Vehicle mileage prediction

Abstract

The present disclosure provides a system for vehicle range prediction. The system determines a change in mass of the vehicle while the vehicle is traveling. Additionally, the system calculates a vehicle load in response to determining the change in mass and adjusts a vehicle range in response to calculating the vehicle load. The vehicle range indicates a distance that the vehicle is predicted to travel with remaining fuel. The adjusted vehicle range is based on the vehicle load.

Description

Technical Field

[0001] This disclosure generally relates to vehicles, and more specifically, to vehicle mileage prediction. Background Technology

[0002] A vehicle can travel a certain distance based on the amount of fuel or electricity remaining in the vehicle. Predicting the distance or mileage a vehicle can travel helps in trip planning. However, vehicle mileage varies depending on the traction load or the mass of the traction load, making it difficult to predict vehicle mileage.

[0003] Traction load is uncertain within the vehicle's mileage. More concerningly, the traction load can change weight at different points in the journey, leading to inaccurate initial predictions. Currently, vehicle mileage predictions rely on prolonged driving with traction load, making it difficult for vehicle occupants to plan their trips appropriately. Summary of the Invention

[0004] This disclosure provides methods, systems, and articles of manufacture, including computer program products, for predicting vehicle mileage.

[0005] In one aspect, a system is provided, comprising at least one processor and at least one memory. The at least one memory may store instructions. The instructions, when executed by the at least one data processor, may cause the at least one data processor to at least determine a change in mass of a vehicle during travel, calculate a vehicle load in response to determining the change in mass, and adjust a vehicle mileage in response to calculating the vehicle load, the vehicle mileage indicating a predicted distance the vehicle can travel using remaining fuel, the vehicle mileage being based on the vehicle load.

[0006] In some variations, one or more of the features disclosed herein, including the following characteristics, may optionally be included in any feasible combination. In some embodiments, the vehicle load is calculated based on data received from at least one of an accelerometer, a motor torque sensor, and a vehicle speed sensor, wherein the vehicle load is calculated based on vehicle speed and motor torque.

[0007] In some variations, vehicle load is calculated while the vehicle is moving, where the vehicle load is further calculated based on curbside vehicle weight and cargo load, and where the vehicle load is calculated based on rolling resistance and motor efficiency.

[0008] In some variations, the change in vehicle mass is determined based on the motor torque required to maintain a certain speed, and the vehicle load is based on the weight of roadside vehicles and cargo load.

[0009] In some variations, the operation further includes: determining the current wheel energy demand based on vehicle load and sensor readings from at least one of the accelerometer and motor torque sensor; determining a fuel efficiency reduction factor based on a comparison between the current wheel energy demand and a previous wheel energy demand based on a previous vehicle load and previous data readings from at least one of the accelerometer and motor torque sensor; and adjusting vehicle mileage based on the fuel efficiency reduction factor.

[0010] In some variations, the fuel efficiency reduction factor is calculated by determining the difference between the previous wheel energy demand and the current wheel energy demand and dividing that difference by the previous wheel energy demand.

[0011] In some variants, vehicle mileage is adjusted to be the product of remaining fuel and traction fuel economy, which indicates the rate of fuel consumption over a distance with a vehicle load, based on a fuel efficiency reduction factor.

[0012] In some variations, traction fuel economy is further calculated based on the difference between the product of the previous fuel economy and the fuel efficiency reduction factor and the previous fuel economy.

[0013] In some variations, the operation further includes: determining the current traction fuel economy over time based on remaining fuel and distance traveled; and updating the vehicle mileage based on remaining fuel and the current traction fuel economy, which is lower than the traction fuel economy, in response to determining that the predicted vehicle has not reached the distance initially calculated based on the traction fuel economy.

[0014] In some variations, the operation further includes: determining a traction fuel economy estimate in a lookup table based on vehicle load; and adjusting vehicle mileage based on the traction fuel economy estimate, which indicates the fuel consumption rate over a distance with vehicle load.

[0015] In some variations, the vehicle load is calculated by subtracting the weight of roadside vehicles from the total vehicle load, and a lookup table provides an estimate of traction fuel economy based on vehicles traveling at a certain speed and traction load.

[0016] In some variations, the operation further includes: determining the current traction fuel economy over time based on remaining fuel and distance traveled; and updating the vehicle mileage based on remaining fuel and the current traction fuel economy, which is lower than the traction fuel economy estimate, in response to determining that the predicted vehicle has not reached the distance initially calculated based on the traction fuel economy estimate.

[0017] Implementations of the present subject matter may include methods consistent with the descriptions provided herein, as well as articles comprising a tangibly implemented machine-readable medium operable to cause one or more machines (e.g., computers, etc.) to perform operations implementing one or more of the described features. Similarly, computer systems are also described, which may include one or more processors and one or more memories coupled to the one or more processors. Memory that may include non-transitory computer-readable or machine-readable storage media may include, encode, store, etc., one or more programs that cause one or more processors to perform one or more of the operations described herein. Computer implementation methods consistent with one or more embodiments of the present subject matter may be implemented by one or more data processors residing in a single computing system or multiple computing systems.

[0018] Details of one or more variations of the subject matter described herein are set forth in the accompanying drawings and the following description. Other features and advantages of the subject matter described herein will be apparent from the specification and drawings, and from the claims. While certain features of the subject matter currently disclosed have been described for illustrative purposes, it should be readily understood that these features are not intended to be limiting. The claims of this disclosure are intended to define the scope of the protected subject matter. Attached Figure Description

[0019] The embodiments described herein can be better understood by referring to the following description taken in conjunction with the accompanying drawings, in which the same reference numerals denote the same or similarly functional elements, wherein:

[0020] Figure 1 An example flowchart is shown to determine vehicle mileage based on vehicle mass and wheel energy demand calculations;

[0021] Figure 2 An example is shown depicting a curve illustrating the higher cumulative wheel energy demand of a vehicle with a traction load compared to a vehicle without a traction load.

[0022] Figure 3 An example is depicted showing a curve illustrating a certain percentage of the cumulative wheel energy demand consumed by a vehicle with traction load compared to the cumulative wheel energy demand consumed by a vehicle without traction load.

[0023] Figure 4 An example flowchart is shown for determining vehicle mileage based on traction level and traction fuel economy estimates;

[0024] Figure 5A A table showing the traction loads corresponding to the traction level is provided;

[0025] Figure 5BA table depicting the traction levels corresponding to fuel economy estimates based on average vehicle speed is provided.

[0026] Figure 6 An illustration depicting an example vehicle with a fuel cell, junction box, motor, and battery; and

[0027] Figure 7 A block diagram illustrating a computing system consistent with the implementation scheme of the present topic is depicted. Detailed Implementation

[0028] It is understood that the term "vehicle" or "of a vehicle" or other similar terms as used herein generally includes motor vehicles, such as passenger cars including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, watercraft including various boats and vessels, aircraft, etc., and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other vehicles using alternative fuels (e.g., fuels derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle with two or more power sources, such as a gasoline and electric dual-power vehicle.

[0029] Although exemplary embodiments are described as using multiple units to perform exemplary processes, it is understood that exemplary processes may also be performed by one or more modules. Additionally, it is understood that the term controller / control unit may refer to a hardware device including a memory and a processor. The memory is configured to store modules, and the processor is specifically configured to run said modules to perform one or more processes further described below.

[0030] Furthermore, the control logic of this embodiment can be implemented as a non-transitory computer-readable medium containing executable program instructions run by a processor, controller / control unit, etc. Examples of computer-readable media include, but are not limited to, ROM, RAM, optical disc (CD)-ROM, magnetic tape, floppy disk, flash drive, smart card, and optical data storage device. The computer-readable recording medium can also be distributed across a network-connected computer system, allowing the computer-readable medium to be stored and operated in a distributed manner, for example, via a telematics server or controller area network (CAN).

[0031] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the embodiments. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “the” are intended to include the plural forms as used herein. It will be further understood that when the terms “comprising” and / or “including” are used in this specification, the presence of the stated features, integers, steps, operations, elements, and / or components is specified, but the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof is not excluded. As used herein, the term “and / or” includes any one and all combinations of one or more of the associated listed items.

[0032] Unless otherwise specified or apparent from the context, as used herein, the term “about” is understood to mean within the normal tolerance range in the field, such as within 2 standard deviations of the mean. “About” can be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. All numerical values ​​provided herein are modified by the term “about” unless the context clearly indicates otherwise.

[0033] Vehicle mileage can be adjusted in response to a determined change in vehicle mass. Vehicle mileage indicates the predicted distance a vehicle can travel using its remaining fuel. Adjusting vehicle mileage allows vehicle occupants to better predict the vehicle's mileage in the event of a change in vehicle mass. The vehicle can monitor its mass to determine changes in mass during vehicle operation. When a change in mass is determined, the vehicle can calculate its load. Vehicle load affects the vehicle's predicted mileage.

[0034] Vehicle mass changes may occur during or between trips. Examples of vehicle mass changes include: attaching a trailer, attaching a tow hook to a towed load, adding roof supports, increased weight inside the cargo box, weight changes due to occupants, changes in the load carried by the vehicle, or changes in the load towed by the vehicle. Unlike previous methods for predicting fuel economy, determining vehicle mass provides an efficient method for estimating vehicle mileage without requiring the vehicle to travel long distances. Moreover, unlike previous methods, vehicle mass changes can be determined without requiring a signal that a towed load has been hooked to the vehicle or other manual input. Instead, vehicle mileage can be dynamically determined by calculating vehicle load.

[0035] Vehicle mileage can be determined based on wheel energy demand. Wheel energy demand can be determined based on vehicle load. Wheel energy demand can be determined based on sensor readings from an accelerometer or motor torque sensor. Wheel energy demand can be compared to previous wheel energy demand to determine how much fuel efficiency has decreased since the initial mileage prediction. In other embodiments, vehicle mileage can be determined based on a lookup table. The lookup table can be based on vehicle load. The lookup table can determine a traction fuel economy estimate that indicates the fuel consumption rate over a distance with vehicle load.

[0036] The methods, systems, devices, and non-transitory storage media described herein adjust vehicle mileage in response to determining changes in vehicle mass and calculating vehicle load. Various embodiments also consider adjusting vehicle mileage based on lookup tables and comparisons of wheel energy demand before traction with wheel energy demand during traction.

[0037] Figure 1 An example flowchart illustrating the process of determining vehicle mileage based on calculated vehicle mass and wheel energy demand is provided. The vehicle mileage predictor flowchart 100 determines how much the vehicle mileage prediction will be adjusted. The vehicle mileage predictor flowchart 100 continuously monitors the vehicle to detect changes in its mass during vehicle operation. The vehicle mileage predictor flowchart 100 can be triggered by signals from vehicle sensors or by manual input from vehicle occupants indicating a potential change in vehicle mass.

[0038] At point 110, data can be collected from vehicle sensors, and more specifically, from the motor torque sensor, acceleration sensor, and vehicle speed sensor. Changes in the vehicle's mass can be determined based on data from the motor torque sensor. This data can determine the force required for the motor to drive the vehicle. Additionally, data from the motor torque sensor can determine the change in motor output required to maintain a certain vehicle speed. Data from the acceleration sensor can determine the torque change due to the increase in mass of the traction load. The data from the motor torque sensor can be compared with the data from the acceleration sensor to determine that the vehicle requires a larger motor output to maintain acceleration similar to a vehicle without a traction load.

[0039] Changes in a vehicle's mass can be determined based on data from acceleration sensors. Acceleration sensors can be accelerometers or gravity sensors. Acceleration sensors can determine the vehicle's acceleration. Data from acceleration sensors can determine changes in the vehicle's inertia. Data from acceleration sensors can determine road conditions affecting the vehicle's movement and speed. Data from acceleration sensors can determine the increase in the vehicle's inertia due to an increase in the mass of the traction load. Data from acceleration sensors can be compared with data from a motor torque sensor to determine if the vehicle has a smaller acceleration compared to a vehicle with similar motor output and no traction load.

[0040] Changes in vehicle mass can be based on data from vehicle speed sensors. Vehicle speed sensors measure vehicle speed. Data from vehicle speed sensors can measure vehicle inertia. Data from vehicle speed sensors can also measure a slower vehicle speed due to a heavier traction load. Data from vehicle speed sensors can be compared with data from motor torque sensors to determine if the vehicle has a slower speed when it has the same or similar motor output as a vehicle without a traction load.

[0041] Vehicle load or vehicle mass can be calculated based on data received from accelerometers, motor torque sensors, and vehicle speed sensors. The data received from these sensors can be variables in the equation used to determine the vehicle load. The vehicle load can be represented by the following equation:

[0042]

[0043] Where m is the vehicle mass, τ Mot It is the motor torque, r tire It is the rolling resistance of the tire, η Mot This is the motor efficiency, where v is the vehicle speed, (f0+f1v+f2v) 2 Let θ be the road load factor, g be gravity, and θ be the slope of the road on which the vehicle travels. Various data readings from sensors can be used to solve for the vehicle load. For example, the vehicle load can be calculated based on the measured motor torque. Then, the measured motor torque can be used to solve for the vehicle load.

[0044] The vehicle may include sensors for measuring factors that determine the vehicle load. For example, the vehicle may include additional sensors for measuring the rolling resistance of the vehicle's tires and the motor efficiency to determine the vehicle load. The vehicle load can be calculated based on data from the sensors measuring the rolling resistance and motor efficiency. The calculated rolling resistance and motor efficiency values ​​can then be used to determine the vehicle load.

[0045] Vehicle loads can be calculated by determining vehicle inertia. Vehicle inertia can be expressed by the following equation:

[0046]

[0047] Where m is the vehicle mass, v is the vehicle speed, g is gravity, and θ is the gradient of the road the vehicle travels on. Vehicle load can be calculated based on vehicle speed or vehicle inertia. Vehicle speed indicates vehicle inertia. Higher vehicle inertia indicates a heavier traction load under similar conditions. Lower vehicle inertia indicates a lighter traction load under similar conditions. Vehicle inertia can be compared to road load to determine vehicle mass. Vehicle load can be calculated while the vehicle is moving. When the vehicle is moving, vehicle inertia can be determined based on data from a vehicle speed sensor. The vehicle speed sensor can determine vehicle inertia. Data readings from the vehicle speed sensor can determine whether the vehicle is moving.

[0048] Vehicle load can be calculated while the vehicle is moving. The moving vehicle can have motor torque and vehicle speed that can be used to calculate the vehicle load. The vehicle load can be further calculated based on known roadside vehicle weight or known cargo load.

[0049] Calculating vehicle load may require calculating vehicle speed and motor torque and comparing these values ​​with previous measurements. For example, if the same vehicle speed requires higher motor torque under traction load, the vehicle load calculation could be based on the difference between two motor torque measurements. In another example, if the same motor torque results in a slower vehicle speed under traction load, the vehicle load calculation could be based on the difference between two vehicle speeds.

[0050] Vehicle load can be calculated by determining the road load on the vehicle. The road load on a vehicle is proportional to the motor torque output. The road load on a vehicle can be expressed by the following equation:

[0051]

[0052] Where τ Mot It is the motor torque, r tire It is the rolling resistance of the tire, η Mot This is the motor efficiency, v is the vehicle speed, and (f0 + f1v + f2v) 2 This is the road load factor. Vehicle load is based on the weight of vehicles and cargo loads along the roadside. If the change in mass is calculated, the energy demanded by the wheels can be calculated.

[0053] At point 120, the wheel energy demand can be calculated. Wheel energy demand can be based on vehicle load and sensor readings from at least one of the accelerometer and motor torque sensor. Wheel energy demand can be calculated by determining the total force required to move the vehicle at a given speed. The force required to move the vehicle can be determined by vehicle inertia and road load forces. The force required to move the vehicle can be expressed by the following equation:

[0054] F 总需求 =m·a+f0+f1·v+f2·v 2

[0055] Where m is mass, a is the vehicle's acceleration, v is its velocity, and (f0 + f1v + f2v) 2 () is the road load factor. The energy required by the wheels can be derived from the total force required to move the vehicle and the vehicle speed.

[0056] Wheel energy demand can be calculated at different points in time. For example, wheel energy demand can be calculated when the vehicle is moving but without traction load. Wheel energy demand without traction load can be expressed by the following equation:

[0057]

[0058] Where m is the vehicle mass, a is the vehicle acceleration, and (f0 + f1v + f2v) 2 ) is the road load factor.

[0059] In another example, the wheel energy demand can be calculated when the vehicle is moving and has a traction load. The wheel energy demand under traction load can be expressed by the following equation:

[0060]

[0061] Where m is the vehicle mass, a is the vehicle acceleration, and (f0 + f1v + f2v) 2 ) is the road load factor.

[0062] Comparing the wheel energy demand under traction load with the wheel energy demand without traction load can determine how much traction fuel economy has changed. For example, if the wheel energy demand under traction load is 10% higher than the wheel energy demand without traction load, fuel economy may decrease by 10%. This comparison between the wheel energy demand under traction load and the wheel energy demand without traction load can determine the fuel efficiency reduction factor. The fuel efficiency reduction factor can also be determined by comparing the current wheel energy demand with the previous wheel energy demand. The previous wheel energy demand can be measured using the previous vehicle load and previous data readings from at least one of the accelerometer and motor torque sensor during the previous trip. Additionally and / or alternatively, the previous wheel energy demand can be measured using known fuel economy during the previous trip. In some embodiments, the fuel efficiency reduction factor can be calculated by determining the difference between the previous wheel energy demand and the current wheel energy demand and dividing that difference by the previous wheel energy demand.

[0063] At point 130, adjust the vehicle mileage. Vehicle mileage can be adjusted based on a fuel efficiency reduction factor. Vehicle mileage can also be adjusted based on a comparison of wheel energy demand under traction load and wheel energy demand without traction load. Furthermore, vehicle mileage can be adjusted based on a comparison of current wheel energy demand and previous wheel energy demand.

[0064] Vehicle mileage can be adjusted based on traction fuel economy and remaining fuel, with the traction fuel economy calculated based on a fuel efficiency reduction factor. Vehicle mileage can also be adjusted to be the product of remaining fuel and traction fuel economy, which indicates the fuel consumption rate over a distance with a vehicle load, based on a fuel efficiency reduction factor. The updated vehicle mileage can be expressed by the following equation:

[0065] Updated vehicle mileage = Remaining fuel * Traction fuel economy

[0066] Traction fuel economy can be further calculated based on the fuel efficiency reduction factor. Traction fuel economy can also be calculated based on the difference between the previous fuel economy and the product of the fuel efficiency reduction factor and the previous fuel economy. Traction fuel economy can be expressed by the following equation:

[0067] Traction fuel economy = Previous fuel economy - (Fuel efficiency reduction factor * Previous fuel economy)

[0068] For example, the previous fuel economy could be 30 miles per kilogram of fuel. Based on a comparison of the energy required by the wheels, the fuel efficiency reduction factor could be 10%. The traction fuel economy could be calculated as 27 miles per kilogram of fuel by calculating 10% of 30 and subtracting that product from 30.

[0069] Traction fuel economy can be calculated at various points in time while the vehicle is moving. The calculated traction fuel economy values ​​can be stored in the vehicle's memory. Traction fuel economy can be updated over time. The calculated traction fuel economy values ​​can be updated to the average of the calculated values ​​or the median traction fuel economy among the various calculated values.

[0070] At point 140, vehicle mileage can be calculated at various points in time as the vehicle moves. The calculated mileage can be stored in the vehicle's memory. The vehicle mileage can be updated over time. The calculated mileage can be updated to the average of the calculated values ​​or the median mileage among the various calculated mileage values.

[0071] The current traction fuel economy can be compared with a calculated vehicle mileage. The current traction fuel economy can be compared with a vehicle mileage calculated based on vehicle load to determine the accuracy of the calculation. If the calculated vehicle mileage is inaccurate, it can be updated based on the current traction fuel economy. The current traction fuel economy can be calculated based on remaining fuel and distance traveled. For example, the current traction fuel economy can be calculated by dividing the distance traveled by the remaining fuel in the vehicle. This calculated value can be the fuel economy learned by the vehicle over a longer period of time. In some embodiments, the current traction fuel economy in a fuel cell vehicle can be represented by the following equation:

[0072]

[0073] If the current traction fuel economy is lower than the calculated traction fuel economy, the vehicle mileage can be updated based on the remaining fuel and the current traction fuel economy. If the predicted distance the vehicle has not traveled based on the calculated traction fuel economy, the current traction fuel economy may be lower than the calculated traction fuel economy.

[0074] Similarly, if the predicted vehicle mileage based on the current traction fuel economy is lower than the vehicle mileage calculated based on the calculated traction fuel economy, the vehicle mileage can be updated based on remaining fuel and the current traction fuel economy. If the predicted distance the vehicle has not traveled based on the calculated traction fuel economy is lower, the updated vehicle mileage may be lower than the vehicle mileage calculated based on the traction fuel economy.

[0075] Figure 2This example illustrates a curve depicting the higher cumulative wheel energy demand of a vehicle with a traction load compared to a vehicle without a traction load. The cumulative wheel energy demand is directly related to the vehicle's speed. The higher the vehicle speed, the greater the wheel energy demand. A vehicle with a traction load requires more wheel energy than a vehicle without a traction load. This greater wheel energy demand is represented by the higher cumulative wheel energy demand of the vehicle with the traction load. The difference in cumulative wheel energy demand between a vehicle with two occupants and a vehicle without two occupants is small.

[0076] Figure 3 An example is depicted showing a curve illustrating a percentage of the cumulative wheel energy demand consumed by a vehicle with a traction load compared to the cumulative wheel energy demand consumed by a vehicle without a traction load. While the wheel energy demand with a traction load is greater than that without a traction load, the ratio between the two is fairly consistent. For example, over the entire driving cycle, the wheel energy demand with a traction load is a percentage of the wheel energy demand without a traction load.

[0077] Figure 4 An example flowchart illustrating the process of determining vehicle mileage based on traction level and traction fuel economy estimates is provided. The vehicle mileage reference table flowchart 400 can determine how much the vehicle mileage prediction will be adjusted based on a lookup table. The vehicle mileage reference table flowchart 400 can continuously monitor the vehicle to detect changes in vehicle mass during travel. The vehicle mileage reference table flowchart 400 can be triggered by signals from vehicle sensors or by manual input from vehicle occupants indicating a potential change in vehicle mass. Known traction fuel economy estimates can be found in the lookup table. These estimates indicate the fuel consumption rate over a distance with vehicle load. Known traction fuel economy estimates can be determined by vehicle load. Vehicle mileage can be adjusted using these known traction fuel economy estimates.

[0078] At point 410, data can be collected from vehicle sensors, and more specifically, from the motor torque sensor, acceleration sensor, and vehicle speed sensor. Changes in the vehicle's mass can be based on data from the motor torque sensor. This data can determine the force required for the motor to drive the vehicle. Additionally, this data can determine the change in motor output required to maintain a certain vehicle speed. Data from the acceleration sensor can determine the torque change due to the increase in mass of the traction load. The data from the motor torque sensor can be compared with the data from the acceleration sensor to determine if the vehicle requires a larger motor output to maintain acceleration similar to a vehicle without a traction load.

[0079] Changes in a vehicle's mass can be determined based on data from acceleration sensors. Acceleration sensors can be accelerometers or gravity sensors. Acceleration sensors can determine the vehicle's acceleration. Data from acceleration sensors can determine changes in the vehicle's inertia. Data from acceleration sensors can determine road conditions affecting the vehicle's movement and speed. Data from acceleration sensors can determine the increase in the vehicle's inertia due to an increase in the mass of the traction load. Data from acceleration sensors can be compared with data from a motor torque sensor to determine if the vehicle has a smaller acceleration compared to a vehicle with similar motor output and no traction load.

[0080] Changes in vehicle mass can be based on data from vehicle speed sensors. Vehicle speed sensors measure vehicle speed. Data from vehicle speed sensors can measure vehicle inertia. Data from vehicle speed sensors can also measure a slower vehicle speed due to a heavier traction load. Data from vehicle speed sensors can be compared with data from motor torque sensors to determine if the vehicle is moving slower than a vehicle with the same or comparable motor output and no traction load.

[0081] Vehicle load or vehicle mass can be calculated based on data received from accelerometers, motor torque sensors, and vehicle speed sensors. The data received from these sensors can be variables in the equation used to determine the vehicle load. The vehicle load can be represented by the following equation:

[0082]

[0083] Where m is the vehicle mass, τ Mot It is the motor torque, r tire It is the rolling resistance of the tire, η Mot This is the motor efficiency, where v is the vehicle speed, (f0+f1v+f2v) 2Let θ be the road load factor, g be gravity, and θ be the slope of the road on which the vehicle travels. Various data readings from sensors can be used to solve for the vehicle load. For example, the vehicle load can be calculated based on the measured motor torque. Then, the measured motor torque can be used to solve for the vehicle load.

[0084] The vehicle may include sensors for measuring factors that determine the vehicle load. For example, the vehicle may include additional sensors for measuring the rolling resistance of the vehicle's tires and the motor efficiency to determine the vehicle load. The vehicle load can be calculated based on data from the sensors measuring the rolling resistance and motor efficiency. The calculated rolling resistance and motor efficiency values ​​can then be used to determine the vehicle load.

[0085] Vehicle loads can be calculated by determining vehicle inertia. Vehicle inertia can be expressed by the following equation:

[0086]

[0087] Where m is the vehicle mass, v is the vehicle speed, g is gravity, and θ is the gradient of the road the vehicle travels on. Vehicle load can be calculated based on vehicle speed or vehicle inertia. Vehicle speed indicates vehicle inertia. Higher vehicle inertia indicates a heavier traction load under similar conditions. Lower vehicle inertia indicates a lighter traction load under similar conditions. Vehicle inertia can be compared to road load to determine vehicle mass. Vehicle load can be calculated while the vehicle is moving. When the vehicle is moving, vehicle inertia can be determined based on data from a vehicle speed sensor. The vehicle speed sensor can determine vehicle inertia. Data readings from the vehicle speed sensor can determine whether the vehicle is moving.

[0088] Vehicle load can be calculated while the vehicle is moving. The moving vehicle can have motor torque and vehicle speed that can be used to calculate the vehicle load. The vehicle load can be further calculated based on known roadside vehicle weight or known cargo load.

[0089] Calculating vehicle load may require calculating vehicle speed and motor torque and comparing these values ​​with previous measurements. For example, if the same vehicle speed requires higher motor torque under traction load, the vehicle load calculation could be based on the difference between two motor torque measurements. In another example, if the same motor torque results in a slower vehicle speed under traction load, the vehicle load calculation could be based on the difference between two vehicle speeds.

[0090] Vehicle load can be calculated by determining the road load on the vehicle. The road load on a vehicle is proportional to the motor torque output. The road load on a vehicle can be expressed by the following equation:

[0091]

[0092] Where τ Mot It is the motor torque, r tire It is the rolling resistance of the tire, η Mot This is the motor efficiency, v is the vehicle speed, and (f0 + f1v + f2v) 2 This is the road load factor. Vehicle load is based on the weight of vehicles and cargo loads along the roadside. If the change in mass is calculated, the energy demanded by the wheels can be calculated.

[0093] At S420, a traction fuel economy estimate can be determined based on a lookup table. The lookup table can estimate traction fuel economy based on vehicle load and vehicle speed. The lookup table can be organized by traction level. The traction level can be determined based on the calculated vehicle load. The traction level can correspond to a number indicating the difficulty and weight of the vehicle load. The traction level can be a range of vehicle load weights. For example, a vehicle load with a towing mass between 250 kg and 500 kg can be designated as traction level 1, and a vehicle load with a towing mass between 500 kg and 1000 kg can be designated as traction level 2. In some embodiments, the vehicle load is the traction load calculated by subtracting the roadside vehicle weight from the total vehicle load.

[0094] At 430, a lookup table can provide a fuel economy estimate based on traction class. The traction fuel economy estimate can correspond to a traction fuel economy estimate based on average vehicle speed. A vehicle's traction fuel economy estimate can be determined based on traction class and average vehicle speed. The traction fuel economy estimate can indicate a known fuel consumption rate over a distance with vehicle load. Additionally and / or alternatively, a vehicle's traction fuel economy estimate can be predicted based on vehicle load and average vehicle speed. The traction fuel economy estimate can correspond to a specific vehicle load for a vehicle traveling at a specific speed. For example, a vehicle with a class 2 load (1000 kg) traveling at an average speed of 50 km / h can have a predetermined traction fuel economy of 101 km / kg fuel. A lookup table can provide a traction fuel economy estimate based on a vehicle traveling at a certain speed and its traction load.

[0095] At point 440, adjust the vehicle mileage. The vehicle mileage can be adjusted based on a traction fuel economy estimate. For example, the vehicle mileage can be adjusted as the product of remaining fuel and a traction fuel economy estimate based on a lookup table. The updated vehicle mileage can be represented by the following equation:

[0096] Updated vehicle mileage = Remaining fuel * Estimated traction fuel economy

[0097] Traction fuel economy can be calculated at various points in time while the vehicle is moving. The calculated traction fuel economy values ​​can be stored in the vehicle's memory. Traction fuel economy can be updated over time. The calculated traction fuel economy values ​​can be updated to the average of the calculated values ​​or the median traction fuel economy among the various calculated values.

[0098] At point 450, vehicle mileage can be calculated at various points in time as the vehicle moves. The calculated mileage can be stored in the vehicle's memory. The vehicle mileage can be updated over time. The calculated mileage can be updated to the average of the calculated values ​​or the median mileage among the various calculated mileage values.

[0099] The current traction fuel economy can be compared with a calculated vehicle mileage. The current traction fuel economy can be compared with a vehicle mileage calculated based on an estimate of traction fuel economy to determine the accuracy of the calculation. If the calculated vehicle mileage based on the estimate of traction fuel economy is inaccurate, the calculated vehicle mileage can be updated based on the current traction fuel economy. The current traction fuel economy can be calculated based on remaining fuel and distance traveled. For example, the current traction fuel economy can be calculated by dividing the distance traveled by the remaining fuel in the vehicle. This calculated value can be the fuel economy learned by the vehicle over a longer period of time. In some embodiments, the current traction fuel economy in a fuel cell vehicle can be represented by the following equation:

[0100]

[0101] If the current traction fuel economy is lower than the estimated traction fuel economy, the vehicle mileage can be updated based on the remaining fuel and the current traction fuel economy. If the predicted distance the vehicle has not traveled is based on the estimated traction fuel economy, the current traction fuel economy can be lower than the estimated traction fuel economy.

[0102] Similarly, if the predicted vehicle mileage based on the current traction fuel economy is lower than the vehicle mileage calculated based on the traction fuel economy estimate, the vehicle mileage can be updated based on remaining fuel and the current traction fuel economy. If the predicted distance the vehicle has not traveled based on the traction fuel economy estimate is lower, the updated vehicle mileage may be lower than the vehicle mileage calculated based on the traction fuel economy estimate.

[0103] Figure 5AA table depicting the traction loads corresponding to traction levels is provided. The traction level can be determined based on the calculated vehicle load. The traction level can correspond to a number indicating the difficulty and weight of the vehicle load. The traction level can be a range of vehicle load weights. For example, a vehicle load with a towing mass between 250 kg and 500 kg can be designated as traction level 1, and a vehicle load with a towing mass between 500 kg and 1000 kg can be designated as traction level 2.

[0104] Figure 5B A table depicting traction levels corresponding to traction fuel economy estimates based on average vehicle speed is provided. Traction fuel economy estimates for a vehicle can be determined based on traction level and average vehicle speed. Traction fuel economy estimates can indicate a known fuel consumption rate over a distance with vehicle load. Additionally and / or alternatively, traction fuel economy estimates for a vehicle can be predicted based on vehicle load and average vehicle speed. Traction fuel economy estimates can correspond to a specific vehicle load for a vehicle traveling at a specific speed. For example, a vehicle load (1000 kg) of level 2 traveling at an average speed of 50 km / h can have a predetermined traction fuel economy of 101 km / kg fuel.

[0105] Figure 6 The diagram illustrates an example vehicle with a fuel cell, junction box, motor, and battery. The vehicle can be a fuel cell vehicle. The vehicle can use the motor to convert energy from the fuel cell into kinetic energy. The vehicle can be equipped with data sensors for calculating vehicle loads. These data sensors may include LiDAR systems, RADAR systems, cameras, light detectors, motion detectors, proximity sensors, etc., to measure the vehicle's inertia and speed.

[0106] During or between trips, changes in vehicle weight may occur. Examples of changes in vehicle weight include: attaching a trailer, attaching a tow hook to tow a load, adding a roof rack, an increase in weight inside the cargo box, weight changes due to occupants in the vehicle, changes in the load carried by the vehicle, or changes in the load towed by the vehicle.

[0107] Figure 7 A block diagram illustrating a computing system 700 consistent with an implementation scheme of the present subject is shown. (Refer to...) Figures 1 to 7 The computing system 700 can be used to adjust vehicle mileage. For example, the computing system 700 can be implemented as a user device, a personal computer, or a mobile device.

[0108] like Figure 7As shown, the computing system 700 may include a processor 710, a memory 720, a storage device 730, and an input / output device 740. The processor 710, memory 720, storage device 730, and input / output device 740 may be interconnected via a system bus 750. The processor 710 is capable of processing instructions that run within the computing system 700. These running instructions may implement one or more components, such as cross-cloud code detection. In some example embodiments, the processor 710 may be a single-threaded processor. Alternatively, the processor 710 may be a multi-threaded processor. The processor 710 is capable of processing instructions stored in the memory 720 and / or on the storage device 730 to display graphical information of a user interface provided via the input / output device 740.

[0109] Memory 720 is a computer-readable medium, such as volatile or non-volatile, that stores information within computing system 700. For example, memory 720 may store data structures representing a configuration object database. Storage device 730 provides persistent storage for computing system 700. Storage device 730 may be a floppy disk device, hard disk device, optical disk device, magnetic tape device, or other suitable persistent storage device. Input / output device 740 provides input / output operations for computing system 700. In some example embodiments, input / output device 740 includes a keyboard and / or indicating devices. In various embodiments, input / output device 740 includes a display unit for displaying a graphical user interface.

[0110] According to some example embodiments, input / output device 740 can provide input / output operations for a network device. For example, input / output device 740 may include an Ethernet port or other networking port to communicate with one or more wired and / or wireless networks (e.g., local area network (LAN), wide area network (WAN), Internet, public land mobile network (PLMN), etc.).

[0111] In some example embodiments, the computing system 700 can be used to run various interactive computer software applications that can organize, analyze, and / or store data in various formats. Optionally, the computing system 700 can be used to run any type of software application. These applications can be used to perform various functions, such as planning functions (e.g., generation, management, and editing of spreadsheet documents, word processing documents, and / or any other objects), calculation functions, communication functions, etc. Applications may include various additional functions, or may be independent calculation items and / or functions. Once activated within the application, the function can be used to generate a user interface provided via the input / output device 740. The user interface can be generated by the computing system 700 and presented to the user (e.g., on a computer screen display, etc.).

[0112] The technical advantages presented in this paper provide an efficient method for estimating vehicle mileage without requiring long-distance vehicle travel. Unlike previous schemes for predicting fuel economy, determining vehicle mass offers an efficient method for estimating vehicle mileage without requiring long-distance vehicle travel. Moreover, unlike previous schemes, the vehicle's mass change can be determined without requiring a signal that the traction load has hooked onto the vehicle or other manual input. Instead, the vehicle's mileage can be dynamically determined by calculating the vehicle load.

[0113] From the detailed description, many features and advantages of this disclosure will be apparent, and therefore the appended claims are intended to cover all such features and advantages of this disclosure that fall within the true spirit and scope of this disclosure. Furthermore, since many modifications and variations will readily conceive of those skilled in the art, this disclosure is not intended to limit itself to the exact construction and operation shown and described; therefore, all suitable modifications and equivalents falling within the scope of this disclosure may be employed.

Claims

1. A system for predicting vehicle mileage, comprising: processor; A non-transitory computer-readable storage medium storing instructions that, when executed by the processor, cause the processor to perform operations, the operations including: Determine the changes in the vehicle's mass while it is in motion; The vehicle load is calculated in response to the determination of the mass change; The vehicle mileage is adjusted in response to the calculated vehicle load, the vehicle mileage indicating the predicted distance the vehicle can travel using the remaining fuel, the vehicle mileage being based on the vehicle load; The current wheel energy demand is determined based on the vehicle load and sensor readings from at least one of the accelerometer and motor torque sensor. A fuel efficiency reduction factor is determined based on a comparison between the current wheel energy demand and the previous wheel energy demand, wherein the previous wheel energy demand is based on previous vehicle load and previous data readings from at least one of the accelerometer and the motor torque sensor; and The vehicle mileage is adjusted based on the fuel efficiency reduction factor.

2. The system according to claim 1, wherein, The vehicle load is calculated based on data received from at least one of the accelerometer, the motor torque sensor, and the vehicle speed sensor, and The vehicle load is calculated based on vehicle speed and motor torque.

3. The system according to claim 1, wherein, The vehicle load is calculated while the vehicle is moving. The vehicle load is further calculated based on the weight of the roadside vehicle and the cargo load, and The vehicle load is calculated based on the rolling resistance and motor efficiency values.

4. The system according to claim 1, wherein, The change in the vehicle's mass is determined based on the motor torque required to maintain the vehicle at a certain speed, and the vehicle load is based on the weight of roadside vehicles and cargo load.

5. The system according to claim 1, wherein, The fuel efficiency reduction factor is calculated by determining the difference between the previous wheel energy demand and the current wheel energy demand and dividing the difference by the previous wheel energy demand.

6. The system according to claim 1, wherein, The vehicle mileage is adjusted to be the product of the remaining fuel and the traction fuel economy, the traction fuel economy indicating the fuel consumption rate over a distance with the vehicle load, the traction fuel economy being based on the fuel efficiency reduction factor.

7. The system according to claim 6, wherein, The traction fuel economy is further calculated based on the difference between the calculated previous fuel economy and the product of the fuel efficiency reduction factor and the previous fuel economy.

8. The system according to claim 6, wherein, The operation further includes: Determine the current traction fuel economy over time based on the remaining fuel and driving distance; and In response to determining that the predicted distance the vehicle has not reached based on the initially calculated traction fuel economy, the vehicle mileage is updated based on the remaining fuel and the current traction fuel economy, where the current traction fuel economy is lower than the traction fuel economy.

9. The system according to claim 1, wherein, The operation further includes: Based on the vehicle load, a traction fuel economy estimate is determined from the lookup table; and The vehicle mileage is adjusted based on the estimated traction fuel economy, which indicates the fuel consumption rate over a distance with the vehicle load.

10. The system according to claim 9, wherein, The vehicle load is the traction load calculated by subtracting the weight of roadside vehicles from the total vehicle load, and The lookup table provides the traction fuel economy estimate based on the vehicle traveling at a certain speed and the traction load.

11. The system according to claim 10, wherein, The operation further includes: Determine the current traction fuel economy over time based on the remaining fuel and driving distance; and In response to determining that the predicted distance the vehicle has not reached based on the initially calculated traction fuel economy estimate, the vehicle mileage is updated based on the remaining fuel and the current traction fuel economy, which is lower than the traction fuel economy estimate.

12. A non-transitory computer-readable storage medium storing instructions that, when executed by a processor, cause the processor to perform operations, the operations including: Determine the changes in the vehicle's mass while it is in motion; The vehicle load is calculated in response to the determination of the mass change; The vehicle mileage is adjusted in response to the calculated vehicle load, the vehicle mileage indicating the predicted distance the vehicle can travel using the remaining fuel, the vehicle mileage being based on the vehicle load; The current wheel energy demand is determined based on the vehicle load and sensor readings from at least one of the accelerometer and motor torque sensor. A fuel efficiency reduction factor is determined based on a comparison between the current wheel energy demand and the previous wheel energy demand, the previous wheel energy demand being based on previous vehicle load and previous data readings from at least one of the accelerometer and the motor torque sensor. as well as The vehicle mileage is adjusted based on the fuel efficiency reduction factor.

13. The non-transitory computer-readable storage medium according to claim 12, wherein, The vehicle load is calculated based on data received from at least one of the accelerometer, the motor torque sensor, and the vehicle speed sensor, and The vehicle load is calculated based on vehicle speed and motor torque.

14. The non-transitory computer-readable storage medium according to claim 12, wherein, The vehicle load is calculated while the vehicle is moving. The vehicle load is further calculated based on the weight of the roadside vehicle and the cargo load, and The vehicle load is calculated based on the rolling resistance and motor efficiency values.

15. The non-transitory computer-readable storage medium according to claim 12, wherein, The change in the vehicle's mass is determined based on the motor torque required to maintain the vehicle at a certain speed, and the vehicle load is based on the weight of roadside vehicles and cargo load.

16. The non-transitory computer-readable storage medium according to claim 12, wherein, The fuel efficiency reduction factor is calculated by determining the difference between the previous wheel energy demand and the current wheel energy demand and dividing the difference by the previous wheel energy demand.

17. The non-transitory computer-readable storage medium according to claim 12, wherein, The vehicle mileage is adjusted to be the product of the remaining fuel and the traction fuel economy, the traction fuel economy indicating the fuel consumption rate over a distance with the vehicle load, the traction fuel economy being based on the fuel efficiency reduction factor.

18. A method for predicting vehicle mileage, comprising: Determine the changes in the vehicle's mass while it is in motion; The vehicle load is calculated in response to the determination of the mass change; The vehicle mileage is adjusted in response to the calculated vehicle load, the vehicle mileage indicating the predicted distance the vehicle can travel using the remaining fuel, the vehicle mileage being based on the vehicle load; The current wheel energy demand is determined based on the vehicle load and sensor readings from at least one of the accelerometer and motor torque sensor. A fuel efficiency reduction factor is determined based on a comparison between the current wheel energy demand and the previous wheel energy demand, the previous wheel energy demand being based on previous vehicle load and previous data readings from at least one of the accelerometer and the motor torque sensor. as well as The vehicle mileage is adjusted based on the fuel efficiency reduction factor.

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