Device and method for providing information about the remaining range for a vehicle

Abstract

A device provides information about a distance to empty (DTE) of a vehicle, and an information providing method is performed therewith. The device includes a display device configured to display DTE information of a vehicle and a controller configured to control operation of the display device. The controller determines information related to low fuel efficiency and information related to high fuel efficiency based on a current driving condition of the vehicle. The controller determines a low DTE value and a high DTE value based on the low fuel efficiency-related information, the high fuel efficiency-related information, and a currently available battery power.The controller also determines a current DTE value indicative of a real-time DTE and controls the operation of the display device to display the low DTE value, the high DTE value, and the current DTE value.

Description

BACKGROUND(a) Technical field

[0001] The present disclosure relates to an apparatus and method for providing information about the remaining range of an electric vehicle to a driver by displaying the information via a display device, such as an instrument cluster. (b) State of the art

[0002] Generally, a vehicle is configured to perform a distance-to-empty (DTE) estimation function and provide the estimated DTE to a driver. For example, an internal combustion engine vehicle has the capability to estimate a DTE based on the fuel level in a fuel tank and provide the estimated DTE to the driver via an instrument cluster.

[0003] Similarly, an electric vehicle that moves by powering a motor using energy from a battery has the function of estimating a DTE based on the current remaining energy (state of charge) of the battery and displaying the estimated DTE on an instrument cluster.

[0004] Compared to vehicles with internal combustion engines, the number of charging stations for electric vehicles is small and charging times are long. Therefore, electric vehicle drivers are increasingly interested in information about the DTE.

[0005] Since electric vehicle drivers pay close attention to DTE, it is important to accurately calculate the DTE of a vehicle according to the remaining energy of a battery in real time during driving and inform the driver about the DTE.

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

[0007] Furthermore, U.S. Patent No. 9,574,889 (Patent Document 2) discloses a DTE provision method in which a final DTE is determined by combining a value obtained by applying a weighted factor to a DTE calculated using a past energy efficiency value and a value calculated by applying a weighted factor to a DTE calculated using a currently set route. The determined final DTE is updated when an event occurs. The disclosed method is a method for determining and updating a DTE using past information and information about an upcoming event for a vehicle.

[0008] In Patent Document 1, a DTE is determined using past energy efficiency to eliminate uncertainties in predicting future driving data. However, this is under the assumption that past energy efficiency is maintained in the future. If future traffic conditions differ from past driving information, a large error may occur in the energy efficiency calculated based on past driving information.

[0009] In Patent Document 2, a DTE is updated whenever an energy-consuming event occurs. However, this may lead to an overrepresentation or underrepresentation of the influence of the corresponding event on the remaining travel route with respect to the DTE.

[0010] Various other methods for estimating and predicting DTE are known. Vehicle manufacturers use their own methods to estimate DTE and provide the estimated DTE to a driver by displaying it using an instrument cluster.

[0011] However, the accuracy of DTE prediction is not high. Therefore, many consumers complain about the quality of DTE predictions. A conventional technology to address such complaints is a method of providing a minimum (MIN) DTE and a maximum (MAX) DTE, as well as a current DTE, using an instrument cluster.

[0012] However, this conventional technology has a problem in that the minimum DTE and maximum DTE calculated based on a result of learning recent driving conditions vary greatly, making it impossible to predict the conditions under which a driver will drive a vehicle in the future. Thus, it is difficult to accurately predict a DTE.

[0013] The above information disclosed in this Background section is intended only to facilitate understanding of the background of the disclosure. Therefore, the Background section may contain information that does not constitute prior art that is already known to one of ordinary skill in the art. SUMMARY

[0014] The present disclosure was made in an effort to solve the above-described problems associated with the prior art. The objects of the present disclosure are to provide an apparatus and method for displaying not only current real-time remaining distance (DTE) information, but also low DTE and high DTE information calculated independently of the learning by which a vehicle can usually travel depending on a driving condition, such as an area or a road.

[0015] Other objects of the present disclosure are also to provide a DTE display device and method that can prompt a driver to drive economically.

[0016] The objects of the present disclosure are not limited to the above-mentioned objects. Other objects not mentioned herein may be better understood by those of ordinary skill in the art to which the present disclosure pertains from the following description.

[0017] In one aspect, the present disclosure provides an apparatus for providing distance to empty (DTE) information of a vehicle. The apparatus includes a display device configured to display DTE information of a vehicle and a controller configured to control operation of the display device. The controller determines information related to low fuel efficiency and information related to high fuel efficiency according to the current driving condition for the vehicle. The controller also determines a low DTE value and a high DTE value based on information related to low fuel efficiency and information related to high fuel efficiency and a currently available battery power.The controller also determines a current DTE value indicating a real-time DTE and controls the operation of the display device to display the low DTE value, the high DTE value, and the current DTE value.

[0018] In another aspect, the present disclosure provides a method for providing distance to empty (DTE) information of a vehicle. The method includes determining, by a controller, low fuel efficiency-related information and high fuel efficiency-related information according to a current driving condition for the vehicle. The method also includes 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 a currently available battery energy.The method also includes determining, by the controller, a current DTE value indicative of a real-time DTE and controlling, by the controller, operation of a display device to display the low DTE value, the high DTE value, and the current DTE value.

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

[0020] It is to be understood that the terms "vehicle" or "vehicular" or other similar terms, as used herein, encompass motor vehicles in general. Such motor vehicles may include passenger cars, including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, watercraft including a variety of boats and vessels, aircraft, and the like. Such motor vehicles may also include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other vehicles powered by alternative fuels (e.g., fuels derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle that has two or more power sources, for example, a vehicle powered by both gasoline and electric power.

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

[0022] The above and other features of the present disclosure will be described in detail with reference to specific embodiments thereof illustrated in the accompanying drawings, which are given for illustrative purposes only and therefore do not limit the present disclosure, in which: Fig. 1A, Fig. 1 B and Fig. 1C are diagrams showing examples in which a low DTE value, a high DTE value, and a current DTE value are displayed as graphic images on a display device in the present disclosure; Fig. 2A, Fig. 2B and Fig.2C are diagrams showing examples in which a low DTE, a high DTE, and a current DTE are displayed on an instrument cluster of a vehicle in the present disclosure; Fig. 3 is a diagram showing the configuration of an apparatus that performs a method of providing DTE information according to the present disclosure; and Fig. 4 is a diagram illustrating a method for determining a low DTE value and a high DTE value according to the present disclosure.

[0023] It should be understood that the accompanying drawings are not necessarily drawn to scale and present a somewhat simplified representation of various features illustrating the basic principles of the disclosure. The specific design features of the present disclosure as disclosed herein, including, for example, specific dimensions, orientations, positions, and shapes, will be determined in part by the particular intended application and use environment.

[0024] In the figures, the same reference numerals refer to the same or equivalent parts of the present disclosure in the different figures of the drawings. DETAILED DESCRIPTION

[0025] Various embodiments will be described in more detail with reference to the accompanying drawings, in which only some embodiments are shown. Specific structural and functional details disclosed herein are merely representative for the purpose of describing embodiments. However, embodiments of the present disclosure may be embodied in many alternative forms and should not be construed as limited only to the embodiments set forth herein. Accordingly, while embodiments of the disclosure are susceptible to various modifications and take alternative forms, embodiments thereof are shown by way of example in the drawings and are herein described in detail. It is to be understood, however, that there is no intention to limit the present disclosure to the particular embodiments disclosed.On the contrary, the embodiments are intended to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.

[0026] It should be understood that although the terms "first," "second," and the like may be used herein to describe various elements, these elements are not intended to be limited by these terms. These terms are used only to distinguish one element from another. For example, a first element could be referred to as a second element, and similarly, a second element could be referred to as a first element, without departing from the scope of the embodiments of the present disclosure.

[0027] It should be understood that when an element is described as being "connected" or "coupled" to another element, it may be directly connected or coupled to the other element, or intervening elements may be present. In contrast, when an element is described as being "directly connected" or "directly coupled" to another element, no intervening elements are present. Other words used to describe the relationship between elements should be interpreted in the same way (e.g., "between" as opposed to "directly between," "adjacent" as opposed to "directly adjacent," and the like).

[0028] Wherever possible, the same reference characters are used to refer to the same or similar parts throughout the drawings. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the embodiments of the disclosure. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise. It is further to be understood that the terms “comprises,” “comprising,” “includes,” and / or “including,” and variations thereof, when used herein, specify the presence of stated components, steps, acts, and / or elements, but do not preclude the presence or addition of one or more other components, steps, acts, and / or elements.When a component, device, element, or the like of the present disclosure is described as having a purpose or performing an operation, function, or the like, the component, device, or element should be considered herein to be "configured" to fulfill that purpose or perform that operation or function.

[0029] The present disclosure relates to an information providing device and a method for providing information about a remaining driving distance (DTE) to a driver of an electric vehicle by displaying the information. The driving performance is calculated using a low DTE vehicle speed and a high DTE vehicle speed. These speeds are set according to a driving condition of the vehicle, such as an area and a road.The mileage is also calculated and provided using information on constant speed fuel consumption obtained from the vehicle's technical data, and information on low DTE and high DTE, by which the vehicle is able to travel in a usual manner depending on a driving condition such as an area or a road, regardless of learning, and which is obtained using the calculated mileage.

[0030] According to the present disclosure, information about the low DTE and the high DTE, which vary depending on a change in the available energy (remaining energy) of a battery, is provided through a display device of the vehicle, such as an instrument cluster. In addition, a current DTE reflecting the driver's driving pattern and the current driving state of the vehicle is also provided to the driver in real time through the instrument cluster. This can encourage the driver to drive economically so that the real-time current DTE (hereinafter referred to as "current DTE") moves toward and converges with the high DTE.

[0031] The low DTE and high DTE provided by the present disclosure are information unrelated to learning and may be values ​​that vary depending on a change in available battery energy independent of the driver's driving pattern and learning.

[0032] 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 power are displayed via a display device such as an instrument cluster. Accordingly, 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. The driver can also drive the vehicle so that the current DTE value approaches the high DTE value rather than the low DTE value.

[0033] Before describing a method for defining and calculating the low DTE, the high DTE, and the current DTE, a method for displaying DTE information such as the low DTE, the high DTE, and the current DTE via a display device such as an instrument cluster will now be described in detail.

[0034] Fig. 1A, Fig. 1 B and Fig. 1C are diagrams showing examples where the low DTE, high DTE, and current DTE are displayed on a display device. As shown, the low DTE value, high DTE value, and current DTE value can be displayed as numeric values ​​on the display device.

[0035] Alternatively, the low DTE value, the high DTE value, and the current DTE value may be displayed as relative positions on a graphic image displayed on the display device. In this case, the numerical values ​​and the relative positions on the graphic image indicating the low DTE value, the high DTE value, and the current DTE value may be displayed selectively or may be displayed together.

[0036] The Fig. 1A, Fig. 1 B and Fig. The representations of the low DTE, the high DTE, and the current DTE shown in FIG. 1C are merely illustrative, and the present disclosure is not limited thereto. According to the present disclosure, the low DTE, the high DTE, and the current DTE may be displayed in various other ways.

[0037] The numerical values ​​and the relative positions on the chart image indicating the DTE information, such as the low DTE value, the high DTE value, and the current DTE value, can be displayed together on the display device, so that the driver can intuitively recognize the position of the current DTE value between the low DTE value and the high DTE value.

[0038] Accordingly, the driver can easily compare the current DTE value with the low DTE value and the high DTE value, and can easily check the degree of the current DTE value compared to the low DTE value and the high DTE value.

[0039] According to the present disclosure, the low DTE, the high DTE, and the current DTE may be real-time information obtained based on current information and vary. The values ​​displayed while the vehicle is traveling vary in real time.

[0040] In detail, the low DTE and the high DTE are determined based on the currently available battery energy, and their values ​​vary depending on a change in the available battery energy regardless of the driver's driving pattern and learning behavior.

[0041] On the other hand, the current DTE is a learned information, and its value varies in real time depending on the driver's driving pattern, the vehicle's driving condition (e.g., uphill / downhill roads), and the vehicle's driving state (e.g., the vehicle's driving speed).

[0042] Since the low DTE value, the high DTE value, and the current DTE value, which vary in real time while the vehicle is driving, are displayed as graphic images via the vehicle's instrument cluster, the driver can intuitively recognize with the help of the graphic images that the current DTE value, which is calculated based on the real-time driving condition for the vehicle and the vehicle's driving state, is approaching the low DTE value or the high DTE value between the low DTE value and the high DTE value, which vary depending on a change in the currently available battery energy. Accordingly, the driver can control the vehicle's driving state so that the current DTE value approaches the high DTE value while checking the graphic images displaying the DTE values. In other words, the driver can drive the vehicle economically.

[0043] With reference to Fig.1A, the low DTE and the high DTE are displayed on the left and right sides of a graphic image, respectively, and their values ​​are displayed as numerical values.

[0044] Additionally, the low DTE and high DTE values ​​at the low DTE and high DTE positions are displayed as graph heights, representing the size of the graph image, for easy comparison. Accordingly, the driver can check and compare the low DTE, high DTE, and current DTE values ​​using the displayed numerical values, the displayed position of the current DTE value relative to the low DTE and high DTE values, and the graph heights at the displayed positions of the respective DTE values.

[0045] Alternatively, the low DTE, high DTE, and current DTE values ​​can be displayed as colors of the graphic image on the display device so that they can be easily compared. In this case, the driver can easily check the degree of the current DTE value between the low DTE value and the high DTE value using the distinguishable and comparable colors.

[0046] According to the present disclosure, the current DTE is not always located midway between the low DTE and the high DTE, but rather moves in the space between the low DTE and the high DTE. The value of the current DTE is indicated to the driver by displaying the position of the current DTE relative to the low DTE and the high DTE.

[0047] When the driver is driving economically, the current DTE may move toward the high DTE, and when the vehicle's driving condition is poor in terms of electricity utilization efficiency (fuel efficiency), the current DTE may move toward the low DTE. Accordingly, the present disclosure may prompt the driver to drive economically, so that the current DTE moves toward the high DTE.

[0048] In Fig. 1A, the position where the numerical value indicating the current DTE value is displayed moves to the left or right when the current DTE value changes. In other words, whenever the current DTE value is updated and changed at predetermined intervals, the display position of the numerical value indicating the current DTE value moves between the low DTE value and the high DTE value. This operation is not only performed in the Fig. 1 B and Fig.1C, but also in the examples shown in the Fig. 2A, Fig. 2B and Fig. 2C, which will be described later.

[0049] In Fig. 1A, the minimum DTE value (i.e., the low DTE value) is displayed as "122mi," the maximum DTE value (i.e., the high DTE value) is displayed as "180mi," and the current DTE value is displayed as "158mi." The minimum DTE value and the maximum DTE value are values ​​that are periodically obtained and updated while the vehicle is driving, and the current DTE value is also a value that is updated in real time.

[0050] In Fig.1B, the minimum DTE value (i.e., the low DTE value) is displayed as "Low 240mi," the maximum DTE value (i.e., the high DTE value) is displayed as "High 360mi," and the current DTE value is displayed as "300mi." When the current DTE value changes while the vehicle is driving, the display position of the numeric value indicating the current DTE value will move to the left or right in the drawing.

[0051] Fig. Figure 1C shows an example where the display position of the numeric value indicating the current DTE value (“320mi”) moves up or down between the low DTE value (“Low 240mi”) and the high DTE value (“High 360mi”) as the current DTE value changes.

[0052] Fig. 2A, Fig. 2B and Fig.2C are diagrams showing examples where the low DTE, high DTE, and current DTE are displayed on the vehicle's instrument cluster. As shown, the low DTE value ("122mi Min" in Fig. 2A), the high DTE value (“180mi Max” in Fig. 2A) and the current DTE value are displayed on the instrument cluster along with information normally displayed on the instrument cluster.

[0053] When the low DTE value, high DTE value, and current DTE value are displayed on the instrument cluster, numeric values ​​indicating the DTE values ​​are displayed in different sizes along with typical combo information.

[0054] A method for determining low DTE and high DTE is described below.

[0055] Fig.3 is a diagram showing the configuration of an apparatus that performs a DTE information providing process according to the present disclosure, and Fig. 4 is a diagram illustrating a method for determining the low DTE value and the high DTE value according to the present disclosure.

[0056] The Fig. The process shown in Figure 4 is Fig. 3. The low DTE, the high DTE, and the current DTE are calculated and obtained in real time by the controller 30. In addition, information about the low DTE, the high DTE, and the current DTE determined by the controller 30 can be displayed on a display device 40 in one of the Fig. 1A, Fig. 1B, Fig. 1C, Fig. 2A, Fig. 2B and Fig. 2C are displayed to provide them to the driver.

[0057] In the present disclosure, a control process for providing DTE information may be performed by a plurality of controllers that perform cooperative control while exchanging necessary information with each other, or may be performed by a single integrated controller.

[0058] The plurality of controllers may include, for example, a vehicle control unit (VCU), which is a higher-level controller, a heating, ventilation, and air conditioning (HVAC) controller, and a battery management system (BMS), and may further include a converter controller.

[0059] The converter controller may be a converter that converts battery energy and outputs the converted battery energy to electronic components of the vehicle (i.e., a controller of a low-voltage DC-DC converter (LDC)).

[0060] In the present disclosure, the plurality of controllers and the single controller with the integrated function may be collectively referred to as a controller, and the control process of the present disclosure may be performed by the collectively referred to controller. In the following description, the "controller" is collectively referred to as a controller unless otherwise specified.

[0061] With reference to Fig. 3, the controller 30 includes a vehicle speed calculation unit 31, a driving power calculation unit 32, an air conditioning power calculation unit 33, a converter power calculation unit 34, a DTE calculation unit 35, and a display control unit 36. The controller 30 including the above units is the only controller having the integrated function.

[0062] 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 power calculation unit 33 may be an HVAC controller, which is a separate controller, and the converter power 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 or included in the display device 40 to control the operation of the display device 40.

[0063] The vehicle speed calculation unit 31, the mileage calculation unit 32 and the DTE calculation unit 35 may also be components included in a separate controller, for example a vehicle control unit (VCU).

[0064] In this case, the air conditioning control, the converter control, and the display control, including the vehicle speed calculation unit 31, the driving performance 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 executed by the collectively referred to controller.

[0065] According to the present disclosure, the DTE calculation unit 35 of the controller 30 may determine the low DTE and the high DTE using the currently available battery energy.

[0066] More specifically, the DTE calculation unit 35 of the controller 30 may calculate the low DTE using information related to low fuel efficiency and the currently available battery energy. Furthermore, the DTE calculation unit 35 of the controller 30 may calculate the high DTE using information related to high fuel efficiency and the currently available battery energy.

[0067] The information related to low fuel efficiency includes low DTE vehicle speed according to the current driving condition for the vehicle and low DTE total power, which is total battery power at the low DTE vehicle speed.

[0068] In addition, the information related to high fuel efficiency includes a high DTE vehicle speed according to the current driving condition for the vehicle and a high DTE total power, which is a total battery power at the high DTE vehicle speed.

[0069] The DTE calculation unit 35 may calculate the low DTE using the information related to the low fuel efficiency, including the low DTE vehicle speed and the low DTE total power, and the currently available battery energy.

[0070] In addition, the DTE calculation unit 35 can calculate the high DTE using the information related to the high fuel efficiency, including the vehicle speed with high DTE and the total power with high DTE and the currently available battery energy.

[0071] Here, the total power with low DTE may be a total battery power at the vehicle speed with low DTE, and the total power with high DTE may be a total battery power at the vehicle speed with high DTE.

[0072] In one embodiment of the present disclosure, the low DTE may be determined as a value obtained by multiplying a value obtained by dividing the low DTE vehicle speed by the low DTE total power by the currently available battery energy. The high DTE may be determined as a value obtained by multiplying a value obtained by dividing the high DTE vehicle speed by the high DTE total power by the currently available battery energy.

[0073] The low DTE and the high DTE can be expressed using the following equations 1 and 2. Low DTE = (vehicle speed with low DTE) / (total power with low DTE) × (available battery energy) High DTE = (vehicle speed with high DTE) / (total power with high DTE) × (available battery energy)

[0074] The low DTE vehicle speed and the high DTE vehicle speed can be determined by the vehicle speed calculation unit 31 of the controller 30 (step S12 in Fig.4). The low DTE vehicle speed and the high DTE vehicle speed can be values ​​preset in the vehicle speed calculation unit 31 according to the vehicle's driving condition. Specifically, the values ​​can be preset according to the conditions in a region and the road conditions. In other words, the vehicle speed calculation unit 31 can determine the low DTE vehicle speed and the high DTE vehicle speed according to the corresponding conditions in a region and the road conditions.

[0075] If the controller 30 that calculates the low DTE and the high DTE using equations 1 and 2 is a vehicle control unit, the vehicle control unit may be used to receive real-time information about the available battery energy from the battery management system (BMS) 20 to calculate the low DTE and the high DTE.

[0076] In one embodiment of the present disclosure, the driving condition for the vehicle includes the conditions in a region and the road conditions under which the vehicle is traveling. Furthermore, in the present disclosure, the low DTE vehicle speed is a vehicle speed that can provide a short DTE (low DTE) depending on the conditions in a region and the road conditions. The high DTE vehicle speed is a vehicle speed that can provide a long DTE (high DTE) depending on the conditions in a region and the road conditions.

[0077] In one embodiment of the present disclosure, the low DTE vehicle speed and the high DTE vehicle speed are preset values ​​according to the conditions in a region and the road conditions. Specifically, the low DTE vehicle speeds and the high DTE vehicle speeds corresponding to the respective conditions in a region and the road conditions are input and stored in advance in the vehicle speed calculation unit 31 of the controller 30.

[0078] Accordingly, the vehicle speed calculation unit 31 of the controller 30 can determine a low DTE vehicle speed and a high DTE vehicle speed corresponding to an area and a road on which the vehicle is currently traveling, based on information about the correspondence between the low DTE vehicle speeds and the high DTE vehicle speeds and the area and road conditions.

[0079] In this case, the vehicle speed calculation unit 31 of the controller 30 may obtain information about the area and the road on which the vehicle is currently traveling from navigation information output from a navigation device 10 (step S11 in Fig. 4), record.

[0080] In other words, the controller 30 can acquire information about the conditions in an area and the road conditions for determining the low DTE vehicle speed and the high DTE vehicle speed from current vehicle location information and current information about the roads on which the vehicle is traveling, which are included in the navigation information output from the navigation device 10.

[0081] Table 1 below shows an example of setting the low DTE vehicle speed and the high DTE vehicle speed. The low DTE vehicle speed and the high DTE vehicle speed values ​​are merely illustrative, and the present disclosure is not limited thereto. The low DTE vehicle speed and the high DTE vehicle speed may have different values ​​depending on the conditions in a region and road conditions. [Table 1] Korea / Europe North America Vehicle speed with low DTE [km / h] Vehicle speed with high DTE [km / h] Vehicle speed with low DTE [km / h] Vehicle speed with high DTE [km / h] Highway 120 80 130 90 City Street 100 60 110 70

[0082] As illustrated in Table 1, the average vehicle speed on a highway is higher than that on a city road, and the average vehicle speed in North America is higher than that in Korea or Europe. Generally, the higher the average vehicle speed, the longer the DTE. Therefore, as the average vehicle speed increases according to the conditions in a region and road conditions, the low DTE vehicle speed and the high DTE vehicle speed can be set to higher values.

[0083] Furthermore, referring to Table 1, it can be seen that the vehicle speed with low DTE is set to a higher value than the vehicle speed with high DTE, which can provide a long DTE (high DTE), because the vehicle speed with low DTE is a vehicle speed that can provide a short DTE (low DTE). When the vehicle is moving at high speed, the DTE is shorter than when the vehicle is moving at low speed. For this reason, the vehicle speed with low DTE, which can provide a short DTE, is set to a higher value than the vehicle speed with high DTE, which can provide a long DTE.

[0084] In one embodiment of the present disclosure, each of the low DTE total power and the high DTE total power is a total battery power and may be determined as a value obtained by summing a drive power and an air conditioning power by the DTE calculation unit 35 of the controller 30, or may be determined as a value obtained by summing a drive power, an air conditioning power, and a converter power.

[0085] The driving power is a battery power used by a motor to drive the vehicle. The driving power is determined by the driving power calculation unit 32 of the controller 30 as a value corresponding to the high DTE vehicle speed or the low DTE vehicle speed, that is, an appropriate vehicle speed according to a condition in a region and a road condition (step S13 in Fig. 4). The mileage is entered into the DTE calculation unit 35.

[0086] In addition, the air conditioning power is determined by the air conditioning power calculation unit 33 and input to the DTE calculation unit 35. Likewise, the converter power is determined by the converter power calculation unit 34 and input to the DTE calculation unit 35.

[0087] Air conditioning power is battery power used for air conditioning, and converter power is battery power used for electronic components. Converter power may be the power of the LDC, which converts battery energy and outputs the converted battery energy to the vehicle's electronic components.

[0088] In one embodiment of the present disclosure, no distinction is made between low DTE and high DTE for the air conditioning power or the LDC power, but a distinction is made between low DTE and high DTE for the driving power. In other words, the driving power includes low DTE driving power and high DTE driving power. The low DTE driving power is used for the DTE calculation unit 35 to calculate the total low DTE power, and the high DTE driving power is used for the DTE calculation unit 35 to calculate the total high DTE power (step S14 in Fig. 4).

[0089] The driving power calculation unit 32 of the controller 30 can determine the low DTE driving power or the high DTE driving power using an equation that has the low DTE vehicle speed or the high DTE vehicle speed output from the vehicle speed calculation unit 31 as an input variable. The equation can be a cubic equation that defines a correlation between the vehicle speed and the driving power as a relational expression "vehicle speed - driving power."

[0090] Equation 3 below is a cubic equation for calculating the driving power (i.e., the driving power with low DTE or the driving power with high DTE) from the vehicle speed with low DTE or the vehicle speed with high DTE. Drive power = a1 × (vehicle speed) + a2 × (vehicle speed) 2 + a3 × (vehicle speed) 3

[0091] Equation 3 above is a cubic equation representing a constant-speed fuel efficiency curve. During the development phase of a vehicle, tests and evaluations of constant-speed fuel efficiency can be conducted on a corresponding vehicle to determine the cubic equation "vehicle speed - propulsion power" and calculate the coefficients a 1 , a 2 and a 3 to obtain the cubic equation.

[0092] In equation 3, the coefficients a 1 , a 2 and a 3 , which are set as information for the equation of the fuel efficiency curve at constant speed, vehicle-specific values ​​that represent the characteristics of the vehicle specifications. The coefficients a 1 , a2 and a 3 can be determined by testing and evaluating fuel efficiency at constant speed for a corresponding vehicle.

[0093] In the present disclosure, the constant-speed fuel efficiency curve coefficients are input and stored in advance in the driving power calculation unit 32 of the controller 30. The coefficients are used to calculate the driving power from an appropriate vehicle speed corresponding to the current conditions in the area and road conditions using the constant-speed fuel efficiency curve equation.

[0094] In other words, the above coefficients can be used to calculate the low DTE driving power or the high DTE driving power from the low DTE vehicle speed or the high DTE vehicle speed by means of the constant speed fuel efficiency curve equation.

[0095] Equation 4 below is a cubic equation of the constant-speed fuel efficiency curve for calculating the low-DTE motive power from the low-DTE vehicle speed. Equation 5 below is a cubic equation of the constant-speed fuel efficiency curve for calculating the high-DTE motive power from the high-DTE vehicle speed. Driving power with low DTE = a1 × (vehicle speed with low DTE) + a2 × (vehicle speed with low DTE) 2 + a3 × (vehicle speed with low DTE) 3 Drive power with high DTE = a1 × (vehicle speed with high DTE) + a2 × (vehicle speed with high DTE) 2 + a3 × (vehicle speed with high DTE) 3

[0096] As described above, the DTE calculation unit 35 of the controller 30 can determine both the total low DTE power and the total high DTE power, which means that the total battery power is a sum of the drive power input from the drive power calculation unit 32 and the air conditioning power input from the air conditioning power calculation unit 33. In this case, the air conditioning power calculation unit 33 can perform the air conditioning power calculation using a known air conditioning power calculation process using a thermal air conditioning model.

[0097] Accordingly, the DTE calculation unit 35 of the controller 30 may determine the total low DTE power as a sum of the low DTE driving power and the air conditioning power, and may determine the total high DTE power as a sum of the high DTE driving power and the air conditioning power (step S14 in Fig. 4).

[0098] Alternatively, the converter power, i.e., the battery power for the vehicle's electronic components, may be further used to determine the total power. As described above, the converter power output by the converter power calculation unit 34 may be the LDC power.

[0099] Accordingly, the DTE calculation unit 35 of the controller 30 may determine the total low DTE power as a sum of the low DTE driving power, the air conditioning power, and the LDC power, and may determine the total high DTE power as a sum of the high DTE driving power, the air conditioning power, and the LDC power (step S14 in Fig. 4).

[0100] In one embodiment of the present disclosure, a learning value may be used as the LDC power, and a new LDC power value is stored in the converter power calculation unit 34 of the controller 30 at an interval of 1 kilometer (km) to learn the driver's driving pattern.

[0101] Specifically, the converter power calculation unit 34 of the controller 30 has "n" buffers, and the LDC power value is stored in one of the "n" buffers (e.g., n = 25) at an interval of 1 km. In this case, one of the values ​​stored in the "n" buffers is updated to a new LDC power value at an interval of 1 km.

[0102] In addition, the LDC power values ​​last stored in “m” buffers (e.g., m = 10) can be averaged from the “n” values ​​stored in the “n” buffers, and the average value can be used as a final LDC power value.

[0103] Table 2 below shows an example of the calculation of the LDC performance values.

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

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

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

[0107] After the total low DTE power and the total high DTE power are obtained by the DTE calculation unit 35 of the controller 30 through the above-described process, the low DTE value and the high DTE value can be obtained by Equations 1 and 2 using the total low DTE power and the total high DTE power, the vehicle speed with low DTE and the vehicle speed with high DTE output from the vehicle speed calculation unit 31, and the available battery energy output from the battery management system 20 (step S15 in Fig. 4).

[0108] Table 3 below shows an example where the low DTE and high DTE of a particular vehicle are obtained according to the conditions in an area and the road conditions. [Table 3] Korea / Europe North America Vehicle speed with low DTE Low DTE Vehicle speed with high DTE High DTE Vehicle speed with low DTE Low DTE Vehicle speed with high DTE High DTE Highway 120 274 80 415 130 244 90 379 City Street 100 343 60 466 110 307 70 445

[0109] When the low DTE and high DTE values ​​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 on the display device 40 in a predetermined manner (step S16 in Fig. 4).

[0110] In this case, the operation of the display device 40 can be controlled so that the low DTE value, the high DTE value and the current DTE value are displayed in one of the Fig. 1A, Fig. 1B, Fig. 1C, Fig. 2A, Fig. 2B and Fig. The shapes shown in Figure 2C are displayed.

[0111] The current DTE value is calculated taking into account the driver's driving pattern and the current driving condition of the vehicle. The current DTE can be calculated using a well-known method.

[0112] There are various methods for calculating the current DTE in real time while a vehicle is traveling using the driver's driving pattern of acceleration and deceleration and real-time information about the vehicle's traveling state, such as a road condition (e.g., an uphill road or a downhill road) or a current vehicle speed, and one of the known methods can be used.

[0113] Since various methods for calculating a current DTE in real time are known to those of ordinary skill in the art to which this disclosure pertains, a detailed description of the method for calculating the current DTE has been omitted from this specification.

[0114] The display control unit 36 ​​of the controller 30 controls the operation of the display device 40 to display the current DTE value thus determined, along with the low DTE value and the high DTE value. In this case, these DTE values ​​may be displayed to be provided to the driver, as described above with reference to Fig. 1A-1C and 2A-2C.

[0115] As apparent from the above description, according to the vehicle DTE information providing apparatus and method of the present disclosure, not only a low DTE and a high DTE calculated independently of the learning, but also a current DTE reflecting the driver's driving pattern and reflecting the current driving state of the vehicle are displayed in real time via a display device such as an instrument cluster to be provided to the driver. This can encourage the driver to drive economically so that the current DTE moves toward and converges with the high DTE.

[0116] The present disclosure has been described above with reference to various embodiments. The embodiments described in the specification and shown in the accompanying drawings are for illustrative purposes only and are not intended to represent all aspects of the disclosure. Therefore, the present disclosure is not limited to the embodiments shown herein. It will 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 disclosure as disclosed in the appended claims. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] US 9,037,327

[0006] US 9,574,889

[0007]

Claims

[1] A device for providing information on a remaining range (DTE) of a vehicle, the device comprising: a display device configured to display DTE information of a vehicle; and a controller configured to control the operation of the display device, wherein the controller determines low fuel efficiency-related information and high fuel efficiency-related information based on a current driving condition for the vehicle, determines a low DTE value and a high DTE value based on the low fuel efficiency-related information, the high fuel efficiency-related information, and a currently available battery energy, determines a current DTE value indicative of a real-time DTE, and controls operation of the display device to display the low DTE value, the high DTE value, and the current DTE value. [2] The apparatus of claim 1, wherein the controller: as the low fuel efficiency-related information and the high fuel efficiency-related information, a low DTE vehicle speed and a high DTE vehicle speed corresponding to the current vehicle driving condition are determined using information about the correspondence between a low DTE vehicle speed and a high DTE vehicle speed and a vehicle driving condition; and as the low fuel efficiency related information and the high fuel efficiency related information, a total battery power at the low DTE vehicle speed and a total battery power at the high DTE vehicle speed are determined using the low DTE vehicle speed, the high DTE vehicle speed, and the constant speed vehicle fuel efficiency information. [3] The apparatus of claim 2, wherein the current driving condition for the vehicle includes a condition in an area and a road condition under which the vehicle is traveling. [4] The apparatus of claim 2, wherein the controller: a drive power required to propel the vehicle is determined using the vehicle speed with low DTE, the vehicle speed with high DTE, and the vehicle's constant speed fuel efficiency information; and a total battery power at the low DTE vehicle speed, including the specified mileage, and a total battery power at the high DTE vehicle speed, including the specified mileage. [5] Apparatus according to claim 4, wherein the drive power comprises: a low DTE propulsion power determined as a value corresponding to the low DTE vehicle speed; and a high DTE drive power determined as a value corresponding to the high DTE vehicle speed. [6] The device of claim 5, wherein the total battery power comprises: a total low DTE power as the total battery power at the low DTE vehicle speed, the total low DTE power being determined as a value obtained by summing the low DTE drive power and a current air conditioning power used to air condition the vehicle; and a total high DTE power as the total battery power at the high DTE vehicle speed, where the total high DTE power is determined as a value obtained by summing the high DTE drive power and the current air conditioning power. [7] Device according to claim 6, wherein: the total low DTE power is determined as a value obtained by adding a converter power to the value obtained by summing the low DTE drive power and the current air conditioning power, wherein the converter power is a battery power output to electronic components of the vehicle via a converter; and the total high DTE power is determined as a value obtained by adding the converter power to the value obtained by summing the high DTE drive power and the actual air conditioning power. [8] Device according to claim 6, wherein: the low DTE value is determined as a value obtained by multiplying a value, which is obtained by dividing the low DTE vehicle speed by the total low DTE power with the available battery energy; and the high DTE value is determined as a value obtained by multiplying a value obtained by dividing the high DTE vehicle speed by the high DTE total power by the available battery energy. [9] Device according to claim 2, wherein: the low DTE value is determined as a value obtained by multiplying a value obtained by dividing the low DTE vehicle speed by the total battery power at the low DTE vehicle speed by the available battery energy; and the high DTE value is determined as a value obtained by multiplying a value obtained by dividing the high DTE vehicle speed by the total battery power at the high DTE vehicle speed by the available battery energy. [10] The apparatus according to claim 1, wherein the controller and the display device are configured to display 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 chart image, a size of the chart image, and a color of the chart image, so that the low DTE value, the high DTE value, and the current DTE value are compared with each other. [11] The apparatus of claim 10, wherein the controller and the display device are configured such that, when the current DTE value is updated and changed, a display position or a color of the current DTE value in the chart image is changed between a display position or a color of the low DTE value and a display position or a color of the high DTE value, and the changed display position or color displays the current DTE value as a value relative to the low DTE value and the high DTE value. [12] A method for providing information on a remaining range (DTE) of a vehicle, the method comprising: determining, by a controller, information related to low fuel efficiency and information related to high fuel efficiency based on a current driving condition for the vehicle; 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 a currently available battery energy, and determining a current DTE value indicative of a real-time DTE; and Controlling, by the controller, the operation of an indicator to display the low DTE value, the high DTE value, and the current DTE value. [13] The method of claim 12, wherein determining low fuel efficiency related information and high fuel efficiency related information comprises: Determining a low DTE vehicle speed and a high DTE vehicle speed corresponding to the current driving condition for the vehicle using information about the correspondence between a low DTE vehicle speed and a high DTE vehicle speed and a driving condition for the vehicle; and Determining a total battery power at the low DTE vehicle speed and a total battery power at the high DTE vehicle speed using the low DTE vehicle speed, the high DTE vehicle speed, and the constant speed vehicle fuel efficiency information. [14] The method of claim 13, wherein determining a total battery power comprises: Determining a drive power required to propel the vehicle using the low DTE vehicle speed, the high DTE vehicle speed, and the constant speed vehicle fuel efficiency information; and Determining a total battery power at the low DTE vehicle speed, including the determined propulsion power, and a total battery power at the high DTE vehicle speed, including the determined propulsion power. [15] The method of claim 14, wherein in determining a drive power, the drive power comprises: a low DTE propulsion power determined as a value corresponding to the low DTE vehicle speed; and a high DTE drive power determined as a value corresponding to the high DTE vehicle speed. [16] The method of claim 15, wherein: determining a total battery power further comprises determining a current air conditioning power used to air condition the vehicle; and the total battery power includes: a total low DTE power as the total battery power at the low DTE vehicle speed, where the total low DTE power is determined as a value obtained by summing the low DTE drive power and the current air conditioning power, and a total high DTE power as the total battery power at the high DTE vehicle speed, where the total high DTE power is determined as a value obtained by summing the high DTE drive power and the current air conditioning power. [17] The method of claim 16, wherein: determining a total battery power further comprises determining a converter power, wherein the converter power is a battery power output via a converter to electronic components of the vehicle; and the total battery power includes: a total low DTE power, which is determined as a value obtained by summing the low DTE propulsion power, the air conditioning power, and the converter power, and a total high DTE power determined as a value obtained by summing the high DTE propulsion power, the air conditioning power, and the converter power. [18] The method of claim 16, wherein in determining a low DTE value and a high DTE value, the low DTE value is determined as a value obtained by multiplying a value obtained by dividing the low DTE vehicle speed by the low DTE total power by the available battery energy, and the high DTE value is determined as a value obtained by multiplying a value obtained by dividing the high DTE vehicle speed by the high DTE total power by the available battery energy. [19] The method of claim 13, wherein in determining a low DTE value and a high DTE value, the low DTE value is determined as a value obtained by multiplying a value obtained by dividing the low DTE vehicle speed by the total battery power at the low DTE vehicle speed by the available battery energy, and the high DTE value is determined as a value obtained by multiplying a value obtained by dividing the high DTE vehicle speed by the total battery power at the high DTE vehicle speed by the available battery energy. [20] The method according to claim 12, wherein in the control operation of a display device, the low DTE value, the high DTE value and the current DTE value are displayed on the display device by one or two or more display methods selected from a numerical value, a display position on a chart image, a size of the chart image and a color of the chart image to be compared with each other.

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