Distance calculation device

Abstract

To provide a distance calculation device capable of more accurately calculating travelable distance.SOLUTION: A distance calculation device A10 comprises an air-conditioner 10, a battery 80 which supplies electric power to the air-conditioner 10, a control unit 20 which controls operation of the air-conditioner 10, a monitoring unit 30, and an arithmetic unit 40. The monitoring unit 30 grasps a first power consumption amount related to vehicle travel, a second power consumption amount related to operation of the air-conditioner 10, and a remaining power amount of the battery 80. The arithmetic unit 40 calculates a travelable distance based on the first power consumption amount, the remaining power amount of the battery 80, and a subtraction rate as factors. The arithmetic unit 40 sets the subtraction rate based on an operation state of the air-conditioner 10 and the second power consumption amount as factors.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a distance calculation device that calculates a driving distance of an electric vehicle. [Background technology]

[0002] Patent Document 1 discloses an example of a fuel efficiency display device for a vehicle equipped with an internal combustion engine. The fuel efficiency display device includes a fuel efficiency calculation unit. When an occupant changes the set temperature of the passenger compartment, the fuel efficiency calculation unit calculates the fuel efficiency of the vehicle based on the total weight of the vehicle including the occupant and remaining fuel, the set temperature of the passenger compartment, the outside air temperature, and the traveling speed of the vehicle. Furthermore, the fuel calculation unit calculates the possible traveling distance based on the remaining fuel. These calculation results are displayed on a display unit included in the fuel efficiency display device.

[0003] In the fuel efficiency display device described in Patent Document 1, the drivable distance is calculated based on various tables of the air conditioner, the vehicle's running speed, the outside air temperature, and the like, which are stored in advance in the fuel efficiency calculation unit. With the recent spread of electric vehicles, there is a growing demand for more accurate calculation of the drivable distance of electric vehicles. To this end, it is desirable to reflect the operating status of the air conditioner in the electric vehicle and the actual power consumption of the air conditioner in the calculation of the drivable distance. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2003-166868 A Summary of the Invention [Problem to be solved by the invention]

[0005] In view of the above-mentioned circumstances, an object of the present invention is to provide a distance calculation device that can calculate a remaining driving distance of a vehicle with higher accuracy. [Means for solving the problem]

[0006] The distance calculation device provided by the present invention includes an air conditioner, a battery that supplies power to the air conditioner, a control unit that controls the operation of the air conditioner, a monitoring unit that grasps a first amount of power consumption related to vehicle driving, a second amount of power consumption related to the operation of the air conditioner, and the remaining power of the battery, and a calculation unit that calculates a possible driving distance based on information transmitted from the control unit and the monitoring unit. The calculation unit calculates the possible driving distance using the first amount of power consumption, the remaining power of the battery, and a subtraction rate as factors. The calculation unit sets the subtraction rate using the operating status of the air conditioner and the second amount of power consumption as factors.

[0007] In carrying out the present invention, it is preferable that the calculation unit sets the subtraction rate using the charging rate of the battery as a factor. Effect of the Invention

[0008] According to the distance calculation device of the present invention, it is possible to more accurately calculate the remaining driving distance of a vehicle.

[0009] Other features and advantages of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings. [Brief description of the drawings]

[0010] [Figure 1] 1 is a schematic block diagram showing a distance calculation device according to an embodiment of the present invention; [Diagram 2] 4 is a flowchart for setting a subtraction rate in a calculation unit included in the distance calculation device shown in FIG. [Diagram 3] 4 is a flowchart for deriving a first air conditioning consumption rate in a calculation unit included in the distance calculation device shown in FIG. [Figure 4] 4 is a flowchart for deriving a second air conditioning consumption rate in a calculation unit included in the distance calculation device shown in FIG. [Diagram 5]4 is a flowchart for deriving a first initial value of a first subtraction rate in a calculation unit included in the distance calculation device shown in FIG. [Figure 6] 4 is a flowchart for deriving a second initial value of a second subtraction rate in a calculation unit included in the distance calculation device shown in FIG. [Figure 7] 3 is an example of a map of a basic deduction rate related to setting of the deduction rate shown in FIG. 2. [Figure 8] 3 is an example of a map of conversion coefficients related to setting of the subtraction rate shown in FIG. 2. [Figure 9] 3 is an example of a map of a first correction value related to setting of a subtraction rate shown in FIG. 2. [Figure 10] 3 is an example of a map of a second correction value related to setting of a subtraction rate shown in FIG. 2. [Figure 11] 3 is an example of a map of a third correction value related to setting of a subtraction rate shown in FIG. 2. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described with reference to the accompanying drawings.

[0012] A distance calculation device A10 according to one embodiment of the present invention will be described with reference to Fig. 1 to Fig. 11. As shown in Fig. 1, the distance calculation device A10 includes an air conditioner 10, a control unit 20, a monitoring unit 30, a calculation unit 40, a display unit 50, and a battery 80. The elements including the air conditioner 10 and the control unit 20 are also referred to as an HVAC (Heating Ventilating and Air Conditioning unit).

[0013] First, the configuration of the distance calculation device A10 will be described with reference to FIG.

[0014] The air conditioner 10 includes a case 11, a blower 12, an evaporator 13, a heater core 14, and an air mix door 15. The case 11 houses the blower 12, the evaporator 13, the heater core 14, and the air mix door 15. In the air conditioner 10, air flowing into the case 11 by operation of the blower 12 is temperature-adjusted by the evaporator 13, the heater core 14, and the air mix door 15. The temperature-adjusted air flows out from various outlets (not shown) provided in the vehicle interior. The case 11 is made of a resin containing, for example, polypropylene.

[0015] Inside the case 11, a first passage 111 and a second passage 112 are provided. Air flowing into the case 11 by the operation of the blower 12 flows down through the first passage 111. The air flowing down through the first passage 111 is cooled by the evaporator 13, or passes through the evaporator 13 as is, and is then heated appropriately by the heater core 14. The second passage 112 is located downstream of the first passage 111 in the air flow direction, and is connected to the first passage 111. In the second passage 112, the air cooled by the evaporator 13 or passes through the evaporator 13 as is in the first passage 111 is mixed with the air heated appropriately by the heater core 14 in the first passage 111. The air mixed in the second passage 112 flows down toward various outlets provided in the vehicle cabin.

[0016] The first passage 111 includes an intermediate passage 111A. The intermediate passage 111A is an air flow passage in the first passage 111 that runs from the evaporator 13 to the second passage 112. The intermediate passage 111A is divided into two systems. One of the two systems runs from the evaporator 13 to the heater core 14. The other of the two systems runs from the evaporator 13 to the second passage 112 without passing through the heater core 14.

[0017] The blower 12 is located upstream of the first passage 111 in the direction in which air flows downward. The blower 12 takes in air from a supply port (not shown) of the case 11 into the inside of the case 11, and causes the air to flow downward into the first passage 111. The blower 12 drives a motor (not shown) in response to a command from the control unit 20 and rotates a fan (not shown), thereby causing air to flow downward from the outside toward the first passage 111.

[0018] The evaporator 13 is disposed in the first passage 111 of the case 11. The evaporator 13 crosses the first passage 111. The evaporator 13 is an element constituting the air cooling cycle in the air conditioner 10. The air cooling cycle in the air conditioner 10 is constituted by a compressor (not shown), a condenser (not shown), an expansion valve (not shown), and the evaporator 13, in that order. The compressor compresses the refrigerant by electric power or the like. The refrigerant is, for example, hydrofluorocarbon. The condenser condenses and liquefies the compressed refrigerant. The expansion valve reduces the pressure and expands the liquefied refrigerant. The evaporator 13 cools the air by heat exchange caused by the evaporation of the reduced-pressure and expanded refrigerant.

[0019] The heater core 14 is disposed in the case 11 at the boundary between the first passage 111 (one system of the intermediate passage 111A) and the second passage 112. The heater core 14 heats air passing through the evaporator 13 and flowing down one system of the intermediate passage 111A of the first passage 111. In the air conditioner 10, the heater core 14 heats the air by heat exchange with water heated by a heater (not shown).

[0020] The air mix door 15 is disposed in the intermediate passage 111A of the first passage 111 of the case 11. In the air conditioner 10, the air mix door 15 rotates in a direction perpendicular to the flow direction of air in the intermediate passage 111A. The air mix door 15 rotates by an actuator such as a servo motor. Alternatively, the air mix door 15 may be moved by a rack and pinion mechanism that converts the rotational motion obtained by the actuator into a reciprocating motion. The air mix door 15 moves, dividing the intermediate passage 111A into two systems. This allows the ratio of the amount of air flowing down each of the two systems of the intermediate passage 111A to be appropriately adjusted.

[0021] The control unit 20 is an ECU (Electric Control Unit) that controls the operation of the air conditioner 10. The ECU is realized by a microcomputer equipped with a CPU and a memory. The control unit 20 controls the operation of the blower 12 according to the setting by the vehicle occupant, thereby controlling the amount of air (air volume) discharged from various outlets provided in the vehicle compartment. The control unit 20 controls the temperature of heat supplied to the heater core 14. The control unit 20 activates / stops the air cooling cycle in the air conditioner 10, including the evaporator 13 and the compressor, according to the ON / OFF of the A / C switch by the vehicle occupant. Furthermore, the control unit 20 controls the opening degree of the air mix door 15 according to the setting by the vehicle occupant, thereby controlling the temperature of air discharged from various outlets provided in the vehicle compartment.

[0022] In the distance calculation device A10, the control unit 20 grasps in real time information related to the operating status of the air conditioner 10. The information related to the operating status of the air conditioner 10 includes the ON / OFF status of the blower 12, the ON / OFF status of the A / C switch, and the temperature setting of the air conditioner 10 set by a vehicle occupant. The information grasped by the control unit 20 is transmitted to the calculation unit 40.

[0023] The battery 80 supplies the air conditioner 10 with power for operating the air conditioner 10. Examples of power for operating the air conditioner 10 include power for operating the blower 12, power for operating an air cooling cycle in the air conditioner 10 including the evaporator 13 and the compressor, and power for heating the heater core 14. Furthermore, the battery 80 supplies power to a motor related to the running of the vehicle to the motor.

[0024] The monitoring unit 30 grasps information related to the driving status of the vehicle and information related to the operating status of the air conditioner 10 in real time from when the power of the vehicle is started to when it is stopped. The information related to the driving status of the vehicle is the vehicle's travel distance L [km], the first power consumption p1 [kwh], and the average speed of the vehicle [km / h]. The first power consumption p1 is the power consumption of the motor and the like relative to the vehicle's travel distance L. The information related to the operating status of the air conditioner 10 is the second power consumption p2 [kwh]. The second power consumption p2 is the power consumption related to the operation of the air conditioner 10. Furthermore, the monitoring unit 30 grasps information such as the outside air temperature t [°C], the vehicle interior temperature [°C], the remaining power X [kwh] of the battery 80, and the charging rate [%] of the battery 80 in real time. The information grasped by the monitoring unit 30 is transmitted to the calculation unit 40.

[0025] The calculation unit 40 calculates the vehicle's remaining driving distance Y [km] based on the information transmitted from the control unit 20 and the monitoring unit 30. The vehicle's remaining driving distance Y is calculated by the following formula. As shown in the following formula, the vehicle's remaining driving distance Y is calculated using the vehicle's driving distance L, the first power consumption p1, the remaining power amount X of the battery 80, and the subtraction rate Z as factors. The calculation unit 40 sets the subtraction rate Z. The unit of the subtraction rate Z is % (percent).

number

[0026] The display unit 50 displays in real time the remaining driving distance Y of the vehicle calculated by the calculation unit 40. This allows the driver of the vehicle to check the remaining driving distance Y of the vehicle. The display unit 50 is provided, for example, on the instrument panel of the vehicle.

[0027] Next, a method for setting the subtraction rate Z in the calculation unit 40 will be described with reference to FIGS.

[0028] Based on the flow shown in FIG. 2, the calculation unit 40 sets the subtraction rate Z for calculating the vehicle's driving distance Y. The calculation unit 40 sets the subtraction rate Z using the operating status of the air conditioner 10 and the second power consumption p2 as factors. The operating status of the air conditioner 10 taken into consideration when setting the subtraction rate Z are the ON / OFF status of the blower 12 and the ON / OFF status of the A / C switch. As shown in FIG. 2, when the blower 12 is OFF and the A / C switch is OFF, the subtraction rate Z is set to the value of the following formula (1). When the blower 12 is ON and the A / C switch is ON, the subtraction rate Z is set to the value of the following formula (2). When the blower 12 is ON and the A / C switch is OFF, the subtraction rate Z is set to the value of the following formula (3).

number

[0029] Here, the first subtraction rate Z1 [%] is a reference value of the subtraction rate Z taking into consideration the case where the blower 12 is ON and the A / C switch is ON. The second subtraction rate Z2 [%] is a reference value of the subtraction rate Z taking into consideration the case where the blower 12 is ON and the A / C switch is OFF. The first subtraction rate Z1 and the second subtraction rate Z2 are always derived in the calculation unit 40. The value of the second subtraction rate Z2 is equal to or less than the value of the first subtraction rate Z1. However, it is assumed that the calculated value of the second subtraction rate Z2 will exceed the calculated value of the first subtraction rate Z1 due to the influence of the regeneration of the remaining power amount X of the battery 80 accompanying the vehicle running, for example. In this case, as shown in FIG. 2, the above-mentioned formula (2) is applied as the subtraction rate Z even when the blower 12 is ON and the A / C switch is OFF. The first correction value c1 [%] is a correction value for the subtraction rate Z that takes into account the state of charge (SOC) [%] of the battery 80. The first correction value c1 is determined based on a map of the first correction value c1 shown in Fig. 9. The map of the first correction value c1 is expressed by a function that uses the state of charge of the battery 80 as a variable. The map of the first correction value c1 is preset in the calculation unit 40.

[0030] The first subtraction rate Z1 includes a first learning value Z11 [%] and a first initial value Z12 [%]. In principle, the first subtraction rate Z1 is the first learning value Z11 derived by the calculation unit 40 based on information obtained from the control unit 20 and the monitoring unit 30. However, when information required to derive the first learning value Z11 is not sufficiently obtained from the monitoring unit 30, such as when the vehicle is started from a power-stopped state for a long period of time, the first initial value Z12 is applied as the first subtraction rate Z1. When the first initial value Z12 is applied as the first subtraction rate Z1, the first subtraction rate Z1 is switched from the first initial value Z12 to the first learning value Z11 at the point when it becomes possible to derive the first learning value Z11.

[0031] The second subtraction rate Z2 includes a second learned value Z21 [%] and a second initial value Z22 [%]. In principle, the second subtraction rate Z2 is the second learned value Z21 derived by the calculation unit 40 based on information obtained from the control unit 20 and the monitoring unit 30. However, when information required to derive the second learned value Z21 is not sufficiently obtained from the monitoring unit 30, such as when the vehicle is started from a power-stopped state for a long period of time, the second initial value Z22 is applied as the second subtraction rate Z2. When the second initial value Z22 is applied as the second subtraction rate Z2, the second subtraction rate Z2 is switched from the second initial value Z22 to the second learned value Z21 when it becomes possible to derive the second learned value Z21.

[0032] In the calculation unit 40, the first air conditioning consumption rate W1 [%] and the second air conditioning consumption rate W2 [%] are constantly derived for each unit time based on information obtained from the control unit 20 and the monitoring unit 30. The unit time is, for example, 1 second. The first air conditioning consumption rate W1 in a normal vehicle driving state is the ratio of the second power consumption p2 to the sum of the first power consumption p1 and the second power consumption p2, on the condition that the blower 12 is ON and the A / C switch is ON. The first learned value Z11 is derived based on the first air conditioning consumption rate W1. The second air conditioning consumption rate W2 in a normal vehicle driving state is the ratio of the second power consumption p2 to the sum of the first power consumption p1 and the second power consumption p2, on the condition that the blower 12 is ON and the A / C switch is OFF. The second learned value Z21 is derived based on the second air conditioning consumption rate W2. The first air conditioning consumption rate W1 and the second air conditioning consumption rate W2 are stored in the calculation unit 40.

[0033] The first learned value Z11 is derived as an n-times moving average of the first air conditioning consumption rate W1. Therefore, the first learned value Z11 is derived using the second power consumption p2 as a factor. The first learned value Z11 is stored in the calculation unit 40 and updated as appropriate. For example, if the target period of the first air conditioning consumption rate W1 for deriving the first learned value Z11 is 10 minutes, n is 600. The first air conditioning consumption rate W1 is derived based on the flow shown in FIG. 3. Equations (4), (4)', and (4)'' shown in FIG. 3 are as follows. Here, the first air conditioning consumption rate W1 needs to be constantly derived in correspondence with the second air conditioning consumption rate W2 for each unit time. For this reason, equation (4)'' is given as the value of the first air conditioning consumption rate W1 to be applied when the A / C switch is OFF.

number

[0034] Here, the basic subtraction rate Z0 [%] is a basic value of the subtraction rate Z considering the blower 12 being ON and the A / C switch being ON. The basic subtraction rate Z0 is determined based on a map of the basic subtraction rate Z0 shown in FIG. 7. The map of the basic subtraction rate Z0 is expressed by a function with the outside air temperature t [°C] as a variable. The second correction value c2 [%] is a correction value of the subtraction rate Z considering the vehicle interior temperature. The second correction value c2 is determined based on a map of the second correction value c2 shown in FIG. 10. The map of the second correction value c2 is expressed by a function with the value [°C] obtained by subtracting the set temperature of the air conditioner 10 from the vehicle interior temperature as a variable. The third correction value c3 [%] is a correction value of the subtraction rate Z considering the average speed of the vehicle. The third correction value c3 is determined based on a map of the third correction value c3 shown in FIG. 11. The map of the third correction value c3 is represented by a function with the accumulated average vehicle speed [km / h] as a variable. The conversion coefficient K is the ratio of the second air conditioning consumption rate W2 to the first air conditioning consumption rate W1. The conversion coefficient K is determined based on the map of the conversion coefficient K shown in FIG. 8. The map of the conversion coefficient K is represented by a function with the outside air temperature t [°C] as a variable. The maps of the basic subtraction rate Z0, the second correction value c2, the third correction value c3, and the conversion coefficient K are preset in the calculation unit 40.

[0035] The "judgment conditions" shown in FIG. 3 are any of the following: the blower 12 is OFF; the vehicle speed is less than 1 km / h; the accelerator of the vehicle is OFF; the first air conditioning consumption rate W1 is 0% or less or 100% or more; and the sum of the first power consumption p1 and the second power consumption p2 is 0 kWh. Here, when the blower 12 is OFF, the subtraction rate Z set by the calculation unit 40 is 0% according to the above-mentioned formula (1). However, since the first learning value Z11 is always derived by the calculation unit 40 even when the blower 12 is OFF, the "judgment conditions" in the distance calculation device A10 include the case where the blower 12 is OFF. However, the "judgment conditions" are merely examples. Therefore, the "judgment conditions" can be changed as appropriate according to the accuracy required for the distance calculation device A10.

[0036] The second learned value Z21 is derived as an n-times moving average of the second air conditioning consumption rate W2. Therefore, the second learned value Z21 is derived using the second power consumption p2 as a factor. The second learned value Z21 is stored in the calculation unit 40 and updated as appropriate. For example, if the target period of the second air conditioning consumption rate W2 for deriving the second learned value Z21 is 10 minutes, n is 600. The second air conditioning consumption rate W2 is derived based on the flow shown in FIG. 4. Equations (5), (5)', and (5)'' shown in FIG. 4 are as follows. Here, the second air conditioning consumption rate W2 needs to be constantly derived in correspondence with the first air conditioning consumption rate W1 for each unit time. For this reason, equation (5)'' is given as the value of the second air conditioning consumption rate W2 to be applied when the A / C switch is ON. Furthermore, the "judgment condition" shown in FIG. 4 is the same as the "judgment condition" shown in FIG. 3. Here, since the second learned value Z21 is always derived by the calculation unit 40 even when the blower 12 is OFF, the "determination conditions" for deriving the second air conditioning consumption rate W2 also include the case where the blower 12 is OFF.

number

[0037] The first initial value Z12 is derived based on the flow shown in Fig. 5. Equation (6) and equation (6)' shown in Fig. 5 are as follows. T shown in Fig. 5 can be freely set according to the accuracy required for the distance calculation device A10. The first final subtraction rate Z1p [%] in equation (6)' is the value of the first subtraction rate Z1 at the time when the vehicle's power was stopped the previous time.

number

[0038] The second initial value Z22 is derived based on the flow shown in Fig. 6. Equation (7) and equation (7)' shown in Fig. 6 are as follows. T shown in Fig. 6 can be freely set according to the accuracy required for the distance calculation device A10. The second final subtraction rate Z2p [%] in equation (7)' is the value of the second subtraction rate Z2 at the time when the vehicle's power was stopped the previous time.

number

[0039] Next, the effects of the distance calculation device A10 will be described.

[0040] The distance calculation device A10 includes an air conditioner 10, a battery 80, a control unit 20, a monitoring unit 30, and a calculation unit 40. The calculation unit 40 calculates the vehicle's remaining distance Y using the first power consumption p1, the remaining power X of the battery 80, and a subtraction rate Z as factors. The calculation unit 40 sets the subtraction rate Z using the operating status of the air conditioner 10 and the second power consumption p2 as factors. With this configuration, the vehicle's remaining distance Y is calculated as a value reduced by the subtraction rate Z. The subtraction rate Z is a value that reflects the operating status of the air conditioner 10, such as the ON / OFF status of the A / C switch, and the actual power consumption of the air conditioner 10. Therefore, with this configuration, the distance calculation device A10 can more accurately calculate the vehicle's remaining distance Y.

[0041] When the blower 12 is ON, the subtraction rate Z is set as a value obtained by adding the first correction value c1 to either the first subtraction rate Z1 or the second subtraction rate Z2. Therefore, the calculation unit 40 sets the subtraction rate Z using the charging rate of the battery 80 as a factor. Here, as shown in FIG. 9, the first correction value c1 increases as the charging rate of the battery 80 decreases. With this configuration, the subtraction rate Z is set higher as the charging rate of the battery 80 decreases. This shifts the calculation result of the vehicle's drivable distance Y to a safer side, making it possible to more reliably prevent the vehicle from becoming unable to travel due to a lack of power in the battery 80.

[0042] In the calculation unit 40, the first air conditioning consumption rate W1 and the second air conditioning consumption rate W2 are constantly derived for each unit time. The first air conditioning consumption rate W1 is determined on the condition that the blower 12 is ON and the A / C switch is ON. The first learned value Z11 is derived based on the first air conditioning consumption rate W1. The second air conditioning consumption rate W2 is determined on the condition that the blower 12 is ON and the A / C switch is OFF. The second learned value Z21 is derived based on the second air conditioning consumption rate W2. With this configuration, the subtraction rate Z reflects both the states when the A / C switch is ON and when it is OFF. This makes it possible to more effectively improve the accuracy of the vehicle's driving range Y.

[0043] The present invention is not limited to the above-described embodiment, and the specific configuration of each part of the present invention can be freely designed in various ways. [Explanation of symbols]

[0044] A10: Distance calculation device 10:Air conditioner 11: Case 111: 1st aisle 111A: Middle road 112:Second aisle 12: Blower 13: Evaporator 14: Heater core 15: Air mix door 20: Control unit 30: Monitoring Department 40: Arithmetic section 50:Display section 80:Battery Y: (Vehicle) driving range Z: Subtraction rate X: (battery) remaining power p1: 1st power consumption p2:Second power consumption

Claims

1. An air conditioner; a battery for supplying power to the air conditioner; A control unit that controls the operation of the air conditioner; a monitoring unit that grasps a first power consumption amount related to vehicle running, a second power consumption amount related to operation of the air conditioner, and a remaining power amount of the battery; A calculation unit that calculates a possible driving distance based on information transmitted from the control unit and the monitoring unit, the calculation unit calculates the possible travel distance using the first power consumption amount, the remaining power amount of the battery, and a subtraction rate as factors; The calculation unit sets the subtraction rate using an operating status of the air conditioner and the second power consumption amount as factors.

2. The distance calculation device according to claim 1 , wherein the calculation unit sets the subtraction rate using a charging rate of the battery as a factor.

Images