Method for planning an operating strategy for an electrically drivable vehicle, in particular a utility vehicle, computer program and / or computer-readable medium, controller, electrically drivable vehicle, in particular a utility vehicle

Abstract

Method (1) for planning an operating strategy for an electrically drivable vehicle (100a), in particular a utility vehicle (100b), comprising an energy storage device (20) and an electric drive (21) capable of regenerative braking (NB), wherein the energy storage device (20) can be charged during regenerative braking (NB) and the energy storage device (20) can be charged at a vehicle-external charging station (200), the method (1) comprising the steps of: determining (S10) a position (112) along a route (121), along which the vehicle (100a), in particular the utility vehicle (100b), can travel and which has a charging station (200); determining (S20) a first permitted state of charge (114) for charging the energy storage device (20) at the charging station (200) in order to travel along the route (121) and a second permitted state of charge (115) for charging the energy storage device (20) at the charging station (200) in order to travel along a worst-case route (125) from the first charging station (200); determining (S30) a limitation (116) of the first permitted state of charge (114) when travelling along the route (121), wherein the limitation (116) is based on the second permitted state of charge (115); and planning (S40) the operating strategy taking the limitation (116) into account.

Description

[0001] Method for planning an operating strategy for an electrically driven vehicle, in particular a commercial vehicle, computer program and / or computer-readable medium, control unit, electrically driven vehicle, in particular a commercial vehicle

[0002] The invention relates to a method for planning an operating strategy for an electrically driven vehicle, in particular a commercial vehicle, having an energy storage device and an electric drive capable of regenerative braking, wherein the energy storage device can be charged during regenerative braking and at a charging station external to the vehicle. The invention further relates to a computer program and / or computer-readable medium, a control unit for an electrically driven vehicle, in particular a commercial vehicle, having an energy storage device and an electric drive capable of regenerative braking, wherein the energy storage device can be charged during regenerative braking and at a charging station external to the vehicle, and an electrically driven vehicle, in particular a commercial vehicle, having an energy storage device and an electric drive capable of regenerative braking, and having a control unit.

[0003] The invention relates in particular to electrically powered vehicles (Battery Electric Vehicles, BEVs), especially commercial vehicles, which must meet a Type II-A test according to 'Regulation No. 13 of the Economic Commission for Europe of the United Nations (UNECE) — Uniform provisions for the type-approval of vehicles of categories M, N, and O with regard to braking [2016 / 194]' (ECE R 13). This requires maintaining a speed of 30 km / h over a 6 km downhill stretch with a 7% gradient without the use of friction brakes.

[0004] The Type II-A test can be met by BEVs if the state of charge of a battery storage device of the BEV allows the absorption of energy recovered through recuperation (regenerative braking). Otherwise, compliance with the Type II-A test cannot be guaranteed. The energy storage device must be chargeable through regenerative braking of an electric drive, in particular without there being a risk of overcharging and thus damaging the energy storage device. Therefore, special measures must be implemented for BEVs. One option involves the implementation of an intelligent energy management function that can operate predictively and, if necessary, maintain the state of charge within a suitable range. This may require that the energy storage device be charged at an external charging station only up to a definable target state of charge, whereby the target state of charge lies below the charging capacity of the energy storage device.

[0005] The fundamental problem with such a so-called predictive solution is that the expected energy balance—i.e., the energy consumption while driving, taking into account energy recovery through recuperation—in the vehicle cannot be effectively predicted due to the computing power of the vehicle's data processing device and the availability of data. Even a route entered into a navigation system, for example, and the predictive precalculation of energy consumption while driving along the route is not effective in itself, since the driver can abort following the route at any time. Furthermore, a predictive method may fail to take into account the fact that the vehicle mass, which is decisive for the vehicle's potential energy, changes at any time during the journey, i.e., along a route, when the vehicle is loaded and / or unloaded.

[0006] Therefore, in the prior art, a so-called worst-case scenario is considered to determine a target state of charge to which the energy storage device is to be charged at a charging point. The worst-case scenario is based on the position of the charging station, i.e., a position of the vehicle determined by the charging station. From this position, all possible or potentially passable routes are determined, and along each of the routes, a permitted state of charge is determined for the respective route. The permitted state of charge is determined taking into account regenerative braking when driving downhill along the respective route. The worst-case scenario is the scenario in which the most and / or most frequent energy can be recovered through regenerative braking. The permitted state of charge can be determined in such a way that the permitted state of charge in the worst-case scenario does not exceed the charging capacity of the energy storage device while driving.

[0007] DE 10 2020 133 118 A1 discloses such a predictive method for providing a storage capacity reserve in a traction battery for an electrically powered motor vehicle, preferably a commercial vehicle, for an upcoming downhill journey. The method comprises detecting whether an electrical charging process of the traction battery using an external charging source is imminent, and determining one or more possible downhill stretches for an upcoming downhill journey after the electrical charging process. The method further comprises predicting or estimating one or more amounts of recuperated energy that will be recuperated by the motor vehicle along each of the determined downhill stretches, and setting, e.g., lowering, a maximum battery charge level of the traction battery for the charging process using the external charging source depending on the predicted amount or amounts of recuperated energy.The highest amount of recuperated energy can be selected from the predicted amounts, and the maximum battery charge level can be set based on the highest amount. The maximum battery charge level can be determined from a storage capacity or from a target value for the maximum battery charge level of the traction battery less the selected highest amount. This ensures regenerative continuous braking during the upcoming downhill journey along each of the specified downhill sections without overloading the traction battery and avoiding the use of braking resistors. The specified maximum battery charge level can thus be the lowest among the possible maximum battery charge levels of the possible downhill sections.This selects the maximum battery charge level that provides the greatest storage capacity reserve of the traction battery in order to avoid overcharging of the traction battery, regardless of which of the possible downhill stretches the driver ultimately chooses to continue driving.

[0008] The German patent application DE 102022 108 592, which was not yet published on the filing date of the present patent application.9 describes a method for an electrically driven vehicle, in particular a commercial vehicle, having an energy storage device and an electric drive capable of regenerative braking, wherein the energy storage device is chargeable during regenerative braking and the energy storage device is chargeable at a charging station external to the vehicle, the method comprising the steps of: determining a charging status, wherein the charging status comprises the information as to whether the energy storage device is being charged by the charging station external to the vehicle; detecting, as a function of the charging status, vehicle information relating to the vehicle, in particular a commercial vehicle, and position information relating to the position of the vehicle, in particular a commercial vehicle; transmitting the vehicle information and the position information to a server external to the vehicle; and receiving a target charging state from the server external to the vehicle.

[0009] Furthermore, DE 102022 108 592.9 describes how a planned route can be included in the worst-case analysis of the possible routes in a weighted or absolute manner.

[0010] However, the use of the electric drive for regenerative braking not only serves the efficient operation of the vehicle, but is also part of a safety system for safe vehicle operation. However, considering a planned route when determining a permissible state of charge may not be permitted due to legal requirements, for example, since the vehicle's operating mode must not influence the functioning of a safety system.

[0011] In other words, predictive charging management to ensure the continuous power performance of the electric drive by managing the maximum charge at a charging station based on worst-case routes and their predicted charging process should not take into account the actual route (or more broadly "operating strategy") of the vehicle in such a way that at the point of charging, i.e. at the charging station, a route that would lead to the state of charge being exceeded is excluded because it is not planned.

[0012] However, this can lead to a significant restriction on the permitted state of charge, even though the worst-case route may not be taken and / or is practically irrelevant. This restriction can impact the vehicle's operating strategy, range, route planning, and / or user and / or operator satisfaction.

[0013] The invention is therefore based on the object of enriching the state of the art and enabling an improved determination of a target charge state in order to achieve more effective planning of the operating strategy.

[0014] This object is achieved by a method according to claim 1 and the subject matter according to the further independent claims. The subclaims specify preferred developments of the invention.

[0015] According to one aspect of the invention, a method is provided for planning an operating strategy for an electrically driven vehicle, in particular a commercial vehicle, having an energy storage device and an electric drive capable of regenerative braking, wherein the energy storage device can be charged during regenerative braking and at a charging station external to the vehicle.The method comprises the steps of: determining a position along a route that can be traveled by the vehicle, in particular a commercial vehicle, with a charging station; determining a first permitted state of charge for charging the energy storage device at the charging station for traveling the route and a second permitted state of charge for charging the energy storage device at the charging station for traveling a worst-case route that can be traveled from the first charging station; determining a limitation of the first permitted state of charge when traveling the route, wherein the limitation is based on the second permitted state of charge; and planning the operating strategy taking the limitation into account.

[0016] The electrically driven vehicle, in particular a commercial vehicle, is referred to below as the vehicle. The energy storage device and the electric drive are configured such that the energy storage device provides an electric current for the electric drive to propel the vehicle. The electric drive is configured to decelerate the vehicle through regenerative braking, wherein, during deceleration of the vehicle, energy of the vehicle is converted into electrical energy. The electric drive and the energy storage device are configured to store the energy converted by regenerative braking in the energy storage device.

[0017] The energy storage device can be charged by the off-board charging station. The off-board charging station and the vehicle each have a corresponding interface for connecting the vehicle or its energy storage device to the off-board charging station for charging the energy storage device. The off-board charging station and the vehicle are configured to charge the energy storage device to a permitted charge level. The permitted charge level can be specified, for example, by a proportion of the maximum charge capacity of the energy storage device. The difference between the maximum charge level and the target charge level is referred to as the buffer.

[0018] The position and the charging station are located along the route. The charging station can be reached by the vehicle from the position. The first permitted state of charge characterizes the state of charge to which the vehicle could be charged at the charging station if the vehicle were charged to travel the route without considering the worst-case route, and without the state of charge exceeding the charging capacity during recuperation along the route. The second permitted state of charge characterizes the state of charge to which the vehicle must be charged at the charging station to ensure that the permitted state of charge does not exceed the charging capacity of the energy storage device in the worst-case scenario, i.e. when traveling the worst-case route. The worst-case route is the route that leads to a maximum state of charge brought about by recuperation when traveling from the charging station.

[0019] It was recognized that the first permitted state of charge must be limited by the worst-case scenario, i.e., the second permitted state of charge, to meet safety requirements. Limiting the first state of charge by the second state of charge thus characterizes the need to reduce the first permitted state of charge due to a consideration of the worst-case scenario at the charging station. This allows the limitation to be specific to a specific charging station.

[0020] Furthermore, it was recognized that this limitation must be taken into account when planning the operating strategy in order to enable reliable and safe operation of the vehicle and, at the same time, to minimize any negative influence of the limitation on the vehicle's operating strategy when planning the operating strategy.

[0021] The method advantageously comprises determining a plurality of routes between the position and a common destination point of the routes, wherein a charging station is arranged along several of the routes. In other words, a start point is specified by the position and a destination point is specified by the destination point, wherein the start and destination are the same for the plurality of routes. By determining the plurality of routes, the planning of the operating strategy can comprise more than just one possible route, thus opening up a larger range of options for planning the operating strategy. Since a charging station is arranged along several of the routes, the determination of the first permitted state of charge and the second permitted state of charge, the determination of the limitation and the planning of the operating strategy can be carried out taking the limitation into account for each of the routes.In addition, it is possible that a plurality of charging stations are located along one or more of the routes.

[0022] Advantageously, a plurality of charging stations are located along the route, and the limitation is determined for several of the charging stations. This provides a greater range of options for planning the operating strategy. Since multiple charging stations are located along the route, the determination of the first permitted state of charge and the second permitted state of charge, the determination of the limitation, and the planning of the operating strategy can be carried out taking the limitation into account for each of the charging stations.

[0023] Advantageously, the position is determined in such a way that the position is a position of the vehicle, in particular a commercial vehicle. This makes it possible to plan the operating strategy online, i.e., while the vehicle is traveling, while the current position of the vehicle can be observed. Alternatively or additionally, the position is a position of the charging station. This allows for proactive planning of the operating strategy, since potential limitations can be determined before the commercial vehicle reaches the charging station.

[0024] Advantageously, the limitation includes a difference between the first permitted state of charge and the second permitted state of charge. This allows the limitation to be effectively quantified. Based on the difference, the limitation can be clearly displayed and / or effectively processed for planning purposes.

[0025] The method advantageously comprises: Initiating the output of the limit to a user and / or driver of the vehicle, in particular a commercial vehicle, and / or to a fleet management system. In particular, the output to the user and / or driver allows online information to be provided. In particular, the output to the fleet management system allows the limit to be comprehensively considered when planning the operation of a fleet of vehicles.

[0026] Advantageously, the planning of the operating strategy includes route planning, planning the charging of the energy storage device at the charging station, and / or planning a payload. It was recognized that limitations can have an impact on route planning, charging, and / or payload planning, i.e., the loading and unloading of the vehicle. For example, routes can be avoided and / or given less weight in route planning if a comparatively large limitation would be required, while a route without and / or with a comparatively small limitation can be preferred.

[0027] It is advantageous to plan the operating strategy taking into account the total range, driving time, and / or charging costs. It has been recognized that the limitation can influence the total range, driving time, and / or charging costs. For example, it may be advantageous for a total charging cost to initially accept a comparatively large limitation with comparatively high charging costs at a first charging station, in order to be able to apply a comparatively small limitation with comparatively low charging costs at a second charging station along the route.

[0028] The method advantageously comprises determining a suggestion for charging the energy storage device at a second charging station. The second charging station can be located along the route and / or along an alternative route. It has been recognized that it can be more efficient to charge the energy storage device at the second charging station than at the originally intended charging station. The suggestion can be based on a second limitation related to the second charging station, wherein the second limitation can be smaller than the limitation at the first charging station. Alternatively, the second limitation can also be equal to or greater than the limitation at the first charging station.This allows for the fact that energy is consumed when driving between the first charging station and the second charging station, allowing for a scenario in which more charging can be done at the second charging station than at the first charging station, even though the second limit at the second charging station may be even greater than the limit at the first charging station. This allows for the fact that additional energy consumed must be recharged when driving the section of a route between the first charging station and the second charging station.

[0029] Advantageously, the planning of the operating strategy takes into account a threshold condition relating to the limitation and / or a range reduction determined based on the limitation. It has been recognized that not every limitation and / or range reduction has a significant impact on the planning. For example, the limitation and / or range reduction can be disregarded during planning if the limitation and / or range reduction lies below a threshold value defining the threshold condition. Otherwise, if the limitation and / or range reduction lies above the threshold value, the limitation and / or range reduction is taken into account when planning the operating strategy. According to one aspect of the invention, a computer program and / or a computer-readable medium is provided.The computer program and / or the computer-readable medium comprise instructions which, when executed by a computer, cause the computer to perform the method according to the invention and / or steps thereof. Optionally, the computer program and / or the computer-readable medium comprise instructions which, when executed by a computer, cause the computer to perform the method steps described as advantageous or optional in order to achieve an associated technical effect.

[0030] According to one aspect of the invention, a control unit for an electrically driven vehicle, in particular a commercial vehicle, is provided, comprising an energy storage device and an electric drive capable of regenerative braking. The energy storage device is rechargeable during regenerative braking and can be charged at a charging station external to the vehicle. The control unit is configured to carry out the method described above. Optionally, the control unit is configured to carry out the method steps described as advantageous or optional in order to achieve an associated technical effect.

[0031] According to one aspect of the invention, an electrically driven vehicle, in particular a commercial vehicle, is provided with an energy storage device and an electric drive capable of regenerative braking, and with the control unit described above. The energy storage device can be charged during regenerative braking, and the energy storage device can be charged at a charging station external to the vehicle. Optionally, the control unit of the vehicle and / or the vehicle are configured to perform the method steps described as advantageous or optional in order to achieve an associated technical effect.

[0032] Further advantages and features of the invention, as well as their technical effects, will become apparent from the figures and the description of the preferred embodiments shown in the figures. Figure 1 shows a schematic representation of a flow chart of a method according to one embodiment of the invention;

[0033] Fig. 2 is a schematic representation of an overview of a vehicle, in particular a commercial vehicle, according to an embodiment of the invention;

[0034] Fig. 3 shows an exemplary state of charge curve of an energy storage device of a vehicle, in particular a commercial vehicle; and

[0035] Fig. 4 is a schematic representation of a vehicle, in particular a commercial vehicle, according to an embodiment of the invention in a scenario;

[0036] Figure 1 shows a schematic representation of a flow chart of a method 1 according to one embodiment of the invention. Optional steps of method 1 are represented by a box with a dashed line.

[0037] Method 1 is a method 1 for planning an operating strategy for an electrically driven vehicle 100a, in particular a commercial vehicle 100b, having an energy storage device 20 and an electric drive 21 capable of regenerative braking NB, wherein the energy storage device 20 can be charged during regenerative braking NB and at a vehicle-external charging station 200. The vehicle 100a, in particular a commercial vehicle 100b, is referred to below as vehicle 100a, 100b. Such a vehicle 100a, 100b is described with reference to Figures 2 to 4.

[0038] The method 1 according to Figure 1 comprises: determining S10 a position 112 along a route 121 that can be traveled by the vehicle 100a, 100b and has a charging station 200. Depending on the route, it is possible that a plurality of charging stations 200 are arranged along the route 121.

[0039] The position 112 is determined such that the position 112 is a position 112' of the vehicle 100a, 100b and / or the position 112 is a position 112" of the charging station 200. The position 112' of the vehicle 100a, 100b is the geoposition of the vehicle 100a, 100b. The position 112' of the vehicle 100a, 100b can be detected using a GPS system and / or determined using a wireless network. The position 112" of the charging station 200 can be determined, for example, using map material, wherein charging stations 200 are listed in the map material.

[0040] A plurality of routes 121 between the position 112 and a common destination point 122 of the routes 121 are determined S11, wherein a charging station 200 is arranged along a plurality of the routes 121. The destination point 122 can be the destination point 122 of an originally planned route 121 and / or can be determined by an input. The plurality of routes 121 is determined, for example, based on a corridor around the originally planned route 121. Alternatively or additionally, it is possible to determine the plurality of routes 121 based on a circular sector emanating from the position 112 and / or a circular sector emanating from the destination point.

[0041] A determination S20 of a first permitted state of charge 114 for charging the energy storage device 20 at the charging station 200 for traveling along route 121 and a second permitted state of charge 115 for charging the energy storage device 20 at the charging station 200 for traveling along a worst-case route 125 accessible from the first charging station 200 takes place. The first permitted state of charge 114 is determined with regard to traveling along route 121 as such from the charging station 200, i.e., in isolation from a consideration of another scenario, in particular a worst-case scenario (see also Figure 4). When determining the first permitted state of charge 114, the route 121 is examined with regard to the energy to be consumed and recuperated when traveling along route 121.The first permitted state of charge 114 is determined such that a state of charge SoC of the energy storage device 20 does not exceed a charging capacity 26 of the energy storage device 20 during recuperation when traveling on route 121. The second permitted state of charge 115 is determined by determining all possible or potentially passable routes from the charging station 200 and determining a permitted state of charge related to the respective route along each of the routes. The permitted state of charge is determined taking into account one or more regenerative braking events during a downhill ride along the respective route. The worst-case scenario is the scenario in which the most and / or most frequent energy can be recovered through regenerative braking. The second permitted state of charge 115 is determined such that the second permitted state of charge in the worst-case scenario does not exceed the charging capacity of the energy storage device.

[0042] A determination S30 of a limitation 116 of the first permitted state of charge 114 is carried out when traveling along route 121, wherein the limitation 116 is based on the second permitted state of charge 115. The limitation 116 comprises a difference between the first permitted state of charge 114 and the second permitted state of charge 115. The determination S30 of the limitation 116 can be carried out for several of the charging stations 200, provided that several charging stations 200 are arranged along route 121 and / or along the majority of routes 121.

[0043] The operating strategy is planned S40 taking into account limitation 116.

[0044] The planning S40 of the operating strategy includes route planning, planning the charging of the energy storage device 20 at the charging station 200, and / or planning a payload. The route planning includes planning the route 121 or route to be traveled by the vehicle 100a, 100b to a destination 122. The planning of the charging of the energy storage device 20 includes how much energy is to be charged at which charging station 200. The planning of the payload includes how much load and / or goods are to be loaded and / or unloaded at which location and / or when. The planning S40 of the operating strategy takes into account a total range, a driving time, and / or charging costs.

[0045] The planning S40 of the operating strategy is carried out taking into account a threshold condition relating to the limitation 116 and / or a range reduction determined based on the limitation 116. For example, the threshold condition can include a threshold for the limitation 116 of 5% based on the charging capacity 26 and / or for the range reduction of 20 km. Below the threshold, the planning S40 of the operating strategy can be carried out as if no limitation 116 were occurring. Otherwise, i.e., above the threshold, the planning S40 of the operating strategy can be carried out with explicit consideration of the limitation 116.

[0046] An output of the limitation 116 to a user and / or driver of the vehicle 100a, in particular commercial vehicle 100b and / or to a fleet management system 301 is initiated S50.

[0047] A suggestion 126 for charging the energy storage device 20 at a second charging station 201 is determined S60. The second charging station 201 can be located along the route 121 and / or along an alternative route included in the plurality of routes 121.

[0048] Figure 2 shows a schematic representation of an overview of a vehicle 100a, in particular commercial vehicle 100b, according to an embodiment of the invention.

[0049] The vehicle 100a, 100b is preferably a land vehicle. The vehicle 100a, 100b is configured to carry out the method 1 described with reference to Figure 1.

[0050] The vehicle 100a, 100b according to Figure 2 comprises a tractor 101 and a trailer 102. The vehicle 100a, 100b or the tractor 101 of the vehicle 100a, 100b comprises an energy storage device 20 and an electric drive 21 capable of regenerative braking NB. The energy storage device 20 can be charged during regenerative braking NB and the energy storage device 20 can be charged at the vehicle-external charging station 200 (see Figure 4). The energy storage device 20 is an accumulator or a rechargeable battery. The energy storage device 20 has a state of charge SoC that indicates the amount of energy that can be converted into electrical energy by the energy storage device 20. The state of charge SoC is limited by the energy storage device 20, in particular by a charging capacity 26 of the energy storage device 20. The charging capacity 26 indicates the maximum possible charge level SoC.The off-vehicle charging station 200 is configured to charge the energy storage device of the vehicle 100a, 100b according to a charging request.

[0051] In the embodiment shown in Figure 2, the tractor 101 and the trailer 102 each comprise a control unit 14 with a vehicle interface 15, a data processing device 16 and a communication interface 17.

[0052] The vehicle interface 15 is configured to determine or record vehicle information relating to the vehicle 100a, 100b, i.e., corresponding to the tractor 101 or the trailer 102. Using the vehicle interfaces 15, an in-vehicle communication connection 123 can be established between the tractor 101 and the trailer 102. More specifically, the communication connection 123 is established between the vehicle interface 15 of the tractor 101 and the vehicle interface 15 of the trailer 102. This allows vehicle information relating to the trailer 102 to be transmitted from the trailer 102 to the tractor 101.

[0053] The data processing device 16 is configured to process and / or store data. For this purpose, the data processing device has a memory (not shown) and a processor (not shown). The data processing device 16 is configured to perform one or more of the steps of method 1 described with reference to Figure 1.

[0054] The communication interfaces 17 are each mobile radio interfaces 17a, for example, interfaces for communication in a GSM (3G), LTE (4G), and / or 5G network. The communication interfaces 17 are each configured to communicate with a vehicle-external server 300 and / or a fleet management system 301. Thus, the vehicle 100a, 100b can transmit information or data to the vehicle-external server 300 and / or a fleet management system 301 and receive it from the vehicle-external server 300 and / or the fleet management system 301. In the exemplary embodiment shown, the vehicle 100a, 100b is arranged at a position illustrated by a cross, and the vehicle 100a, 100b sends the position 112 to the server 300.The server 300 can, for example, perform the steps described with reference to Figure 1: determining S11 the plurality of routes, determining S20 the first permitted state of charge 114 and the second permitted state of charge 115, determining S30 the limitation 116, planning S40 the operating strategy, initiating S50 the output, and / or determining S60 the suggestion 126. The server 300 transmits the limitation 116 to the vehicle 100a, 100b and to the fleet management system 301 to initiate S50 the output of the limitation 116. The server 300 transmits the suggestion 126 to the vehicle 100a, 100b. In this case, it can be exploited that the server 300 or the cloud has a higher computing power than the data processing device 16 of the vehicle 100a, 100b and / or more comprehensive data for carrying out the method steps than the vehicle 100a, 100b.

[0055] In another embodiment (not shown), the server 300 comprises the fleet management system 301, or vice versa. In this case, the transmission of the limitation 116 to the fleet management system 301 is unnecessary.

[0056] In another embodiment (not shown), the control unit 14 and / or the data processing device 16 is configured to perform the steps of determining S11 the plurality of routes, determining S20 the first permitted state of charge 114 and the second permitted state of charge 115, determining S30 the limitation 116, planning S40 the operating strategy, initiating S50 the output, and / or determining S60 the suggestion 126. Then, the communication with the server 300 shown may be dispensable.

[0057] Figure 3 shows a state of charge curve 500 of an energy storage device 20 of a vehicle 100a, in particular a commercial vehicle 100b. Such a vehicle 100a, 100b is described with reference to Figure 2. The state of charge curve 500 according to Figure 3 shows the state of charge SoC of the energy storage device 20 as a function of the time or the distance traveled by the vehicle 100a, 100b. During driving, the energy stored in the energy storage device 20 is converted by the electric drive 21 into kinetic energy of the vehicle 100a, 100b. The state of charge SoC thus decreases as a function of time or distance. Energy can be converted by recuperation or regenerative braking NB by the electric drive 21 and supplied to the energy storage device 20. As a result, the state of charge SoC of the energy storage device 20 can increase. The charging capacity 26 of the energy storage device 20 is indicated by a horizontal dotted line.

[0058] The state of charge curve 500 comprises two options Option 1, Option 2. The first option Option 1 is shown with a dashed line and would result in the state of charge SoC exceeding the charging capacity 26 of the energy storage device 20. The second option Option 2 is shown with a solid line and allows efficient and safe operation of the vehicle 100a, 100b. The off-vehicle server 300 can be connected to a dispatcher via a fleet management system 301 and transmit the two options Option 1 and Option 2 to the dispatcher via the fleet management system 301. The dispatcher can select the second option Option 2 via the fleet management system 301, wherein the off-vehicle server 300 then transmits a corresponding permitted state of charge 114, a corresponding route suggestion and / or a loading suggestion for adapting the payload to the vehicle 100a, 100b.

[0059] Figure 4 shows a schematic representation of a vehicle 100a, in particular a commercial vehicle 100b, according to an embodiment of the invention in a scenario 600.

[0060] Scenario 600 shows the vehicle 100a, 100b described with reference to Figures 2 and 3 and a route profile defining the scenario 600, i.e., a plot of elevation against a distance. Scenario 600 thus illustrates a route 121 along an incline or decline. Along the route 121, represented by arrows with a solid line each, the vehicle 100a, 100b is located at a position 112' of the vehicle 100a, 100b. The route 121 ends at a destination point 122 of the route 121. A charging station 200 and a second charging station 201 are located along the route 121. The charging station 200 is located at a position 112" of the charging station 200. Each of the vehicle-external charging stations 200, 201 can be, for example, a stationary or mobile charging column.

[0061] Scenario 600 illustrates a worst-case route 125. Worst-case route 125 corresponds to route 121 from position 112' of vehicle 100a, 100b to position 112" of charging station 200. However, since destination 122 is located above charging station 200 and scenario 600 has a downhill gradient starting from position 112" of charging station 200, route 121 does not correspond to worst-case route 125. Worst-case route 125 instead involves traveling downhill, i.e., in this case, driving back to position 112' of vehicle 100a, 100b, with position 112' of vehicle 100a, 100b located below charging station 200. In the worst-case scenario, i.e., when driving on the worst-case route 125, the amount of recuperated energy is at its maximum. However, the worst-case scenario is not typically driven.

[0062] Reference symbol (part of the description):

[0063] 1 Procedure for planning a business strategy

[0064] 14 Control unit

[0065] 15 Vehicle interface

[0066] 16 Data processing device

[0067] 17 Communication interface

[0068] 17a Mobile radio interface

[0069] 20 Energy storage device

[0070] 21 electric drive

[0071] 26 loading capacity

[0072] 100a electrically powered vehicle

[0073] 100b electrically powered commercial vehicle

[0074] 101 tractor

[0075] 102 followers

[0076] 110 Charging status

[0077] 111 Vehicle information

[0078] 112 positions

[0079] 112' Position of a vehicle, especially a commercial vehicle

[0080] 112" position of a charging station

[0081] 114 first permitted state of charge

[0082] 115 second permitted state of charge

[0083] 116 Limitation

[0084] 121 Route

[0085] 122 Destination point

[0086] 123 in-vehicle communication connection

[0087] 125 Worst-case route

[0088] 126 Proposal

[0089] 200 Charging station 201 Second charging station

[0090] 300 off-board servers

[0091] 301 Fleet Management System

[0092] 500 state of charge curve

[0093] 600 Scenario

[0094] NB regenerative braking

[0095] SoC charge level

[0096] 510 Determining a position

[0097] 511 Determining a plurality of routes

[0098] S20 Determining a first permitted state of charge and a second permitted state of charge

[0099] S30 Determining a limitation

[0100] S40 Planning

[0101] S50 Initiating an issue

[0102] S60 Determining a proposal

Claims

Patent claims:

1. A method (1) for planning an operating strategy for an electrically driven vehicle (100a), in particular a commercial vehicle (100b), having an energy storage device (20) and an electric drive (21) capable of regenerative braking (NB), wherein the energy storage device (20) is rechargeable during regenerative braking (NB) and at a charging station (200) external to the vehicle, the method (1) comprising the steps of: - determining (S10) a position (112) along a route (121) that can be traveled by the vehicle (100a), in particular a commercial vehicle (100b), with a charging station (200); - determining (S20) a first permitted state of charge (114) for charging the energy storage device (20) at the charging station (200) for traveling the route (121) and a second permitted state of charge (115) for charging the energy storage device (20) at the charging station (200) for traveling a worst-case route (125) that can be traveled from the first charging station (200); - determining (S30) a limitation (116) of the first permitted charge state (114) when traveling the route (121), wherein the limitation (116) is based on the second permitted charge state (115); and - Planning (S40) of the operating strategy taking into account the limitations (116).

2. Method (1) according to claim 1, wherein the method (1) comprises: determining (S11) a plurality of routes (121) between the position (112) and a common destination point (122) of the routes (121), wherein a charging station (200) is arranged along a plurality of the routes (121).

3. Method (1) according to claim 1 or 2, wherein a plurality of charging stations (200) are arranged along the route (121) and the determination (S30) of the limitation (116) is carried out for a plurality of the charging stations (200).

4. Method (1) according to one of the preceding claims, wherein the position (112) is determined such that the position (112) is a position (112') of the vehicle (100a), in particular commercial vehicle (100b), and / or a position (112") of the charging station (200).

5. Method (1) according to one of the preceding claims, wherein the limitation (116) comprises a difference between the first permitted state of charge (114) and the second permitted state of charge (115).

6. Method (1) according to one of the preceding claims, wherein the method (1) comprises: - Initiating (S50) an output of the limitation (116) to a user and / or driver of the vehicle (100a), in particular commercial vehicle (100b) and / or to a fleet management system (301).

7. Method (1) according to one of the preceding claims, wherein the planning (S40) of the operating strategy comprises route planning, planning of the charging of the energy storage device (20) at the charging station (200) and / or planning of a payload.

8. Method (1) according to one of the preceding claims, wherein the planning (S40) of the operating strategy is carried out taking into account a total range, a driving time and / or charging costs.

9. Method (1) according to one of the preceding claims, wherein the method (1) comprises: - Determining (S60) a proposal (126) for charging the energy storage device (20) at a second charging station (201).

10. Method (1) according to one of the preceding claims, wherein the planning (S40) of the operating strategy takes place taking into account a threshold condition relating to the limitation (116) and / or a range reduction determined on the basis of the limitation (116).

11. Computer program and / or computer-readable medium, comprising instructions which, when the program or instructions are executed by a computer, cause the computer to carry out the method (1) and / or the steps of the method (1) according to one of the preceding claims. REVISED SHEET (RULE 91) ISA / EP 12. Control unit (14) for an electrically driven vehicle (100a), in particular a commercial vehicle (100b), with an energy storage device (20) and an electric drive (21) capable of regenerative braking (NB), wherein the energy storage device (20) can be charged during regenerative braking (NB) and at a vehicle-external charging station (200), wherein the control unit (14) is configured to carry out the method (1) according to one of claims 1 to 10.

13. Electrically driven vehicle (100a), in particular commercial vehicle (100b), with an energy storage device (20) and an electric drive (21) capable of regenerative braking (NB) and with a control unit (14) according to claim 12, wherein the energy storage device (20) can be charged during regenerative braking (NB) and at a charging station (200) external to the vehicle.

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