Display device for a vehicle

Abstract

A trip indicator for a vehicle, comprising: a first end associated with a trip start location, a second end, a destination indicator associated with a destination location and disposed separately from the first end, indicating a total distance between the trip start location and the destination location, and a vehicle indicator associated with a vehicle location, wherein a position of the vehicle indicator relative to the first end indicates a current trip distance and the position of the vehicle indicator relative to the destination indicator indicates a current destination distance, characterized in that the trip indicator further comprises an empty indicator disposed between the vehicle indicator and the second end, wherein a position of the empty indicator relative to the vehicle indicator indicates an estimated vehicle range,wherein the estimated vehicle range is based on an amount of energy remaining in an energy storage device.

Description

[0001] The present invention relates to an information display system and method for a vehicle for graphically displaying vehicle area and destination information relative to each other and to the vehicle location.

[0002] All vehicles, both passenger and commercial vehicles, contain a number of gauges, indicators, and various other displays to provide the driver with information regarding the vehicle and its surroundings. With the advent of new technologies, such as hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), and battery electric vehicles (BEVs), a variety of new gauges and information displays have emerged to help drivers better learn, understand, and trust the operation of these vehicles that utilize new technology. For example, many HEVs incorporate gauges designed to provide the driver with information about the various hybrid driving modes. Some gauges will indicate to the driver when the vehicle is powered by only the internal combustion engine, only the electric motor, or a combination of the two.Similarly, a display may indicate when the electric motor is operating as a generator and charging an energy storage device such as a battery.

[0003] DE 197 41 316 A1 relates to a display device for vehicles for displaying the range depending on the current amount of energy available in the vehicle and depending on parameters influencing consumption. The display device is connected to means for determining the distance from the current travel location to the desired destination and has a first display unit that displays both this distance and the range.Additionally or alternatively, the display device is also connected to means for determining the petrol stations substantially in the direction of the destination and has a first display unit which displays the range and a second display which, in the vicinity of the range substantially in the direction of the destination, displays at least the petrol station closest to the current driving location if the distance is greater than the range and / or if the range falls below a predetermined threshold.

[0004] The objective of WO 97 / 36152 A1 is to create a display unit for data dependent on a vehicle's energy consumption, which clearly displays the most important data related to energy consumption and energy storage content. This is achieved by the display device indicating a range range, depending on the current energy quantity in the storage system and a vehicle-specific consumption spectrum, which results from the minimum and maximum average consumption of the engine.

[0005] DE 10 2011 018 899 A1 relates to a method for assisting a driver of an electrically powered motor vehicle in evaluating battery-related information of the motor vehicle with the aid of a computing device by providing data in a storage device, wherein the data contain information relating to an energy content of an electric battery of the motor vehicle, by accessing the data by the computing device and generating an optical evaluation display with information relating to the energy content of the battery and by displaying the evaluation display on a screen of the computing device.The provided data includes at least a first data value indicating the energy content of the battery and / or a range of the motor vehicle at a first point in time, as well as a second data value indicating the energy content and / or the range at a different second point in time, wherein the evaluation representation represents the at least two data values.

[0006] JP H06-241818 A aims to accurately display a travel path on a display by calculating the distance between an intersection on a scheduled travel path closest to the vehicle and the vehicle, and the travel distance along the scheduled travel path from the intersection to a destination. For this purpose, the position data of the nearest intersection is read from intersection data stored in a RAM, and a straight-line distance between a vehicle and the nearest intersection is calculated according to the above position data and the position data indicating the current location of the vehicle. Then, a distance along the scheduled travel path from the nearest intersection, retrieved using the intersection data stored in the RAM, to a destination is calculated.When the straight-line distance between the vehicle and the nearest intersection and a distance from the nearest intersection to the destination are calculated, the distances are added to calculate a travel distance of the vehicle.

[0007] It is known that some drivers may be unable to achieve desired fuel consumption or energy efficiency values, partly due to their driving habits. In many cases, drivers are willing to change their behavior but are unable to translate recommended techniques into real changes in their driving habits. With the increase in sensing electronics, computers, and other related technology onboard a vehicle, the amount of information that can be communicated to the driver is virtually limitless. Often, the driver may not be aware of all the features and capabilities offered by their vehicle. Displaying certain types of information, particularly information relevant to HEVs, PHEVs, or BEVs, can help facilitate the decision to drive economically.Accordingly, it is an object of the present invention to provide a device which facilitates the decision for economical driving.

[0008] This object is achieved by a travel display instrument for a vehicle having the features of claim 1. Advantageous further developments emerge from the subclaims.

[0009] According to one or more embodiments of the present invention, a trip indicator for a vehicle may include a first end associated with a trip start location and a second end. The trip indicator may further include a destination indicator associated with a destination location and disposed separately from the first end for indicating a total distance between the trip start location and the destination location. The trip indicator may further include a vehicle indicator associated with a vehicle location. The position of the vehicle indicator relative to the first end may indicate a current trip distance. The position of the vehicle indicator relative to the destination indicator may indicate a current destination distance. The destination indicator may be disposed between the first end and the second end. Alternatively, the destination indicator may be fixed to the second end.

[0010] The trip gauge may also include an empty indicator disposed between the vehicle indicator and the second end. The position of the empty indicator relative to the vehicle indicator may indicate an estimated vehicle range. The target indicator may be disposed between the vehicle indicator and the empty indicator when the estimated vehicle range exceeds the current target distance, thereby indicating that there is an excess of energy for the vehicle to reach the target location. The empty indicator may be disposed between the vehicle indicator and the target indicator when the current target distance exceeds the estimated vehicle range, thereby indicating that there is insufficient energy for the vehicle to reach the target location. The target indicator may be static, and the vehicle indicator and the empty indicator may move along the trip gauge relative to the target indicator.Alternatively, the empty indicator may be static, and the vehicle indicator and the destination indicator may move along the trip indicator relative to the empty indicator. Furthermore, the empty indicator may be disposed between the first end and the second end, or the empty indicator may be fixed to the second end.

[0011] According to one or more additional embodiments, an information display system for a vehicle may include an information display and a controller in communication with the information display. The information display may include a trip gauge having a first end and a second end associated with a trip start location. Additionally, the trip gauge may include a destination indicator associated with a destination location and a vehicle indicator associated with a vehicle location. The controller may be configured to determine a current trip distance and a current destination distance. Furthermore, the controller may be configured to transmit signals that cause the information display to adjust the position of the vehicle indicator based on the current trip distance and the current destination distance.

[0012] The trip gauge may further include an empty indicator disposed between the vehicle indicator and the second end. The position of the empty indicator relative to the vehicle indicator may indicate an estimated vehicle range. In this regard, the controller may be further configured to determine the estimated vehicle range and calculate a difference between the estimated vehicle range and the current target distance. Furthermore, the controller may be configured to transmit signals that cause the information display to adjust the position of the empty indicator relative to the target indicator based on the difference between the estimated vehicle range and the current target distance.

[0013] The target indicator may be positioned between the vehicle indicator and the empty indicator when the estimated vehicle range exceeds the current target distance, indicating that there is a surplus of energy for the vehicle to reach the target location. The amount of the surplus of energy may correspond to the difference between the estimated vehicle range and the current target distance. The empty indicator may be positioned between the vehicle indicator and the target indicator when the current target distance exceeds the estimated vehicle range, indicating that there is a deficit of energy for the vehicle to reach the target location. The amount of the deficit of energy may correspond to the difference between the estimated vehicle range and the current target distance.

[0014] According to one or more additional embodiments, a display method for a vehicle may include determining a current target distance based on a current vehicle location and a target determination. The method may further include estimating a current vehicle range based on an amount of energy remaining in an energy storage device, calculating a difference between the current vehicle range and the current target distance, and displaying a trip gauge. The trip gauge may include a vehicle indicator associated with the current vehicle location and a target indicator associated with the target location. The target indicator may be spaced from the vehicle indicator based on the current target distance. The trip gauge may further include an empty indicator spaced from the vehicle indicator based on the current vehicle range.Furthermore, the empty indicator may be arranged based on the difference between the current vehicle range and the current target distance relative to the target indicator.

[0015] The target indicator can be positioned between the vehicle indicator and the empty indicator if the current vehicle range exceeds the current target distance. The empty indicator can be positioned between the vehicle indicator and the target indicator if the current target distance exceeds the current vehicle range.

[0016] Further embodiments of the invention are described in the drawings. Fig. 1 shows a simplified exemplary schematic representation of a vehicle including an information display system according to one or more embodiments of the present invention; Fig. 2a illustrates an exemplary information display according to one or more embodiments of the present invention; Fig. 2b shows an alternative view of the information display in Fig. 2a; Fig. 3a illustrates an exemplary information display according to one or more alternative embodiments of the present invention; Fig. 3b shows an alternative view of the information display in Fig. 3a; Fig. 4a illustrates another exemplary information display according to one or more alternative embodiments of the present invention; Fig. Figure 4b shows an alternative view of the information display in Fig. 4a; Fig. 5a illustrates yet another exemplary information display according to one or more alternative embodiments of the present invention; and Fig. Figure 5b shows an alternative view of the information display in Fig. 5a.

[0017] Detailed embodiments of the present invention are disclosed herein as required; however, it should be understood that the disclosed embodiments are merely exemplary of an invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ one or more embodiments of the present invention.

[0018] Now referring to the drawings, Fig. 1 shows a simplified exemplary schematic representation of a vehicle 10. As seen therein, the vehicle 10 may be a battery electric vehicle (BEV), which is a fully electric vehicle powered by one or more electric machines without assistance from an internal combustion engine. The one or more electric machines of the vehicle 10 may include a traction motor 12.

[0019] The motor 12 can output torque to a shaft 14 that is connected to a first set of vehicle drive wheels or primary drive wheels 16 through a transmission 18. Other vehicles within the scope of the present invention can have various arrangements of electric machines, such as more than one traction motor. In the Fig. In the embodiment shown in Figure 1, the traction motor 12 can be used as a motor for outputting torque to propel the vehicle 10. Alternatively, the motor 12 can also be used as a generator, outputting electrical power to a high-voltage bus 20 and an energy storage system 22 through an inverter 24.

[0020] The energy storage system 22 may include a main battery 26 and a battery energy control module (BECM) 28. The main battery 26 may be a high-voltage battery capable of outputting electrical power to operate the engine 12. According to one or more embodiments, the main battery 26 may be a battery pack comprised of multiple battery modules. Each battery module may include a plurality of battery cells. The battery cells may be air-cooled using existing vehicle interior air. The battery cells may also be heated or cooled using a liquid coolant system. The BECM 28 may function as a controller for the main battery 26. The BECM 28 may also include an electronic monitoring system that manages the temperature and state of charge of each of the battery cells. Other types of energy storage systems may be used with a vehicle such as the vehicle 10.For example, a device such as a capacitor, which, like a high-voltage battery, is capable of both storing and discharging electrical energy, may be used. Alternatively, a device such as a fuel cell may be used in conjunction with a battery and / or capacitor to provide electrical power to the vehicle 10.

[0021] As in Fig. 1, the engine 12, transmission 18, and inverter 24 may be generally referred to as a powertrain 30. To control the components of the powertrain 30, a vehicle control system, generally shown as a vehicle controller 32, may be provided. Although illustrated as a single controller, it may include multiple controllers that may be used to control multiple vehicle systems. For example, the controller 32 may be a vehicle system controller / powertrain control module (VSC / PCM). In this regard, the PCM portion of the VSC / PCM may be embedded software within the VSC / PCM or a separate hardware device.

[0022] A control area network (CAN) 34 may allow the controller 32 to communicate with the powertrain 30 and the BECM 28. Just as the main battery 26 includes a BECM, other devices controlled by the controller 32 may have their own controllers or sub-controllers. For example, the powertrain 30 may include a powertrain control module (TCM) (not shown) configured to coordinate control of specific components within the powertrain 30, such as the motor 12 and / or the inverter 24. For example, the TCM may include an engine controller. The engine controller may monitor, among other things, the position, speed, power consumption, and temperature of the motor 12.Using this information and an accelerator pedal command from the driver, the motor controller and inverter 24 may convert the direct current (DC) voltage supply from the main battery 26 into signals that may be used to drive the motor 12. Some or all of these various controllers may form a control system, which for reference purposes may be controller 32. Although illustrated and described in the context of the vehicle 10 being a BEV, it should be understood that embodiments of the present invention may be implemented in other types of vehicles, such as those powered by an internal combustion engine, either alone or in addition to one or more electric machines (e.g., HEVs, PHEVs, etc.).

[0023] The vehicle 10 may also include an air conditioning system 38. The air conditioning system 38 may include both heating and cooling components. For example, the air conditioning system 38 may include a high-voltage electric positive temperature coefficient (PTC) heater and controller 40. The PTC 40 may be used to heat coolant circulating in a passenger vehicle heater. Heat from the PTC 40 may also be circulated to the main battery 26. The air conditioning system 38 may also include a high-voltage electric HVAC compressor 42. Both the PTC 40 and the HVAC compressor 42 may draw electrical power directly from the main battery 26. Furthermore, the air conditioning system 38 may communicate with the controller 32.The on / off status of the air conditioning system 38 may be communicated to the controller 32 and may be based on, for example, the status of a switch operated by the driver or the automatic control of the air conditioning system 38 based on related functions such as window defrosting.

[0024] In addition to the main battery 26, the vehicle 10 may include a separate secondary battery 44, such as a typical 12-volt battery. The secondary battery 44 may be used to power the vehicle's various other accessories, headlights, and the like (collectively referred to herein as accessories 46). A DC-to-DC converter 48 may be electrically connected between the main battery 26 and the secondary battery 44. The DC-to-DC converter 48 may allow the main battery 26 to charge the secondary battery 44.

[0025] The vehicle 10, depicted as a BEV, may further include an alternating current (AC) charger 50 for charging the main battery 26 using an AC power source external to the vehicle. The AC charger 50 may include power electronics used to convert the AC power source external to the vehicle from an electrical power grid to the DC voltage required by the main battery 26, thereby charging the main battery 26 to its full state of charge. The AC charger 50 may be capable of adapting to one or more conventional voltage sources from an electrical grid external to the vehicle (e.g., 110 volts, 220 volts, etc.). The AC charger 50 may be capable of using an adapter included in Fig. 1 is schematically shown as a plug 52, to the electrical supply network outside the vehicle.

[0026] In Fig. Also shown in Figure 1 are simplified schematic representations of a braking system 54, an acceleration system 56, and a navigation system 57. The braking system 54 may include things such as a brake pedal, position sensors, pressure sensors, or a combination of the two, as well as a mechanical connection to the vehicle wheels, such as the primary drive wheels 16, for effecting friction braking. The braking system 54 may also include a regenerative braking system in which braking energy may be captured and stored as electrical energy in the main battery 26. Similarly, the acceleration system 56 may include an accelerator pedal with one or more sensors that, like the sensors in the braking system 54, may communicate information such as accelerator pedal input to the controller 32.The navigation system 57 may include a navigation display, a GPS (Global Positioning System) unit, a navigation controller, and inputs for receiving destination information and other data from a driver. The navigation system may also communicate distance and / or location information associated with the vehicle 10, its destination, or other relevant GPS waypoints. The controller 32 may communicate with each individual vehicle system to monitor and control vehicle operation according to programmed algorithms and control logic. In this regard, the controller 32 may help manage the various available energy sources and the mechanical power delivered to the wheels 16 to maximize the vehicle's range. The controller 32 may also communicate with a driver.

[0027] In addition to the foregoing, the vehicle 10 may include an information display system 58 for facilitating communication with a driver. As explained in detail below, the information display system 58 may provide a driver of the vehicle 10 with relevant vehicle content before, during, or after operation. As shown in Fig. 1, the information display system 58 may include the controller 32 and an information display 60. The information display system 58 may also include its own control system, which for reference purposes may be a display control unit 62. The display control unit 62 may communicate with the controller 32 and may perform control functions on the information display 60, although the controller 32 may also function as the information display's control system. The controller 32 may be configured to receive input related to the current operating conditions of the vehicle 10. For example, the controller 32 may receive input signals from the BECM 28, the powertrain 30 (e.g., engine 12 and / or inverter 24), the air conditioning system 38, the braking system 54, the acceleration system 56, or the like.The controller 32 may provide output to the display control unit 62 such that the information display 60 communicates energy consumption and range information or other information related to the operation of the vehicle 10 to a driver.

[0028] The information display 60 may be disposed within an instrument panel (not shown) of the vehicle 10, such as an instrument panel or a center console area. Furthermore, the information display 60 may be part of another display system, such as the navigation system 57, or may be part of a dedicated information display system. The information display 60 may be a liquid crystal display (LCD), a plasma display, an organic light emission display (OLED), or other suitable display. The information display 60 may include a touchscreen for receiving driver input associated with selected areas of the information display 60. The information display system 58 may also include one or more buttons (not shown), including hardware buttons or software buttons, located adjacent to the information display 60 for effecting driver input.Other operator inputs known to those of ordinary skill in the art may also be employed without departing from the scope of the present invention.

[0029] Generally referring to the Fig. 2a - Fig. 5b, the information display 60 is illustrated in more detail according to one or more embodiments of the present invention. As seen therein, the information display 60 may display one or more display screens 64 that may change to convey various information to the driver. To this end, the one or more display screens 64 may be selectable or non-selectable and may change upon receipt of driver or vehicle input at the controller 32 and / or display control unit 62.

[0030] As in the Fig. 2a-b, the one or more display screens 64 of the information display 60 may include a range view 66 that may convey range information associated with the vehicle 10. The range view 66 may include a battery gauge 68 with a battery state of charge (SOC) indicator 70. The SOC indicator 70 may convey the relative amount of electrical energy remaining in the main battery 26. BEVs may have a limited range or distance that can be driven before the main battery 26 is depleted. Accordingly, a vehicle's range may also be referred to as its distance-to-empty (DTE) value. To convey the DTE value, the battery gauge 68 may also include a DTE indicator 72. As shown in Fig. 2a-b, the DTE indicator 72 may be a digital data readout of the DTE value in distance units (e.g., miles, kilometers, etc.). Alternatively, the DTE indicator 72 may be displayed elsewhere on the budget screen 66.

[0031] How the vehicle 10 is driven can be an important factor in determining how long the remaining charge in the main battery 26 is expected to last. For example, aggressive driving behavior may deplete the main battery 26 more quickly than relatively conservative driving behavior. To this end, the vehicle's estimated range or DTE value may be based not only on the amount of battery energy available in the main battery 26, but also on an energy consumption profile. The energy consumption profile may correspond to an expected rate of energy consumption based on several factors. For example, the energy consumption profile may correspond to a theoretical or global average energy consumption rate across all driver types.According to one or more embodiments, the energy consumption profile from which the DTE is estimated may correspond to an average energy consumption rate for the vehicle 10 or one of the vehicle's drivers. For example, each driver of the vehicle 10 may be assigned a key ID with which they identify themselves to the vehicle 10. This allows driver preferences, settings, or other profile information, such as an energy consumption profile, to be stored and retrieved for each driver. The key ID may be entered into the vehicle either actively or passively during start-up. For example, each driver may manually enter a code associated with their key ID. Alternatively, the key ID may be automatically transmitted to the vehicle 10 using radio frequency (RF) technology.In particular, the key ID may be an RFID stored in a driver's key or key fob, which, when retrieved, transmits the driver's ID to the vehicle 10. Whether the energy consumption profile is associated with the vehicle 10 in general or an individual driver of the vehicle 10, the energy consumption profile may correspond to a lifetime average energy consumption rate or an average energy consumption rate of a past traveled distance, a time period, or other relevant event. The estimated range of the vehicle may also take into account weather conditions, traffic conditions, information from the navigation system 57 (e.g., terrain, speed limits, traffic control elements, etc.), an instantaneous energy consumption rate, or the like.The operation of vehicle 10 may be continuously monitored and analyzed to determine the impact of driving behavior on the vehicle's range. As described, controller 32 may consider past driving behavior, current driving behavior, and / or predicted future driving behavior when evaluating the vehicle's range and continuously updating the estimated DTE value.

[0032] As previously mentioned, BEVs may have a limited range; they may also have limited charging opportunities. To inform drivers whether they will be able to reach their next charging point, the range view 66 may also convey information corresponding to a destination. The destination may be a destination, either intermediate or final, such as a charging location. Furthermore, the destination may be assigned by the navigation system 57 with or without driver input. Alternatively, the destination information may correspond to a distance value entered into the controller 32, either directly or indirectly. Regardless of whether it was initially entered as a destination (e.g., navigation waypoint) or a distance, the destination information may correspond to a current distance from the vehicle to the destination, referred to as a target distance.Therefore, in addition to the battery gauge 68, the range view 66 may include a distance-to-destination (DTT) indicator 74 corresponding to the current target distance. As previously mentioned, the target distance may correspond to the current distance from the vehicle 10 to a destination, such as the nearest charging location. The DTT indicator 74, like the DTE indicator 72, may also be a digital data readout of the target distance value.

[0033] The information display system 58 may communicate vehicle range information and destination distance information to provide drivers with assurance that they will be able to reach their next charging point. If they are unable to reach their destination, the range view 66 may also provide drivers with ample warnings so they can either modify their driving behavior to reach their destination or change their destination. If the destination distance is less than the vehicle range (e.g., DTE value), the vehicle 10 may be considered to be operating with a power surplus. Conversely, if the destination distance exceeds the vehicle range, the vehicle 10 may be considered to be operating with a power deficit or "shortage."Accordingly, the range view 66 may further include a status indicator 76 to communicate to a driver whether the vehicle 10 has sufficient electrical power to reach its intended destination. The status indicator 76 may also communicate the magnitude or amount of the deficiency / surplus in units of distance. The status indicator 76, like the DTE indicator 72 and the DTT indicator 74, may also be a digital data readout. As shown in FIG. Fig. As shown in Figures 2a-b, the amount of energy surplus (deficiency) may be obtained by subtracting the current target distance value from the DTE value. In addition to the DTE indicator 72 and the DTT indicator 74, the range view 66 may include a trip distance indicator 78. The trip distance indicator 78 may correspond to a current trip distance. For example, the current trip distance may be the distance the vehicle has traveled since the start of a trip and may correspond to the odometer travel distance between a trip start location and the current vehicle location. According to one or more embodiments, the trip start location may be reset each time the vehicle is started or may only be reset by specific driver input.

[0034] In addition to being displayed as digital data, vehicle trip information, range information, and destination information may also be communicated graphically to provide a more qualitative visualization of the vehicle's location relative to a destination location and an estimated empty or zero-charge location. The zero-charge location may correspond to an estimated location at which the energy available from the main battery 26 to power the vehicle 10 will be depleted. Thus, the zero-charge location may be based on the estimate of the DTE value. To this end, the range view 66 may further include a trip gauge 80. The trip gauge 80 may graphically display the distance required for the vehicle 10 to reach an assigned charging location or other destination (e.g., the destination distance), as well as an overlay of the expected range of the vehicle 10 relative to the destination distance.As previously described, the difference between the target distance and the vehicle range can indicate whether the vehicle 10 has a surplus of charge in the main battery 26 (energy surplus) to reach its destination, or rather, a deficiency (energy deficit), indicating that the vehicle 10 is unlikely to reach the destination at the current energy consumption level. Accordingly, the trip indicator 80 can help inform drivers whether or not they are likely to reach their target destination, or alternatively, whether the target destination can be adjusted accordingly.

[0035] With reference to the Fig. 2a-b, the trip indicator 80 may include a line or bar 82 having a first end 84 and a second end 86. The bar 82 may be straight, as shown, or may have various shapes. For example, the bar 82 may be arcuate or may include one or more line segments. The trip indicator 80 may convey distance as a linear scale. In this regard, the first end 84 may correspond to a trip start location. The trip indicator 80 may further include a vehicle indicator 88 corresponding to a current location of the vehicle 10 relative to the trip start location. Thus, the position of the vehicle indicator 88 relative to the first end 84 may correspond to the current trip distance.The vehicle indicator 88 may be a marker or other element that identifies and indicates the relative location of the vehicle 10 on the trip gauge 80. According to one or more embodiments, the vehicle indicator 88 may include a vehicle symbol 90.

[0036] The trip indicator 80 may also include a destination indicator 92 corresponding to a destination location (e.g., charging location). The destination indicator 92 relative to the first end 84 may correspond to a total distance between the trip start location and the destination location. Furthermore, the destination indicator 92 relative to the vehicle indicator 88 may correspond to the destination distance. Like the vehicle indicator 88, the destination indicator 92 may be a marker or other element that identifies and indicates the relative location of the destination. According to one or more embodiments, the destination indicator 92 may include a plug symbol 94. Of course, alternative symbols may be employed by the information display system 58 in conjunction with the vehicle indicator 88 and the destination indicator 92 without departing from the scope of the present invention.For example, the target indicator 92 may be a target, a pin, a flag, or the like, suitable for indicating a destination such as an assigned loading location.

[0037] According to one or more embodiments of the present invention, the destination indicator 92 may be fixed at a particular position on the trip display instrument 80, and the vehicle indicator 88 may move along the trip display instrument 80 relative to the destination indicator 92 and the trip start location based on the current trip distance and the current destination distance. Fig. In the exemplary information display 60 shown in Figures 2a-b, the current trip distance is 10 miles, as conveyed by the trip distance indicator 78, and the current destination distance is 40 miles, as conveyed by the DTT indicator 74. Thus, the total distance between the trip start location and the destination location is 50 miles. The controller 32 may calculate the ratio of the trip distance to the total distance when determining where to position the trip distance indicator 88 on the trip gauge 80. Accordingly, the trip distance indicator may be displayed at approximately one-fifth (1 / 5) of the distance between the first end 84 and the destination indicator 92 (10 miles / 50 miles = 0.20). Of course, the positions of the elements of the trip gauge 80 are not necessarily to scale.Instead, the trip distance indicator 88 may, for example, be displayed only along the trip gauge 80 to convey an approximate or general relationship of the vehicle location to the trip start location and / or the destination location.

[0038] The trip gauge 80 may also include a trip distance zone 96 associated with the current trip distance. Accordingly, the trip distance zone 96 may correspond to the portion of the trip gauge 80 between the first end 84 and the vehicle indicator 88. According to one or more embodiments of the present invention, the trip distance zone 96 may be used to convey a history of vehicle performance, such as its energy efficiency. For example, the trip distance zone 96 may have one color to convey periods of relatively efficient vehicle operation and a different color to convey periods of relatively inefficient vehicle operation. The trip gauge 80, like the trip distance zone 96, may include a target distance zone 98 associated with the current target distance.Accordingly, the target distance zone 98 may correspond to the portion of the trip indicator 80 between the vehicle indicator 88 and the target indicator 92.

[0039] According to one or more embodiments, the trip gauge may include an empty indicator 100. The empty indicator 100 may correspond to the estimated empty or zero charge location based on the range of the vehicle 10 (e.g., the DTE value). Accordingly, the position of the empty indicator 100 relative to the vehicle indicator 88 may correspond to the DTE value and provide a relative indication of the vehicle range. Furthermore, the empty indicator 100 may convey the range of the vehicle 10 relative to the target distance. Like the vehicle indicator 88 and the target indicator 92, the empty indicator 100 may be a marker or other gauge element that identifies and indicates the relative location of the zero charge location.According to one or more embodiments, the empty indicator 100 may include an "E" symbol 102 symbolizing an empty storage device such as the main battery 26, although other symbols, images, or icons may also be used.

[0040] As in Fig. 2a, the target indicator 92 may be arranged between the vehicle indicator 88 and the empty indicator 100 when the estimated vehicle range exceeds the current target distance. As a result, the Fig. 2a may indicate that there is an excess of charge in the main battery 26 (e.g., an energy surplus) for the vehicle 10 to reach its destination. Conversely, with reference to Fig. 2b, the target indicator 100 may be arranged between the vehicle indicator 88 and the target indicator 92 if the current target distance exceeds the estimated vehicle range. As a result, the Fig. 2b may indicate that insufficient energy is available in the main battery 26 (e.g., a power deficit or shortage) for the vehicle to reach its destination. Consequently, the trip gauge 80 may visually convey whether the vehicle can successfully reach its destination based on the position of the empty indicator 100 relative to the vehicle indicator 88 and the destination indicator 92.

[0041] The trip indicator 80 can also help convey to a driver the relative importance of the displayed content at a given time. For example, near the start of a trip, a driver may see that the estimated zero-charge location is quite close to the destination, but there may be a relatively long distance for the vehicle 10 to travel to reach the destination. Accordingly, the content of the information display 60, particularly the trip indicator 80, can encourage the driver to carefully monitor the driving environment as well as their driving behavior during the trip to ensure that the destination is successfully reached. On the other hand, a situation may arise where the destination distance is relatively short and the available battery energy is relatively large.For example, vehicle 10 may only need to travel 5 miles to reach the destination, but may have 25 miles' worth of additional charge in main battery 26 (i.e., DTE = 25 miles). In such situations, trip indicator 80 may communicate to a driver that there is little risk that vehicle 10 will not reach the destination based on the relative locations of vehicle indicator 88, destination indicator 92, and empty indicator 100.

[0042] As previously described, the target indicator 92 may be fixed anywhere along the trip indicator 80. According to one or more embodiments, the target indicator 92 may be fixed approximately midway between the first end 84 and the second end 86 on the trip indicator 80, as shown in FIGS. Fig. 2a-b. In this manner, the trip indicator 80 may further include a surplus zone 104 corresponding to the portion of the trip indicator 80 between the target indicator 92 and the second end 86. Furthermore, a surplus scale 106 may be associated with the surplus zone 104. Accordingly, the trip indicator 80 may communicate when an energy surplus exists, as well as outline the actual or relative magnitude of the energy surplus when the empty indicator 100 is located in the surplus zone 102. In the Fig. In the example shown in Figure 2a, the vehicle range is 62 miles and the target distance is 40 miles. Consequently, the excess energy is 22 miles (62 - 40 = 22). As a result, the empty indicator 100 may be located in the excess zone 104 adjacent to a corresponding portion of the excess scale 106 and indicate the estimated 22 miles of additional battery charge beyond the target. The excess scale 106 may be linear or non-linear, or include portions of both. When the excess energy exceeds the limits of the excess scale 106, the empty indicator 100 may be displayed all the way at the second end 86 or may not be displayed at all on the trip gauge 80.

[0043] In the Fig. In the example shown in Figure 2b, the vehicle range is 35 miles and the target distance is 40 miles. Accordingly, the energy surplus is negative five miles (35 - 40 = -5), or, in other words, the energy deficit is 5 miles. As a result, the empty indicator 100 is located between the vehicle indicator 88 and the target indicator 92. When this occurs, the zone between the empty indicator 100 and the target indicator 92 may correspond to a deficiency zone 108. The relative position of the empty indicator 100 between the vehicle indicator 88 and the target indicator 92 may indicate the relative magnitude of the energy deficit and, in turn, the size of the deficiency zone 108.

[0044] Variations of the trip indicator 80 can be made to emphasize different pieces of information. For example, as shown in the Fig. 3a-b, the target indicator 92 may be fixed to the second end 86 of the trip indicator 80, with the empty indicator 100 only being displayed when the zero charge location is in front of the destination, thus indicating a power deficit. In this way, the trip indicator 80 can more clearly communicate the anticipated failure to reach a destination.

[0045] According to one or more additional embodiments, the empty indicator 100 may be fixed on the trip gauge 80, while the vehicle indicator 88 and the destination indicator 92 move along the trip gauge 80 relative to the empty indicator 100. In this manner, the trip gauge 80 may emphasize the remaining distance to the zero charge location and / or the destination, possibly deemphasizing the distance already traveled (e.g., the current trip distance). For example, with reference to the Fig. 4a-b, the empty indicator 100 may be fixed somewhere between the first end 84 and the second end 86 on the trip indicator 80. In this embodiment, the trip indicator 80 may include a deficiency scale 110 instead of a surplus scale 106 to more accurately convey the magnitude of an energy deficit, should one exist, as particularly shown in Fig. 4b. As another example, with reference to the Fig. 5a-b, the empty indicator 100 may be fixed to the second end 86 of the trip indicator 80. Furthermore, the target indicator 92 may only be displayed when the destination is located before the zero-charge location, indicating an energy surplus. In this way, the trip indicator 80 can more clearly communicate the expected success of reaching a destination.

[0046] The information display 60 may be updated to reflect ongoing changes in vehicle or system status. For example, if a driver takes a detour to the destination from an expected or programmed route, the vehicle 10 may consult the navigation system 57 to determine a new destination distance. Additionally, updates to the estimated vehicle range (e.g., DTE value) may be communicated in real time to the information display 60 and subsequently relayed to a driver. In this manner, the controller 32 may receive input from one or more of the BECM 28, the powertrain 30, the climate control system 38, the braking system 54, the acceleration system 56, the navigation system 57, and the like, corresponding to information associated with the content displayed by the information display 60.Using this input, the controller 32 may determine, calculate, and / or estimate trip distance values, target distance values, vehicle range values, or the like. Additionally, the controller 32 may determine whether the vehicle 10 has either a power surplus or a power deficit based on a comparison of the estimated vehicle range and the current target distance. Furthermore, the controller 32 may calculate the difference between the estimated vehicle range and the current target distance to determine the magnitude of a power surplus or deficit. Further, the controller 32 may transmit or output signals that cause the information display 60 to adjust the position of the vehicle indicator 88, target indicator 92, and / or empty indicator 100 based at least on the current trip distance, the current target distance, and the estimated vehicle range.

[0047] If no destination information is provided, the vehicle 10 may predict a destination distance based on a history of previous trips, such as an average trip distance or other available metric. Alternatively, if a destination distance or destination is not entered by a driver or otherwise available, the estimated DTE value at that time may be used as an initial replacement value for the destination distance. Furthermore, the current destination distance may be obtained by counting backward from the initial DTE estimate based on the actual distance traveled (e.g., odometer travel distance) since the initial DTE estimate was determined. By using a DTE estimate as a default replacement value when a destination distance is not entered or is no longer available, the trip indicator 80 may assist drivers in obtaining at least the initial estimated DTE.Because the estimated vehicle range or DTE value may be based on a driver's energy consumption profile, the trip indicator 80 may provide an indication of the driver's current driving behavior against him or herself. Moreover, when a DTE estimate is substituted as the basis for the target distance, the labels on the DTT indicator 74 and the status indicator 76 may change to reflect the difference in the information conveyed. For example, the label for the DTT indicator 74 may change from "Charge Point" or a similar term to "Budget" or another similar term. Similarly, the label for the status indicator 76 may change from "Excess" or a similar term to "Status" or another similar term.

[0048] While exemplary embodiments are described above, these embodiments are not intended to describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of the various implementing embodiments may be combined to form further embodiments of the invention.

Claims

[1] A vehicle trip indicator instrument comprising: a first end associated with a trip start location, a second end, a destination indicator associated with a destination location and arranged separately from the first end, which indicates a total distance between the trip start location and the destination location, and a vehicle indicator associated with a vehicle location, wherein a position of the vehicle indicator relative to the first end indicates a current trip distance and the position of the vehicle indicator relative to the destination indicator indicates a current destination distance, characterized by, that the driving indicator instrument further comprises a blank indicator arranged between the vehicle indicator and the second end, wherein a position of the blank indicator relative to the vehicle indicator specifies an estimated vehicle range, the estimated vehicle range being based on an amount of energy remaining in an energy storage device. [2] Driving indicator instrument according to claim 1, wherein the destination indicator is arranged between the first end and the second end. [3] Driving indicator instrument according to claim 1, wherein the destination indicator is fixed at the second end. [4] Driving indicator instrument according to claim 1, wherein the destination indicator is arranged between the vehicle indicator and the empty indicator when the estimated vehicle range exceeds the current target distance, thereby indicating that there is excess energy available for the vehicle to reach the target location. [5] Driving indicator instrument according to claim 1 or 4, wherein the blank indicator is arranged between the vehicle indicator and the destination indicator when the current destination distance exceeds the estimated vehicle range, thereby indicating that there is insufficient energy available for the vehicle to reach the destination location. [6] Driving indicator instrument according to one of claims 1, 4 or 5, wherein the destination indicator is static and the vehicle indicator and the empty indicator move along the driving indicator instrument relative to the destination indicator. [7] Driving indicator instrument according to one of claims 1, 4 or 5, wherein the empty indicator is static and the vehicle indicator and the destination indicator move along the driving indicator instrument relative to the empty indicator. [8] Driving indicator instrument according to one of claims 1 or 4 to 7, wherein the empty indicator is arranged between the first end and the second end. [9] Driving indicator instrument according to one of claims 1 or 4 to 7, wherein the empty indicator is fixed at the second end.

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