Method for operating a range extender for a motor vehicle, corresponding control device and corresponding motor vehicle

Abstract

Method for operating a range extender (4) of a motor vehicle (1), wherein the motor vehicle (1) comprises an electrical energy storage device (2) for storing electrical energy and a traction motor (3) designed as an electric machine, by means of which electrical energy stored in the energy storage device (2) can be used to generate a drive torque of the motor vehicle (1), wherein the motor vehicle (1) comprises a range extender (4) comprising an internal combustion engine (5) and a generator (6), wherein the energy storage device (2) can be charged by operating the internal combustion engine (5) using a fossil fuel and by using the generator (6), wherein a route plan (17) relating to a route (18) to be travelled when driving the motor vehicle (1) is determined or recorded before or at the beginning of an upcoming journey,where, based on the route plan (17), an operating plan (19) concerning the charging of the energy storage device (2) during the journey using the range extender (4) is determined, and the journey is carried out in accordance with the operating plan (19).

Description

[0001] The present invention relates to a method for operating a range extender of a motor vehicle, wherein the motor vehicle comprises an electrical energy storage device for storing electrical energy and a traction motor designed as an electric machine, by means of which electrical energy stored in the energy storage device can be used to generate a drive torque of the motor vehicle, wherein the motor vehicle comprises a range extender comprising an internal combustion engine and a generator, wherein the energy storage device can be charged by operating the internal combustion engine using a fossil fuel and by using the generator, wherein a route plan relating to a route to be travelled with the motor vehicle is determined or recorded before or at the beginning of an upcoming journey.wherein an operating plan for charging the energy storage device during the journey using the range extender is determined based on the route plan, wherein the journey is carried out in accordance with the operating plan, and wherein a time profile of the energy storage device's state of charge along the route is predicted based on the route plan, from which the operating plan is determined.

[0002] Electromobility is gaining increasing importance in the context of motor vehicles. Electric vehicles and hybrid vehicles are frequently used as motor vehicles. These vehicles comprise an electric machine, which implements an electric motor and generates drive torque, transferring it to a drivetrain. The energy required for this is stored as electrical energy in an electrical energy storage device, such as a battery, which is then converted into the vehicle's kinetic energy by the electric motor. In electric vehicles, drive torque is generated solely from the electrical energy stored in the energy storage device. In hybrid vehicles, drive torque is additionally generated by an internal combustion engine.

[0003] A widespread problem associated with such vehicles is their limited range, resulting from the capacity of the energy storage system. To extend this range, the prior art proposes a range extender, often also referred to simply as a range extender. The range extender typically comprises an internal combustion engine and a generator. Using a fossil fuel, the internal combustion engine drives the generator, and the electrical energy produced by the generator is used to charge the energy storage system. One problem that arises in this context is the generation of exhaust gases and other pollutants due to the combustion process in the internal combustion engine.

[0004] To address this problem, CN 1 10 816 308 A proposes determining the vehicle's current position using a navigation device at the time the range extender is to be activated due to a low energy storage charge. The range extender is then activated taking into account a factor determined from the current position, such as whether the vehicle is currently in a residential area or similar location.

[0005] DE 10 2010 039 653 A1 describes a method for operating a range extender in an electric vehicle, specifying when and where the range extender is activated on an upcoming route. This method can also take into account environmental zones, in which the range extender is preferably not activated.

[0006] German patent application DE 10 2010 062 866 B4 discloses a method for determining an operating strategy for electric vehicles with range extenders, wherein the operating strategy aims to minimize the total energy costs – i.e., the costs for the operating resource of the range extender as well as the electricity costs for charging the vehicle battery. Environmental zones with zero emissions can also be predictively taken into account, whereby the vehicle battery is sufficiently charged via the range extender before entering such a zone to allow driving through the zone purely electrically.

[0007] From DE 10 2013 016 569 A1, an operating procedure for a range-extender vehicle is known in which a route is divided into sections and an optimal operating mode for the vehicle is determined for each section with respect to at least one target variable. The target variables can be, for example, travel costs, energy consumption, or vehicle emissions, and "zero-emission zones" can also be taken into account when selecting the operating mode.

[0008] DE 10 2018 217 454 A1 relates to a method for predictive charging control of an electric energy storage device of a motor vehicle, wherein, at the beginning of a charging process, a future time profile of non-energy demand of the motor vehicle is predicted. Based on this prediction, the state of charge (SOC) of the energy storage device is kept below a predetermined limit for as long as possible in order to reduce the aging of the electric energy storage device.

[0009] The invention aims to provide an improved concept regarding the operation of a range extender, particularly with regard to the problem of pollutant emissions.

[0010] According to the invention, the problem is solved in a method of the type mentioned at the outset by determining the operating plan in such a way that the charging of the energy storage device during driving by means of the range extender only takes place if the state of charge during driving is not always greater than a predetermined charging limit.

[0011] The invention is based on the idea that, based on the route planning that typically occurs anyway, the most advantageous strategy for whether and when to activate the range extender can be determined in advance by calculating the operating plan. The use of the route plan according to the invention allows for consideration of the complete, predictive driving course and not only, as is the case, for example, in the aforementioned CN 1 10 816 308 A, a current state. Predictive states relating to the environment the vehicle travels through during the journey, as well as the vehicle itself, can be taken into account.

[0012] As mentioned earlier, the range extender comprises the combustion engine and the generator. During operation, the combustion engine burns fossil fuel, such as gasoline or diesel, drawn from the vehicle's fuel tank. This combustion generates a rotational force, which is transferred, for example via a shaft, to a rotor in the generator. The rotor's rotation, in turn, produces electrical energy, which is fed into the vehicle's energy storage system for charging purposes, thus extending the vehicle's range.

[0013] The electrical energy storage device, which can also be called a battery or accumulator, is, for example, a lithium-ion battery. A direct current (DC) voltage supplied by the energy storage device is converted into an alternating current (AC) voltage by means of a voltage converter. This AC voltage is then supplied to the electric machine, specifically the traction motor, causing the rotor of the traction motor to rotate. The rotor is connected to the vehicle's drivetrain in such a way that this movement, or rotation, is transmitted to the vehicle's wheels via shafts, gears, and the like, thus generating drive torque.

[0014] A route plan primarily contains information regarding the route to be traveled during an upcoming journey. This can include information about the topography, particularly the elevation profile, of the route. Furthermore, the route plan may include traffic information such as speed limits and / or current traffic conditions. Ideally, the route plan also includes time-related information about the expected travel time by vehicle. In other words, the route plan can provide information about when and where the vehicle is expected to be along the route.

[0015] The determination of the operating plan according to the invention includes, in particular, the determination of at least one start time and, optionally, at least one duration for which the range extender is activated. In other words, at least one charging segment of the route can be determined, which represents the segment of the route during which the range extender is operated while driving.

[0016] During the journey, the determined operating plan is implemented. This means, in particular, that a control system within the vehicle ensures that the range extender is activated at the start time and for the duration specified in the operating plan.

[0017] Preferably, at least one connecting section of the route, in which charging the energy storage device via the range extender is preferable compared to the rest of the route due to pollutant emissions from the combustion engine, is identified based on the route plan. The operating plan is determined such that a charging section of the route, within which the energy storage device is charged via the range extender, takes place at least largely or completely within the at least one connecting section.In this embodiment, route sections are classified according to whether activating the range extender is advantageous in each section, for example, because this section, designated as the activation section, has no limitations or restrictions regarding pollutant emissions and / or no or only minimal negative impacts due to pollutant emissions are expected. Preferably, the at least one activation section can be identified as being located outside of a populated area and / or a low-emission zone. Information regarding whether the respective section is a populated area (i.e., a city, town, or residential area) or a low-emission zone can be provided by the route planner.Environmental zones are areas where, by official order, only vehicles that comply with certain emission standards are allowed to drive.

[0018] Preferably, the operating schedule is determined by performing an optimization problem where the portion of the charging section that lies within the at least one switching section is the variable to be maximized. The optimization problem is based on variable and determinable input variables, such that an optimization variable dependent on these input variables exhibits the best possible value. The input variables are determined during the process of defining the operating schedule.

[0019] The optimization parameter here is the proportion of the charging segment that also lies within the switching segment. The larger the proportion of the charging segment that lies within at least one switching segment, the shorter the time the range extender operates outside the switching segment, and the fewer pollutants are emitted due to the range extender's operation in sections of the route that lie outside the switching segment.

[0020] Preferably, the parameters to be determined in the optimization problem are a point in time, in particular a start time, and a duration of at least one charging phase.

[0021] According to the invention, a time-dependent state of charge of the energy storage system is predicted along the route based on the route plan, and this prediction determines the operating schedule. The time-dependent state of charge can be stored or generated as a data set in which a corresponding state of charge value is assigned to different points in time and / or locations along the route. The state of charge, often referred to as SoC ("State of Charge"), is typically expressed as a percentage. A state of charge of 0% means that the energy storage system is completely discharged. A state of charge of 100% means that the energy storage system is fully charged. To determine the time-dependent state of charge, an initial state of charge can be determined and used, indicating the state of charge at the beginning of the journey.

[0022] The state of charge over time can be determined based on the vehicle's average energy consumption, which is primarily derived from historical data and / or empirical values. In particular, historical data recorded and stored during previous journeys, especially along the route currently being driven, can be used for this purpose. Furthermore, empirical data regarding energy consumption, which depends on current driving conditions, can be stored and retrieved. These driving conditions might include, for example, the vehicle's speed and / or acceleration and / or the topographical characteristics of the route.

[0023] According to the invention, the operating plan is determined such that the energy storage device is only charged during driving using the range extender if the state of charge is not consistently higher than a predetermined charging threshold. In this case, it can be assumed that the electrical energy stored in the energy storage device at the beginning of the journey is sufficient to complete the entire journey, and therefore activating the range extender and thus the corresponding pollutant emissions are unnecessary. The charging threshold can be set in such a way as to ensure that a certain buffer of electrical energy remains in the energy storage device when it is reached. The charging threshold can thus have a value between 5% and 30%, particularly 10%.

[0024] The charging limit can be fixed. Preferably, the charging limit is adjustable. In this way, the charging limit can be one of the variables to be determined during the execution of the optimization problem described above. For example, the charging limit can be lowered to a hard lower limit, such as 5%. Lowering the charging limit can shift the start point for activating the range extender later in time, so that it falls within a single activation period. Conversely, raising the charging limit can advance the start point for activating the range extender, so that the corresponding operation of the range extender takes place entirely within a single activation period.

[0025] Route planning can be done using a navigation system. This navigation system can be GPS-based. A destination can be specified by the user at or before the start of the journey. Route planning then occurs by calculating the fastest and / or shortest route from the vehicle's current position, which is determined, for example, using GPS data. The navigation system can be a component of the vehicle.

[0026] It is conceivable that the route plan includes at least one charging station located along the route, taking into account the possibility of charging the energy storage system at the charging station when determining the operating plan. To avoid activating the range extender, the route plan can include charging the energy storage system during a stop at the charging station.

[0027] The motor vehicle can have an input device by which a user can specify at least one user requirement related to the operating plan, whereby the operating plan is determined taking this at least one user requirement into account. This allows the user, or driver, of the motor vehicle to specify preferences regarding the creation of the operating plan, which are then considered during its creation. It is conceivable that several possible options could be provided for the operating plan, representing, for example, equivalent solutions to the optimization problem, with the final selection of the implemented operating plan being made based on the user requirement.

[0028] When multiple possible operating plans exist, one of which involves charging the energy storage system at a charging station, the system prefers to select one of these plans based on the user's preference. For example, one plan might involve a stop at the charging station, while another might involve activating the range extender. The user can then specifically select their preferred option. This is particularly useful because a stop at a charging station results in a loss of time, so users under time pressure might prefer to activate the range extender.

[0029] The present invention further relates to a control device for a motor vehicle, wherein the motor vehicle comprises an electrical energy storage device for storing electrical energy and a traction motor designed as an electric machine, by means of which the electrical energy stored in the energy storage device can be used to generate a drive torque for the motor vehicle, wherein the motor vehicle comprises a range extender comprising an internal combustion engine and a generator, wherein the energy storage device can be charged by operating the internal combustion engine using a fossil fuel and by utilizing the generator. According to the invention, the problem is solved in such a control device by the fact that it is configured to carry out the method according to the preceding description.Preferably, the control device is configured to generate and output control signals, particularly to the range extender, such that the journey is carried out in accordance with the operating plan. All features, advantages, and aspects described in connection with the method according to the invention are equally transferable to the control device according to the invention and vice versa.

[0030] Preferably, the steps of the method according to the invention are carried out by means of software implemented by the control unit, wherein the software implements, preferably, a trained artificial intelligence. For this purpose, the control unit is connected to the components involved via signal lines. The control unit can comprise a computer-readable storage medium and a processing unit, wherein the storage medium contains instructions implementing the software which, when executed by the processing unit (designed as a computer), cause it to carry out the corresponding method steps.

[0031] The control device is preferably a component of the electric machine that is already intended for its control. Thus, the motor vehicle can be retrofitted according to the present invention by implementing the software on an existing control device, which in particular is a corresponding engine control unit.

[0032] The present invention further relates to a motor vehicle comprising an electrical energy storage device for storing electrical energy and a traction motor designed as an electric machine, by means of which the electrical energy stored in the energy storage device can be used to generate a drive torque for the motor vehicle, wherein the motor vehicle includes a range extender comprising an internal combustion engine and a generator, wherein the energy storage device can be charged by operating the internal combustion engine using a fossil fuel and by utilizing the generator. According to the invention, the problem is solved in such a motor vehicle by the fact that it includes a control device as described in the preceding passages.All advantages, features and aspects explained in connection with the inventive method and the inventive control device are equally transferable to the inventive motor vehicle and vice versa.

[0033] Further advantages, features and aspects of the present invention will become apparent from the exemplary embodiments presented below and from the figures. These show schematically: Fig. 1: A side view of a motor vehicle according to an embodiment according to the invention, comprising a control device according to an embodiment according to the invention, Fig. 2: a flowchart of a method according to the invention in an exemplary embodiment, which is used in the motor vehicle of the Fig. 1 is carried out, Fig. 3: a representation of a route plan, which is drawn up during the execution of the project based on the Fig. The procedure described in section 2 is determined, and Fig. 4, Fig. 5: each a representation of the charge state over time of an electrical energy storage device of the motor vehicle Fig. 1, which, according to one of two conceivable operating plans, is implemented during the course of the project based on the Fig. The methods described in section 2 will be determined.

[0034] Fig. Figure 1 shows a highly schematic, side view of a motor vehicle 1 according to the invention, which is designed as an electric vehicle and has an electrical energy storage device 2 designed as a lithium-ion battery for storing electrical energy and a traction motor 3 designed as an electric machine. The electrical energy stored in the energy storage device 2 can be used by means of the traction motor 3 to generate a drive torque for the motor vehicle 1. A rotor of the traction motor 3 is accordingly equipped with a [missing information - likely a component or component] in the Fig. 1 connected to the drive train of motor vehicle 1, which is not shown in detail.

[0035] The motor vehicle 1 comprises a range extender 4 with an internal combustion engine 5 and a generator 6. The energy storage device 2 can be charged by operating the internal combustion engine 5, which uses fossil fuel from a fuel tank of the motor vehicle 1. For this purpose, the internal combustion engine 5 drives a rotor of the generator 6, whereby the electrical energy generated is transferred from the generator 6 to the electrical energy storage device 2.

[0036] The following is made with reference to the text in the Fig. Figure 2 shows a flowchart illustrating a method according to the invention, based on an exemplary embodiment, which is carried out on the motor vehicle 1. For carrying out steps 7 to 9 of this method, a control device 10 according to the invention, based on an exemplary embodiment, is provided and configured. This control device is a component of the motor vehicle 1 and is connected to the relevant components via signal lines (not shown in detail in the figures). Specifically, the process steps 7 to 9 are carried out by means of software 11 implemented by the control device 10, wherein the software 11 implements a trained artificial intelligence.The control device 10 comprises a computer-readable storage medium 12 and a processing device 13, wherein the storage medium 12 contains instructions implementing the software 11 which, when executed by the processing device 13 (designed as a computer), cause the processing device 13 to perform the corresponding process steps. In this case, the control device 10 is a component of the electric machine or traction motor 3 and implements a corresponding engine control unit. This enables the retrofitting of the motor vehicle 1 with regard to the present invention by means of a subsequent implementation of the software 11.

[0037] Regarding the first step 7, it is assumed that a journey with motor vehicle 1 is planned. A destination 14 is specified by a user or driver of motor vehicle 1. Using a GPS-based navigation device 15 of motor vehicle 1, a current position 16 of motor vehicle 1 is determined. Based on the destination 14 and the current position 16, a route plan 17 is determined for a route 18 to be taken to carry out this journey. The route plan 17 is shown as an example in the form of a schematic map in the Fig. 3 shown.

[0038] In the next step 8 of the procedure, an operating plan 19 concerning the charging of the energy storage device 2 during the journey by means of the range extender 4 is determined based on the route plan 17. For this purpose, an expected time profile of the state of charge of the energy storage device 2 is first determined, assuming that no charging of the energy storage device 2 takes place. To determine this profile, the state of charge of the energy storage device 2 at the beginning of the journey is determined, which in this case is 100%, i.e., the energy storage device 2 is fully charged. This determination is also based on a known average energy consumption for the vehicle 1 and the energy storage device 2, respectively, which is based on historical data and empirical values.

[0039] For this purpose, historical data is used that was recorded and stored during previous journeys along the currently planned route 18. Additionally, or alternatively, data on the required energy consumption can be stored and retrieved based on experience, which depends on the expected speeds, accelerations, and topographical characteristics of route 18, as known or predicted within route plan 17.

[0040] Based on this process, it is determined whether the expected state of charge is always greater than a predefined charging limit 20, which is 10% in this example. In this case, the operating plan 19 is configured such that, to avoid pollutant emissions, the energy storage device 2 is not charged during the journey using the range extender 4. However, it is assumed here that the electrical energy stored in the energy storage device 2 at the beginning of the journey is insufficient to complete the entire journey and therefore the charging limit 20 would be undershot.

[0041] In this case, operating plan 19 specifies that a charging section 21 of route 18, within which the charging of energy storage unit 2 takes place using range extender 4, is defined. Specific details regarding the determination and definition of charging section 21 are explained below.

[0042] Based on the route plan, 17 connecting sections 22 of route 18 are first identified where charging the energy storage unit 2 using the range extender 4 should be prioritized over the other sections of route 18 due to reasons related to its pollutant emissions. The connecting sections 22 are determined such that they are located outside of populated areas 23 and outside of environmental zones, which is particularly evident in this case based on the Fig. Figure 3 shows the inhabited areas 23, or cities, through which Route 18 passes. The connecting sections 22 are indicated by dashed lines. The loading section 21, located in the second of the two identified connecting sections 22, is indicated by a dotted line.

[0043] To further explain the determination of loading section 21, the following will also be referred to: Fig. Reference is made to Figure 4, which shows a coordinate system relating to the expected state of charge of the energy storage device 2 during the implementation or realization of the operating plan 19. The abscissa 24 of this coordinate system relates to the distance traveled along route 18. Alternatively, the abscissa 24 relates to the time elapsed since the start of the journey. The ordinate 25 of the coordinate system relates to the state of charge of the energy storage device 2, i.e., the so-called SoC.

[0044] To determine the charging section 21, a multidimensional optimization problem is performed. The quantity to be optimized, i.e., maximized, is the portion of charging section 22, or the sum of all charging sections 22, that lies within the switching sections 22. The goal is therefore to minimize the operation of the range extender 4 outside of the switching sections 22. The quantities to be determined within this optimization problem are a start time 26 at which the operation of the range extender 4 begins, and a duration of the subsequent charging section 22.

[0045] One constraint of the optimization problem concerns the aforementioned charging limit 20, which must not be undercut during the entire journey. However, the charging limit 20 can also represent another parameter that is determined as part of solving the optimization problem. Although the charging limit 20 is generally 10%, it can be changed within certain limits, provided that this results in a further improvement of the optimization parameter. These limits are such that the charging limit 20 must not fall below a value of, for example, 5%.

[0046] If several equivalent solutions to the optimization problem exist, it is conceivable that further boundary conditions could be specified, such as that the state of charge of the energy storage device 2 should be as high as possible at the end of the journey. In principle, if several equivalent solutions to the optimization problem exist, each representing a possible operating plan 19, one of these solutions can be selected randomly.

[0047] The following explains a further, optional aspect that may be included in the execution of the procedure. The motor vehicle 1 includes an input device 27, which is exemplified by a touchscreen located on the dashboard of the motor vehicle 1. The input device 27 enables the user to specify a user request related to the operating plan 19, which is then taken into account when determining the final operating plan 19 to be implemented.

[0048] In the present example, this concerns the fact that, within the framework of route plan 17, a charging station 28 located along route 18 was identified. In the Fig. Figure 5 shows another possible solution to the optimization problem, in which, advantageously, charging the energy storage device 2 by means of the range extender 4 is neither provided for nor required. In principle, this corresponds to Fig. 5 of the Fig. 4, however, with the difference that the one concerning the Fig. The operating plan 19 stipulates that the energy storage unit 2 will be fully charged at charging station 28. The user will be provided with both possible operating plans 19, i.e., those concerning the Fig. 4 as well as the Fig. 5, displayed by means of the input device 27, whereby the user can specify at the beginning of the journey or at the latest upon reaching the charging station 28 which of these two operating plans 19 should be implemented. In this way, the user will be able to determine the operating plan 19 with regard to the Fig. Prefer the 4 proposed operating plan 19 if it is currently under time pressure, as the procedure according to the Fig. The operating plan 19, which concerns section 5, entails a time expenditure due to the planned charging of the energy storage unit 2.

[0049] In the last step 9 of the procedure, during the execution of the journey, control signals 29 are generated by means of the control device 10 and output to the range extender 4 for the implementation of the operating plan 19.

Claims

[1] Method for operating a range extender (4) of a motor vehicle (1), wherein the motor vehicle (1) comprises an electrical energy storage device (2) for storing electrical energy and a traction motor (3) designed as an electric machine, by means of which electrical energy stored in the energy storage device (2) can be used to generate a drive torque of the motor vehicle (1), wherein the motor vehicle (1) comprises a range extender (4) comprising an internal combustion engine (5) and a generator (6), wherein the energy storage device (2) can be charged by operating the internal combustion engine (5) using a fossil fuel and by using the generator (6), wherein a route plan (17) relating to a route (18) to be travelled when driving the motor vehicle (1) is determined or recorded before or at the beginning of an upcoming journey,wherein an operating plan (19) concerning the charging of the energy storage device (2) during the journey using the range extender (4) is determined based on the route plan (17), wherein the journey is carried out in accordance with the operating plan (19), and wherein a temporal profile of the state of charge of the energy storage device (2) along the route (18) is predicted based on the route plan (17), from which the operating plan (19) is determined. characterized by , that the operating plan (19) is determined in such a way that the charging of the energy storage device (2) during the journey by means of the range extender (4) only takes place if the state of charge during the journey is not always greater than a specified charging limit (20). [2] Method according to claim 1, characterized by, that at least one switching section (22) of the route (18), in which the charging of the energy storage device (2) by means of the range extender (4) is preferentially feasible due to pollutant emissions from the combustion engine (5) compared to the remaining part of the route (18), is identified on the basis of the route plan (17), wherein the operating plan (19) is determined such that a charging section (21) of the route (18), within which the charging of the energy storage device (2) by means of the range extender (4) takes place, is at least largely or completely within the at least one switching section (22). [3] Method according to claim 2, characterized by , that at least one switching section (22) is identified in such a way that it is located outside of a populated area (23) and / or an environmental zone. [4] Method according to claim 2 or 3, characterized by, that the operating plan (19) is determined by performing an optimization problem in which the portion of the charging section (21) that lies within the at least one switching section (22) is the quantity to be maximized. [5] Method according to claim 4, characterized by , that a time and a duration of at least one charging stage (21) are the quantities to be determined in the optimization problem. [6] Method according to any of the preceding claims, characterized by , that the time course of the state of charge is determined on the basis of an average energy consumption of the motor vehicle (1). [7] Method according to any of the preceding claims, characterized by , that the charging limit (20) is fixed or can be changed. [8] Method according to any of the preceding claims, characterized by , that the route route (17) is determined by means of a navigation device (15). [9] Method according to any of the preceding claims, characterized by , that the route plan (17) includes at least one charging station (28) located along the route (18), taking into account the possible charging of the energy storage unit (2) at the charging station (28) in order to determine the operating plan (19). [10] Method according to any of the preceding claims, characterized by , that the motor vehicle (1) has an input device (27) by means of which a user can specify a requirement relating to at least one user request directed towards the operating plan (19), whereby the operating plan (19) is determined taking into account the at least one user request. [11] Method according to claims 9 and 10, characterized by , that if there are several possible operating plans (19), one of which provides for charging the energy storage (2) at the charging station (28), one of these operating plans (19) is selected based on the specification. [12] Control device (10) for a motor vehicle (1), wherein the motor vehicle (1) comprises an electrical energy storage device (2) for storing electrical energy and a traction motor (3) designed as an electric machine, by means of which electrical energy stored in the energy storage device (2) can be used to generate a drive torque of the motor vehicle (1), wherein the motor vehicle (1) comprises a range extender (4) comprising an internal combustion engine (5) and a generator (6), wherein the energy storage device (2) can be charged by means of the operation of the internal combustion engine (5) using a fossil fuel and by using the generator (6), characterized by that the control device (10) is set up to carry out the method according to one of the preceding claims. [13] Motor vehicle (1) comprising an electrical energy storage device (2) for storing electrical energy and a traction motor (3) designed as an electric machine, by means of which the electrical energy stored in the energy storage device (2) can be used to generate a drive torque of the motor vehicle (1), wherein the motor vehicle (1) comprises a range extender (4) comprising an internal combustion engine (5) and a generator (6), wherein the energy storage device (2) can be charged by means of the operation of the internal combustion engine (5) using a fossil fuel and by using the generator (6), characterized by a control device (10) according to claim 12.

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