Fig. Figure 2 shows a diagram in which the voltage U (in V) at the network 55 is plotted against time t (in ms).

[0061] At a time t0, the evaluation device 30 determines that a possible accident will occur, for example due to a falling tree or excessive oversteering in a curve.

[0062] An expected accident time t4, i.e., the time at which a collision is expected to occur, can be calculated from the environmental sensor data 87 and / or vehicle dynamics data 88. This time period is also referred to as TTC or time to collision. In the exemplary embodiment, for example, it is calculated that the accident time t4 will occur in approximately 380 ms.

[0063] The expected accident time t4 in the future is referred to as 0 ms in the following.

[0064] Preferably, the expected accident time t4 is recalculated at specified intervals and updated if necessary. Accident situations can be very dynamic, especially in the final seconds. For example, if the relative speed between two vehicles changes significantly due to the actions of both drivers, the expected accident time can shift forward or backward in time. Therefore, it is very advantageous to recalculate the expected accident time t4 at specified intervals and update it if necessary. This also allows the times dependent on the expected accident time t4 to be adjusted.

[0065] In step C), the at least one consumer 61, 62, 63 is controlled by the signal S2 at the time t1 and its electrical power is thus influenced in such a way that the voltage can be quickly reduced in the event of an accident actually occurring.

[0066] Upon receipt of the signal SIG1 in step C), the electrical power of the at least one first consumer 61, 62, 63 of the first network 55 is specified at the first time t1 by the network control unit 32 by outputting the second control signal S2, which first time t1 lies in a predetermined first time period T4 before the expected accident time t4, which predetermined first time period T4 is preferably between 4.00 s and 0.01 s before the expected accident time t4, more preferably between 3.00 s to 0.02 s before the expected accident time t4, more preferably between 2.00 s to 0.03 s before the expected accident time t4, and particularly preferably between 1.00 s to 0.04 s before the expected accident time t4. Consumers such as air conditioning compressors need time to operate in a higher electrical power range, as the speed of an electric motor, for example, must be increased.Therefore, it is advantageous to specify a corresponding period T4.

[0067] In the exemplary embodiment, the accident that actually occurred, ascertained in step D) with the aid of the accident sensor data 89, occurs at a time t10, which is approximately 20 ms after the expected accident time t4.

[0068] At time t2, in step D), the grid 55 is disconnected from the battery 50, and the voltage U drops rapidly. After the grid 55 is disconnected from the battery 50, the voltage can be significantly reduced within a few milliseconds in many grids.

[0069] In order to achieve an even faster reduction in voltage, the electrical power of another consumer of the first network 55 is preferably increased upon detection of an actual accident in step D) after the disconnection of the network 55 from the battery 50. A possible consumer 63 is, for example, a switchable resistor, as shown in Fig. 3 is shown.

[0070] If the network 55 is connected to the battery 50, such a consumer 63 could lead to a short circuit of the battery 50 or at least to a heavy load on the battery 50. Therefore, it is advantageous to activate the consumer 63 only at a time t5, wherein the time t5 is after a time period T5 after the actual accident time t10 and after the time t2.

[0071] At a time t3, the voltage U has already dropped to such an extent that there is no longer any danger from the network 55.

[0072] If no accident occurs, it is advantageous to return to normal operating mode.

[0073] Therefore, the output of the second control signal S2 (cf. Fig. 1) is terminated and the electrical power of the at least one first consumer 61, 62, 63 is again determined by the first control signal S1, which at least one first predetermined condition comprises at least one condition from a condition group consisting of: - the evaluation of the driving dynamics data 88 results in a change from a critical driving dynamics situation to a non-critical driving dynamics situation, - the evaluation of the environmental sensor data 87 shows that no accident occurs, - the accident sensor data 89 confirm no occurrence of an actual accident within a predetermined first time period T1 after the transmission of the signal SIG1 in step B), and - the accident sensor data 89 do not confirm the occurrence of an actual accident within a predetermined second time period T2 after an expected accident time t4 determined from the environmental sensor data 87 and / or driving dynamics data 88.

[0074] For example, when a skidding event has ended and the vehicle 20 has returned to a stable driving dynamics state, the output of the control signal S2 can be terminated. The same applies when the vehicle 20 has come to a standstill.

[0075] For example, if an obstacle is detected via the environmental sensor data 87 and it is later detected that the obstacle is non-critical or no longer present, the output of the control signal S2 can be terminated.

[0076] If no actual accident occurs within a specified period of time, it can also be assumed that the output of the control signal S2 can be terminated.

[0077] Fig. 3 shows an embodiment of the load 63. The load 63 has a switch 65 and an electrical resistor 66 connected in series with the switch 65. The load 63 is connected between the conductor 51 and the conductor 52. By activating the switch 65, which is designed, for example, as a contactor or a semiconductor switch, the load 63 can be activated and thus its electrical power increased.

[0078] For example, a PTC heating element can be used as resistor 66, which can also be used for other heating purposes.

[0079] Fig.Figure 4 shows a diagram of the load 62, which is already active at a first power level P1 before time t1. In this case, at time t1 of the power increase, the electrical power of the load 62 can be set from the first power level P1 to a second power level P2 by the control signal S2. As a result, the voltage in the grid 55 drops more quickly after the battery 50 is disconnected from the grid 55 at time t2, and as the voltage drops, the electrical power of the load 62 also drops.

[0080] Naturally, various variations and modifications are possible within the scope of the present invention.

[0081] In addition to triggering the airbag device 34, an emergency braking of the vehicle 10 can also be initiated.

Claims

[1] Method for increasing safety in a vehicle (20), which vehicle (20) has a first network (55), a battery (50) and a network control unit (32) for the first network (55), which first network (55) has at least one first consumer (61, 62, 63), wherein the electrical power of the at least one first consumer (61, 62, 63) can be influenced by a first control signal (S1), which method has the following steps: A) Environmental sensor data (87) of an environmental sensor system (91) of the vehicle (20) and driving dynamics data (88) of a driving dynamics system (92) of the vehicle (20) are recorded and evaluated, and upon predictive detection of a possible accident from the environmental sensor data (87) or from the driving dynamics data (88), a first value (100) for the expected accident severity is determined, B) If the first value (100) is greater than a predefined accident severity limit, a first signal (SIG1) is transmitted to the network control unit (32), C) after receiving the first signal (SIG1), the network control device (32) predetermines the electrical power of at least one first consumer (61, 62, 63) of the first network (55) by outputting a second control signal (S2), wherein the second control signal (S2) has priority over the first control signal (S1) and causes electrical power to be consumed by the first consumer (61, 62, 63); D) Accident sensor data (89) of an accident sensor system (93) are recorded and evaluated, and upon detection of an actual accident, the first network (55) is disconnected from the battery (50), wherein under at least one first predetermined condition, the output of the second control signal (S2) is terminated and the electrical power of the at least one first consumer (61, 62, 63) is again determined by the first control signal (S1), which at least one first predetermined condition comprises at least one condition from a condition group consisting of: - the evaluation of the driving dynamics data (88) results in a change from a critical driving dynamics situation to a non-critical driving dynamics situation, - the evaluation of the environmental sensor data (87) shows that no accident occurs, - the accident sensor data (89) confirm no occurrence of an actual accident within a predetermined first time period (T1) after the transmission of the first signal (SIG1) in step B), and - the accident sensor data (89) do not confirm the occurrence of an actual accident within a predetermined second time period (T2) after an expected accident time (t4) determined from the environmental sensor data (87). [2] Method according to claim 1, wherein step C) is carried out before step D). [3] Method according to one of the preceding claims, in which the vehicle (20) has a first separating device (54) between the battery (50) and the first network (55), wherein preferably - the first separating device (54) is designed as a pyrotechnic battery separating system, and in which method, upon separation in step D), the first network (55) is separated from the battery (50) by activation of the pyrotechnic battery separating system, or - the first isolating device (54) comprises contactors, and in the method, upon a separation in step D), the first network (55) is separated from the battery by a non-conductive circuit of the contactors. [4] Method according to one of the preceding claims, wherein the at least one first consumer (61, 62, 63) comprises an air conditioning compressor. [5] Method according to one of the preceding claims, in which - from the environmental sensor data (87), - from the driving dynamics data (88), or - an expected accident time (t4) is calculated from the environmental sensor data (87) and the driving dynamics data (88). [6] Method according to claim 5, in which the expected time of accident (t4) is recalculated and updated at predetermined time intervals. [7] Method according to claim 5 or 6, wherein upon receipt of the first signal (SIG1) in step C) at a first time (t1) by the network control unit (32), the electrical power of the at least one first consumer (61, 62, 63) of the first network (55) is predetermined by outputting the second control signal (S2), which first time (t1) lies in a predetermined first time period (T4) before the expected accident time (t4). [8] Method according to claim 7, wherein the predetermined first period (T4) is between 4.00 s and 0.01 s before the expected time of the accident (t4). [9] Method according to claim 7, wherein the predetermined first period (T4) is between 3.00 s and 0.02 s before the expected time of the accident (t4). [10] Method according to one of the preceding claims, in which, upon detection of an accident that has actually occurred in step D), after the first network (55) has been disconnected from the battery (50), the electrical power of a second consumer of the first network (55) is increased. [11] Method according to claim 10, wherein the at least one second consumer (63) comprises a switch (65) and an electrical resistor (66) connected in series with the switch (65), and wherein in step C) the electrical power of the electrical resistor (66) is increased by switching the switch (65) on. [12] Method according to one of the preceding claims, in which in step C) the electrical power of the at least one first consumer (61, 62, 63) is predetermined by outputting the second control signal (S2) such that it lies in a range of 20% to 100% of the maximum electrical power of the at least one first consumer (61, 62, 63). [13] Device (23) which has an evaluation device (30) and a network control device (32), which device (23) is designed to carry out a method according to one of the preceding claims.

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