Method for a compressor arrangement for a vehicle with a fuel cell system
Patent Information
- Application Number
- EP2024700528
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2023-01-13
- Filing Date
- 2024-01-03
- Publication Date
- 2025-11-19
AI Technical Summary
Reactive control methods for compressor arrangements in fuel cell vehicles lead to unnecessary wear and inefficiency due to dynamic load changes, which are not relevant for vehicle operation and consume energy.
A method that detects air temperature and barometric information, determines an operating point, and outputs offer information to control the compressor arrangement, reducing load changes and wear by optimizing the operating strategy based on temperature, pressure, and performance variables.
This approach allows for a more effective and less wear-intensive operation of the compressor arrangement by reducing dynamic load changes and improving energy efficiency.
Smart Images
Figure 1.1
Abstract
Description
[0001] METHOD FOR A COMPRESSOR ARRANGEMENT FOR A VEHICLE WITH A FUEL CELL SYSTEM
[0002] The present disclosure relates to a method for a compressor arrangement for a vehicle, in particular a commercial vehicle. The disclosure also relates to a computer program and / or computer-readable medium, a control unit for a compressor arrangement for a vehicle, in particular a commercial vehicle, a compressor arrangement for a vehicle, in particular a commercial vehicle, comprising a control unit with a signal interface, a fuel cell system for a vehicle, in particular a commercial vehicle, and a vehicle, in particular a commercial vehicle.
[0003] In particular, the disclosure relates to a compressor arrangement for a fuel cell vehicle, i.e. a vehicle, in particular a commercial vehicle, which has a fuel cell system with the compressor arrangement and a fuel cell arrangement, wherein the compressor arrangement is configured to apply an air flow to a cathode of the fuel cell arrangement.
[0004] According to the state of the art, such compressor arrangements or compressors are controlled reactively by fuel cells. This means that the fuel cell system and / or another control unit specifies the mass flow to be delivered by the compressor arrangement. The compressor then increases or decreases its speed until an air mass meter detects the requested mass flow. If a characteristic map of the compressor arrangement, from which a relationship between mass flow and speed can be derived, is stored in the fuel cell system or control unit, the control unit can directly specify the compressor speed.
[0005] With such reactive control, it is not possible to specifically implement a wear-optimized or at least wear-improved operating strategy, since only the mass flow is specified as a target variable, which must then be adjusted by the compressor arrangement as quickly as possible. However, since a typical fuel cell system includes a buffer battery, some dynamic applications are not even necessary. This means that reactive control can induce load changes in the compressor arrangement that have little or no relevance to the operation of the vehicle, particularly a commercial vehicle, but do imply wear on the compressor arrangement. Furthermore, energy must be expended for the load changes, so reducing the load changes can improve the efficiency of the compressor arrangement and thus lead to more effective operation of the compressor arrangement.
[0006] Against the background of this prior art, the object of the present disclosure is to provide an improved method suitable for enriching the prior art. A specific embodiment of the disclosure can achieve the object of enabling an improved operating strategy for a compressor arrangement, with which improved and less wear-prone operation of the compressor arrangement can be achieved.
[0007] The problem is solved by the features of the independent claim. The subordinate claims and subclaims contain optional developments of the disclosure.
[0008] According to one aspect of the disclosure, a method for a compressor arrangement for a vehicle, in particular a commercial vehicle, is provided. The method comprises: detecting a temperature of air to be compressed and barometric information relating to the air, as well as a speed of the compressor arrangement and / or a power variable of the compressor arrangement; determining an operating point as a function of the speed and / or the power variable; determining a supply point that can be set as a potential operating point as a function of the operating point, the temperature, and the barometric information; determining supply information as a function of the operating point and the supply point; and outputting the supply information.
[0009] The barometric information can, for example, be an altitude above sea level and / or the air pressure, whereby the air pressure can be determined from the altitude. It has been recognized that temperature and air pressure can be crucial for the power reserves and thus for the control of the compressor arrangement. The temperature and the barometric information are variables that can characterize the air to be compressed by the compressor arrangement. The speed can be an actual speed and / or the power variable, for example a delivery rate, i.e. the mass flow, a volume flow and / or a drive power, can be an actual power variable. The power variable of the compressor arrangement can be derived from the speed and vice versa in order to characterize the operating point of the compressor arrangement.
[0010] The operating point can indicate the actual operating state of the compressor arrangement. The operating point can be determined by the speed and / or power characteristic of the compressor arrangement and can characterize the mass flow that can be generated by the compressor arrangement.
[0011] Based on the determined operating point, a supply point can be determined, which is characterized, for example, by a maximum mass flow achievable by the compressor arrangement, a maximum pressure ratio achievable by the compressor arrangement, and / or a speed that achieves the maximum mass flow and / or the maximum pressure ratio. The supply point can thus potentially be assumed by the compressor arrangement as an operating point. The supply point thus describes a control reserve of the compressor arrangement, i.e., a parameter range that can be achieved by the compressor arrangement.
[0012] The operating point and the supply point allow supply information to be output based on the control reserve of the compressor arrangement. It was recognized that the compressor arrangement can be operated more effectively and with less wear if the supply information relating to the operation of the compressor arrangement is determined and output, since a change from the operating point to the supply point can be associated with a load change and thus wear. The output supply information can be taken into account, for example, in the control and / or regulation of the compressor arrangement in order to mitigate the load change and thus reduce wear on the compressor arrangement.This allows going beyond the reactive control of the compressor arrangement, because with the proposed operating strategy for the compressor arrangement, a requirement for a mass flow or a “demand” for air can be made less dynamic.
[0013] Optionally, the supply information includes a mass flow rate achievable at the supply point, a pressure ratio achievable at the supply point, and / or a speed relevant to the supply point. It was recognized that changing the operating point can control a different mass flow rate, a different pressure ratio, and / or a different speed, each compared to the operating point. Thus, the supply information includes characteristic data relating to the compressor arrangement.
[0014] Optionally, the supply point can be determined using a characteristic map of the compressor arrangement. The characteristic map characterizes the operation of the compressor arrangement at a given temperature and pressure and indicates a relationship between the pressure ratio and the mass flow at a given speed. By considering multiple speeds, the characteristic map is created as a two-dimensional surface that can be stored in a control unit. This allows the supply point to be effectively determined starting from any operating point.
[0015] Optionally, the supply information is determined as a function of a speed difference and / or a power variable difference. In other words, the supply information specifies a distance from an actual mass flow to a maximum mass flow and / or a distance from an actual pressure ratio to a maximum pressure ratio. The distances can be stored as values that can be retrieved by the control unit to determine the supply information. The pressure ratio and mass flow are not independent of each other, but rather follow speed lines in a characteristic map. Thus, the supply information can include variables relevant to the operation of a fuel cell arrangement, for example, for a fuel cell control unit.
[0016] Optionally, the method comprises determining a control period as a function of the operating point and the supply point, wherein the supply information comprises the control period. The control period can add a time component for controlling the compressor arrangement. Starting from the operating point, the control period can refer to the period in which the supply point can be reached, for example, until a maximum power level is reached, in particular an inverter power, i.e., a power of the power electronics for driving the compressor arrangement.
[0017] Optionally, the control period includes a buffer period. This allows a temporal buffer component to be provided to protect the components of the compressor arrangement. This means that, based on the minimum time in which the compressor arrangement is able to reach the supply point, the buffer period can be added. Alternatively, the buffer period can be constant. A buffer period ensures that the compressor arrangement operates with less dynamic response, thus reducing load changes and protecting components.
[0018] Optionally, the buffer period is dependent on an operating variable and / or operating temperature of the compressor assembly. Furthermore, the buffer period can optionally also be dependent on the operating variable and / or operating temperature. For example, if the compressor assembly is operating at a power limit of the compressor assembly's power electronics as an operating variable and / or at a thermal limit, the buffer period can be set longer. This prevents lining delamination on a bearing for a rotor of the compressor assembly at high temperatures. Sudden acceleration or load changes, which can promote wear, are avoided.
[0019] Optionally, the supply information is determined taking into account a buffer factor. In other words, the buffer factor can be integrated into the supply information as a safety factor. The safety factor can be considered for the supply function to treat the supply information as subject to uncertainty and not to make every value of the supply information requestable or offerable without the buffer factor. For example, if the supply information specifies a mass flow of 200 g / s as a performance variable and this simultaneously represents the stuffing limit of the compressor arrangement, this supply information could be reduced by 10% as a buffer factor to define a safety limit and prevent the compressor arrangement from operating at the stuffing limit.Optionally, the compressor arrangement can become reactive after reaching an uncertain parameter regime, for example above the safety limit.
[0020] Optionally, the vehicle, in particular a commercial vehicle, comprises a fuel cell assembly, and the compressor assembly is configured to supply the fuel cell assembly with an air flow. Thus, the method can be provided for a compressor assembly in which wear due to load changes can be particularly effectively prevented.
[0021] According to one aspect of the disclosure, a computer program and / or computer-readable medium comprising instructions is provided which, when executed by a computer, cause the program or instructions to perform the method described above and / or the steps of the method. Optionally, the computer program and / or computer-readable medium comprises instructions which, when executed by a computer, cause the program or instructions to implement one or more optional features of the method described above in order to achieve an associated technical effect.
[0022] According to one aspect of the disclosure, a control unit for a compressor arrangement for a vehicle, in particular a commercial vehicle, is provided. The control unit is configured to carry out the method described above and has a signal interface for outputting the supply information. Optionally, the control unit is configured to implement one or more optional features of the method described above in order to achieve an associated technical effect.
[0023] According to one aspect of the disclosure, a compressor arrangement for a vehicle, in particular a commercial vehicle, comprising the above-described control unit with a signal interface is provided.
[0024] According to one aspect of the disclosure, a fuel cell system for a vehicle, in particular a commercial vehicle, is provided. The fuel cell system comprises the compressor assembly described above, a fuel cell control unit, and a fuel cell assembly. The compressor assembly is configured to supply the fuel cell assembly with an air flow, and the signal interface is configured to output the supply information to the fuel cell control unit.
[0025] According to one aspect of the disclosure, a vehicle, in particular a commercial vehicle, comprising the above-described compressor assembly and / or the above-described fuel cell system is provided. Additionally or alternatively, the vehicle, in particular a commercial vehicle, may comprise a pneumatically actuated braking device, and the compressor assembly may comprise a piston compressor and be configured to apply an air flow to the braking device of the vehicle, in particular a commercial vehicle.
[0026] An embodiment is described below with reference to Figures 1 to 3.
[0027] Fig. 1 schematically shows a vehicle, in particular a commercial vehicle, according to one aspect of the disclosure;
[0028] Fig. 2 schematically shows a characteristic map with an operating point and a supply point for operating a compressor arrangement according to one aspect of the disclosure; and
[0029] Fig. 3 schematically shows a flowchart of a method according to one aspect of the disclosure.
[0030] Figure 1 schematically shows a vehicle 200a, in particular commercial vehicle 200b, according to one aspect of the disclosure.
[0031] The vehicle 200a, in particular the commercial vehicle 200b, is referred to below as vehicle 200a, 200b. The vehicle 200a, 200b is, for example, a land vehicle, a watercraft, and / or an aircraft.
[0032] The vehicle 200a, 200b has a fuel cell system 205, an energy storage device 206, for example, a traction battery, and an electric drive 207. The fuel cell system 205 is configured to provide electrical energy 65 to the energy storage device 206. The energy storage device 206 is, for example, a rechargeable energy storage device 206 and serves as a buffer battery for buffering electrical energy 65. The energy storage device 206 is connected to the electric drive 207 to supply the electric drive 207 with electrical energy 65 so that the electric drive 207 can drive the vehicle 200a, 200b. In addition, the fuel cell system 205 is connected to the electric drive 207 for the direct provision of electrical energy 65.
[0033] The fuel cell system 205 includes a compressor assembly 250, a fuel cell control unit 208, and a fuel cell assembly 210.
[0034] The compressor arrangement 250 comprises one or more compressors (not shown) and a control unit 251. The control unit 251 is configured to control the compressors or the compressor arrangement 250. The control unit 251 of the compressor arrangement 250 comprises power electronics (not shown) for actuating an electric drive of the compressor arrangement 250 to drive the compressor arrangement 250. The compressor arrangement 250 is configured to draw in air 255 and to supply the fuel cell arrangement 210 with an air flow 211 on the cathode side.
[0035] The control unit 251 is configured to carry out the method 100 according to Figure 3. For this purpose, the control unit 251 according to Figure 1 has a signal interface 254. The signal interface 254 is configured to output offer information 280 to the fuel cell control unit 208. The signal interface 254 can be a fieldbus interface, for example, a CAN interface, and / or an interface for wireless communication, for example, via Bluetooth and / or a wireless local area network (WLAN).
[0036] The control unit 251 is configured to receive, via a CAN bus and / or a wireless communication interface, an absolute vehicle altitude above sea level as barometric information P and the outside air temperature as temperature T. Temperature sensors are present in vehicles to detect the temperature T. The barometric information P can be read out as altitude via topographical information and / or via a pressure sensor. The barometric information P and the temperature T influence the properties of the air 255 to be sucked in and thus the “power reserve” of the compressor arrangement 250. At high altitudes, the intake pressure of the compressor arrangement 250 is lower, i.e., with a certain pressure ratio rP, only a lower absolute pressure or output pressure is achieved. Thus, for a given absolute pressure requirement, the compressor arrangement 250 requires more energy for compression.More energy is required for the compression of warm air 255 than for the compression of cold air. Alternatively, the height and temperature T, or their influence on the compression, can be estimated using the electrical power consumption of the inverter, the pressure P, and the mass flow jM.
[0037] The compressor arrangement 250 has a speed sensor (not shown) and / or is configured for sensorless speed determination in order to determine a speed N of the compressor arrangement 250 or of a rotor of the compressor arrangement 250. The sensorless speed determination can be carried out by the power electronics. The control unit 250 is configured to detect the speed N of the compressor arrangement 250 and a power variable W of the compressor arrangement 250. The power variable W is, for example, a mass flow jM, which quantitatively indicates a flow of the air flow 211. The power variable W thus indicates a delivery rate of the compressor arrangement 250. The control unit 251 detects the temperature T, the altitude above sea level or directly an air pressure as the barometric variable P, a speed N as the actual speed, and the power variable W.The power variable W can be determined from the speed N and a volume flow as aerodynamic power and / or based on a mechanical power on a shaft or the rotor of the compressor arrangement 250.
[0038] The control unit 251 has a memory (not shown) for storing data. A characteristic map 253 (see Figure 2) of the compressor arrangement 250 is stored on the control unit 251 or in the memory.
[0039] The control unit 251 is configured to determine an operating point 260 (see Figure 2) as a function of the rotational speed N and the power variable W. The recorded data is processed in order to determine the operating point 260 in the characteristic map 253 of the compressor arrangement 250. The control unit 251 is configured to determine a supply point 270, which can be set as a potential operating point 260, as a function of the operating point 260, the temperature T, and the barometric information P. For this purpose, the control unit 251 is configured to record an operating variable BI and / or operating temperature BT of the compressor arrangement 250. The operating variable BI describes, for example, the power consumption of the electric drive of the compressor arrangement 250. The operating temperature BT describes the temperature of the compressor arrangement 250 and / or a component thereof.
[0040] The operating point 260 and the supply point 270 as well as a relationship between the operating point 260 and the supply point 270 are further described with reference to Figure 2.
[0041] The control unit 251 according to Figure 1 is configured to determine, depending on the operating point 260 and the supply point 270, a supply information item 280 with a control period DT, including a buffer period PZ and a buffer factor F. The supply information item 280 includes a mass flow jM achievable at the supply point 270 and / or a pressure ratio rP achievable at the supply point 270.
[0042] The control unit 251 is configured to transmit the supply information 280 to the fuel cell control unit 208 via the signal interface 254. The supply information 280 can be transmitted continuously via the signal interface 254 so that a current supply information 280 is available to the fuel cell control unit 208. Based on the supply information 280, which includes the mass flow jM, i.e., how much air the compressor arrangement 250 can deliver in what time, i.e., per unit of time, for example, per second, the fuel cell control unit 208 can control the fuel cell arrangement 210, since a request based on the supply information 280 can be present via the communicated supply information 280.
[0043] With the buffer period PZ, the control unit sends information that represents the control of the compressor arrangement 250 in a wear-optimized time. With the buffer period PZ, the supply function is artificially modified in favor of the compressor service life. For example, the supply information 280 can include that an absolute pressure increased by 0.5 bar as the achievable pressure ratio rP with an additional mass flow jM of 20 g / s as the achievable mass flow jM can be delivered in a period of 0.8 s as the control period DT, wherein a portion of the control period DT of 0.8 s is the buffer period PZ and the compressor arrangement 250 can be controlled with or without a shorter buffer period PZ and thus a shorter control period DT in accordance with the supply information 280 in the event of greater wear.The fuel cell control unit 208 can further process the supply information 280 for predictive control of the fuel cell system 205, wherein the supply information 280 of the compressor arrangement 250 can be regarded as an upper limit.
[0044] Figure 2 schematically shows a characteristic map 253 with an operating point 260 and a supply point 270 for operating a compressor arrangement 250 according to one aspect of the disclosure. Such a characteristic map 253 is stored in a control unit 251 of the compressor arrangement 250. Such a control unit 251 and such a compressor arrangement 250 are described with reference to Figure 1. Figure 2 is described with reference to Figure 1.
[0045] The characteristic map 253 is shown as a surface. The characteristic map 253 is dependent on the pressure ratio rP and the power variable W or the mass flow jM of the air flow 211 . The pressure ratio rP is the ratio of the pressure of the intake air 255 and the pressure of the air flow 211 . The characteristic map 253 shows a relationship between the pressure ratio rP and the power variable W or the mass flow jM as a function of a speed N. For each speed N, a curve results in the characteristic map 253 that describes a relationship between the pressure ratio rP and the power variable W. The characteristic map 253 is dependent on the temperature T and the barometric information P of the intake air.
[0046] For a given temperature T and barometric information P, an operating point 260 located in the characteristic map 253 is established during operation of the compressor arrangement 250. The operating point 260 can be defined by two of the following variables: the rotational speed N, the power variable W or the mass flow jM, and the pressure ratio rP.
[0047] The characteristic map 253 is limited on the left, i.e., at a given speed N by a minimum power value W, by the so-called surge limit P. The characteristic map 253 is limited on the right, i.e., at a given speed N by a maximum power value W, by the so-called stuffing limit. Furthermore, the characteristic map 253 is limited by a maximum speed N.
[0048] Furthermore, two supply points 270 are illustrated in Figure 2. One of the supply points 270 (left) is an operating point 260 with a maximum pressure ratio rP. There is a pressure ratio difference DrP between the supply point 270 and the operating point 260. Another of the supply points 270 (right) is an operating point 260 with a maximum mass flow jM or a maximum power variable W. There is a power variable difference DW between the supply point 270 and the operating point 260. The supply points 270 are connected by a line on the characteristic map 253 and are based on the same speed N. Thus, the speed N is a speed relating to the supply points 270. There is a speed difference DN between the speed N at the operating point 260 and the speed N at the supply point 270.
[0049] The differences, i.e., the pressure ratio difference Drp, the power size difference DW, and the speed difference DN, can be included in the supply information 280 to indicate the control reserve of the compressor arrangement 250. The supply information 280 includes a control period DT relating to the pressure ratio difference Drp, the power size difference DW, and / or the speed difference DN, which is necessary to control the supply point 270 starting from the operating point 260.
[0050] Figure 3 schematically shows a flowchart of a method 100 according to one aspect of the disclosure. The method 100 is a method 100 for a compressor arrangement 250 for a vehicle 200a, 200b. Such a compressor arrangement 250 and such a vehicle 200a, 200b are described with reference to Figure 1. Figure 3 is described with reference to Figures 1 and 2. The method 100 comprises: detecting 110 a temperature T of air 255 to be compressed and barometric information P relating to the air 255, as well as a rotational speed N of the compressor arrangement 250 and a power variable W of the compressor arrangement 250. The detecting 110 thus corresponds to data acquisition or data input. In this case, the temperature T, the altitude above sea level or directly an air pressure as the barometric variable P, a rotational speed N as the actual rotational speed, and the power variable W are detected.
[0051] An operating point 260 is determined 120 as a function of the rotational speed N and / or the power variable W. The recorded data is processed in order to determine the operating point 260 in the characteristic map 253 (see Figure 2) of the compressor arrangement 250.
[0052] A supply point 270 is determined 130 as a function of the operating point 260, the temperature T and the barometric information P. The supply point 270 is determined 130 based on a characteristic map 253 of the compressor arrangement 250. For this purpose, a maximum mass flow jM and a pressure ratio rP are determined at a given speed N.
[0053] The determination 130 of the supply point 270 is based on the current electrical power consumption as the inverter's power variable W and the distance. Using the temperature T and the barometric information P, for example, the vehicle height, the electrical power required to reach the supply point 270 is calculated and compared with the current power variable W. This results in a difference that can be controlled as long as the maximum inverter power is not exceeded.
[0054] A control period DT is determined 135 as a function of the operating point 260 and the supply point 270. In this case, a mass inertia or a moment of inertia is taken into account on the basis of mechanical variables, such as the rotor mass, whereby the mass can be parameterized, in order to determine together with a volume flow or mass flow jM and a pressure and / or pressure ratio rP. A supply information 280 is determined 140 as a function of the operating point 260 and the supply point 270. In this case, the supply information 280 has a mass flow jM achievable at the supply point 270 and / or a pressure ratio rP achievable at the supply point 270. The supply information 280 is determined as a function of a speed difference DN and / or a power difference DW.The supply information 280 includes the control period DT, which indicates how long the compressor arrangement 250 requires to reach the supply point 270, for example, as a point with maximum pressure ratio rP and / or maximum mass flow jM. The control period DT includes a buffer period PZ. The buffer period PZ depends on an operating variable BI and / or operating temperature BT of the compressor arrangement 250. The supply information 280 is determined taking into account a buffer factor F.
[0055] The offer information 280 is output 150. The offer information 280 is output in order to be able to process the offer information 280 in the fuel cell control unit 208.
[0056] Reference symbol (part of the description)
[0057] 65 electrical energy
[0058] 100 procedures
[0059] 110 Capture
[0060] 120 Determining an operating point
[0061] 130 Determining a bid point
[0062] 135 Determining a standard period
[0063] 140 Determining offer information
[0064] 150 Issues
[0065] 200a vehicle
[0066] 200b commercial vehicle
[0067] 205 Fuel cell system
[0068] 206 Energy storage device
[0069] 207 electric drive
[0070] 208 Fuel cell control unit
[0071] 210 Fuel cell arrangement
[0072] 211 Airflow
[0073] 250 compressor arrangement
[0074] 253 map
[0075] 251 control unit
[0076] 254 signal interface
[0077] 255 Air
[0078] 260 operating point
[0079] 270 offer point
[0080] 280 Offer information
[0081] BI company size
[0082] BT operating temperature
[0083] DN speed difference
[0084] DrP pressure ratio difference
[0085] DW power size difference jM mass flow
[0086] F buffer factor
[0087] N speed
[0088] P barometric information
[0089] PZ buffer period rP pressure ratio
[0090] T Temperature
[0091] W power size
Claims
Patent claims 1 . Method (100) for a compressor arrangement (250) for a vehicle (200a), in particular a commercial vehicle (200b), the method (100) comprising: - detecting (110) a temperature (T) of air (255) to be compressed and barometric information (P) relating to the air (255) as well as a rotational speed (N) of the compressor arrangement (250) and a power variable (W) of the compressor arrangement (250); - determining (120) an operating point (260) as a function of the rotational speed (N) and / or the power variable (W); - determining (130) an offer point (270) that can be set as a potential operating point (260) as a function of the operating point (260), the temperature (T) and the barometric information (P); - determining (140) an offer information (280) as a function of the operating point (260) and the offer point (270); and - Output (150) of the offer information (280).
2. Method (100) according to claim 1, wherein the supply information (280) comprises a mass flow (jM) achievable at the supply point (270), a pressure ratio (rP) achievable at the supply point (270) and / or a rotational speed (N) relating to the supply point (270).
3. Method (100) according to claim 1 or 2, wherein the determination (130) of the supply point (270) is carried out on the basis of a characteristic map (253) of the compressor arrangement (250).
4. Method (100) according to one of the preceding claims, wherein the supply information (280) is determined as a function of a speed difference (DN) and / or a power size difference (DW).
5. Method (100) according to one of the preceding claims, wherein the method (100) comprises: - determining (135) a control period (DT) as a function of the operating point (260) and the supply point (270), wherein - the offer information (280) covers the standard period (DT).
6. The method (100) according to claim 5, wherein the control period (DT) comprises a buffer period (PZ).
7. The method (100) according to claim 6, wherein the buffer period (PZ) is dependent on an operating variable (BI) and / or operating temperature (BT) of the compressor arrangement (250).
8. Method (100) according to one of the preceding claims, wherein the offer information (280) is determined taking into account a buffer factor (F).
9. Method (100) according to one of the preceding claims, wherein the vehicle (200a), in particular commercial vehicle (200b), comprises a fuel cell arrangement (210), and the compressor arrangement (250) is configured to supply the fuel cell arrangement (210) with an air flow (211).
10. 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 (100) and / or the steps of the method (100) according to one of claims 1 to 9. 1 1. Control unit (251) for a compressor arrangement (250) for a vehicle (200a), in particular a commercial vehicle (200b), wherein the control unit (251) is configured to carry out the method (100) according to one of claims 1 to 9, and has a signal interface (254) for outputting the offer information (280).
12. Compressor arrangement (250) for a vehicle (200a), in particular a commercial vehicle (200b), comprising a control unit (251) with a signal interface (254), wherein the control unit (251) is configured to carry out the method (100) according to one of claims 1 to 9, and the signal interface (254) is configured to output the offer information (280).
13. Fuel cell system (205) for a vehicle (200a), in particular a commercial vehicle (200b), comprising a compressor arrangement (250) according to claim 12, a Fuel cell control unit (208) and a fuel cell arrangement (210), wherein the compressor arrangement (250) is configured to supply the fuel cell arrangement (210) with an air flow (21 1 ), and the signal interface (254) is configured to output the supply information (280) to the fuel cell control unit (208).
14. Vehicle (200a), in particular commercial vehicle (200b), comprising the compressor arrangement (250) according to claim 12 and / or a fuel cell system (205) according to claim 13.