Method for a motor vehicle for charging an energy storage device of the motor vehicle, computer program and / or computer-readable medium, data processing device, and motor vehicle

Abstract

The invention relates to a method for a motor vehicle for charging an energy storage device of the motor vehicle; wherein the method comprises: detecting charging information for charging the energy storage device with a charging current; determining, on the basis of an anode potential determined depending on the charging current and relating to the energy storage device, a charging current profile with a safety factor characterising current fluctuations; and outputting a charging signal for charging the energy storage device taking into account the charging current profile and the safety factor.

Description

[0001] 24-1845

[0002] 1

[0003] Method for a motor vehicle for charging an energy storage device of the motor vehicle, computer program and / or computer-readable medium, data processing device and motor vehicle

[0004] The present disclosure relates to a method for charging an energy storage device of a motor vehicle. The disclosure also relates to a computer program and / or computer-readable medium, a data processing device, and a motor vehicle.

[0005] Such an energy storage device typically comprises a plurality of battery cells connected in parallel and / or series, thus forming a high-voltage storage system for the vehicle, also known as a traction battery. The energy storage device is designed to discharge the battery cells and provide electrical energy to operate the vehicle and / or to supply electrical energy externally, for example via a charging station, and to be supplied with electrical energy via the charging station and / or through recuperation during driving in order to charge the battery cells of the energy storage device.

[0006] Accurate modeling of the high-voltage storage system is crucial for its safe, sustainable, and efficient use. Such a high-voltage storage system, or rather the cells it comprises, for example, lithium-ion cells, lose capacity and their resistance increases over their lifespan, a process known as aging. This can ultimately reduce the vehicle's range and performance when the cells are used in a motor vehicle. For state estimation to characterize the condition of the cells and / or the energy storage device, a quiescent voltage characteristic (open circuit voltage, OCV; also called cell-SOC-OCV characteristic) and / or a half-cell potential (open circuit potential, OCP) are typically used, i.e., a relationship between the quiescent voltage of a cell or the potential of an electrode and the cell's state of charge.This allows, in particular, the state of charge (SOC) and / or the state of health (SOH) of the cell and / or the energy storage device to be estimated. The open-circuit voltage characteristic can also be used to determine a charging strategy for the energy storage device or the cells. 24-1845.

[0007] 2

[0008] The widespread adoption and proliferation of battery-electric vehicles, in particular, depends on two key characteristics: a long lifespan for the energy storage device and the shortest possible charging times, i.e., fast-charging capability. To combine these characteristics, the vehicle must be equipped with features that ensure short charging times with minimal battery damage, even under demanding conditions.

[0009] The maximum applicable current during fast charging determines the charging speed and is limited by a process called lithium plating. Lithium plating is an aging mechanism that describes the deposition of metallic lithium on the anode of a battery cell, instead of intercalating within the electrode as in normal operation. This phenomenon occurs when the anode potential drops below 0 V relative to Li / Li+. Therefore, operating conditions with such a negative anode potential should be avoided to prevent damage to the energy storage device during fast charging.

[0010] However, the anode potential of a battery cell in a high-voltage storage system is currently either impossible or extremely difficult to measure. Therefore, the anode potential is typically an estimated value, the accuracy of which plays a crucial role in the design of charging profiles, and especially fast-charging profiles.

[0011] It is known that fast-charging profiles are defined, either through simulation or experimentation, during the development process of the energy storage device for various boundary conditions and stored in the vehicle for later retrieval. However, these fast-charging profiles can only partially respond to changing and / or fluctuating boundary conditions during the actual charging process. Boundary conditions that can be readily modeled include, in particular, the state of charge, temperature, and the aging state of the battery cells or the energy storage device.

[0012] Furthermore, there are other external factors, such as the lack of robustness of the charging current provided by the charging station. The charging current can be subject to fluctuations that are difficult to describe during the development process and thus in the fast-charging profiles. To exclude and / or reduce the negative impact of these boundary conditions, which cannot be fully represented, safety factors are integrated into the fast-charging profiles. These are intended to prevent 24-1845

[0013] 3 the battery cells are operated beyond their load limits defined by the anode potential, for example by charging the battery cells with an excessively high charging current.

[0014] On the vehicle side, the challenge lies in the fact that the anode potential of a battery cell cannot be measured directly. However, since the anode potential can be a crucial control variable when defining fast-charging profiles, as described, it must be determined. This can be done by determining the anode potential offline during the development process for various fast-charging profiles and boundary conditions, or by calculating it online in the vehicle using models.

[0015] Calculating the anode potential is possible, for example, using the Doyle-Fuller-Newman model. L. Xia, E. Najafi, HJ Bergveld, MCF Donkers, “Computationally Efficient Implementation of an Electrochemistry-Based Model for Lithium-Ion Batteries”, IFAC-PapersOnLine, Volume 50, Issue 1, 2017, Pages 2169-2174, ISSN 2405-8963, https: / / doi.org / 10.1016 / j.ifacol.2017.08.276, describes a numerically efficient method for implementing the Doyle-Fuller-Newman model.

[0016] Alternatively, it is possible to use a fast-charging model based on an equivalent circuit diagram of a battery cell in the energy storage device: Robin Drees, Frank Lienesch, Michael Kurrat, “Fast charging lithium-ion battery formation based on simulations with an electrode equivalent circuit model”, Journal of Energy Storage, Volume 36, 2021, 102345, ISSN 2352-152X, https: / / doi.Org / 10.1016 / j.est.2021.102345.

[0017] For accurate and reliable online calculations, however, additional functions such as state estimation algorithms are necessary, as process and measurement inaccuracies can lead to errors that would otherwise go unnoticed, resulting in differing anode potentials. Besides the technical challenges on the vehicle side, the charging current provided by the charging infrastructure can also lack robustness. This can manifest itself in occasional outliers or current fluctuations when a constant current is supplied. When applying the maximum charging current, and thus operating at the limit of the cell load (current

[0018] These outliers (anode potential relative to the minimum permissible anode potential) can cause the cell to exceed its load limit, resulting in a negative anode potential. This requires a rapid adjustment of the charging current to reduce and / or prevent damage to the battery cells. 24-1845

[0019] 4. However, a prerequisite for counteracting this is precise knowledge of the battery's load state. If rapid counteracting is not possible due to an unknown anode potential, general safety factors are used to limit the maximum charging current and thus the maximum charging power in the borderline range. However, these general safety factors do not fully utilize the charging power.

[0020] Against the background of this prior art, one objective of the present disclosure is to specify a method suitable for enriching the prior art and improving at least the aforementioned aspects of the prior art. In particular, the disclosure aims to enable improved, and especially faster and damage-free and / or less damaging, charging of an energy storage device.

[0021] The problem is solved by the features of the independent claims. The dependent claims contain further developments of the disclosure.

[0022] The problem is then solved according to one aspect of the disclosure by a method for charging an energy storage device of a motor vehicle; wherein the method comprises: acquiring charging information for charging the energy storage device with a charging current; determining, based on an anode potential determined as a function of the charging current and relating to the energy storage device, a charging current profile with a safety factor characterizing current fluctuations; and outputting a charging signal for charging the energy storage device taking into account the charging current profile and the safety factor.

[0023] Implementing charging profiles, and especially fast-charging profiles, represents a suitable solution for dealing with fluctuating boundary conditions during charging of the energy storage device. It was recognized that an adaptive approach can be used to optionally determine the limit of the battery cell or energy storage device more precisely online, i.e., during charging. This allows for appropriate adjustment of the charging current profile and the safety factor, enabling an adaptive implementation of the charging profile even when current fluctuations occur as a changing boundary condition. 24-1845

[0024] 5

[0025] The fundamental principle of this disclosure is based on determining or estimating the anode potential. The anode potential depends on the charging current and provides information about the load on the battery cell, which can be defined as the current anode potential relative to a minimum permissible anode potential. Based on the anode potential, the charging current profile can then be determined using a safety factor. This allows the charging profile with the safety factor to be adaptively adjusted to various boundary conditions. The safety factor can be adjusted to the expected current fluctuations to ensure a sufficient margin between the minimum anode potential and the anode potential expected during charging.In other words, the load limit of the energy storage device can be determined based on the anode potential, which is used to calculate optimized safety factors.

[0026] More precise knowledge of the anode potential, and thus of the current load on the battery cells, can lead to the following effects, among others: (1) more precise control of fluctuations and / or outliers compared to the charging current profile provided by the charging station at the edge of the load limit, (1a) a consistent or shorter charging time can be achieved by increasing the possible charging current, (1b) consistent or reduced battery damage can be achieved through more precise knowledge of the current load state of the battery cells, (2) an improved adaptive definition of fast-charging profiles can be achieved, also taking battery aging into account. Furthermore, the use of general safety factors can be avoided.

[0027] Optionally, the process can be carried out during charging. This allows for adaptive adjustment of the charging current online, i.e., during charging. The charging current can thus be determined in such a way that the anode potential remains close to the minimum anode potential without falling below it.

[0028] Optionally, the charging signal is output to regulate the charging current. It was discovered that determining the charging current profile and the safety factor can be performed so quickly that regulation of the charging current is possible. This allows for a response to changes in the anode potential and / or current fluctuations during charging, making the charging process even faster and safer. 24-1845

[0029] 6

[0030] Optionally, the procedure includes: transmitting input data relating to the charging current and the energy storage device to an external, vehicle-side control unit; and the determination process involves receiving the charging current profile and safety factor, determined based on the input data, from the control unit. It was recognized that determining the anode potential can be performed on processors or control units outside the energy storage device. For example, a control unit of an Advanced Driver Assistance System (ADAS) for performing an automated driving function has sufficient resources for efficient and rapid calculation of the anode potential and is typically not otherwise utilized, or only minimally utilized, during charging.In other words, the computing power of the battery management system is not used, but rather that of, for example, driving functions, which are not needed during fast charging.

[0031] Optionally, the procedure involves transmitting input data relating to the charging current and the energy storage device to an external server; and the determination process includes receiving the charging current profile and safety factor, determined from the server based on the input data. It was recognized that determining the anode potential can be performed on a server, a backend, and / or a cloud outside the vehicle. This allows the necessary calculations or simulations to be carried out outside the vehicle. For this purpose, the step size of the simulation calculation can optionally be adapted to the vehicle's sampling and data transfer rate. For example, the step size can be in the range of seconds, such as 1 to 10 seconds, or more specifically, 1 to 5 seconds.

[0032] Since the vehicle-external server is also an energy storage device-external server, the above features can be generalized. Optionally, the method includes: transmitting input data relating to the charging current and the energy storage device to an energy storage device-external computing device; and the determination includes receiving the charging current profile and safety factor determined from the input data from the computing device.

[0033] Optionally, the anode potential can be determined using a Doyle-Fuller-Newman model in combination with an extended Kalman filter. The Doyle-Fuller-Newman model is an efficiently implementable physicochemical pseudo-2D model for determining or estimating the anode potential. (Doyle-Fuller-Newman 24-1845)

[0034] 7

[0035] The model is extended by a so-called extended Kalman filter, i.e., a Kalman filter for nonlinear processes, to represent measurement noise and / or process noise. By representing measurement noise, different measurement errors, particularly at different charging currents, can be represented. By representing process noise, differences that develop over time between an initially dataed model of the energy storage device and the actual behavior and / or state of the energy storage device can be represented.

[0036] Optionally, the anode potential is determined taking into account the aging state of the energy storage device. It was recognized that the aging state, or its estimation, can be crucial for determining the anode potential.

[0037] According to one aspect of the disclosure, a computer program and / or a computer-readable medium is provided. The computer program and / or the computer-readable medium includes instructions that, when executed by a data processing device, cause the device to perform the method according to the disclosure and / or steps thereof. Optionally, the computer program and / or the computer-readable medium includes instructions that, when executed by a data processing device, cause the device to perform the process steps described as advantageous or optional in order to achieve an associated technical effect.

[0038] According to one aspect of the disclosure, a data processing device is provided for a motor vehicle. The data processing device is configured to perform the procedure described above. Optionally, the data processing device is configured to perform a procedure step described as advantageous or optional and / or to implement a procedure feature in order to achieve an associated technical effect.

[0039] Optionally, the data processing device is a battery management system (BMS) for controlling applications relating to the energy storage device, such as determining charging curves.

[0040] According to one aspect of the disclosure, a motor vehicle comprising an energy storage device and the data processing device described above is provided. Optionally, the data processing device of the motor vehicle and / or 24-1845

[0041] 8. The motor vehicle is equipped to carry out a process step described as advantageous or optional and / or to implement a process feature in order to achieve an associated technical effect.

[0042] One embodiment of each is described below with reference to the figures.

[0043] Fig. 1 schematically shows a motor vehicle according to one aspect of the disclosure;

[0044] Fig. 2 schematically shows a flowchart of a process according to one aspect of the disclosure;

[0045] Fig. 3 shows a schematic representation of a computer program and / or computer-readable medium according to one aspect of the disclosure; and Fig. 4 shows exemplary data during the charging of an energy storage device, including using a method according to one aspect of the disclosure.

[0046] Figure 1 schematically shows a motor vehicle 50 according to one aspect of the revelation.

[0047] The motor vehicle 50 is a land vehicle. The motor vehicle 50 is a passenger car. The motor vehicle 50 has an energy storage device 55 and an electric drive (not shown).

[0048] The motor vehicle 50 also has a control unit 53. The control unit 53 is a control unit 53 of a driver assistance system. The control unit 53 is configured to perform one or more automated driving functions. For this purpose, the control unit 53 has a processor, memory, and interfaces for receiving, processing, storing, and transmitting data and / or information. The control unit 53 is located external to the energy storage device, i.e., outside of the energy storage device 55.

[0049] Furthermore, Figure 1 illustrates a charging point 85 and a vehicle-external server 90. The charging point 85 is, for example, a charging station and / or a so-called wallbox.

[0050] The energy storage device 55 has a plurality of battery cells 56, the number of which is shown only schematically. The energy storage device 55, or rather the battery cells 56, are designed to be supplied with electrical energy in order to charge the battery cells 56, i.e., to increase the state of charge of the battery cells 56. For example, the energy storage device 55 can be charged at charging point 85. The energy storage device 55, or rather the 24-1845

[0051] 9

[0052] Battery cells 56 are designed to provide electrical energy for operating the motor vehicle 50 and / or the electric drive, whereby the battery cells 56 are discharged, i.e. the state of charge of the battery cells decreases.

[0053] Each of the battery cells 56 has an electrode configured as an anode, an electrode configured as a cathode, and an electrolyte or separator. For example, the battery cell is a lithium iron phosphate cell. The cathode comprises lithium iron phosphate, the anode comprises graphite as a first active material, SiOx (for example, silicon dioxide with x = 1 or silicon dioxide with x = 2) as a second active material, and embedded lithium. The anode thus comprises a blend material that includes the first and second active materials. The electrolyte is designed for the transport of charge carriers, in particular lithium ions.

[0054] The motor vehicle 50, or the energy storage device 55, has a data processing device 51. The data processing device 51 is configured to carry out the method 100 described with reference to Figure 2. For this purpose, the data processing device 51 is designed, for example, as a battery management system (BMS) according to Figure 1.

[0055] Optionally, the data processing device 51 can be connected to the control unit 70 and / or the vehicle-external server 90 or a backend via communication technology.

[0056] The data processing device 51 is configured to acquire charging information 65 for charging the energy storage device 55 with a charging current 66. The charging information 65 can initially be transmitted from the charging point 85 to the vehicle 50, for example, via a handshake with the charging point 85. During charging, the charging point 85 can supply the energy storage device 55 with the charging current 66 (unindexed) and transmit the charging information 65 about the current charging current 66 to the data processing device 51.

[0057] The data processing device 51 is configured, according to a first possibility indicated by (A), to determine an anode potential 70 as a function of the charging current 66. The data processing device 51 then determines a charging current profile 67 with a safety factor 24-1845 characterizing current fluctuations 68 of the charging current 66.

[0058] 10

[0059] According to a second possibility indicated by (B), the data processing device 51 is configured to transmit input data 80 relating to the charging current 66 and the energy storage device 55 to the control unit 53. Based on the input data 80 and the charging current 66, the control unit 53 determines the anode potential 70. The input data 80 includes, for example, measured values ​​relating to the energy storage device 55 of a temperature, a current I, and / or a voltage U, optionally as a time series or time-resolved data. The control unit 53 then determines the charging current profile 67 with the safety factor 69 characterizing the current fluctuations 68 of the charging current 66. The control unit 53 transmits the charging current profile 67 with the safety factor 69 to the data processing device 51.The charging current profile 67 and the safety factor 69 are determined by the data processing device 51 by receiving the charging current profile 67 and the safety factor 69 from the control unit 53.

[0060] According to a third possibility, indicated by (C), the data processing device 51 is configured to transmit input data 80 relating to the charging current 66 and the energy storage device 55 to the vehicle-external server 90. Based on the input data 80 and the charging current 66, the server 90 determines the anode potential 70. The input data 80 includes, for example, measured values ​​relating to the energy storage device 55 of a temperature, a current I, and / or a voltage U, optionally as a time series or time-resolved data. The server 90 then determines the charging current profile 67 with the safety factor 69 characterizing the current fluctuations 68 of the charging current 66. The control unit 53 transmits the charging current profile 67 with the safety factor 69 to the data processing device 51.The charging current profile 67 and the safety factor 69 are determined by the data processing device 51 by receiving the charging current profile 67 and the safety factor 69 from the server 90.

[0061] The control unit 53 and the server 90 are energy storage devices, external computing devices 95 and can be connected to the data processing device 51 for determining the anode potential 70, the charging current profile 67 and the safety factor 69.

[0062] The anode potential 70 is determined using a Doyle-Fuller-Newman model in

[0063] Combination with an extended Kalman filter. The anode potential 70 is determined taking into account an aging state of the energy storage device 55. 24-1845

[0064] 11

[0065] Each of the described options (A), (B), and (C) can be implemented independently. Options (A), (B), and (C) can also be combined and / or applied selectively, for example, depending on the availability of resources on one of the computing devices 95 and / or the availability of a communication link between the vehicle 50 and the server 90.

[0066] The data processing device 51 is configured to output a charging signal 75 for charging the energy storage device 55, taking into account the charging current profile 67 and the safety factor 69. The charging signal 75 can, for example, be output to the charging point 85. The charging point 85 can adapt the charging current 66 based on the charging signal 75. The charging signal 75 is output to regulate the charging current 66.

[0067] Procedure 100 is carried out during charging. In other words, the aforementioned steps are repeated, at least partially, during charging.

[0068] Features of method 100 are described with reference to Figures 2 and 4.

[0069] Figure 2 schematically shows a flowchart of a method 100 according to one aspect of the disclosure. The method 100 according to Figure 2 is a method 100 for a motor vehicle 50 for charging an energy storage device 55 of the motor vehicle 50. Such a motor vehicle 50 is described with reference to Figure 1. Figure 2 is described with reference to Figure 1.

[0070] The method 100 according to Figure 2 comprises: Acquiring 110 a charging information 65 for charging the energy storage device 55 with a charging current 66.

[0071] Optionally, the procedure 100 includes: transmitting 115' of the input data 80 relating to the charging current 66 and the energy storage device 55 to an energy storage device-external and vehicle-side control unit 53. Alternatively or additionally, the procedure 100 includes: transmitting 115" of the input data 80 relating to the charging current 66 and the energy storage device 55 to a vehicle-external server 90.

[0072] Procedure 100 indicates: Determine 120, based on a dependency of the

[0073] Charging current 66 determined and the energy storage device 55 concerning

[0074] Anode potentials 70, from a charging current profile 67 with current fluctuations 68 24-1845

[0075] 12 characterizing safety factor 69. The determination 120 of the anode potential 70 is carried out by a Doyle-Fuller-Newman model in combination with an extended Kalman filter. The anode potential 70 is determined taking into account an aging state of the energy storage device 55.

[0076] Optionally, determining 120 includes receiving 120' the charging current profile 67 and safety factor 69 determined from the control unit 53 based on the input data 80.

[0077] Alternatively or additionally, determining 120 includes receiving 120" the charging current profile 67 and safety factor 69 determined from the server 90 based on the input data 80.

[0078] Method 100 comprises: Outputting 130 a charging signal 75 for charging the energy storage device 55, taking into account the charging current profile 67 and the safety factor 69. The charging signal 75 is output to regulate the charging current 66.

[0079] Procedure 100 is carried out during charging. In other words, the aforementioned steps are repeated, at least partially, during charging.

[0080] The person skilled in the art recognizes that the method 100 according to Figure 2 can also be carried out in a different sequence than the one shown. In particular, it is possible to exchange, shift, repeat and / or carry out steps of the method 100 simultaneously.

[0081] Figure 3 shows a schematic representation of a computer program and / or computer-readable medium 200 according to one aspect of the disclosure. The computer program and / or computer-readable medium 200 comprises instructions 201 which, when the program or instructions 201 are executed by a data processing device 51, cause the device to perform the method 100 and / or the steps of the method 100 according to Figure 2.

[0082] The commands 201 can be in the form of program code in any code or language, in particular code suitable for controlling and / or monitoring motor vehicles 50 and / or their energy storage devices 55. The computer program and / or computer-readable medium 200 can be or comprise any digital data storage device, such as a USB flash drive, hard disk, CD-ROM, SD card, or SSD card. The computer program need not necessarily be on such a 24-1845

[0083] 13. It must be stored on a computer-readable storage medium, but can also be accessed via the Internet or otherwise.

[0084] Figure 4 shows exemplary data from the charging of an energy storage device 55, including using a method 100 according to one aspect of the disclosure. Such an energy storage device 55 is described with reference to Figure 1. Such a method 100 is described with reference to Figure 2. Figure 4 is described with reference to Figures 1 to 3.

[0085] Figure 4 is divided into two sections (A) and (B). Section (A) shows the current I applied to the energy storage device 55, or the battery cells 56, during charging, as a function of time t; this is the charging current 66. Section (B) shows the voltage U of one of the battery cells 56 (left axis, upper three curves) and the anode potential 70 of the battery cells 56 (right axis, lower three curves) as a function of time t. Time t, current I, voltage U, and anode potential 70 are each plotted in arbitrary units. The time axes of sections (A) and (B) are identical for ease of comparison. Due to the schematic nature of Figure 4, the charging times, currents I, voltages U, and anode potentials 70 are identical for long periods t.

[0086] In the upper section (A), it is shown that the charging current 66 initially follows a constant charging current ICC and then decreases. Correspondingly, the voltage U rises from a minimum voltage UMIN to a maximum voltage UMAX. Current fluctuations 68 occur as the current I decreases.

[0087] An example of a current profile 67 without regulation of current fluctuations 68 is indicated by a solid line. Section (B) shows the corresponding voltage U and the corresponding anode potential 70, each also with a solid line. The anode potential 70 falls below the horizontal dashed line, which indicates 0V relative to Li / Li+ and thus represents the load limit. Lithium plating occurs when the anode potential 70 falls below the horizontal dashed line.

[0088] A current profile 67 with a general safety factor 69 and without regulation regarding current fluctuations 68 is indicated by a dotted line. Section (B) shows the corresponding voltage U and the corresponding anode potential 70, each also with a dotted line. The anode potential 70 remains above the horizontal 24-1845

[0089] The 14th dashed line indicates the OV value relative to Li / Li+ and thus represents the load limit. This prevents lithium plating. However, due to the general safety factor of 69, the current I is always reduced and the voltage U rises more slowly, resulting in slower charging.

[0090] A current profile 67 with an adaptive safety factor 69 and with regulation regarding current fluctuations 68 according to method 100 is indicated by a dashed line, with the regulation starting at a time indicated by a horizontal marker on the time axis in section (B). By adapting the safety factor 69 and thus regulating the charging current 66, the current fluctuations 68 are compensated. Section (B) also shows the corresponding voltage U and the corresponding anode potential 70, each with a dashed line. The anode potential 70 remains above the horizontal dashed line, which indicates 0V relative to Li / Li+ and thus represents the load limit. This prevents lithium plating. However, due to the adapted safety factor 69, the current I is always optimal to maintain a distance from the load limit that is advantageous for fast charging, and the voltage U rises more quickly, thus speeding up the charging process.

[0091] 24-1845

[0092] 15

[0093] Reference symbol (part of the description)

[0094] 50 motor vehicles

[0095] 51 Data processing device

[0096] 53 Control unit

[0097] 55 Energy storage device

[0098] 56 battery cells

[0099] 65 Charging information

[0100] 66 Charging current

[0101] 67 Charging current profile

[0102] 68 Power fluctuations

[0103] 69 safety factor

[0104] 70 anode potential

[0105] 75 Charging signal

[0106] 80 Input data

[0107] 85 charging points

[0108] 90 servers

[0109] 95 Calculating device

[0110] 100 procedures

[0111] 110 Capture

[0112] 115' Transmit

[0113] 115" Transmit

[0114] 120 Determine

[0115] 120' Received

[0116] 120" received

[0117] Spend 130

[0118] 200 computer program and / or computer-readable medium

[0119] 201 commands

[0120] I Current ICC constant charging current t Time

[0121] U voltage

[0122] UMIN minimum voltage UMAX maximum voltage

Claims

24-1845 17 Claims 1. Method (100) for a motor vehicle (50) for charging an energy storage device (55) of the motor vehicle (50); wherein the method (100) comprises: - Acquiring (110) charging information (65) for charging the energy storage device (55) with a charging current (66); - Determine (120), based on an anode potential (70) determined as a function of the charging current (66) and relating to the energy storage device (55), a charging current profile (67) with a safety factor (69) characterizing current fluctuations (68); and - Output (130) of a charging signal (75) for charging the energy storage device (55) taking into account the charging current profile (67) and the safety factor (69).

2. Method (100) according to claim 1, wherein the method (100) is carried out during charging.

3. Method (100) according to claim 1 or 2, wherein the charging signal (75) is output to control the charging current (66).

4. Method (100) according to any one of the preceding claims, wherein the method (100) comprises: - Transmitting (115') the input data (80) relating to the charging current (66) and the energy storage device (55) to an energy storage device external and vehicle-side control unit (53); and - the determination (120) includes receiving (120') the charging current profile (67) and safety factor (69) determined from the input data (80) by the control unit (53).

5. Method (100) according to any one of the preceding claims, wherein the method (100) comprises: - Transmitting (115) the input data (80) relating to the charging current (66) and the energy storage device (55) to an external server (90); and - the determination (120) includes receiving (120") the charging current profile (67) and safety factor (69) determined from the server (90) based on the input data (80). 24-1845 18 6. Method (100) according to any one of the preceding claims, wherein the determination (120) of the anode potential (70) is carried out by a Doyle-Fuller-Newman model in combination with an extended Kalman filter.

7. Method (100) according to any one of the preceding claims, wherein the anode potential (70) is determined taking into account an aging state of the energy storage device (55).

8. Computer program and / or computer-readable medium (200), comprising instructions (201) which, during the execution of the program or the instructions (201), are executed by a data processing device (51) cause this to carry out the method (100) and / or the steps of the method (100) according to any one of claims 1 to 7.

9. Data processing device (51) for a motor vehicle (50), wherein the data processing device (51) is configured to perform the method (100) according to any one of claims 1 to 7.

10. Motor vehicle (50) comprising an energy storage device (55) and the data processing device (51) according to claim 9.

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