Display control device

Abstract

To display an estimated consumption rate calculated with excellent accuracy.SOLUTION: A display control device includes a drive device driving a drive shaft connected to an axle and a display device displaying information, is used for a vehicle mounting at least one of fuel and electricity as an energy source to travel, displays an estimated consumption rate estimated as a future energy consumption rate of the vehicle on a display device, estimates an average vehicle speed of the vehicle on the basis of a prescribed parameter reflecting a travelable distance as a distance that the vehicle can travel with an amount of the energy source mounted on the vehicle or a travelable distance, and calculates the estimated consumption rate on the basis of the estimated average vehicle speed.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] This disclosure relates to a display control device.

Background Art

[0002] Conventionally, as a cruising range calculation device for calculating the cruising range of a vehicle, a device used for a vehicle equipped with a power storage device (secondary battery) has been proposed (see, for example, Patent Document 1). In this device, the average vehicle speed in the past running for a predetermined distance is calculated, and the energy consumption rate corresponding to the average vehicle speed is derived from a table showing the relationship between the energy consumption rate (electricity cost) of the vehicle and the vehicle speed. Then, the cruising range is calculated based on the derived energy consumption rate and the power storage ratio of the power storage device.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, when a display device for displaying information in the passenger compartment is provided, and an estimated consumption rate estimated as the future energy consumption rate of the vehicle is displayed on this display device, it is recognized as an important issue to display the estimated consumption rate calculated with high accuracy. In the above-described cruising range calculation device, the estimated consumption rate is derived using the average vehicle speed in the past running. The average vehicle speed in the past running may deviate from the average vehicle speed in future running, and there may be cases where the estimated consumption rate cannot be calculated with high accuracy.

[0005] The main object of the display control device of this disclosure is to display the estimated consumption rate calculated with high accuracy.

Means for Solving the Problems

[0006] The display control device of the present disclosure employs the following means to achieve the main objective described above. The first display control device of the present disclosure is used in a vehicle that runs on fuel and electricity as an energy source, and has a drive device that drives a drive shaft connected to an axle and a display device that displays information, and displays an estimated consumption rate, which is estimated to be the future energy consumption rate of the vehicle, on the display device, and the gist of the device is to estimate the average vehicle speed of the vehicle based on predetermined parameters that reflect the drivable distance, which is the distance the vehicle can travel with the amount of energy source installed in the vehicle, and to calculate the estimated consumption rate based on the estimated average vehicle speed.

[0007] In the display control device of this disclosure, the average vehicle speed of the vehicle is estimated based on predetermined parameters that reflect the drivable distance, which is the distance the vehicle can travel based on the amount of energy sources installed in the vehicle, or based on the drivable distance, and the estimated consumption rate is calculated based on the estimated average vehicle speed. When the drivable distance is long, it is considered that the frequency of high-speed driving is higher and the average vehicle speed is higher compared to when it is short. Therefore, by estimating the average vehicle speed of the vehicle based on predetermined parameters that reflect the drivable distance, the average vehicle speed can be estimated with greater accuracy. Since the estimated consumption rate is calculated based on the average vehicle speed thus estimated, the estimated consumption rate can be calculated with greater accuracy. As a result, the estimated consumption rate calculated with greater accuracy can be displayed. Here, "predetermined parameters" include the amount of energy sources installed in the vehicle, the estimated drivable distance from the vehicle's current location to the destination calculated by the navigation system installed in the vehicle, and the driver's driving history from when the driver has driven the vehicle in the past.

[0008] In the first display control device of this disclosure, the drive device includes a motor for driving and a power storage device that exchanges power with the motor, and the predetermined parameter is the power storage ratio of the power storage device, and the average vehicle speed may be estimated using the power storage ratio and a predetermined relationship set in advance as the relationship between the power storage ratio and the average vehicle speed, and the estimated power consumption may be calculated as the estimated consumption rate based on the average vehicle speed.

[0009] In this case, the vehicle may have an air conditioning system that operates by receiving power and provides air conditioning in the passenger compartment, and a first energy consumption, which is an estimated value of the running energy consumption, and a second energy consumption, which is an estimated value of the air conditioning energy consumption, may be set based on the average vehicle speed, and the estimated energy consumption may be calculated by adding the second energy consumption to the first energy consumption.

[0010] The second display control device of this disclosure is used in a vehicle that runs using at least one of fuel or electricity as an energy source, and has a drive unit that drives a drive shaft connected to an axle, an air conditioning unit that provides air conditioning in the passenger compartment, and a display device that displays information, and displays an estimated consumption rate, which is estimated to be the future energy consumption rate of the vehicle, on the display device, and the gist of the display control device is to set the first and second consumption rates such that when the amount of the energy source installed in the vehicle is large, the first consumption rate as the estimated distance traveled per unit amount of energy becomes smaller and the second consumption rate as the estimated distance traveled per unit energy consumed by the air conditioning unit becomes larger compared to when the amount is small, and the sum of the first consumption rate and the second consumption rate is the estimated consumption rate.

[0011] In the second display control device of this disclosure, when the amount of energy source installed in the vehicle is large, the first consumption rate as the estimated distance traveled per unit amount of energy becomes smaller and the second consumption rate as the estimated distance traveled per unit energy consumed by the air conditioning system becomes larger compared to when the amount of energy source installed in the vehicle is small. The first and second consumption rates are set to be the estimated consumption rate, and the sum of the first and second consumption rates is taken as the estimated consumption rate. When the amount of energy source installed in the vehicle is large, the distance traveled becomes longer and the frequency of high-speed driving increases compared to when the amount of energy source is small. As a result, the driving resistance increases and the first consumption rate decreases. Also, as the distance traveled increases, the second consumption rate increases. Therefore, when the amount of energy source installed in the vehicle is large, by setting the first and second consumption rates as the estimated distance traveled per unit energy consumed by the air conditioning system becomes smaller and the second consumption rate as the estimated distance traveled per unit energy consumed by the air conditioning system becomes larger compared to when the amount of energy source installed in the vehicle is small, the driving energy consumption and air conditioning energy consumption can be set with greater accuracy and the estimated energy consumption can be calculated with greater accuracy. As a result, it is possible to display an estimated consumption rate that has been calculated with high accuracy.

[0012] The third display control device of this disclosure is used in a vehicle having a drive unit having a motor for driving, a power storage device that exchanges power with the motor, and a display device for displaying information, and displays the estimated power consumption, which is estimated to be the future power consumption of the vehicle, as an estimated consumption rate on the display device, and the gist of the device is to increase the estimated power consumption when the power storage ratio of the power storage device is large compared to when it is small.

[0013] In the third display control device of this disclosure, when the charge level of the energy storage device is high, the estimated energy consumption is increased compared to when it is low. When the charge level of the energy storage device is high, the drivable range, which is the distance the vehicle can travel with that charge level, is considered to be longer compared to when it is low. When the drivable range is long, the frequency of high-speed driving is higher compared to when it is short, and therefore the energy consumption is considered to be higher. Therefore, by increasing the estimated energy consumption when the charge level of the energy storage device is high compared to when it is low, the estimated energy consumption, i.e., the estimated consumption rate, can be set with greater accuracy. As a result, the estimated consumption rate can be displayed with greater accuracy. [Brief explanation of the drawing]

[0014] [Figure 1] A schematic diagram of an electric vehicle 20 equipped with the display control device of this embodiment. [Figure 2] A flowchart illustrating an example of a display routine. [Figure 3] An explanatory diagram showing an example of the relationship between the State of Charge (SOC) and the average vehicle speed (Vav). [Figure 4] An explanatory diagram showing an example of the relationship between the driving range Rd and the average vehicle speed Vav. [Modes for carrying out the invention]

[0015] Embodiments of this disclosure will be described with reference to the drawings. Figure 1 is a schematic diagram of an electric vehicle 20 equipped with a display control device of this embodiment. As shown in the figure, the electric vehicle 20 of this embodiment includes a motor 32 for driving, an inverter 34, a battery 36 as an energy storage device, an air conditioning system 40, a navigation system 42, and an electronic control unit (hereinafter referred to as "ECU") 50.

[0016] The motor 32 is configured as a synchronous regenerative motor and comprises a rotor with permanent magnets embedded in a rotor core and a stator with three-phase coils wound around a stator core. The rotor of the motor 32 is connected to a drive shaft 26 which is connected to the drive wheels 22a and 22b via a differential gear 24.

[0017] The inverter 34 is used to drive the motor 32 and is connected to the power line 38 together with the battery 36. The inverter 34 comprises six switching elements, transistors T11 to T16, and six diodes D11 to D16, each connected in parallel to the six transistors T11 to T16. The transistors T11 to T16 are arranged in pairs, with two on each side, acting as the source and sink sides for the positive and negative terminal lines of the power line 38. Each connection point of a pair of transistors T11 to T16 is connected to each of the three-phase (U-phase, V-phase, W-phase) coils of the motor 32. Therefore, when voltage is applied to the inverter 34, the ECU 50 adjusts the ratio of the on-times of the paired transistors T11 to T16, thereby forming a rotating magnetic field in the three-phase coils and driving the motor 32 to rotate.

[0018] The battery 36 is configured as, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery with a rated voltage of several hundred volts, and as described above, it is connected to the power line 38 together with the inverter 34.

[0019] The air conditioning unit 40 is configured as a device for harmonizing the air in the passenger compartment. The air conditioning unit 40 is powered by battery 36 or an auxiliary battery (not shown) with a lower rated power than battery 36. The air conditioning unit 40 is controlled by ECU 50.

[0020] The navigation system 42 is a system that guides the vehicle to a set destination and includes a map information database and a display unit (not shown). The map information database stores map information such as the road surface pavement condition, road width, number of lanes, sidewalk width, permitted vehicle directions, and legal speed limits for each section. When a destination is set, the navigation system 42 sets a route and provides route guidance based on the destination information, the current location (current position of the vehicle) obtained by GPS, and the information stored in the map information database.

[0021] The ECU 50 includes a microcomputer, which has a CPU, a ROM, a RAM, a flash memory, input / output ports, and communication ports. The ECU 50 inputs signals from various sensors via the input ports. For example, the ECU 50 inputs the rotational position θm from a rotational position sensor (e.g., resolver) 32a that detects the rotational position of the rotor of the motor 32, and the phase currents Iv and Iw from current sensors 32v and 32w that detect the V-phase and W-phase currents of the motor 32. It also inputs the voltage Vb from a voltage sensor 36v attached between the terminals of the battery 36 and the current Ib from a current sensor 36i attached to the output terminal of the battery 36. The start signal from the start switch 60, the shift position SP from a shift sensor 62 that detects the operation position of the shift lever 61, the accelerator opening Acc from an accelerator sensor 64 that detects the depression amount of the accelerator pedal 63, the brake pedal position from a brake sensor 66 that detects the depression amount of the brake pedal 65, and the vehicle speed V from a vehicle speed sensor 67 are also input.

[0022] The ECU 50 outputs various control signals via the output ports. For example, the ECU 50 outputs control signals to the plurality of switching elements of the inverter 34 and information to a display device 70 for display. The ECU 50 calculates the motor 32 and the rotational speed Nm based on a control rotational position θmc based on the rotational position θm of the rotor of the motor 32 from the rotational position sensor 32a. It also calculates the state of charge SOC of the battery 36 based on the integrated value of the current Ib. The state of charge SOC is the ratio of the dischargeable power to the total capacity of the battery 36.

[0023] In the electric vehicle 20 equipped with the display control device of the present embodiment configured in this way, the ECU 50 sets a required torque Td* (required for the drive shaft 26) required for running based on the accelerator opening Acc and the vehicle speed V, sets the set required torque Td* as a torque command Tm* for the motor 32, and performs switching control of the plurality of switching elements of the inverter 34 so that the motor 32 is driven by the torque command Tm*.

[0024] Next, we will describe the operation of the electric vehicle 20 equipped with the display control device of this embodiment, in particular, the operation when displaying the estimated energy consumption (estimated consumption rate) and driving range in the passenger compartment as an estimated value of the vehicle's future energy consumption (energy consumption rate). Figure 2 is a flowchart showing an example of a display routine executed by the ECU 50 of this embodiment. This routine is executed once per trip (the period from system startup to system shutdown) after the start switch 60 is turned on and the electric vehicle 20 is started up.

[0025] When this routine is executed, the CPU of the ECU 50 (not shown) performs the process of inputting the charge level SOC and the energy Wm of the motor 32 (step S100). The charge level SOC is input based on the integrated value of the current Ib. The energy Wm is the energy of the motor 32 when it is running for a predetermined time T1 (for example, 2 minutes, 3 minutes, 5 minutes, etc.). For the predetermined time T1, the charge / discharge power Pb of the battery 36, obtained as the product of the voltage Vb of the battery 36 from the voltage sensor 36a and the current Ib of the battery 36 from the current sensor 36b, is subtracted from the power consumption Pac of the air conditioning unit 40, and the result is multiplied by the predetermined time T1. Note that this running power Pd may be calculated as the product of the torque command Tm* of the motor 32 and the rotational speed Nm.

[0026] Next, based on the charge ratio SOC, the average vehicle speed Vav is estimated as the average vehicle speed V during future driving (step S110). In step S110, the relationship between the charge ratio and the average vehicle speed is determined in advance through experiments or machine learning, and when the charge ratio SOC is given, the average vehicle speed corresponding to the charge ratio SOC is estimated as the average vehicle speed Vav from the relationship (predetermined relationship) between the charge ratio and the average vehicle speed. Figure 3 is an explanatory diagram showing an example of the relationship between the charge ratio SOC and the average vehicle speed Vav. As shown in the figure, when the charge ratio SOC is high, the average vehicle speed Vav is higher than when it is low. This is because when the charge ratio SOC is high, the driving distance Rd, which is the distance that can be traveled with the amount of electricity that can be discharged from the battery 36, is longer than when it is low, and when the driving distance Rd is long, the frequency of high-speed driving is higher than when it is short, and the average vehicle speed Vav is considered to be high. By estimating the average vehicle speed Vav based on the charge ratio SOC in this way, the average vehicle speed Vav can be estimated with greater accuracy.

[0027] Next, the driving energy consumption (first energy consumption, first consumption rate) Ecd is calculated as an estimated value of the driving energy consumption for the upcoming drive (step S120). Driving energy consumption Ecd is the distance traveled per unit discharge power (unit energy amount) of the battery 36. Driving energy consumption Ecd is calculated by multiplying the basic value of driving energy consumption Ecdb by a coefficient K that is set to be smaller when the average vehicle speed Vav is large compared to when it is small. Therefore, driving energy consumption Ecd is smaller when the average vehicle speed Vav is large compared to when it is small. This is because the driving energy consumption decreases when the average vehicle speed Vav is large compared to when it is small due to the increased driving resistance.

[0028] Next, the air conditioning power consumption (second power consumption, second consumption rate) Eca is calculated as an estimated value of the air conditioning power consumption for the upcoming drive (step S130). The air conditioning power consumption Eca is the distance traveled by the electric vehicle 20 per unit power consumption (unit energy consumption) of the air conditioning unit 40. The air conditioning power consumption Eca is calculated by dividing the distance L2 traveled by the electric vehicle 20 in a predetermined time T2 by the amount of power consumed by the air conditioning unit 40 in a predetermined time T2 Whca. Here, the distance L2 is calculated by multiplying the average vehicle speed Vav by the predetermined time T2, and the amount of power consumed Whca is calculated by multiplying the average power consumption Pa of the air conditioning unit 40 by the predetermined time T2. Therefore, the air conditioning power consumption Eca is calculated by dividing the average vehicle speed Vav by the average power consumption Pa, and it is larger when the average vehicle speed Vav is high compared to when it is low.

[0029] After calculating the driving energy consumption Ecd and the air conditioning energy consumption Eca, the estimated energy consumption Ec of the electric vehicle 20 is calculated by adding the air conditioning energy consumption Eca to the driving energy consumption Ecd (step S140). Since the estimated energy consumption Ec is calculated using the average vehicle speed Vav which has been estimated with high accuracy, the estimated energy consumption Ec can be calculated with greater accuracy.

[0030] Then, the charge level (SOC) of the battery 36 is multiplied by a conversion factor ke to convert the charge level (SOC) of the battery 36 into the amount of energy that can be discharged from the battery 36, Wbsoc. The amount of energy Wbsoc is then divided by the estimated energy consumption (Ec) to calculate the driving range Rd (step S150). The calculated estimated energy consumption (Ec) and driving range Rd are then displayed on the display device 70 (step S160), and this routine ends. Because the driving range Rd is calculated using the estimated energy consumption (Ec) with high accuracy, the driving range Rd can be calculated with high accuracy. As a result, the accurately calculated estimated energy consumption (Ec) and driving range Rd can be displayed on the display device 70.

[0031] According to the electric vehicle 20 equipped with the display control device of the embodiment described above, the average vehicle speed Vav of the electric vehicle 20 is estimated based on the charge storage ratio SOC, and the estimated energy consumption Ec is calculated based on the estimated average vehicle speed Vav, thereby enabling the display of the accurately calculated estimated energy consumption Ec.

[0032] Furthermore, by estimating the average vehicle speed Vav using the State of Charge (SOC) and a predetermined relationship between the SOC and the average vehicle speed Vav, and then calculating the estimated energy consumption Ec based on the average vehicle speed Vav, it is possible to display the accurately calculated estimated energy consumption Ec.

[0033] Furthermore, the electric vehicle 20 has an air conditioning system 40 that operates by receiving power and provides air conditioning in the passenger compartment. By setting the driving energy consumption Ecd and the air conditioning energy consumption Eca based on the average vehicle speed Vav, and adding the air conditioning energy consumption Eca to the driving energy consumption Ecd to calculate the estimated energy consumption Ec, a more accurate estimated energy consumption Ec can be calculated.

[0034] In the embodiment described above, the average vehicle speed Vav is estimated based on the energy storage ratio SOC, and the estimated energy consumption Ec is calculated based on the average vehicle speed Vav. However, the estimated energy consumption Ec may also be calculated based on the energy storage ratio SOC without estimating the average vehicle speed Vav. In this case, when the energy storage ratio SOC is high, the estimated energy consumption Ec should be set higher than when it is low.

[0035] In the embodiment described above, the driving energy consumption Ecd is set to be smaller when the average vehicle speed Vav is large compared to when it is small. However, since the average vehicle speed Vav is larger when the energy storage ratio SOC is large compared to when it is small, the driving energy consumption Ecd may also be set to be larger when the energy storage ratio SOC is large compared to when it is small.

[0036] In the embodiment described above, the air conditioning power consumption Eca is set to be higher when the average vehicle speed Vav is high compared to when it is low. However, since the average vehicle speed Vav is higher when the energy storage ratio SOC is high compared to when it is low, the air conditioning power consumption Eca may also be set to be lower when the energy storage ratio SOC is high compared to when it is low.

[0037] In the embodiment described above, the driving energy consumption Ecd and the air conditioning energy consumption Eca are calculated, and the estimated energy consumption Ec is calculated by adding the calculated driving energy consumption Ecd to the air conditioning energy consumption Eca. However, in addition to the driving energy consumption Ecd and the air conditioning energy consumption Eca, the estimated energy consumption Ec may also be calculated by adding the auxiliary equipment energy consumption, which is the distance traveled per unit energy consumed by auxiliary equipment other than the air conditioning system 40 that consumes power from the battery 36 and auxiliary battery. The auxiliary equipment energy consumption can be calculated by dividing the average vehicle speed Vav by the average power consumption of the auxiliary equipment. Furthermore, if the electric vehicle 20 is equipped with a solar power generation system capable of charging the battery 36, the estimated energy consumption Ec may also be calculated by adding the solar charging energy consumption, which is the distance traveled per unit power generated by the solar power generation system, in addition to the driving energy consumption Ecd and the air conditioning energy consumption Eca. The solar charging energy consumption can be calculated by dividing the average vehicle speed Vav by the average charging power of the solar power generation system. In addition, the learned energy consumption Ecdl obtained by learning for each trip may be used as the estimated energy consumption Ec. The learned energy consumption Ecdl is calculated by the following equation (1) when the start switch 60 is turned off and the system stops. In equation (1), "Ecd" is the energy consumption for the current trip, and is calculated by dividing the distance traveled in the current trip by the energy consumed during the trip (discharge power of battery 36). "Previous Ecdl" is the learned energy consumption Ecdl up to the previous trip. "A" is a predetermined value as the learning reflection rate. "Al" is the reflection rate of the energy consumption calculated for the current trip into the learned energy consumption Ecdl. "k" is the gain.

[0038] Ecdl = (1-A)·Previous Ecdl + A·((1-A1)·Previous Ecdl + A1·Ecd·k) ···(1)

[0039] In the embodiment described above, the average vehicle speed Vav is higher when the charge level (SOC) is high compared to when it is low. However, in electric vehicles where the average vehicle speed Vav is lower when the charge level (SOC) is high compared to when it is low, the average vehicle speed Vav may be lower when the charge level (SOC) is high compared to when it is low.

[0040] In the embodiment described above, the average vehicle speed Vav is estimated based on the energy storage ratio SOC. However, instead of the energy storage ratio SOC, or together with the energy storage ratio SOC, the average vehicle speed Vav may be estimated based on predetermined parameters that reflect the drivable distance Rd based on the amount of energy source installed in the vehicle, such as the estimated drivable distance Rd from the current location of the electric vehicle 20 to the destination calculated in the navigation system 69, or the driving history of when the driver has driven the electric vehicle 20 in the past. Alternatively, the drivable distance Rd may be used instead of the predetermined parameters. Figure 4 is an explanatory diagram showing an example of the relationship between the drivable distance Rd and the average vehicle speed Vav. As shown in the figure, when the drivable distance Rd is large, the average vehicle speed Vav is larger than when it is small. This is because when the drivable distance Rd is large, the frequency of high-speed driving is higher than when it is small. In this way, by setting the average vehicle speed Vav to be larger when the drivable distance Rd is large compared to when it is small, the average vehicle speed Vav can be set with greater accuracy.

[0041] In the embodiments described above, the display control device of the present disclosure is applied to an electric vehicle 20 that drives a drive shaft 26 connected to an axle with power from a motor 32. However, the display control device of the present disclosure may also be applied to an automobile equipped with a drive system that drives the drive shaft 26 with power from an engine instead of a motor 32. In this case, the average vehicle speed of the vehicle may be estimated based on the amount of fuel in the fuel tank, and the fuel efficiency may be calculated using the estimated average vehicle speed. In this case, when the amount of fuel is large, the average vehicle speed may be set to be larger than when the amount of fuel is small. Also, when the amount of fuel is large, the driving fuel efficiency may be set to be smaller than when the amount of fuel is small, and the air conditioning fuel efficiency may be set to be larger, and the fuel efficiency may be calculated by adding the air conditioning fuel efficiency to the set driving fuel efficiency. Furthermore, the display control device of the present disclosure may also be applied to a hybrid vehicle or the like equipped with a drive system that drives the drive shaft 26 with power from both an engine and a motor.

[0042] Furthermore, the correspondence between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem is merely an example to specifically explain the form in which the embodiment implements the invention described in the section on means for solving the problem, and does not limit the elements of the invention described in the section on means for solving the problem. In other words, the interpretation of the invention described in the section on means for solving the problem should be based on the description in that section, and the embodiment is merely one specific example of the invention described in the section on means for solving the problem.

[0043] While embodiments for implementing this disclosure have been described above, this disclosure is not limited in any way to these embodiments, and can of course be implemented in various forms without departing from the gist of this disclosure. [Industrial applicability]

[0044] This disclosure can be used in industries such as the manufacturing of display control devices. [Explanation of Symbols]

[0045] 20 electric vehicles, 50 ECUs, 70 display devices.

Claims

1. A display control device used in a vehicle that runs using at least one of fuel and electricity as an energy source, the drive device having a motor for driving and an energy storage device that exchanges power with the motor and drives a drive shaft connected to an axle, and a display device for displaying information, the display device for displaying an estimated consumption rate which is estimated to be the future energy consumption rate of the vehicle, The average vehicle speed is estimated using the charge storage ratio of the aforementioned power storage device and a predetermined relationship between the charge storage ratio and the average vehicle speed of the aforementioned vehicle, and the estimated power consumption is calculated as the estimated consumption rate based on the average vehicle speed. The predetermined relationship is that when the energy storage ratio is high, the average vehicle speed is higher than when it is low. Display control device.

2. A display control device according to claim 1, The aforementioned vehicle has an air conditioning system that operates by receiving electricity and provides air conditioning in the passenger compartment. Based on the average vehicle speed, a first energy consumption value, which is an estimated value of the driving energy consumption, and a second energy consumption value, which is an estimated value of the air conditioning energy consumption, are set, and the estimated energy consumption is calculated by adding the second energy consumption value to the first energy consumption value. Display control device.

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