VEHICLE AND METHOD FOR OPERATING A VEHICLE

Description

[0001] The invention relates to vehicles, in particular rail vehicles, with at least one pantograph for receiving external electrical energy while traveling on an electrified section of track and at least one internal energy storage device that can provide stored energy for traveling on a subsequent non-electrified section of track.

[0002] Rail vehicles with energy storage systems, for example in the form of batteries, are usually battery-hybrid vehicles. This means they can operate as electric vehicles under overhead lines, charging their batteries, and on non-electrified sections with their pantograph lowered, powered by the battery. When the battery is full and the vehicle brakes electrically under overhead lines, the braking energy is fed back into the overhead line network.

[0003] Document JP 2006 054958 A discloses an electric vehicle for operation in a catenary-free transportation system, wherein the vehicle's energy storage device is charged at charging stations depending on the energy demand for propulsion and auxiliary systems, and wherein the energy to be charged is determined by a control unit of the vehicle based on a movement and regeneration pattern. Document DE 10 2019 210645 A1 discloses a vehicle with an internal energy storage device which is charged by receiving external electrical energy via a pantograph such that the energy storage device has at least enough energy at the start of the journey to travel the next section of track, wherein the track section has one or more non-electrified subsections. Documents US 2020 / 149996 A1 and US 9,545,854 B2 are also known.

[0004] The invention is based on the objective of specifying a vehicle in which charging the internal energy storage is particularly efficient.

[0005] This problem is solved according to the invention by a vehicle with the features according to claim 1. Advantageous embodiments of the vehicle according to the invention are specified in dependent claims.

[0006] According to the invention, the vehicle has a charging control device which, during travel on the electrified section of the route, uses the current charge status of the energy storage device and at least one braking energy value, which indicates the braking energy that can still be regenerated by braking and fed into the energy storage device until the end of the electrified section of the route, to charge the at least one internal energy storage device in such a way that, upon reaching the subsequent non-electrified section of the route, assuming a regeneration of the regenerable braking energy specified by the braking energy value, it has a predetermined target energy value.

[0007] A significant advantage of the vehicle according to the invention lies in the fact that, by taking into account the braking energy value provided for in the invention—which indicates the braking energy that can still be regenerated and fed into the energy storage system by braking until the end of the electrified section of the route—optimal charging can be achieved with regard to the available braking energy. This prevents, for example, unnecessary braking energy from being fed back into the power grid of the electrified section because too much charging energy was previously drawn from the grid to charge the energy storage system, and the storage system is already full. In other words, in the optimal case, all braking energy can be used for charging, and only the remaining energy needs to be drawn from the grid.The invention utilizes the fact that, based on knowledge of, for example, the track topography and the timetable, the expected braking energy quantities of the planned braking maneuvers up to the next non-electrified section of track can be calculated. If precisely this amount of energy is then reserved in the energy storage device, up to 100% of the braking energy can be used to charge the energy storage device, even on electrified sections, and the vehicle can still reliably enter the next non-electrified section of track with a fully or at least sufficiently charged energy storage device.

[0008] A further advantage of the charging control device according to the invention is that operating costs can also be reduced; this is because the energy fed back into the power grid is generally compensated at a significantly lower rate than the cost of the energy drawn from the power grid. Furthermore, energy is lost during the intake and feeding back into the power grid, including through transformer losses, so reducing the number of feed-in processes helps to save energy overall.

[0009] It is advantageous if the vehicle has a forecasting device designed in such a way that it determines the braking energy value itself – before, during or after entering the electrified section of track, or at least before reaching the subsequent non-electrified section of track – based on track data of the electrified section of track and driving strategy data, and transmits this value to the charging control device.

[0010] According to the invention, at least one braking energy value is calculated externally in advance based on route data of the electrified route section and driving strategy data before the start of the journey and stored in the vehicle, and the charging control unit takes the pre-calculated braking energy value into account during charging.

[0011] According to the invention, two or more driving strategy-related braking energy values ​​are stored for the electrified section of the route, and the charging control unit carries out the charging depending on the driving strategy, taking into account the respective driving strategy and the corresponding driving strategy-related braking energy value. For this purpose, the vehicle is preferably equipped with a driving strategy determination device.

[0012] The braking energy values ​​are preferably stored in the form of a mathematical function or a table.

[0013] In a preferred design, the target energy value describes the fully charged state of the energy storage device.

[0014] In another preferred embodiment, the target energy value is set in such a way that the energy storage system receives the driving energy required to traverse the next non-electrified section of the route, preferably with an additional safety margin.

[0015] The charging control device preferably sets the charging current taking into account a charging current-dependent charging efficiency, which indicates the ratio between the total electrical charging power and the resulting storage power achieved in the energy storage device. It is advantageous if the charging control device selects the charging current in such a way that the charging efficiency is optimal.

[0016] It is advantageous if the forecasting device A first braking energy value is determined before or after entering the electrified section of track, and during the journey on the electrified section of track, i.e. before reaching the subsequent non-electrified section of track, a recalculation is performed at least once, depending on the location, based on the track data of the section still to be traveled and taking into account updated driving strategy data, and at least one further braking energy value is determined.

[0017] The charging control device preferably updates the charging strategy after receiving the next braking energy value(s), in such a way that the energy storage device has the specified target energy value when reaching the next non-electrified section of the route, taking into account the regeneration of regenerable braking energy according to the current braking energy value.

[0018] In the latter implementation variant, changes in driving strategy during the journey can be advantageously taken into account; inaccuracies in the calculation can also be advantageously corrected during the journey. A recalculation can be performed regularly or irregularly during the journey; a recalculation can also be triggered after a change in driving strategy.

[0019] In battery-powered vehicles, a driver assistance system is beneficial and therefore often present. An advanced driver assistance system is familiar with the route topography, the timetable, and the electrified sections. This allows the system to calculate upcoming planned braking maneuvers under overhead lines and their energy consumption in short cycles or at specific times (e.g., after each braking maneuver under overhead lines) and transmit this information to the charging control unit. Accordingly, it is considered advantageous for the vehicle to have such a driver assistance system.

[0020] The forecasting device and the charging control device are preferably components of the driver assistance system or are integrated into it.

[0021] Preferably, a display device is provided that shows the driving strategy to be followed by the driver according to driving strategy data.

[0022] The charging control unit preferably charges the energy storage device only to the extent that the calculated amount of braking energy can still be absorbed by the energy storage device. Should the energy storage device not be fully charged after the last braking under overhead lines or in the electrified section of track – e.g., due to calculation inaccuracies – the remaining charge can be replenished by drawing energy from the external power supply network before entering the non-electrified section.

[0023] The invention further relates to a method for charging an internal energy storage device of a vehicle which is equipped with an internal energy storage device and a pantograph suitable for receiving external electrical energy while driving on an electrified section of track, wherein the internal energy storage device can provide stored energy for driving on a subsequent non-electrified section of track.

[0024] According to the invention, with regard to such a method, it is provided that during the journey on the electrified section of the route, taking into account the current charge status of the energy storage device and at least one braking energy value, which indicates the braking energy that can still be regenerated by braking and fed into the energy storage device until the end of the electrified section of the route, the internal energy storage device is charged in such a way that, upon reaching the subsequent non-electrified section of the route, assuming a regeneration of the regenerable braking energy specified by the braking energy value, it has a predetermined target energy value.According to the invention, it is further provided that at least one braking energy value is calculated externally in advance based on route data of the electrified section and driving strategy data before the start of the journey and stored in the vehicle, that the pre-calculated braking energy value is taken into account by the charging control unit during charging, that two or more driving strategy-related braking energy values ​​are stored for the electrified section, and that the charging control unit carries out the charging depending on the driving strategy, taking into account the respective driving strategy and the corresponding driving strategy-related braking energy value.

[0025] Regarding the advantages of the method according to the invention, reference is made to the above explanations in connection with the vehicle according to the invention.

[0026] It is advantageous if the braking energy value is determined before or after entering the electrified section of the route, but at least before reaching the subsequent non-electrified section, based on route data of the electrified section and driving strategy data in the vehicle.

[0027] It may also be advantageous to provide that the braking energy value is determined before or after entering the electrified section of the track, or at least before reaching the subsequent non-electrified section of the track, based on track data of the electrified section and driving strategy data outside the vehicle.

[0028] It is also advantageous if a forecasting device determines an initial braking energy value before or after entering the electrified section of track and, during the journey on the electrified section of track, i.e. before reaching the subsequent non-electrified section of track, performs a recalculation at least once, depending on the location, based on the track data of the section still to be traveled and taking into account driving strategy data, and determines at least one further or updated braking energy value.

[0029] A charging control device preferably updates the charging strategy after receiving the updated braking energy value(s) in such a way that the energy storage device has the specified target energy value when reaching the following non-electrified section of the route, taking into account the regeneration of regenerable braking energy according to the respective updated braking energy value.

[0030] A recalculation or update of the brake energy values ​​during driving can be carried out regularly or irregularly; a recalculation can also be triggered after a change in driving strategy.

[0031] The invention is explained in more detail below with reference to exemplary embodiments; these show, by way of example, Figure 1 shows an embodiment of a vehicle according to the invention, which is equipped with a charging control device that takes braking energy values ​​into account; Figure 2 shows an embodiment of a vehicle according to the invention, in which a driving strategy determination device is additionally provided; Figure 3 shows an embodiment of a vehicle according to the invention, in which a forecasting device is additionally provided; Figure 4 shows a preferred embodiment of the embodiment according to Figure 1, in which the charging control device is implemented in a computer system, Figure 5 shows a preferred embodiment of the exemplary embodiment according to Figure 2 , in which the charging control device and the driving strategy determination device are implemented in a computer system, Figure 6 shows a preferred embodiment of the exemplary embodiment according to Figure 3 , in which the charging control device, the driving strategy determination device and the forecasting device are implemented in a computer system, and Figure 7 a track with an electrified track section and a non-electrified track section, which is traversed by a vehicle according to the Figures 1 to 6 can be driven on.

[0032] For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.

[0033] The Figure 7Figure 10 shows an electrically operated or at least electrically propelled vehicle 10, which is connected via one or more pantographs 11 to a conductor rail or contact wire 21 of an external power supply system 22 in the Figure 1 It is only connected to the indicated route 20. Vehicle 10 is preferably a rail vehicle.

[0034] The Figure 7 The figure shows vehicle 10 while traveling on an electrified section 20a and before entering a subsequent non-electrified section 20b, as indicated by an arrow with the reference symbol P.

[0035] The Figure 1 shows an embodiment for vehicle 10 according to Figure 7In more detail. The vehicle 10 includes an internal energy storage unit 12, which provides the energy required to travel on the non-electrified section 20b. The energy storage unit 12 is charged via a charger 13 using a charging current I while traveling on the electrified section 20a. The electrical energy for charging can be drawn from the external power supply system 22 via the pantograph 11 or additionally from a drive unit 14 if braking energy Eb is available when the vehicle 10 brakes. The drive unit 14 can have one or more drive units.

[0036] The charger 13 is controlled by a charging control device 130, which, during travel on the electrified section 20a, uses the current charging status LST of the energy storage device 12 and at least one braking energy value Web, which indicates the braking energy Eb that can be regenerated by braking during travel on the electrified section 20b and fed into the energy storage device 12.

[0037] The charging control unit 130 is designed to charge the internal energy storage device 12 such that its stored energy E has a predetermined target energy value Esoll upon reaching the subsequent non-electrified track section 20b, assuming complete regeneration of all regenerable braking energy Eb specified by the braking energy value Web. In other words, the objective of the charging control unit 130 is to utilize all the expected available regenerable braking energy Eb and to draw only as much energy from the external power supply system 22 as is necessary. This approach also ensures that feeding regenerable braking energy back into the external power supply system 22 is avoided or at least reduced to a minimum.

[0038] In the embodiment according to Figure 1The braking energy value Web is calculated externally before the start of the journey based on route data SD of the electrified section 20a and driving strategy data FSD, which describe the respective driving strategy when driving on the electrified section 20a, and stored in a memory 40 of the vehicle 10. Thus, when charging for the electrified section 20a, the charging control unit 130 takes into account a pre-calculated braking energy value Web, which indicates the braking energy released when driving on the electrified section 20a and makes it possible to store all the braking energy in the energy storage device 12 and to minimize feed-in to the external energy supply system 22.

[0039] If it is to be possible to travel on several different electrified sections of track, a suitable braking energy value Web is preferably determined for each of these electrified sections and stored in memory 40.

[0040] The Figure 2 shows as a second embodiment for vehicle 10 according to Figure 7 a variant of the first embodiment according to Figure 1 In the second embodiment according to Figure 2 In the memory 40 of vehicle 10, two or more driving strategy-related braking energy values ​​are stored for the electrified section 20a, of which in the Figure 2 For clarity, only two are shown, labeled Web(FS1) and Web(FS2). The driving strategy-related braking energy values ​​Web(FS1) and Web(FS2) refer to two different driving strategies, FS1 and FS2.

[0041] In the second embodiment according to Figure 2 Additionally, a vehicle-specific driving strategy determination unit 50 is available, which determines the respective driving strategy FS1 or FS2 on the basis of route data SD of the electrified route section 20a and timetable data FPD.

[0042] Taking into account the driving strategy FS1 or FS2 determined by the driving strategy determination unit 50, the charging control unit 130 reads the corresponding driving strategy-related braking energy value Web(FS1) or WEB(FS2) from the memory 40. The charging control unit 130 then carries out the charging of the energy storage unit 12 based on the respective driving strategy-related braking energy value read out, i.e., depending on the driving strategy.

[0043] The design variant according to Figure 2This advantageously enables the complete storage of braking energy for two or more different driving strategies, which can be specified by the driving strategy determination device depending on the situation, based on previously determined and stored braking energy values.

[0044] The determined driving strategy FS1 or FS2 of the vehicle's own driving strategy determination device 50 is preferably displayed to the driver of the vehicle by a display device 51, for example by speed specifications, so that the driver can control the vehicle 10 in accordance with the driving strategy.

[0045] The braking energy values ​​Web(FS1) and Web(FS2) can be stored in the form of a mathematical function or a table depending on the driving strategies FS1 and FS2 or their driving strategy data FSD1 and FSD2.

[0046] In the exemplary embodiments according to the Figure 1 and 2It is assumed, for example, that the braking energy values ​​Web are permanently stored in memory 40 of vehicle 10; alternatively, it can be provided that the braking energy values ​​Web(FS), Web(FS1) and Web(FS2) are transmitted to vehicle 10 during travel from an external trackside control device, for example wirelessly or via radio. The transmission should take place no later than before or shortly after entering the electrified track section 20a to allow for timely consideration during charging while traveling in the electrified track section 20a.

[0047] The Figure 3 shows a third embodiment for vehicle 10 according to Figure 7 In the embodiment according to Figure 3The vehicle 10 is equipped with its own forecasting device 60, which is designed in such a way that it determines the braking energy value Web itself on the basis of route data SD of the electrified route section 20a, timetable data FPD and driving strategy data FSD, which describe a predefined driving strategy FS, before, during or after entering the electrified section 20a or at least before reaching the subsequent non-electrified section 20b and transmits this value to the charging control device 130.

[0048] In the third embodiment according to Figure 3In accordance with the second embodiment shown in Figure 2, a vehicle-specific driving strategy determination device 50 is provided for generating the driving strategy data FSD, which determines the respective driving strategy FS on the basis of route data SD of the electrified route section 20a and timetable data FPD and transmits the driving strategy data FSD to the forecasting device 60.

[0049] The charging control device 130 carries out the charging of the energy storage device 12 in the embodiment shown below. Figure 3 also dependent on driving strategy, taking into account a self-determined or vehicle-internal driving strategy FS and a vehicle-internal determined braking energy value Web.

[0050] The forecasting device 60, the driving strategy determination device 50, the display device 51 and the charging control device 130 can be components of a higher-level driver assistance system.

[0051] The Figure 4 Figure 1 shows, as a fourth embodiment, a specific embodiment of the first embodiment according to Figure 1. The vehicle 10 comprises a computer system 70, which has a computing unit 71 and a computer system memory 72. A plurality of program modules are stored in the computer system memory 72, which, when executed by the computing unit 71, determine the operation of the computer system 70.

[0052] The computer memory 72 contains, among other things, a load strategy module M130, which, when executed by the computer unit 71, forms the load control unit 130. The memory 40 according to Figure 1 is formed by a storage section 72a of the computer system memory 72.

[0053] Furthermore, the above statements apply in connection with the Figure 1 for the embodiment according to Figure 4 accordingly.

[0054] The Figure 5The fifth embodiment shows a specific embodiment of the second embodiment according to Figure 2 .

[0055] In accordance with the fourth embodiment according to Figure 4 A computer system 70 is present, which has a computing device 71 and a computer system memory 72.

[0056] The driving strategy determination device 50 of vehicle 10 according to Figure 2 is formed by a driver assistance module M50, which, when executed by the computing unit 71, determines the respective driving strategy FS1 or FS2 in the form of the driving strategy data FSD1 or FSD2, which describe the respective driving strategy FS1 or FS2, and transmits it to the charging strategy module M130.

[0057] When executed by the computing unit 71, the charging strategy module M130 then performs the charging of the energy storage device 12 depending on the driving strategy, taking into account the respective corresponding driving strategy-related braking energy value Web(FS1) or WEB(FS2).

[0058] Furthermore, the above statements apply in connection with the Figure 2 for the fifth embodiment according to Figure 5 accordingly.

[0059] The Figure 6 The sixth embodiment shows a specific embodiment of the third embodiment according to Figure 3 In accordance with the embodiments shown in the Figures 4 and 5 A computer system 70 is present, which has a computing device 71 and a computer system memory 72.

[0060] The forecasting device 60 according to Figure 3is formed by a prediction module M60, which, when executed by the computing unit 71, determines the braking energy value Web itself on the basis of the route data SD of the electrified route section 20a and driving strategy data FSD of a predefined driving strategy FS and transmits this to the charging control module M130.

[0061] Furthermore, the above statements apply in connection with the Figure 3 for the sixth embodiment according to Figure 6 accordingly.

[0062] In the exemplary embodiments according to the Figures 1 to 6 The target energy value Esoll is preferably dimensioned such that it describes the fully charged storage state of the internal energy storage 12; alternatively, the target energy value Esoll can be dimensioned such that the energy stored in the storage 12 - taking into account a safety margin - is only sufficient to traverse the next non-electrified section of track 20b.

[0063] In the exemplary embodiments according to the Figures 1 to 6 The charging control device 130 will preferably adjust the charging current I taking into account a charging current-dependent charging efficiency, which indicates the ratio between the electrical energy stored in the energy storage device 12 and the supplied energy. Preferably, the charging control device will select the charging current such that the charging efficiency is optimal.

[0064] In the exemplary embodiments according to the Figures 3 and 6 Is it advantageous if the forecasting device is 60? Before or after entering the electrified section 20a, an initial braking energy value is determined, and during the journey on the electrified section 20a, i.e. before reaching the subsequent non-electrified section 20b, a recalculation is performed at least once, depending on the location, based on the track data SD of the section still to be traveled and taking into account driving strategy data FSD, and at least one further or updated braking energy value is determined.

[0065] The charging control device 130 preferably updates the charging strategy after receiving the updated braking energy value(s) in such a way that the energy storage device 12 has the specified target energy value Esoll when reaching the subsequent non-electrified section 20b, taking into account the regeneration of regenerable braking energy Eb according to the respective current braking energy value.

[0066] Although the invention has been further illustrated and described in detail by means of preferred embodiments, the invention is not limited by the disclosed examples and other variations can be derived by the person skilled in the art without leaving the scope of protection of the invention, as defined in the following claims.

Claims

1. Vehicle (10), in particular rail vehicle, with at least one current collector (11) for receiving external electrical energy while traversing an electrified track section (20a) and at least one internal energy store (12) which can provide stored energy for traversing a subsequent non-electrified track section (20b), wherein the vehicle (10) has a charging control facility (130) which, during the journey on the electrified track section (20a), using the current charge status (LST) of the energy store (12) and at least one braking energy value (Web), which indicates the braking energy (Eb) which can still be regenerated by braking and fed into the energy store (12) up until the end of the electrified track section (20a), charges the at least one internal energy store (12) such that it has a predefined setpoint energy value (Esetpoint) when it reaches the subsequent non-electrified track section (20b) assuming a recovery of the regenerable braking energy (Eb) indicated by the braking energy value (Web), characterised in that - the at least one braking energy value (Web) has been externally calculated in advance based on track data (SD) of the electrified track section (20a) and travel strategy data (FSD) prior to the start of the journey and has been stored in the vehicle (10), - the braking energy value (Web) calculated in advance is taken into consideration by the charging control facility (130) during charging, - two or more travel strategy-related braking energy values (Web) are stored for the electrified track section (20a), and - the charging control facility (130) performs the charging depending on the travel strategy taking into consideration the respective travel strategy (FS, FS1, FS2) and the travel strategy-related braking energy value (Web) corresponding thereto.

2. Vehicle (10) according to claim 1, characterised in that the vehicle (10) has a forecast facility (60) which is configured so as to determine the braking energy value (Web) itself and transfer this to the charging control facility (130) - prior to entry, during entry or following entry into the electrified track section (20a) or at least prior to reaching the subsequent non-electrified track section (20b) - based on track data (SD) of the electrified track section (20a) and on travel strategy data (FSD).

3. Vehicle (10) according to claim 1, characterised in that the braking energy value / values (Web) is / are stored in the form of a mathematical function or a table.

4. Vehicle (10) according to one of the preceding claims, characterised in that the setpoint energy value (Esetpoint) describes the fully charged charge status of the energy store (12).

5. Vehicle (10) according to one of the preceding claims 1 to 3, characterised in that the target energy value (Esetpoint) is specified such that the energy store (12) contains the travel energy necessary for travelling on the next non-electrified track section (20b), preferably in addition to a safety margin.

6. Vehicle (10) according to one of the preceding claims, characterised in that the charging control facility (130) sets the charging current (I) taking into consideration a charging current-dependent charging efficiency which indicates the relationship between the electrical total charging power and the storage power achieved thereby in the energy store (12).

7. Vehicle (10) according to claim 6, characterised in that the charging control facility (130) selects the charging current (I) such that the charging efficiency is optimal.

8. Vehicle (10) according to one of the preceding claims, characterised in that the forecast facility (60) - determines a first braking energy value (Web) prior to or following entry into the electrified track section (20a) and - performs at least once a recalculation and determines at least one updated braking energy value (Web) while travelling on the electrified track section (20a), that is, prior to reaching the subsequent non-electrified track section (20b), in a location-dependent manner based on the track data (SD) of the subsection yet to be traversed, and also taking into consideration updated travel strategy data (FSD) and the charging control facility (130) updates the charging strategy in each case after obtaining the updated braking energy value(s) (Web) in such a way that, upon reaching the subsequent non-electrified track section (20b), the energy store (12) has the predefined setpoint energy value (Esetpoint) taking into consideration the recovery of regenerable braking energy (Eb) according to the respective updated braking energy value (Web).

9. Vehicle (10) according to one of the preceding claims, characterised in that the forecast facility (60) and the charging control facility (130) form components of a driver assistance system.

10. Method for charging an internal energy store (12) of a vehicle (10), which is equipped with a charging control facility (130), with an internal energy store (12) and a current collector (11), which is suitable for receiving external electrical energy while traversing an electrified track section (20a), wherein the internal energy store (12) can provide stored energy for traversing a subsequent non-electrified track section (20b), wherein, during the journey on the electrified track section (20a), using the current charge status (LST) of the energy store (12) and at least one braking energy value (Web), which indicates the braking energy (Eb) which can still be regenerated by braking and fed into the energy store (12) up until the end of the electrified track section (20a), the internal energy store (12) is charged by means of the charging control facility (130) such that it has a predefined setpoint energy value (Esetpoint) when it reaches the subsequent non-electrified track section (20b) assuming a recovery of the regenerable braking energy (Eb) indicated by the braking energy value, characterised in that - the at least one braking energy value (Web) has been externally calculated in advance based on track data (SD) of the electrified track section (20a) and travel strategy data (FSD) prior to the start of the journey and has been stored in the vehicle (10), - the braking energy value (Web) calculated in advance is taken into consideration by the charging control facility (130) during charging, - two or more travel strategy-related braking energy values (Web) are stored for the electrified track section (20a), and - the charging control facility (130) performs the charging depending on the travel strategy taking into consideration the respective travel strategy (FS, FS1, FS2) and the travel strategy-related braking energy value (Web) corresponding thereto.

11. Method according to claim 10, characterised in that the braking energy value (Web) is determined prior to or following entry into the electrified track section (20a), at the very least, prior to reaching the subsequent non-electrified track section (20b) based on track data (SD) of the electrified track section (20a) and travel strategy data (FSD) in the vehicle (10).

12. Method according to claim 10, characterised in that the braking energy value (Web) is determined prior to or following entry into the electrified track section (20a), at the very least, prior to reaching the subsequent non-electrified track section (20b) based on track data (SD) of the electrified track section (20a) and travel strategy data (FSD) external to the vehicle (10).

13. Method according to one of the preceding claims 10 to 12, characterised in that the forecast facility (60) - determines a first braking energy value (Web) prior to or following entry into the electrified track section (20a) and - performs at least once a recalculation and determines at least one updated braking energy value (Web) while travelling on the electrified track section (20a), that is, prior to reaching the subsequent non-electrified track section (20b), in a location-dependent manner based on the track data (SD) of the subsection yet to be traversed, and also taking into consideration travel strategy data (FSD) and a charging control facility (130) updates the charging strategy in each case after obtaining the updated braking energy value / values (Web) in such a way that, upon reaching the subsequent non-electrified track section (20b), the energy store (12) has the predefined setpoint energy value (Esetpoint) taking into consideration the recovery of regenerable braking energy (Eb) according to the respective updated braking energy value (Web).