DE102022200379A1 - Displaying an energy consumption of a vehicle - Google Patents

Abstract

The energy consumption of a vehicle and in particular an electric vehicle should be able to be recorded better intuitively. For this purpose, a method for displaying the energy consumption of the vehicle is provided, in which a route (1) is traveled, the route (1) covered is recorded and the energy consumption (2) during driving is also recorded. A measure of the energy consumption (2) is shown as a function of a position on the route driven (1).

Description

The present invention relates to a method for displaying an energy consumption of a vehicle by driving a route with the vehicle, detecting the route traveled by the vehicle and detecting an energy consumption during driving. In addition, the present invention relates to a vehicle for driving a route, having a first detection device for detecting the route traveled by the vehicle and a second detection device for detecting energy consumption during driving.

Users of electric vehicles often have a particularly high interest in optimizing energy consumption. In order to be able to carry out this optimization effectively, users must develop a good understanding of the functionality of the e-drive, as already exists as a result of learned connections for vehicles with combustion engines.

So far, it has only been customary to present the user with abstract numerical values for energy consumption. For example, the SOC value (state of charge) is displayed to show the user how much charge the battery of their electric vehicle still has. If necessary, ranges are also given so that the user can estimate when he should head for a charging station at the latest.

Specifically are from the pamphlet U.S. 8,346,420 B2 a system and a method for predicting the energy consumption of a vehicle is known. Projected vehicle energy consumption information for a second vehicle is generated using statistical information describing a driving history of a driver of a first vehicle. While the driver is operating the first vehicle, statistical information is determined from collected vehicle performance values and archived in at least one memory location. The archived statistical information is correlated to a vehicle specification describing a performance of the second vehicle. A message is generated containing the projected vehicle energy consumption information for the second vehicle.

Furthermore, the patent discloses U.S. 10,611,380 B2 a method for automatically evaluating the performance of a driver of a vehicle for a given trip. Current driving data sets, which include basic driving data, are repeatedly read from the vehicle. The method comprises the steps of a) collecting previous trip trip datasets, comprising the instantaneous energy consumption of the vehicle, for different previous trips, different drivers and different vehicles; b) for each of the current journey driving data sets, selecting at least one corresponding previous journey driving data set; c) calculating a relative instantaneous vehicle energy consumption value for the selected corresponding driving data set or driving data sets of the previous trip, which is relative to a total energy consumption for a respective driving during which the driving data set of the previous trip in question was observed; and d) calculating a value of the first mileage parameter based on an average value of the calculated relative instantaneous energy consumption.

The object of the present invention is to present the user of a vehicle with energy consumption data in such a way that it is easier for him to optimize the energy consumption.

According to the present invention, this object is achieved by a method and a vehicle according to the independent claims. Advantageous developments of the invention result from the dependent claims.

According to the invention, a method for displaying an energy consumption of a vehicle is accordingly provided. The vehicle can be, for example, an electric vehicle, a hybrid vehicle, but also a vehicle with an internal combustion engine. Each of these vehicles requires energy for propulsion. In addition, the vehicles usually also need energy for additional functions such as lights, windshield wipers, air conditioning and the like. The corresponding total energy consumption when driving the respective vehicle, including the additional consumers used in each case, can be measured, for example, based on the change in battery charge. In vehicles with an internal combustion engine, the total energy consumed during the journey can be determined, for example based on the fuel consumption.

So that the user of the vehicle can optimize the energy consumption, this should be presented to the user in a suitable manner. A digital display in the form of a screen, for example, is suitable for showing the energy consumption. This screen can be integrated into the vehicle and part of a user interface, e.g. infotainment system. Alternatively, this screen or monitor can also be external to the vehicle and integrated into a smartphone, for example.

The method basically comprises the steps of driving a route with the vehicle, detecting the route traveled by the vehicle and detecting an energy consumption during driving. The vehicle thus travels a certain route, which is fundamentally arbitrary, but may also be predetermined. Driving along the route is preferably carried out individually by a driver. Under certain circumstances, the route can also be driven autonomously or partially autonomously.

The route that the vehicle travels is detected, for example, by means of on-board sensors. For example, navigation instruments and/or odometry devices can be used for this detection. Other sensors, such as cameras, lidar, radar, inductive sensors, etc. can also be used to record the route. Capturing the route does not have to be limited to simply determining the travel path covered. Rather, capturing the route can also mean that additional information about the pure driving path is obtained while driving. For example, additional information can be registered by a camera, for example, in order to record specific road sections such as intersections, exits and the like, or to detect signs for speed limits, for example. All the associated conditions can affect the vehicle's driving and thus also the energy consumption. Under certain circumstances, however, recording the route driven by the vehicle can also mean that the route is obtained using a digital map. If, for example, the destination and end point of a trip are known, the route traveled can also be reconstructed using a map. If necessary, the route-related information mentioned above can also be recorded cumulatively.

When recording the energy consumption, corresponding consumption values should be recorded continuously. Consumption is preferably measured continuously while driving. For example, the energy consumption can be constantly determined per kilometer driven or per time unit driven. Under certain circumstances, the energy consumption is also determined at fixed intervals, e.g. once every kilometer or every minute. The frequency with which the energy consumption is recorded can be adapted to the available computing capacity. However, the actual consumption while driving or while driving does not have to be determined or recorded directly while driving. Rather, the determination or recording of the energy consumption occurring during the journey can also take place after the journey, as long as corresponding status values (e.g. state of charge, fill level, etc.) are recorded as a function of time or location during the journey, from which the energy consumption can then be subsequently determined. Finally, one or more energy consumption values are provided for the trip.

Finally, in the method according to the invention, a measure of the energy consumption is graphically represented as a function of a position on the route travelled. For example, as indicated above, the measure of energy consumption is an energy value per route section or per unit time. A corresponding measure is graphically displayed to the user. For example, the energy consumption is shown graphically using bars. Alternatively, the energy consumption can also be displayed continuously or quasi-continuously over the route. This means that the energy consumption is displayed as a function depending on location or position.

Advantageously, the graphical representation of the energy consumption as a function of the position on the route driven, ie the historical user behavior, can be used in order to optimize the energy consumption if necessary and to build up a corresponding mental model. For example, it could be inferred from such a graph that more energy was consumed in the first part of the route than in the second part of the route. If necessary, this information can have a higher spatial resolution.

In an advantageous embodiment of the method according to the invention, it is provided that the route traveled is displayed on a geographical, two-dimensional map in the graphic display. The route driven is thus reproduced, for example on a digital geographical map, as is the case, for example, with conventional navigation systems. However, this is not a fictitious route, but the actually covered, i.e. historical, route. For example, the course of the road is shown geographically exactly on the map, and if this road has been used, it is e.g. marked in color accordingly. In this map display, the route traveled is not displayed one-dimensionally, for example on an x-axis, but two-dimensionally in a plane, for example from degrees of longitude and latitude.

In a further development of the method according to the invention, the measure of the energy consumption is shown on the two-dimensional map as a third dimension. So in this case, the first dimension and the second dimension represent the geographic dimensions (e.g. longitude and latitude tengrade) and the third dimension is used to represent energy consumption. In this way, the energy consumption can in turn be displayed in stages or continuously over the distance traveled as a third dimension. The third dimension, namely the measure of the energy consumption or the energy consumption values, are displayed optically as if they were protruding upwards from the two-dimensional map into the third dimension, for example.

According to a further embodiment of the present invention, it is provided that the measure of energy consumption is graphically represented in a two-dimensional diagram, on whose first axis the distance traveled and on whose second axis the measure of energy consumption is entered, and as a function of a respective position on the route driven, the respective measure of energy consumption is displayed as a graph. As an alternative to the above embodiment, the route driven is not shown here in two dimensions, but rather on one axis (preferably the x-axis). The measure of the energy consumption or the energy consumption values are plotted on the second (preferably orthogonal) axis. Finally, a graph is drawn that represents a function of the energy consumption over the distance driven. If necessary, the area between the function line and the x-axis is filled with a desired color. In this representation, the entire filled area can be interpreted as the total energy consumption for this trip. The route on the first axis can be represented with the unit kilometers, for example. Alternatively, the route driven can also be displayed with place names (e.g. city A, city B and so on). As a further alternative, the route traveled on the first axis can also be identified by means of roadway or environment objects (e.g. freeway entrance, speed limit sign, etc.). Such specific location identifiers make it easier for the user to mentally understand where a certain energy consumption took place.

According to a further development of this method, a respective speed and/or a state of charge of an energy storage device of the vehicle can also be recorded while driving and additionally displayed in the diagram as a function of a respective position on the route driven. This makes it possible to display not only the consumption but also the speed or the state of charge of the energy storage device depending on the location. By simultaneously displaying speed and energy consumption, the user can intuitively see the connection between speed and energy consumption. In particular, he will immediately realize in this way that the energy consumption increases or decreases directly with the speed. It may therefore be advisable to choose a more moderate speed in order to optimize energy consumption. From the simultaneous display of the energy consumption and the state of charge (SOC), the user can see that the state of charge decreases rapidly or has a steep gradient when energy consumption is high. The absolute level of the state of charge gives the user additional information about how far he could have driven after the route he had driven.

According to a further exemplary embodiment, it can be provided that events which have occurred while driving the route are displayed on the first axis. As indicated above, it is easier for the user to estimate the energy consumption over the route if events that are known to him are shown on the first axis instead of pure distance information in meters or kilometers. As a rule, the events are also directly related to the energy consumption, since, for example, the speed of the vehicle has to be adapted to a specific event. With the change in speed, there is usually also a corresponding change in energy consumption.

The events discussed above may pertain to one or more geographic locations, one or more characteristics of the roadway, and/or one or more characteristics of the vehicle, according to one embodiment. For example, an event can be the presence of the vehicle in a particular city. Accordingly, the presences in different cities can represent a corresponding number of events. The cities on the route can then in turn be displayed as events or points on the graphic or map. Another type of events can be the property of the roadway. Such a roadway property can be a functional property such as an entrance ramp or an exit ramp on a freeway. However, the property of the roadway can also mean that only a certain maximum speed may be driven. Another property of the roadway can also be the roadway surface or, for example, the wetness of the roadway. All of these properties usually influence the speed of the vehicle and thus also the energy consumption on the respective route section. In any case, it is beneficial to show such roadway properties in the graphic, for example on the first axis (x-axis). so that the user can see the correlation between the respective roadway property and the energy consumption. Another event may affect a property of the vehicle. For example, turning on an air conditioner in the vehicle can represent such an event. In the graph, the user will see that the energy consumption has increased noticeably after switching on the air conditioning. However, the switching on and off of other consumers in the vehicle can also be understood as an event. For example, if the vehicle's lights have to be switched on while driving, this will also be reflected in the energy consumption. However, an event of the vehicle can also be that the tires have been inflated, which reduces the rolling resistance and thus also the energy consumption. In any case, the user can better and more intuitively assess the respective impact of the event on the energy consumption by displaying the respective events on one axis of the graphic.

In a further advantageous refinement, it is provided that the graphic representation takes place interactively, in that a point on the route driven is marked and the measure of the energy consumption at the point on the route is (temporarily) represented numerically. The user can thus change the graphic interactively and make better use of it for his needs. For example, if the energy consumption is initially only displayed graphically as a line or bar, the user can use a specific input element to mark a point on the route driven. The energy consumption recorded at this point or in the vicinity of this point is then displayed for this marked point. If necessary, the special energy consumption is also determined by interpolating adjacent measured values. In any case, the user has the opportunity to find out the actual energy consumption at a specific point on the route.

In a further embodiment of the method according to the invention, the detected energy consumption is analyzed in relation to sections of the route traveled and the respectively detected speeds of the vehicle, and a measure or information for a possible future reduction in energy consumption is automatically derived from this. The route driven is thus divided into one or more sections and one of these sections or each section is analyzed in relation to the energy consumption in the section and the speed traveled in the section. Information that can be used for a future reduction in energy consumption is obtained from these quantities of energy consumption and speed. For example, a recommendation can be generated as to how the route driven can be driven differently in the future in order to save energy. In particular, one recommendation could be to drive a certain section of the route at a reduced speed, so that energy consumption falls.

The object formulated above is also achieved according to the invention by a vehicle for driving a route, having a first detection device for detecting the route traveled by the vehicle and a second detection device for detecting energy consumption during driving, as well as a display device for graphically displaying a measure of the energy consumption depending on a position on the route driven.

The vehicle can be, for example, an electric vehicle, a hybrid vehicle or a conventional vehicle with an internal combustion engine. The first recording device for recording the route traveled can be a device that uses a navigation system or the like. In particular, the route traveled can be recorded geographically, for example. A map can also be used for the detection, if necessary. The second detection device includes one or more sensors that are installed in the vehicle and whose sensor signals can be used to determine the energy consumption at the respective time or location. However, the energy consumption does not necessarily have to be determined while driving. Rather, the SOC value can be recorded continuously, for example, and the energy consumption is calculated later after the journey, e.g. in kilowatt hours per kilometer or hour. This then subsequently leads to the energy consumption that occurs during the journey.

The display device makes it possible to display the measure of the energy consumption as a function of a position on the route travelled. In this case, the display device can comprise a device which is arranged inside the vehicle or outside the vehicle. This means that the display device has, for example, an in-vehicle screen, e.g. of an infotainment system. Alternatively, the display device can also have a smartphone or laptop, for example, which is also available outside the vehicle independently of the vehicle. This means that the energy consumption shown can also be used outside the vehicle, if necessary on a laptop.

The possible variations and advantages presented in connection with the method described above can also be applied to the vehicle according to the invention. The corresponding method features are then functional features of the vehicle.

The invention also includes the combinations of features of the described embodiments.

• 1 eine schematische Darstellung eines Energieverbrauchs eines Fahrzeugs über einer gefahrenen Strecke; und
• 2 die Darstellung des Energieverbrauchs und anderer Größen in Abhängigkeit von Ereignissen auf der gefahrenen Strecke.

The present invention will now be explained in more detail with reference to the accompanying drawings, in which show:

• 1 a schematic representation of an energy consumption of a vehicle over a driven route; and
• 2 the display of energy consumption and other variables depending on events on the route driven.

The exemplary embodiments explained below are preferred exemplary embodiments of the invention. In the exemplary embodiments, the described components each represent individual features of the invention to be considered independently of one another, which also develop the invention independently of one another and are therefore also to be regarded as part of the invention individually or in a combination other than that shown. Furthermore, the exemplary embodiments described can also be supplemented by further features of the invention already described.

Elements with the same function are each provided with the same reference symbols in the figures.

At least for the time being, it is difficult for many users of electric vehicles and possibly also other vehicles to optimize their energy consumption without further information. In this regard, the following exemplary embodiments show quasi-mental models for energy consumption optimization based on historical user behavior to support the user.

In one embodiment, an interactive representation of historical energy consumption may be used to represent energy consumption of a vehicle. In this way, users can, for example, calculate the energy consumption for each point in time of a journey, for example between a city A and a city Z (cf 1 ) and relate it to key influencing factors. Such key influencing factors are, for example, the speed of the vehicle at the respective point in time, but also, for example, switching on an automatic air conditioning system or other consumers in the vehicle.

However, key influencing factors can also be environmental conditions such as the weather, because, for example, an electric vehicle consumes more energy on cold days than on warm days.

After completing the journey, a graphic can be used to show the user the respective impact of the key influencing factors along the route driven.

First, a route is driven with the vehicle and (e.g. geographical) data of the route driven is recorded. In addition, the energy consumption is already recorded during the journey or an energy level (e.g. SOC or fuel level) is recorded during the journey and later converted into an energy consumption.

During the trip or after the trip is complete (e.g. in city Z, compare 1 ), for example when arriving at a previously entered navigation destination, relevant energy consumption data recorded during the journey, such as speed, SOC and other data relating to the journey completed, are stored, analysed, graphically processed and made available to the user, if necessary, in the vehicle's infotainment system and/or in a Made accessible via smartphone or web app. For example, this app could send a popup to the smartphone that the driving data is available for viewing. If the user clicks on this popup, the app is opened and a preferably interactive map with the route just driven is displayed.

1 shows an example of the two-dimensional representation of a geographic map. For example, the route traveled began in city A and led via cities B, C and D to city Z. The traveled route 1 is drawn as a line between cities A to Z. In a quasi-third dimension, the energy consumption 2 is shown as a function of location or position over the two-dimensional route 1 driven. In the present example, energy consumption 2 is shown as a continuous function over distance 1 driven. If necessary, however, the energy consumption 2 can also be displayed, for example, in a bar display, a point display and so on over the two-dimensional line 1 . The two-dimensional geographic map can thus be overlaid in many ways with respective consumption data for discrete points or for each point on the route. For example, it can be understood in this way on wel chem point of the route the consumption was highest and the reference to the route section can be made directly, eg that this route section is on a motorway.

In an advantageous embodiment of the system or method, it can be provided that the user is presented with more details about the energy consumption. For this purpose, for example, between the map display of 1 and the idealized graphical representation of 2 change. Optionally, however, only the representation of 2 or just the representation of 1 be used.

The two-dimensional representation of 2 has an x-axis as the abscissa and a y-axis as the ordinate. Both axes can be configured individually if necessary. For example, the parameters to be displayed could be selected for the x-axis and the y-axis.

In the specific example of 2 the parameters consumption V, speed G, state of charge SOC, consumption of the air conditioning system VK and possibly another parameter "..." are available for the y-axis. If required, however, other parameters can also be provided for the y-axis. The parameters driving events FE, landmarks/cities L and vehicle events KE are available for the x-axis. If necessary, the x-axis can also be provided with other parameters.

In the present example of 2 the parameters consumption V, speed G and state of charge SOC are displayed simultaneously in the diagram. The simultaneous display of these three parameters is achieved by marking all three parameters with an "X" or activating them in the respective placeholders of the graphic for the y-axis. The number of parameters for the y-axis can be chosen as required. The selection of the parameters is left to the user. For example, he can have only one or more of the existing parameters displayed on the y-axis.

On the x-axis from 2 the parameter drive events FE is marked with an "X". Here, too, the user could select or activate one or more of the specified parameters. Correspondingly, driving events FE and/or landmarks/cities L and/or motor vehicle events KE would be displayed on the x-axis. Of course, other parameters could also be provided for the x-axis.

In the example of 2 three driving events are plotted on the route driven, which is shown on the x-axis, namely AA, GB and BA. AA stands for an entrance to a motorway, GB for a speed limit (eg 120 km/h) and BA for an exit from a motorway. Of course, any other driving events such as crossings, inclines and the like could also be made available. Landmarks or cities L could also be displayed on the x-axis, so that the user can intuitively determine on which part of the route or in which route section the consumption was correspondingly high. Under certain circumstances, however, it is also important for the user to recognize which motor vehicle events KE have influenced the energy consumption V. In this case it is possible for the user, for example, to mark or activate the motor vehicle events KE on the x-axis. For example, he learns where on the route the air conditioning, a headlight or another consumer was activated or deactivated. As a rule, these consumers have a significant influence on the overall energy consumption of the vehicle. If necessary, however, an individual energy consumption VK, for example of the automatic air conditioning, can also be considered separately if this has been activated on the y-axis, for example.

In the example of 2 the user can intuitively recognize connections between consumption V and speed G, for example. At high speeds, the consumption is correspondingly high. However, the consumption V is also reflected in the state of charge SOC, because the higher the consumption, the more steeply the state of charge SOC falls.

The display of the driving events also allows the user to assign the respective consumption values to the corresponding driving events FE. For example, consumption V increases after driving onto the AA freeway, while it has correspondingly decreased again after exiting the BA freeway. The GB speed limit also has a direct impact on consumption V here. The vehicle was obviously driving at a higher speed before the speed limit and the consumption V was correspondingly higher. After the GB speed limit, not only the speed G dropped, but also the consumption V.

Optionally, the possibility can be offered that in the map of 1 and/or in the representation of 2 zooming in and out is enabled. This allows even more details regarding the energy consumption to be made visible. For example, more precise location markings or driving events such as construction sites can be made visible. Of course, this assumes that these events have previously been detected by a sensor system (e.g. camera system) of the vehicle (e.g. traffic sign recognition).

Optionally, however, it could also be possible, for example, using a sliding element 3 (cf 1 ) an exact point on the route can be selected interactively in order to obtain the exact data for this point. For example, the energy consumption value is then displayed exactly numerically for this point on the route. This display could take place, for example, over the sliding element 3 or in a separate window in the image of FIG 2 . The sliding element 3 could also be used for the presentation of 2 find use. In this case, one or more concrete values of the activated parameters could be represented numerically exactly for the respective position.

In addition, particularly energy-intensive sections of the route driven and economical sections could be marked accordingly. The system could also make recommendations on how to reduce energy consumption. Such a recommendation could be: “You used 20 percent more fuel between Wolfsburg and Magdeburg and drove 17 km/h faster than on the rest of the route. Try reducing your speed to 120 km/h”. Such a recommendation could be based on information obtained from the analysis of energy consumption and speed in sections of the route driven.

As an alternative to a bar display, the consumption can also be communicated in color within the map display. For example, the route line could be displayed in different shades between green and red. In addition, a linear graph and the map can be displayed together.

In an advantageous manner, the present invention thus enables an interactive display with a changeable graphical representation (map or graph) and selectable elements in a corresponding embodiment. In particular, the consumption can be displayed graphically in connection with the route traveled on an interactive map. A display of this visualization in a smartphone app, for example, would also be particularly advantageous. The display of events (e.g. "air conditioning on") is just as advantageous for the intuitive recording of consumption values.

The user may recognize from the above-described representations related to energy saving that he will drive slower next time or that he will drive faster only when the ambient temperature is higher. In particular, the representations according to the invention can help to realize that an electric vehicle has a different energy consumption behavior than a combustion vehicle.

reference list

1

Route

2

power consumption

3

sliding element

A, B, C, D, Z

cities

aa

freeway entrance

B.A

highway exit

FE

driving events

G

speed

GB

speed limit

KE

car events

L

Landmarks/Cities

SOC

state of charge

V

consumption

VK

Air conditioning consumption

x, y

Axles

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• US8346420B2 [0004]
• US 10611380 B2 [0005]

Claims (10)

Method for displaying energy consumption (2, V) of a vehicle by - driving a route (1) with the vehicle, - detecting the route traveled by the vehicle and - detecting energy consumption during driving, characterized by - graphically displaying a measure of the energy consumption (2, V) as a function of a position on the driven route (1). procedure after claim 1 , wherein the route traveled (1) is displayed in the graphical representation on a geographic, two-dimensional map. procedure after claim 2 , where the measure of energy consumption (2, V) is represented on the two-dimensional map as the third dimension. procedure after claim 1 , wherein the graphical representation of the measure of energy consumption (2, V) takes place in a two-dimensional diagram, on whose first axis (x) the distance traveled and on whose second axis (y) the measure of energy consumption (2, V) is plotted, and depending on a respective position on the route (1) driven, the respective measure of the energy consumption (2, V) is displayed as a graph. procedure after claim 4 , wherein a respective speed (G) and/or a state of charge (SOC) of an energy store of the vehicle is also recorded while driving and is/are shown in the diagram as a function of a respective position on the route driven (1). procedure after claim 4 or 5 , where the first axis (x) represents events that occurred while driving the route. procedure after claim 6 , wherein the events relate to a geographic location (A, B, C, D, Z), a property of the roadway (AA'' GB, BA) and/or a property of the vehicle. Method according to one of the preceding claims, in which the graphical representation is carried out interactively by marking a point on the route driven (3) and numerically representing the measure of energy consumption (2, V) at the point on the route (1). Method according to one of the preceding claims, wherein the detected energy consumption (2, V) in relation to sections of the route (1) and to respectively detected speeds (G) of the vehicle is analyzed, and thereby automatically information in relation to a possible future Reduction of energy consumption is derived. Vehicle for driving a route, having - a first recording device for recording the route (1) traveled by the vehicle and - a second recording device for recording energy consumption (2, V) during driving, characterized by - a display device for graphically displaying a measure of the energy consumption (2, V) as a function of a position on the driven route (1).

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