Apparatus and method for providing residual drivable distance information for vehicle

Abstract

A method of providing information on a remaining distance to travel (DTE) of a vehicle, and an information providing apparatus performing the method. The method includes: determining an average fuel efficiency based on a travel distance of the vehicle and an accumulated electric power consumption amount after one driving cycle is started by a vehicle key-on; determining a short-term fuel efficiency by averaging fuel efficiencies calculated at a predetermined travel distance interval after the start of one driving cycle; determining, using the setting information, an average fuel efficiency application ratio corresponding to the vehicle driving information after the start of the one driving cycle; determining a guidance DTE value reflecting the average fuel efficiency and the short-term fuel efficiency according to the average fuel efficiency application ratio; and controlling an operation of the display device to display the guidance DTE value.

Description

Technical Field

[0001] The present disclosure relates to an apparatus and method for providing information on a remaining drivable distance of an electric vehicle to a driver by displaying the information on a display device such as a dashboard. Background Art

[0002] Typically, a vehicle is configured to perform a function of estimating the remaining driving distance (DTE) and provide the estimated DTE to the driver. For example, an internal combustion engine vehicle has a function of estimating the DTE based on the fuel level in the fuel tank and providing the estimated DTE to the driver through the instrument panel.

[0003] Similarly, an electric vehicle that travels by driving a motor using the power of a battery has a function of estimating DTE based on the current remaining energy (state of charge) of the battery and displaying the estimated DTE on a dashboard.

[0004] Compared with internal combustion engine vehicles, electric vehicles have fewer charging stations and longer or relatively slower charging times. Therefore, electric vehicle drivers are increasingly interested in DTE information.

[0005] Because drivers of electric vehicles are very sensitive to DTE, it is very important to accurately calculate the vehicle DTE corresponding to the remaining energy of the battery in real time during driving and notify the driver of the DTE.

[0006] As a technology for providing information about the DTE of a vehicle, a method of estimating the DTE using the relationship between the remaining energy of a battery and the energy efficiency (power use efficiency) is known. For example, U.S. Patent No. 9,037,327 (Patent Document 1) discloses a known method of calculating the DTE by determining the energy efficiency (power use efficiency) using information accumulated from the past and multiplying the determined energy efficiency by the current remaining energy of the battery.

[0007] In addition, U.S. Patent No. 9,574,889 (Patent Document 2) discloses a known method of providing DTE, in which a final DTE is determined by combining a value obtained by applying a weighting factor to a DTE calculated using past energy efficiency and a value obtained by applying a weighting factor to a DTE calculated using a current designated route. When an event occurs, the determined final DTE is updated. The method disclosed in Patent Document 2 is a method of determining and updating DTE using information accumulated from the past and information about an event ahead of a vehicle.

[0008] In Patent Document 1, in order to resolve the uncertainty in the predicted future driving information, the energy efficiency in the past is used to determine the DTE. However, this is applicable under the assumption that the energy efficiency in the past will be maintained in the future. If the future traffic conditions are different from the past driving information, the energy efficiency calculated based on the past driving information may have a large error.

[0009] In Patent Document 2, the DTE is updated every time an event that consumes energy occurs. However, this may result in over-representation or under-representation of the impact of the corresponding event on the remaining travel route on the DTE.

[0010] Various other methods of estimating and predicting DTE are known. Vehicle manufacturers use their own methods to estimate DTE and provide it to the driver via an instrument panel display.

[0011] However, the DTE prediction accuracy is not high. Therefore, many consumers complain about the DTE prediction quality. As a conventional technique for solving such complaints, a method of providing the minimum (MIN) DTE and the maximum (MAX) DTE and the current DTE through a dashboard is known.

[0012] However, the problem with this conventional technology is that, in a state where the driver's future driving conditions cannot be predicted, the minimum DTE and the maximum DTE calculated based on the result of learning the recent driving conditions are greatly different. Therefore, it is difficult to accurately predict DTE.

[0013] The above information disclosed in this Background section is only for enhancing understanding of the background technology of the present disclosure. Therefore, the Background section may contain information that does not form the relevant technology that is already known to a person of ordinary skill in the art. Summary of the invention

[0014] The present disclosure is directed to solving the above-mentioned problems associated with the related art. The purpose of the present disclosure is to provide an apparatus and method for displaying not only information about the current real-time remaining drivable distance (DTE), but also information about low DTE and high DTE calculated without considering learning, by which a vehicle can generally travel according to driving conditions such as an area or a road.

[0015] Furthermore, another object of the present disclosure is to provide a DTE display device and method that can encourage a driver to drive economically.

[0016] The purpose of the present disclosure is not limited to the above-mentioned purpose. A person skilled in the art (hereinafter referred to as "a person skilled in the art") to which the present disclosure belongs can more clearly understand other purposes not mentioned herein from the following description.

[0017] In one aspect, the present disclosure provides a device for providing information about the remaining driving distance (DTE) of a vehicle. The device includes a display device configured to display the DTE information of the vehicle and a controller configured to control the operation of the display device. The controller determines the average fuel efficiency based on the driving distance of the vehicle and the accumulated electric power consumption after a driving cycle is started by turning on the vehicle key. The controller also determines the short-term fuel efficiency by averaging the fuel efficiency calculated at predetermined driving distance intervals after the start of a driving cycle. The controller also uses the setting information to determine the average fuel efficiency application ratio corresponding to the vehicle driving information after the start of a driving cycle. The controller also determines a guide DTE value reflecting the average fuel efficiency and the short-term fuel efficiency based on the average fuel efficiency application ratio, and controls the operation of the display device to display the guide DTE value.

[0018] In another aspect, the present disclosure provides a method for providing information about the remaining driving distance (DTE) of a vehicle. The method includes determining, by a controller, an average fuel efficiency based on the driving distance of the vehicle and the accumulated electric power consumption after a driving cycle is started by turning on the vehicle key. The method also includes determining, by the controller, a short-term fuel efficiency by averaging the fuel efficiency calculated at predetermined driving distance intervals after the start of a driving cycle. The method also includes determining, by the controller, an average fuel efficiency application ratio corresponding to vehicle driving information after the start of a driving cycle using setting information. The method also includes determining, by the controller, a guide DTE value reflecting the average fuel efficiency and the short-term fuel efficiency based on the average fuel efficiency application ratio, and controlling the operation of a display device to display the guide DTE value.

[0019] Other aspects and embodiments of the disclosure are discussed below.

[0020] It should be understood that the terms "vehicle" or "vehicle-like" or other similar terms used herein generally include motor vehicles. Such motor vehicles may include passenger cars, including sports utility vehicles (SUVs), buses, trucks, various commercial vehicles, water vehicles including ships of various types of vessels, aircraft, etc. Such motor vehicles may also include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuels from resources other than petroleum). As described herein, a hybrid vehicle is a vehicle having two or more power sources, such as a vehicle having both gasoline power and electric power.

[0021] The above features and other features of the present disclosure are discussed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and other features of the present disclosure are described in detail with reference to certain embodiments of the present disclosure shown in the accompanying drawings, which are given hereinafter only as illustrations and therefore do not limit the present disclosure, and in which:

[0023] Figure 1 is a diagram showing a configuration of a device that performs a DTE information providing process according to the present disclosure;

[0024] Figure 2 is a diagram showing a method of determining low DTE values ​​and high DTE values ​​according to the present disclosure;

[0025] Figure 3 is a diagram for explaining a method of calculating short-term fuel efficiency according to the present disclosure;

[0026] Figure 4 is a diagram showing the guidance DTE calculation logic according to the present disclosure;

[0027] Figure 5 is a diagram showing an example of displaying DTE information on a display device of the present disclosure;

[0028] Fig. 6A , Figure 6B and Figure 6C is a diagram showing a method of displaying a current DTE and a verified DTE in the present disclosure;

[0029] Fig. 7A , Figure 7B and Figure 7C is a diagram showing a method of displaying a guidance DTE in the present disclosure; and

[0030] Fig. 8A , Figure 8B and Figure 8C is a diagram showing an example in which a verified DTE value is also displayed in the present disclosure.

[0031] It should be understood that the accompanying drawings are not necessarily drawn to scale, but rather are somewhat simplified representations of various features illustrating the basic principles of the present disclosure. The specific design features of the present disclosure as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes, will be determined in part by specific intended applications and use environments.

[0032] In the drawings, like reference numerals refer to the same or equivalent parts of the present disclosure throughout the several figures of the drawing. DETAILED DESCRIPTION

[0033] Various embodiments are described more fully herein with reference to the accompanying drawings, and only some embodiments are shown herein. The specific structural and functional details disclosed herein are only representative for the purpose of describing the embodiments. However, the technical concepts of the present disclosure can be embodied in many alternative forms and should not be interpreted as being limited to the embodiments set forth herein. Therefore, although the embodiments of the present disclosure can be variously modified and take alternative forms, their embodiments are shown in the accompanying drawings by way of example and are described in detail herein. However, it should be understood that it is not intended to limit the present disclosure to the specific embodiments disclosed. On the contrary, the embodiments will cover all modifications, equivalents, and alternatives falling within the scope of the present disclosure.

[0034] It should be understood that although the terms "first", "second", etc. may be used to describe various elements in this article, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, without departing from the scope of the embodiments of the present disclosure, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

[0035] It should be understood that when an element is referred to as being "connected" or "coupled" to another element, it may be directly connected or coupled to the other element or there may be intervening elements. Conversely, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements. Other words used to describe the relationship between elements should be interpreted in a similar manner (e.g., "between" versus "directly between," "adjacent" versus "directly adjacent," etc.).

[0036] Where possible, the same reference numerals shall be used throughout the drawings to refer to the same or similar parts. The terms used herein are only used to describe specific embodiments and are not intended to limit the embodiments of the present disclosure. As used herein, the singular forms "one", "a kind of" and "the" are also intended to include plural forms unless the context clearly indicates otherwise. It should be further understood that the terms "comprises", "comprising", "includes" and / or "including" are used herein to specify the presence of stated parts, steps, operations and / or elements, etc. Such terms do not exclude the presence or addition of one or more other parts, steps, operations and / or elements. In addition, when a part, device, element, etc. of the present disclosure is described as having a purpose or performing an operation, function, etc., the part, device or element should be considered as "configured to" meet the purpose or perform the operation or function in this article.

[0037] The present disclosure relates to an information providing device and method for providing information about the remaining driving distance (DTE) to the driver of an electric vehicle by displaying information. The low DTE, high DTE and verified DTE that are independent of the driver's driving mode, the current DTE predicted by learning the long-term driver's driving mode, and the guidance DTE reflecting the driver's driving mode during one driving cycle (1DC) and the current vehicle driving condition are provided to the driver through a display device (e.g., an instrument panel) of the vehicle.

[0038] According to the present disclosure, low DTE, high DTE, and verified DTE, which vary according to changes in the available energy (charge state) of the battery regardless of learning and the driver's driving pattern, are displayed together with the current DTE, which varies while reflecting the long-term driver's driving pattern. Therefore, the driver can recognize which of the low DTE, high DTE, and verified DTE is close to the driver's overall driving pattern.

[0039] In addition, according to the present disclosure, a guidance DTE reflecting the driver's driving mode and the current vehicle driving condition during one driving cycle (1DC) is displayed together with the above four types of DTE. Therefore, the driver can be encouraged to drive economically during one driving cycle so that the guidance DTE is closer to the high DTE than the verified DTE or the current DTE. The low DTE and high DTE provided by the present disclosure are information that is independent of learning, and can be values ​​that vary depending on changes in available battery energy, regardless of the driver's driving mode and learning.

[0040] According to the present disclosure, not only the current DTE value, but also the low DTE value and the high DTE value calculated based on the available battery energy are displayed through a display device such as an instrument panel. Therefore, the driver can check the low DTE value, the high DTE value, and the current DTE value between the low DTE value and the high DTE value displayed on the display device in real time while driving the vehicle, and can drive the vehicle so that the current DTE value is close to the high DTE value rather than the low DTE value.

[0041] Figure 1 is a diagram showing a configuration of a device that performs a DTE information providing procedure according to the present disclosure. Figure 2 is a diagram illustrating a method of determining low and high DTE values ​​according to the present disclosure.

[0042] Figure 2 The process shown is Figure 1 The controller 30 shown in FIG. 4 is executed. The low DTE, high DTE and current DTE are calculated and obtained in real time by the controller 30. In addition, information about the low DTE, high DTE and current DTE determined by the controller 30 can be displayed on the display device 40 to be provided to the driver.

[0043] In the present disclosure, a control process for providing DTE information may be performed by a plurality of controllers performing cooperative control while exchanging necessary information with each other, or may be performed by a single integrated controller.

[0044] For example, the plurality of controllers may include a vehicle control unit (VCU) which is a high-level controller, a heating, ventilation and air conditioning (HVAC) controller, and a battery management system (BMS), and may further include a converter controller.

[0045] Here, the converter controller may be a converter (ie, a controller of a low voltage direct current to direct current (DC-DC) converter (LDC)) that converts battery power and outputs the converted battery power to electronic components of the vehicle.

[0046] In the present disclosure, multiple controllers and a single controller with integrated functions may be collectively referred to as a controller. The control process of the present disclosure may be performed by controllers collectively referred to as controllers. In the following description, unless otherwise specified, "controllers" are collectively referred to as controllers.

[0047] refer to Figure 1 , the controller 30 includes a vehicle speed calculation unit 31, a drive output calculation unit 32, an air conditioner output calculation unit 33, a converter output calculation unit 34, a DTE calculation unit 35, and a display control unit 36. The controller 30 including the above units is a single controller with integrated functions.

[0048] Alternatively, in the case where the control process according to the present disclosure is performed by a plurality of controllers provided in the vehicle, the air conditioning output calculation unit 33 may be a heating, ventilation and air conditioning (HVAC) controller, which is a separate controller. The converter output calculation unit 34 may be a converter controller, which is a separate controller. Alternatively, the display control unit 36 ​​may be a display controller, which is a separate controller connected to the display device 40 or included in the display device to control the operation of the display device 40.

[0049] The vehicle speed calculation unit 31, the drive output calculation unit 32, and the DTE calculation unit 35 may also be components included in a separate controller, such as a vehicle control unit (VCU).

[0050] In this case, the air conditioner controller, the converter controller and the display controller including the vehicle speed calculation unit 31, the drive output calculation unit 32 and the DTE calculation unit 35 may be collectively referred to as a controller. The control process for providing DTE information according to the present disclosure may be performed by the controller collectively referred to as a controller.

[0051] According to the present disclosure, the DTE calculation unit 35 of the controller 30 may use the currently available battery energy to determine the low DTE and the high DTE.

[0052] More specifically, the DTE calculation unit 35 of the controller 30 may calculate low DTE using low fuel efficiency related information and currently available battery energy. In addition, the DTE calculation unit 35 of the controller 30 may calculate high DTE using high fuel efficiency related information and currently available battery energy.

[0053] The low fuel efficiency related information includes a low DTE vehicle speed according to the current vehicle driving condition and a low DTE total output which is a total battery output at the low DTE vehicle speed.

[0054] Furthermore, the high fuel efficiency related information includes a high DTE vehicle speed according to the current vehicle driving condition and a high DTE total output which is a total battery output at the high DTE vehicle speed.

[0055] The DTE calculation unit 35 may calculate the low DTE using low fuel efficiency related information including the low DTE vehicle speed and the low DTE total output and the currently available battery energy.

[0056] Furthermore, the DTE calculation unit 35 may calculate the high DTE using high fuel efficiency related information including the high DTE vehicle speed and the high DTE total output and the currently available battery energy.

[0057] Here, the low DTE total output may be the total battery output at a low DTE vehicle speed, and the high DTE total output may be the total battery output at a high DTE vehicle speed.

[0058] In an embodiment of the present disclosure, low DTE may be determined as a value obtained by dividing the low DTE vehicle speed by the low DTE total output and multiplying the value obtained by the current available battery energy. High DTE may be determined as a value obtained by dividing the high DTE vehicle speed by the high DTE total output and multiplying the value obtained by the current available battery energy.

[0059] Low DTE and high DTE can be expressed using Formulas 1 and 2 below.

[0060] [Formula 1]

[0061] Low DTE = (Low DTE vehicle speed) / (Low DTE total output) × (Available battery energy)

[0062] [Formula 2]

[0063] High DTE = (High DTE vehicle speed) / (High DTE total output) × (Available battery energy)

[0064] The low DTE vehicle speed and the high DTE vehicle speed may be determined by the vehicle speed calculation unit 31 of the controller 30 ( Figure 2 As the low DTE vehicle speed and the high DTE vehicle speed, the values ​​thereof may be preset in the vehicle speed calculation unit 31 according to the vehicle driving conditions. Specifically, these values ​​may be preset according to the regional conditions and the road conditions. In other words, the vehicle speed calculation unit 31 may determine the low DTE vehicle speed and the high DTE vehicle speed according to the corresponding regional and road conditions.

[0065] If the controller 30 that calculates low DTE and high DTE using equations 1 and 2 is a vehicle control unit, the vehicle control unit may be configured to receive real-time available battery energy information from a battery management system (BMS) 20 to calculate low DTE and high DTE.

[0066] In an embodiment of the present disclosure, the vehicle driving condition includes the regional condition and the road condition on which the vehicle is traveling. In addition, in the present disclosure, the low DTE vehicle speed is a vehicle speed of a short DTE (low DTE) that can be provided according to the regional condition and the road condition. The high DTE vehicle speed is a vehicle speed of a long DTE (high DTE) that can be provided according to the regional condition and the road condition.

[0067] In the embodiment of the present disclosure, the low DTE vehicle speed and the high DTE vehicle speed are preset values ​​according to the regional conditions and road conditions. Specifically, the low DTE vehicle speed and the high DTE vehicle speed corresponding to the corresponding regional conditions and road conditions are pre-input and stored in the vehicle speed calculation unit 31 of the controller 30.

[0068] Therefore, the vehicle speed calculation unit 31 of the controller 30 can determine the low DTE vehicle speed and the high DTE vehicle speed corresponding to the area and road where the vehicle is currently traveling based on the information about the matching between the low DTE and high DTE vehicle speeds and the area and road conditions.

[0069] In this case, the vehicle speed calculation unit 31 of the controller 30 can obtain information about the area and road where the vehicle is currently traveling from the navigation information output from the navigation device 10 ( Figure 2 Here, the navigation device 10 may be a telematics-based (eg, Bluelink, vehicle software “your voice” (UVO), etc.) navigation device.

[0070] In other words, the controller 30 may acquire information on area conditions and road conditions from current vehicle position information and current vehicle travel road information included in navigation information output from the navigation device 10 for determining the low DTE vehicle speed and the high DTE vehicle speed.

[0071] Table 1 below shows an example of setting a low DTE vehicle speed and a high DTE vehicle speed. The values ​​of the low DTE vehicle speed and the high DTE vehicle speed are merely illustrative, and the present disclosure is not limited thereto. The low DTE vehicle speed and the high DTE vehicle speed may have various values ​​depending on regional conditions and road conditions.

[0072] [Table 1]

[0073]

[0074] As shown in Table 1, the average vehicle speed on highways is higher than the average vehicle speed on urban roads, and the average vehicle speed in North America is higher than the average vehicle speed in Korea or Europe. Generally speaking, the higher the average vehicle speed, the longer the DTE. Therefore, when the average vehicle speed is determined according to the regional conditions and road conditions, the low DTE vehicle speed and the high DTE vehicle speed can be set to higher values.

[0075] In addition, referring to Table 1, it can be seen that because the low DTE vehicle speed is a vehicle speed that can provide a short DTE (low DTE), the low DTE vehicle speed is set to a higher value than the high DTE vehicle speed that can provide a long DTE (high DTE). When the vehicle is running at a high speed, the DTE is shorter than when the vehicle is running at a low speed. For this reason, the low DTE vehicle speed that can provide a short DTE is set to a higher value than the high DTE vehicle speed that can provide a long DTE.

[0076] In an embodiment of the present disclosure, each of the low DTE total output and the high DTE total output is a total battery output. Each may be determined as a value obtained by summing the drive output and the air conditioner output by the DTE calculation unit 35 of the controller 30, or may be determined as a value obtained by summing the drive output, the air conditioner output, and the converter output.

[0077] The drive output is the battery output of the motor used to drive the vehicle. The drive output is determined to a value corresponding to a high DTE vehicle speed or a low DTE vehicle speed, which is an appropriate vehicle speed according to regional conditions and road conditions. This output is determined by the drive output calculation unit 32 of the controller 30 ( Figure 2 ), and is input to the DTE calculation unit 35.

[0078] In addition, the air conditioner output is determined by the air conditioner output calculation unit 33 and is input to the DTE calculation unit 35. Also, the converter output is determined by the converter output calculation unit 34 and is input to the DTE calculation unit 35.

[0079] The air conditioner output is a battery output for the air conditioner, and the converter output is a battery output for the electronic components. The converter output may be an output of an LDC that converts battery power and outputs the converted battery power to the electronic components of the vehicle.

[0080] In the embodiment of the present disclosure, there is no distinction between low DTE and high DTE of the air conditioner output or LDC output, but there is a distinction between low DTE and high DTE of the drive output. In other words, the drive output includes a low DTE drive output and a high DTE drive output. The DTE calculation unit 35 uses the low DTE drive output to calculate the low DTE total output. The DTE calculation unit 35 uses the high DTE drive output to calculate the high DTE total output ( Figure 2 , step S14 in the process).

[0081] The drive output calculation unit 32 of the controller 30 may determine the low DTE drive output or the high DTE drive output using a formula having as an input variable the low DTE vehicle speed or the high DTE vehicle speed output from the vehicle speed calculation unit 31. The formula may be a cubic formula as a "vehicle speed-drive output" relationship expression defining the correlation between the vehicle speed and the drive output.

[0082] Formula 3 below is a cubic equation for calculating a drive output (ie, a low DTE drive output or a high DTE drive output) from a low DTE vehicle speed or a high DTE vehicle speed.

[0083] [Formula 3]

[0084] Drive output = a 1 ×(vehicle speed)+a 2 ×(vehicle speed) 2 +a 3 ×(vehicle speed) 3

[0085] The above formula 3 is a cubic equation representing the constant speed fuel efficiency curve. During the vehicle development phase, the corresponding vehicle can be tested and evaluated for constant speed fuel efficiency to determine the cubic equation of "vehicle speed-drive output" and obtain the coefficient a of the cubic equation. 1 、a 2 and a 3 .

[0086] In Formula 3, the coefficient a is the setting information of the formula of the constant speed fuel efficiency curve.1 、a 2 and a 3 A vehicle-specific value that indicates the characteristics of the vehicle specification. 1 、a 2 and a 3 It can be obtained through constant speed fuel efficiency testing and evaluation of the corresponding vehicle.

[0087] In the present disclosure, coefficients of the constant speed fuel efficiency curve are pre-input and stored in the drive output calculation unit 32 of the controller 30. These coefficients are used to calculate the drive output according to the appropriate vehicle speed corresponding to the current area condition and road condition through the formula of the constant speed fuel efficiency curve.

[0088] In other words, the above coefficients may be used to calculate the low DTE drive output or the high DTE drive output according to the low DTE vehicle speed or the high DTE vehicle speed through the formula of the constant speed fuel efficiency curve.

[0089] Formula 4 below is a cubic equation for calculating a constant speed fuel efficiency curve for a low DTE drive output from a low DTE vehicle speed. Formula 5 below is a cubic equation for calculating a constant speed fuel efficiency curve for a high DTE drive output from a high DTE vehicle speed.

[0090] [Formula 4]

[0091] Low DTE drive output = a 1 ×(low DTE vehicle speed)+a 2 ×(Low DTE vehicle speed) 2 +a 3 ×(Low DTE vehicle speed) 3

[0092] [Formula 5]

[0093] High DTE drive output = a 1 ×(high DTE vehicle speed)+a 2 ×(High DTE vehicle speed) 2 +a 3 ×(High DTE vehicle speed) 3

[0094] As described above, the DTE calculation unit 35 of the controller 30 can determine each of the low DTE total output and the high DTE total output, which means that the total battery output is the sum of the drive output input from the drive output calculation unit 32 and the air-conditioning output input from the air-conditioning output calculation unit 33. In this case, the calculation of the air-conditioning output by the air-conditioning output calculation unit 33 can be performed by a well-known air-conditioning output calculation process using an air-conditioning thermal model.

[0095] Therefore, the DTE calculation unit 35 of the controller 30 can determine the low DTE total output as the sum of the low DTE drive output and the air conditioning output, and can determine the high DTE total output as the sum of the high DTE drive output and the air conditioning output ( Figure 2 , step S14 in the process).

[0096] Alternatively, the converter output, ie, the battery output of the vehicle electronic components, may be further used to determine the total output. As described above, the converter output output from the converter output calculation unit 34 may be the LDC output.

[0097] Therefore, the DTE calculation unit 35 of the controller 30 can determine the low DTE total output as the sum of the low DTE drive output, the air conditioning output, and the LDC output, and can determine the high DTE total output as the sum of the high DTE drive output, the air conditioning output, and the LDC output ( Figure 2 , step S14 in the process).

[0098] In the embodiment of the present disclosure, a learned value may be used as the LDC output, and new LDC output values ​​are stored in the converter output calculation unit 34 of the controller 30 at intervals of 1 km in order to learn the driving pattern of the driver.

[0099] Specifically, the converter output calculation unit 34 of the controller 30 has "n" buffers, and the LDC output value is stored in one of the "n" buffers (for example, n=25) at intervals of 1 km. In this case, one of the values ​​stored in the "n" buffers is updated to a new LDC output at intervals of 1 km.

[0100] Furthermore, among the "n" values ​​stored in the "n" buffers, the most recently stored LDC output values ​​in the "m" buffers (eg, m=10) may be averaged, and the average value may be used as the final LDC output value.

[0101] Table 2 below shows an example of calculating the LDC output value.

[0102] [Table 2]

[0103]

[0104] In the example shown in Table 2, an LDC output value is stored in each of a total of 25 buffers, and the LDC output value is updated every predetermined distance (e.g., 1 km). Among the total of 25 LDC output values ​​sequentially stored in the buffers, the LDC output values ​​most recently stored in 10 buffers are averaged, and the average value is used as the final LDC output value.

[0105] In the example shown in Table 2, the average value of the LDC output values ​​stored in the 16th to 25th buffers is 0.70 kW. This average value is determined as the final LDC output value.

[0106] In this way, the LDC output can be learned. However, since the LDC output is smaller than the drive output, and the fluctuation range of the air conditioning output and the LDC output is relatively small, a fixed value instead of a learned value can be used as the LDC output value. In other words, a value preset for the corresponding vehicle can be used as the LDC output value.

[0107] After the DTE calculation unit 35 of the controller 30 obtains the low DTE total output and the high DTE total output through the above process, the low DTE and high DTE total outputs, the low DTE and high DTE vehicle speeds output from the vehicle speed calculation unit 31, and the available battery energy output from the battery management system 20 can be used to obtain the low DTE value and the high DTE value through Formula 1 and Formula 2 ( Figure 2 .

[0108] Table 3 below shows an example of obtaining a low DTE and a high DTE for a specific vehicle according to area conditions and road conditions.

[0109] [Table 3]

[0110]

[0111] When the values ​​of the low DTE and the high DTE are determined, the display control unit 36 ​​of the controller 30 controls the operation of the display device 40 to display the low DTE value, the high DTE value and the current DTE value ( Figure 2 , step S16 in the process).

[0112] The current DTE is calculated by considering the driver's driving pattern and the current vehicle driving state. The current DTE may be calculated by a well-known method.

[0113] There are various methods for calculating the current DTE in real time using the driver's driving pattern related to acceleration and deceleration and real-time vehicle driving state information such as road conditions (e.g., uphill or downhill) or current vehicle speed during vehicle driving, and one of the well-known methods may be used.

[0114] Since various methods of calculating the current DTE in real time are known to those of ordinary skill in the art to which the present disclosure belongs, a detailed description of the method of calculating the current DTE is omitted in this specification.

[0115] The display control unit 36 ​​of the controller 30 controls the operation of the display device 40 to display the current DTE value determined in this way together with the low DTE value and the high DTE value. Therefore, the current DTE value, the low DTE value and the high DTE value can be provided to the driver through the display device 40.

[0116] As described above, not only the low DTE and the high DTE, but also the current DTE reflecting the driver's driving mode and the current vehicle driving state is provided to the driver through a display device 40 such as an instrument panel for real-time display, thereby prompting the driver to drive economically so that the current DTE moves to the high DTE and converges on the high DTE.

[0117] The controller 30 calculates a verified DTE using the verified fuel efficiency and displays the calculated verified DTE on the display device 40 together with the low DTE, the high DTE, and the current DTE.

[0118] In this case, the DTE calculation unit 35 (or vehicle control unit (VCU)) of the controller 30 can calculate the verified DTE by multiplying the verified fuel efficiency of the vehicle pre-input therein by the available battery energy provided from the battery management system (BMS). Subsequently, the DTE calculation unit 35 controls the operation of the display device 40 through the display control unit 36 ​​to display the calculated verified DTE.

[0119] Furthermore, the DTE calculation unit 35 of the controller 30 calculates the guideline DTE by blending the average fuel efficiency after one driving cycle (1DC) starts and the short-term fuel efficiency according to the vehicle driving information after one driving cycle starts.

[0120] In this case, the cumulative average fuel efficiency after the start of one driving cycle and the short-term fuel efficiency, which is the fuel efficiency information during the recent driving of the vehicle, are mixed according to the cumulative driving distance and the battery state of charge (SOC) to calculate the guideline fuel efficiency. The calculated guideline fuel efficiency is multiplied by the available battery energy to calculate the guideline DTE.

[0121] To this end, the DTE calculation unit 35 of the controller 30 integrates the travel distance (km) after the vehicle key is turned on using wheel speed, vehicle speed, or motor speed (RPM) information.

[0122] In addition, the DTE calculation unit 35 of the controller 30 integrates the electric power consumption (W) obtained by multiplying the battery voltage by the battery current after the vehicle key is turned on (after one driving cycle starts) to calculate the electric power consumption amount (kWh). In this case, when it is determined that the vehicle is in a stopped state based on the wheel speed, the vehicle speed, or the motor speed, the calculation of the electric power consumption amount is stopped. The integration is performed only during the vehicle driving.

[0123] Subsequently, the cumulative driving distance (km) after the vehicle key is turned on is divided by the cumulative electric power consumption (kWh) during driving after the vehicle key is turned on to calculate the average fuel efficiency (km / kWh). The average fuel efficiency is continuously calculated in real time during one driving cycle. However, the DTE value used to calculate the guidance is updated once at a predetermined time interval (e.g., 10 seconds).

[0124] The short-term fuel efficiency is a value obtained by averaging the interval fuel efficiency calculated at intervals of a predetermined driving distance (e.g., 500 m) after the vehicle key is turned on. For example, during vehicle driving, the fuel efficiency in the 500 m interval is sequentially stored in the corresponding buffer of the controller 30 and updated at intervals of 500 m. The average value of the fuel efficiency in the 500 m interval stored in 100 buffers can be used as the short-term fuel efficiency. Here, the fuel efficiency update interval (e.g., 500 m) and the number of buffers (e.g., 100) are merely illustrative and are variable values.

[0125] Here, the section fuel efficiency calculated in each travel section may be, for example, an average fuel efficiency in a 500 m section obtained by dividing a travel distance of 500 m by an accumulated electric power consumption amount during the 500 m travel.

[0126] Figure 3 is a diagram for explaining a method of calculating short-term fuel efficiency. When the vehicle passes through each section of a predetermined distance, the fuel efficiency stored in each buffer is updated to a new fuel efficiency calculated in the previous section.

[0127] As shown in the figure, it is assumed that the size of one buffer corresponds to a driving distance of 500 m, and there are a total of 100 buffers. When the vehicle key is turned on, the fuel efficiency (current fuel efficiency) for calculating the current DTE is input and stored in all buffers.

[0128] After the vehicle key is turned on, when the vehicle passes through each 500m section, the fuel efficiency stored in each buffer is updated to the fuel efficiency calculated in the previous 500m section. Subsequently, at each update, the fuel efficiency stored in 100 buffers is averaged to calculate the short-term fuel efficiency.

[0129] Figure 4 is a diagram showing the guidance DTE calculation logic. As shown in the figure, the average fuel efficiency during one driving cycle (1DC) and the short-term fuel efficiency are mixed according to the SOC of the battery and the driving distance during one driving cycle ("1DC driving distance") to calculate the guidance fuel efficiency. In addition, the calculated guidance fuel efficiency is multiplied by the available battery energy to calculate the guidance DTE.

[0130] In the present disclosure, the mixed ratio between the average fuel efficiency and the short-term fuel efficiency for calculating the guideline fuel efficiency may be determined depending on the SOC of the battery and the driving distance using setting information in a map or table form, as shown in Table 4 below.

[0131] [Table 4]

[0132]

[0133]

[0134] In the present disclosure, the mixed ratio between the average fuel efficiency and the short-term fuel economy may be defined as the average fuel efficiency application ratio (%). In the setting information in Table 4, the average fuel efficiency application ratio is set to a predetermined value according to the SOC of the battery and the driving distance. Here, the driving distance is the distance traveled by the vehicle after one driving cycle (1DC) starts (i.e., the cumulative driving distance after the vehicle key is turned on).

[0135] Referring to Table 4, the average fuel efficiency application ratio is set to a value equal to or greater than 0 and less than 1 according to the SOC of the battery and the driving distance ("1DC driving distance"), and can be expressed as a percentage (%) by multiplying the value by 100. The average fuel efficiency application ratio can be set to a value between 0% and 100%.

[0136] The value obtained by subtracting the average fuel efficiency application ratio obtained by the setting information in Table 4 from 1 may become the short-term fuel efficiency application ratio, and the short-term fuel efficiency application ratio may be expressed as a percentage (%) by multiplying the value by 100. The short-term fuel efficiency application ratio may be set to a value between 0% and 100%.

[0137] like Figure 4 As shown, the guideline fuel efficiency can be obtained by adding a value obtained by multiplying the average fuel efficiency during one driving cycle by the average fuel efficiency application ratio corresponding to the SOC and the driving distance of the battery and a value obtained by multiplying the short-term fuel efficiency during one driving cycle by the short-term fuel efficiency application ratio (=1-average fuel efficiency application ratio (or 100%-average fuel efficiency application ratio (%))). The guideline DTE can be obtained by multiplying the guideline fuel efficiency by the available battery energy.

[0138] In this way, the guideline fuel efficiency can be obtained by blending the average fuel efficiency and the short-term fuel efficiency during one driving cycle according to the SOC of the battery and the travel distance. The guideline DTE can be obtained by multiplying the calculated guideline fuel efficiency by the available battery energy.

[0139] In an embodiment of the present disclosure, when the vehicle key is turned on, the guidance DTE and the current DTE have the same value. To this end, referring to the setting information in Table 4, when the driving distance is 0km, all average fuel efficiency application ratios in the entire SOC area can be set to 0 (0%) regardless of the SOC of the battery. In this case, the short-term fuel efficiency application ratio can be set to 1 (100%).

[0140] Because the fluctuation range of the average fuel efficiency is large at the beginning of driving, the driver may be confused. In order to prevent the driver from being confused, under the same SOC condition in the entire SOC area, when the driving distance is relatively short, the average fuel efficiency application ratio can be set to a relatively small value, and the short-term fuel efficiency application ratio can be set to a relatively large value. Therefore, the fluctuation of DTE can be stably guided.

[0141] In other words, under the same SOC condition in the entire SOC region, as the travel distance increases, the average fuel efficiency application ratio can be set to a larger value. Therefore, after the average fuel efficiency is stabilized, the average fuel efficiency is mainly used to calculate the guideline DTE.

[0142] In addition, when the driving distance after the start of one driving cycle is very long (for example, greater than or equal to 200 km), the accumulated amount of average fuel efficiency data is large. Therefore, the average fuel efficiency application ratio can be set in each SOC condition so that there is no change or a small change even when the driving distance changes and the recent fluctuation of the fuel efficiency is large.

[0143] For example, in the case where a driver drives 200 km at a high speed on a highway with a fuel efficiency of 4 km / kWh, and then drives 10 km at a low speed on a city road with a fuel efficiency of 8 km / kWh, the average fuel efficiency may increase very slowly because the impact of the accumulated fuel efficiency during the 200 km high-speed driving is large.

[0144] In particular, when the SOC of the battery is low, it is necessary to determine whether to charge the battery. In this case, the recent fuel efficiency is more important than the cumulative fuel efficiency. Therefore, under the same 1DC driving distance condition, when the SOC of the battery decreases, the average fuel efficiency application ratio can be set to a smaller value. Therefore, the short-term fuel efficiency application ratio can be increased, and the influence of the recent driving on the calculation of the guidance DTE can be increased.

[0145] In this way, the DTE calculation unit 35 of the controller 30 can determine the guideline DTE and can perform cooperative control with the display control unit 36. Therefore, the guideline DTE calculated as described above is also displayed on the display device 40 together with the low DTE, high DTE, current DTE and verified DTE.

[0146] Figure 5 1 is a diagram showing an example of displaying DTE information on a display device in the present disclosure. As shown in the figure, low DTE, high DTE, current DTE, verified DTE and guide DTE as DTE information can be displayed on the instrument panel together with information generally displayed on the instrument panel.

[0147] In this case, the DTE information can be displayed in a prescribed form and at a prescribed position on the screen of the display device. Figure 5 In the example shown, the low DTE, high DTE, current DTE, verified DTE, and guide DTE are displayed together on the screen segment indicated by "DTE Guide".

[0148] Each DTE value may be displayed as a numerical value on the display device 40, and the magnitude of each DTE value may be represented using a graphic image and the numerical value. Since each DTE value displayed on the display device 40 changes in real time depending on the currently available battery energy, the position, color, shape or size of the numerical value or graphic image indicating the magnitude of each DTE value changes depending on the current DTE value calculated in real time.

[0149] exist Figure 5 In the example shown, in addition to indicating the values ​​of low DTE, high DTE, verified DTE, and current DTE, indication lines indicating low DTE and high DTE are displayed as lines or bars extending in the vertical direction at a prescribed position in the rectangular display area extending in the horizontal direction. In this case, the indication lines are displayed in a shape vertically crossing the display area.

[0150] The indicator lines indicating low DTE and high DTE may be fixed at prescribed positions in the display area. The indicator line indicating low DTE (hereinafter referred to as "low DTE indicator line") may be displayed near the left end of the display area, and the indicator line indicating high DTE (hereinafter referred to as "high DTE indicator line") may be displayed near the right end of the display area.

[0151] Similarly, an indicator line indicating the current DTE (hereinafter referred to as the “current DTE indicator line”) and a display line indicating the verified DTE (hereinafter referred to as the “verified DTE indicator line”) may also be displayed in the display area as lines or bars extending in the vertical direction. In this case, the current DTE indicator line and the verified DTE indicator line may be displayed in a shape vertically crossing the display area.

[0152] In addition, since the values ​​of low DTE, high DTE, verified DTE, and current DTE change in real time, the numerical value indicating the DTE value can be displayed as changing in real time. However, as described above, the low DTE indicator line and the high DTE indicator line can be fixed at a specified position in the display area (positions near the left and right ends of the display area).

[0153] On the other hand, since most drivers want to check the current DTE value and the verified DTE value, their magnitudes can be indicated by the positions of the corresponding indicator lines in the display area. In this case, the positions of the current DTE indicator line and the verified DTE indicator line can be moved to the left or right in the display area according to the change of the corresponding DTE value. In addition, the current DTE indicator line and the verified DTE indicator line can be displayed between the low DTE indicator line and the high DTE indicator line, and their positions are fixed in the display area.

[0154] Therefore, the position of the current DTE indicator line and the position of the verified DTE indicator line moving between the low DTE indicator line and the high DTE indicator line in the display area correspond to the current DTE value and the verified DTE value.

[0155] In addition, in the display area between the low DTE indicator line and the high DTE indicator line, the magnitude of the current DTE value and the verified DTE value relative to the low DTE value and the high DTE value is indicated by the displayed position of the current DTE indicator line and the verified DTE indicator line relative to the position of the low DTE indicator line and the high DTE indicator line. The position of the current DTE indicator line and the verified DTE indicator line indicates the magnitude of the current DTE value and the verified DTE value relative to the low DTE value and the high DTE value.

[0156] Therefore, when the current DTE value and the verified DTE value change, the current DTE indicator line and the verified DTE indicator line move left or right to positions corresponding to the current DTE value and the verified DTE value between the low DTE indicator line and the high DTE indicator line, and their positions are fixed in the display area.

[0157] In other words, in this case, the high DTE value is greater than the low DTE value, and the position of the low DTE indicator line is set to a position close to the left end of the display area, and the position of the high DTE indicator line is set to a position close to the right end of the display area. When the magnitude of the current DTE value and the verified DTE value increases, the positions of the current DTE indicator line and the verified DTE indicator line can move rightward in the display area between the low DTE indicator line and the high DTE indicator line.

[0158] Conversely, as the magnitudes of the current DTE value and the verified DTE value decrease, the positions of the current DTE indicator line and the verified DTE indicator line may move leftward in the display area between the low DTE indicator line and the high DTE indicator line.

[0159] In this way, when the current DTE value and the verified DTE value change, the position of the current DTE indicator line and the verified DTE indicator line will move left or right as the corresponding DTE value changes. The moving position of the indicator line indicates the magnitude of the current DTE value and the verified DTE value relative to the low DTE value and the high DTE value.

[0160] Although the embodiments of the present disclosure are described as being configured so that the display area has a horizontally extending shape, and the indication line displayed to indicate the corresponding DTE value has a line or bar extending vertically to cross the display area, the embodiments are not limited thereto. In another embodiment, the display area may have a vertically extending shape, and the indication line displayed to indicate the corresponding DTE value may have a line or bar extending horizontally to cross the display area.

[0161] As in the above embodiment, the positions of the current DTE indicator line and the verified DTE indicator line indicate the DTE values ​​corresponding thereto. However, in another embodiment, the current DTE indicator line and the verified DTE indicator line move up or down in the display area according to the change of the DTE values ​​corresponding thereto.

[0162] In an embodiment of the present disclosure, the current DTE indicator line and the verified DTE indicator line can be displayed in different colors on the display device 40, so that the driver can easily identify the current DTE indicator line and the verified DTE indicator line while driving. In particular, the color of the current DTE indicator line can change depending on the state of the current DTE value.

[0163] In this disclosure, low DTE has the meaning of generally the minimum DTE, and high DTE has the meaning of generally the maximum DTE. The verified DTE is a DTE calculated based on verified fuel efficiency, and is used for the purpose of providing a clear reference value.

[0164] In addition, the current DTE is a learned DTE associated with a history-based predicted all-electric range (AER) (ie, the driving range during one driving cycle). The current DTE is used for the purpose of calculating the expected AER based on the fuel efficiency accumulated from the past.

[0165] The guideline DTE is a DTE calculated based on the current fuel efficiency determined by the driver. The purpose of using the guideline DTE is to visualize the fuel efficiency level based on the driver's driving history (fuel efficiency level according to the driver's driving pattern or driving environment), thereby showing the correlation between DTE changes and driving habits / external environment. Therefore, the degree to which the driver's actual DTE (guideline DTE) compares with the low DTE, high DTE, verified DTE and current DTE (i.e., the existing fuel efficiency based on driving history (learning)) is identified by the driver. The ultimate purpose of using the guideline DTE is to encourage the driver to drive economically so that the driver's DTE is close to the high DTE.

[0166] Fig. 6A , Figure 6B and Figure 6C is a diagram showing a method of displaying a current DTE and a verified DTE. Fig. 6A The state where the current DTE and the verified DTE have similar values ​​is shown. Therefore, the current DTE indicator line and the verified DTE display line are displayed at positions close to each other. If the two DTE values ​​are the same, the two indicator lines can be displayed as overlapping each other.

[0167] also, Figure 6B A situation is shown where the current DTE value is greater than the verified DTE value. Figure 6C As described above, the current DTE indicator line and the verified DTE display line can be displayed in different colors on the display device 40, so that the driver can easily identify the current DTE indicator line and the verified DTE display line while driving.

[0168] In particular, the color of the current DTE indicator line may change depending on the state of the current DTE value. For example, the current DTE indicator line may change between different colors (eg, two colors) depending on the magnitude of the current DTE value relative to the verified DTE value.

[0169] For example, the verified DTE indicator line may have a predetermined color (e.g., black or yellow). Figure 6B As shown, when the current DTE value is greater than the verified DTE value, the current DTE indicator line can be displayed in a green-based color, which provides relaxation and positive energy. Figure 6C As shown, when the current DTE value is less than the verified DTE value, the current DTE indicator line may be displayed in a red-based color (eg, orange) to draw the driver's attention or remind the driver.

[0170] Therefore, the driver can easily compare the current DTE value and the verified DTE value with the low DTE value or the high DTE value. The driver can also easily check the degree of the current DTE value and the verified DTE value compared with the low DTE value and the high DTE value by the display position or color of the indicator line.

[0171] According to the present disclosure, low DTE, high DTE, current DTE and verified DTE may be real-time information obtained based on current information and may change. The values ​​thereof displayed during vehicle driving may change in real time.

[0172] Specifically, the low DTE, high DTE, and verified DTE are determined based on the available battery energy, and their values ​​vary depending on changes in the available battery energy regardless of the driving pattern and learning of the driver.

[0173] On the other hand, the current DTE is learned information, and its value changes in real time depending on the driver's driving pattern, the vehicle driving condition (eg, driving on an uphill / downhill road), and the vehicle driving state (eg, the driving speed of the vehicle).

[0174] The low DTE value, high DTE value, current DTE value and verified DTE value that change in real time during vehicle driving are displayed as a graphic image through the vehicle's instrument panel. Therefore, the driver can intuitively recognize through the graphic image that the real-time DTE (i.e., the current DTE value calculated based on the driver's driving mode, the real-time vehicle driving condition and the vehicle driving state) is close to the low DTE value or the high DTE value between the low DTE value and the high DTE value, which varies depending on the change in the current available battery energy. Therefore, when checking the graphic image indicating the DTE value, the driver can control the vehicle driving state so that the current DTE value is close to the high DTE value. In other words, the driver can drive the vehicle economically.

[0175] Fig. 7A , Figure 7B and Figure 7C is a diagram showing a method of displaying a guideline DTE. The guideline DTE reflects the driver's driving pattern and the current vehicle driving conditions during one driving cycle compared to the low DTE, high DTE, current DTE, and verified DTE. Therefore, the guideline DTE is a DTE that represents the driver's current fuel efficiency.

[0176] Therefore, the driver can visually check that the guide DTE displayed through the display device 40 is close to the high DTE, which is the most ideal DTE, and can drive economically so that the guide DTE is close to the high DTE.

[0177] According to the present disclosure, the guide DTE indicating the current fuel efficiency in real time while the driver is driving is also displayed in the display area displaying the values ​​of low DTE, high DTE, current DTE, and verified DTE, so that the driver can easily compare the guide DTE value with other DTE values. Therefore, the driver can easily check the degree of his / her actual DTE (guide DTE) compared with the low DTE, high DTE, current DTE, and verified DTE.

[0178] To this end, the low DTE value, high DTE value, current DTE value, verified DTE value and guide DTE value are displayed at positions corresponding to the magnitudes of the corresponding DTE values ​​in the display area. Therefore, the driver compares the relative magnitudes of the DTE values ​​by comparing the display positions of the corresponding DTE values.

[0179] In an embodiment of the present disclosure, in a display area between the low DTE indicator line and the high DTE indicator line, the guide DTE value may be displayed as a display position or size of a graphic image indicating the guide DTE value, rather than being displayed as a separate indicator line.

[0180] In other words, similar to the values ​​of the current DTE and the verified DTE, the magnitude of the guide DTE value relative to the low DTE value and the high DTE value can be indicated by the display position of a graphic image indicating the guide DTE value relative to the positions of the low DTE indicator line and the high DTE indicator line in a display area between the low DTE indicator line and the high DTE indicator line.

[0181] The display position of the guide DTE value in the display area indicates the magnitude of the guide DTE value relative to the low DTE value and the high DTE value, and moves to the left or right according to the change of the guide DTE value.

[0182] refer to Fig. 7A , when the guide DTE value is the same as the current DTE value, the guide DTE value and the current DTE value may be displayed as one indicator line. The current DTE indicator line indicates the guide DTE value as well as the current DTE value. In this case, a separate indicator line indicating the guide DTE value is not displayed.

[0183] Figure 7B The case where the guidance DTE value is greater than the current DTE value is shown. The area from the current DTE indicator line to the position of the guidance DTE value is represented as a shaded gauge with a specified color. Here, the shaded gauge can be formed so that the display area between the two points (i.e., between the position of the current DTE indicator line and the position of the guidance DTE value) is filled with a specified color.

[0184] As shown in the figure, the DTE value displayed in the display area decreases from right to left and increases from left to right. Therefore, if the guide DTE value is greater than the current DTE value, the guide DTE value is located on the right side of the current DTE indicator line.

[0185] In this case, the shaded gauge may be displayed to the right of the current DTE indicator line. If the current DTE indicator line is located at the left end of the shaded gauge, the position of the right end of the shaded gauge (which is relative to the position of the current DTE display line) is the position of the guide DTE value. In other words, the shaded gauge extends to the right from the current DTE indicator line.

[0186] Figure 7C The case where the guide DTE value is less than the current DTE value is shown. The area from the current DTE indicator line to the position of the guide DTE value is represented as a shaded gauge with a specified color. In this case, the shaded gauge extends to the left from the current DTE indicator line.

[0187] Here, the shaded gauge may be formed such that a display area between two points (ie, between the position of the current DTE indication line and the position of the guide DTE value) is filled with a prescribed color.

[0188] As shown, if the guiding DTE value is less than the current DTE value, the guiding DTE value is located on the left side of the current DTE indicator line. In this case, the position of the left end of the shaded gauge relative to the position of the current DTE indicator line is the position of the guiding DTE value.

[0189] also, Figure 7B The color of the shadow gauge in Figure 7C The colors of the shaded gauges in can be set to be different from each other. For example, Figure 7B The color of the shadow gauge in can be set to a green-based color, which provides relaxation and positive energy, and Figure 7C The color of the shadow gauge in the vehicle may be set to a color based on red (e.g., orange) in order to draw the driver's attention or alert the driver.

[0190] If the driver drives economically to improve the power usage efficiency (fuel efficiency), the position of the guide DTE value indicating the current fuel efficiency may move toward the high DTE indicator line. In this case, the guide DTE value may become greater than the current DTE value (reference Figure 7B ).

[0191] In this case, as the driver drives more economically, the position of the guideline DTE value representing the current fuel efficiency may be moved farther from the current DTE indicator line, and may be moved closer to the high DTE indicator line.

[0192] In addition, since the guidance DTE value is located on the right side of the current DTE indication line in the display area, a shaded gauge having a green-based color is displayed on the right side of the current DTE indication line in the display area so that the driver can easily recognize the magnitude of the guidance DTE value (refer to Figure 7B ).

[0193] As the driver drives more economically, the guidance DTE value may be further increased, and the position of the guidance DTE may be moved further to the right in the display area. In this case, the area of ​​the green shaded gauge may be further increased (refer to Figure 7B ).

[0194] While checking the increase in the area of ​​the green shaded gauge, the driver may drive more economically, so that the area of ​​the green shaded gauge further increases and the position of the guide DTE value moves closer to the high DTE indication line.

[0195] Alternatively, when the guideline DTE value is less than the current DTE value, if the driver drives economically, the guideline DTE value may be increased, and the position of the guideline DTE value may be moved closer to the current DTE indication line.

[0196] In this case, an orange shaded gauge may be displayed between the position of the guide DTE value in the display area and the current DTE indicator line (reference Figure 7C ). As the guide DTE value increases, the area of ​​the orange shaded gauge may decrease.

[0197] Therefore, the driver may be encouraged to drive economically, such that the area of ​​the green shaded gauge is increased, or such that the area of ​​the orange shaded gauge is decreased.

[0198] On the contrary, if the vehicle driving condition is poor in terms of power usage efficiency (fuel efficiency), the position of the guide DTE value indicating the current fuel efficiency may move toward the low DTE indicator line. In this case, the guide DTE value may become smaller than the current DTE value (reference Figure 7C ).

[0199] In this case, if the vehicle driving condition becomes worse in terms of power usage efficiency, the position of the guideline DTE value indicating the current fuel efficiency may be moved farther from the current DTE indicator line, and may be moved closer to the low DTE indicator line.

[0200] In addition, since the guidance DTE value is located on the left side of the current DTE indication line in the display area, the orange shaded gauge is displayed on the left side of the current DTE indication line in the display area so that the driver can easily recognize the magnitude of the guidance DTE value (refer to Figure 7C ).

[0201] If the vehicle driving condition becomes worse in terms of power usage efficiency, the guide DTE value may be further reduced, and the position of the guide DTE value may be moved further to the left in the display area. In this case, the area of ​​the orange shaded gauge may be further increased (refer to Figure 7C ).

[0202] While checking the decrease in the area of ​​the orange shaded gauge, the driver can drive more economically, so that the area of ​​the orange shaded gauge is further reduced and the position of the guide DTE value is moved not toward the low DTE indication line but toward the high DTE indication line.

[0203] Alternatively, when the guideline DTE value is greater than the current DTE value, if the vehicle driving condition is poor in power usage efficiency, the guideline DTE value may be decreased and the position of the guideline DTE may be moved closer to the current DTE indication line.

[0204] In this case, a green shaded gauge may be displayed between the position of the guide DTE value in the display area and the current DTE indicator line (reference Figure 7B ). If the vehicle driving condition is poor in terms of power usage efficiency, the guideline DTE value may be reduced. Therefore, the area of ​​the green shaded gauge may be reduced.

[0205] Therefore, the driver can drive economically so that the area of ​​the green shaded gauge increases, and so that when checking the increase in the area of ​​the green shaded gauge, the position of the guide DTE value moves not toward the low DTE indication line but toward the high DTE indication line.

[0206] Fig. 8A , Figure 8B and Figure 8C is a diagram showing an example in which a verified DTE value is also displayed. Since the current DTE, verified DTE, and guideline DTE are calculated in different ways, the DTE values ​​may have the same value or different values.

[0207] like Fig. 8A As shown, when the current DTE is greater than the verified DTE and the guidance DTE is greater than the current DTE, the verified DTE indicator line is located closest to the low DTE indicator line, the current DTE indicator line is located on the right side of the verified DTE indicator line, and a green shaded gauge is displayed on the right side of the current DTE indicator line in the display area.

[0208] In this case, the guidance DTE value is located closest to the high DTE indicator line, and the current DTE indicator line is located between the positions of the verified DTE indicator line and the guidance DTE value. Fig. 8AIn the example shown, since the guide DTE representing the current fuel efficiency is greater than the current DTE, the current DTE may move toward the high DTE. The driver may drive economically, causing the area of ​​the green shaded gauge to increase and causing the guide DTE value to approach the high DTE value when checking the DTE display status.

[0209] like Figure 8B As shown, when the current DTE is greater than the verified DTE and the guide DTE is less than the current DTE, the guide DTE indicating the current fuel efficiency is less than the current DTE. Therefore, the current DTE can be moved toward the low DTE. The driver can drive economically so that the area of ​​the orange shaded gauge decreases and the guide DTE value approaches the high DTE value when checking the DTE display status.

[0210] like Figure 8C As shown, when the current DTE is less than the verified DTE and the guide DTE is less than the current DTE, the guide DTE indicating the current fuel efficiency is less than the current DTE. Therefore, the current DTE can be moved toward the low DTE. The driver can drive economically so that the area of ​​the orange shaded gauge decreases and the guide DTE value approaches the high DTE value when checking the DTE display status.

[0211] As is apparent from the above description, according to the apparatus and method according to the present disclosure for providing information on the DTE of a vehicle, low DTE, high DTE, and verified DTE (which vary according to changes in available energy of a battery regardless of learning and a driving pattern of a driver) and current DTE (which varies while reflecting a driving pattern of a long-term driver and a current vehicle driving state) are displayed together. Therefore, the driver can recognize which of low DTE, high DTE, and verified DTE is close to the driver's overall driving pattern.

[0212] In addition, the guidance DTE reflecting the driver's driving mode and the current vehicle driving condition during one driving cycle (1DC) is displayed together with the low DTE, high DTE, current DTE and verified DTE. Therefore, the driver can be encouraged to drive economically so that the guidance DTE is closer to the high DTE than the verified DTE and the current DTE.

[0213] In addition, the fuel efficiency level based on the current driver's driving condition is visualized in the form of a gauge through the guidance DTE. This enables the driver to recognize the driver's fuel efficiency level according to the driver's driving pattern and driving environment.

[0214] Therefore, the present disclosure shows the correlation between DTE changes and driving habits / external environment changes through guiding DTE. The present disclosure also enables the driver to identify the extent of the driver's actual DTE compared with low DTE, high DTE, current DTE and verified DTE. This can encourage the driver to drive economically so that the driver's DTE is close to high DTE.

[0215] The technical concepts of the present disclosure have been described above with reference to various embodiments. The embodiments described in the specification and shown in the drawings are merely illustrative and are not intended to represent all aspects of the present disclosure. Therefore, the present disclosure is not limited to the disclosed embodiments, and it should be understood by those skilled in the art that various modifications or changes may be made without departing from the technical spirit or scope of the present disclosure disclosed in the appended claims.

Claims

1. A device for providing information about a remaining drivable distance DTE of a vehicle, the device comprising: a display device configured to display DTE information of the vehicle; as well as The controller is configured as: determining an average fuel efficiency based on a travel distance of the vehicle and an accumulated electric power consumption amount after one driving cycle is started by vehicle key-on, determining the short-term fuel efficiency by averaging the fuel efficiencies calculated at predetermined driving distance intervals after the start of the one driving cycle, determining an average fuel efficiency application ratio corresponding to vehicle driving information after the one driving cycle starts using the setting information, determining a guideline DTE value reflecting the average fuel efficiency and the short-term fuel efficiency according to the average fuel efficiency application ratio, and The operation of the display device is controlled to display the guide DTE value. 2 . The apparatus according to claim 1 , wherein the vehicle driving information includes a driving distance and a battery state of charge (SOC) after the one driving cycle starts. 3 .

3. An apparatus according to claim 2, wherein in the setting information, when the driving distance is 0 kilometers, the average fuel efficiency application ratio in the entire area of ​​the battery SOC is set to 0, and wherein under the same battery SOC condition, when the driving distance increases, the average fuel efficiency application ratio is set to a larger value. 4 . The apparatus according to claim 2 , wherein in the setting information, as the battery SOC decreases under the same running distance condition, the average fuel efficiency application ratio is set to a smaller value.

5. The device of claim 1 , wherein in determining the guideline DTE value, the controller is configured to: determining a remaining short-term fuel efficiency application ratio according to the average fuel efficiency application ratio; determining the guide fuel efficiency as a value obtained by adding a fuel efficiency obtained by applying the average fuel efficiency application ratio to the average fuel efficiency and a fuel efficiency obtained by applying the short-term fuel efficiency application ratio to the short-term fuel efficiency; and The guideline DTE value is determined as a value obtained by multiplying the guideline fuel efficiency by currently available battery energy.

6. The device according to claim 1, wherein in the process of determining the average fuel efficiency, the controller is configured to determine the cumulative electric power consumption by integrating the electric power consumption obtained by multiplying the battery voltage by the battery current only during the driving of the vehicle after the start of the one driving cycle.

7. The apparatus of claim 1 , wherein in determining the short-term fuel efficiency, the controller is configured to: sequentially storing the fuel efficiencies calculated at the travel distance intervals in a plurality of buffers, and updating the fuel efficiency during travel of the vehicle after the one driving cycle starts; and The short-term fuel efficiency is determined as a value obtained by averaging the fuel efficiencies stored in the plurality of buffers.

8. The device of claim 1, wherein the controller is configured to: determining low fuel efficiency related information and high fuel efficiency related information according to a current vehicle driving condition; determining a low DTE value and a high DTE value based on the low fuel efficiency related information, the high fuel efficiency related information, and currently available battery energy; determining a current DTE value indicating a real-time DTE; as well as The operation of the display device is controlled to display the low DTE value, the high DTE value, and the current DTE value together with the guide DTE value.

9. The apparatus according to claim 8, wherein the controller and the display device are configured to display the guide DTE value, the low DTE value, the high DTE value and the current DTE value by one or two or more display methods selected from a numerical value, a display position on a graphic image, a size of the graphic image and a color of the graphic image, so that the low DTE value, the high DTE value and the current DTE value are compared with each other.

10. An apparatus according to claim 9, wherein the controller and the display device are configured so that the guide DTE value, the low DTE value, the high DTE value and the current DTE value are displayed in a display area formed as a graphic image extending horizontally or vertically, and are indicated by display positions determined corresponding to their magnitudes relative to each other.

11. The device according to claim 10, wherein the display positions of the low DTE value and the high DTE value are fixed to corresponding end portions of the display area, and wherein the display positions of the guide DTE value and the current DTE value are moved in real time according to changes thereof between the display positions of the low DTE value and the high DTE value so as to show their relative magnitudes.

12. The apparatus of claim 8, wherein the controller is configured to: determining a verified DTE value as a value obtained by multiplying a verified fuel efficiency of the vehicle by the currently available battery energy; and The operation of the display device is controlled to display the verified DTE value together with the guideline DTE value, the low DTE value, the high DTE value, and the current DTE value.

13. An apparatus according to claim 12, wherein the controller and the display device are configured so that the verified DTE value, the guideline DTE value, the low DTE value, the high DTE value and the current DTE value are displayed in a display area formed as a graphic image extending horizontally or vertically, and are indicated by display positions determined corresponding to their magnitudes relative to each other.

14. The device according to claim 13, wherein the display positions of the low DTE value and the high DTE value are fixed to corresponding end portions of the display area, and wherein the display positions of the verified DTE value, the guide DTE value and the current DTE value move in real time according to changes thereof between the display positions of the low DTE value and the high DTE value so as to show their relative magnitudes.

15. A method for providing information about a distance to remain (DTE) of a vehicle, the method comprising: determining, by a controller, an average fuel efficiency based on a travel distance of the vehicle and an accumulated electric power consumption amount after a driving cycle is initiated by a vehicle key-on; determining, by the controller, a short term fuel efficiency by averaging fuel efficiencies calculated at predetermined travel distance intervals after the start of the one driving cycle; determining, by the controller, an average fuel efficiency application ratio corresponding to vehicle driving information after the start of the one driving cycle using the setting information; determining, by the controller, a guideline DTE value reflecting the average fuel efficiency and the short-term fuel efficiency according to the average fuel efficiency application ratio; as well as The operation of the display device is controlled by the controller to display the guide DTE value. 16 . The method according to claim 15 , wherein the vehicle driving information includes a driving distance and a battery state of charge (SOC) after the one driving cycle starts.

17. The method of claim 15, wherein determining the guideline DTE value comprises: determining a remaining short-term fuel efficiency utilization ratio from the average fuel efficiency utilization ratio; determining the guide fuel efficiency as a value obtained by adding a fuel efficiency obtained by applying the average fuel efficiency application ratio to the average fuel efficiency and a fuel efficiency obtained by applying the short-term fuel efficiency application ratio to the short-term fuel efficiency; and The guideline DTE value is determined as a value obtained by multiplying the guideline fuel efficiency by currently available battery energy.

18. The method according to claim 15, wherein in determining the short-term fuel efficiency, the controller is configured to: sequentially store the fuel efficiencies calculated at the driving distance intervals in a plurality of buffers, and update the fuel efficiency during driving of the vehicle after the one driving cycle starts, and determine the short-term fuel efficiency as a value obtained by averaging the fuel efficiencies stored in the plurality of buffers.

19. The method according to claim 15, further comprising: Determining, by the controller, low fuel efficiency related information and high fuel efficiency related information according to current vehicle driving conditions; as well as determining, by the controller, a low DTE value and a high DTE value based on the low fuel efficiency related information, the high fuel efficiency related information, and currently available battery energy, and determining a current DTE value indicating a real-time DTE, Wherein in the control operation of the display device, the controller is configured to control the operation of the display device to display the low DTE value, the high DTE value and the current DTE value together with the guide DTE value.

20. The method according to claim 19, further comprising: determining, by the controller, a verified DTE value as a value obtained by multiplying a verified fuel efficiency of the vehicle by the currently available battery energy, Wherein in the control operation of the display device, the controller is configured to control the operation of the display device to display the verified DTE value together with the guide DTE value, the low DTE value, the high DTE value and the current DTE value.

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