KR20210077810A - Method for performing route scheduling of electric vehicle - Google Patents

Abstract

The present invention relates to a route scheduling method of an electric vehicle. The purpose of the present invention is to provide the method for performing optimal route scheduling by reflecting various information which affect vehicle expense such as the various information collected in a vehicle, and for example, environmental information such as outdoor air temperature and battery temperature, route information such as vehicle speed on a route and a road gradient, charging information such as a preferred charging station and a charging amount, and vehicle information related to whether there is loading and unloading work or a towing vehicle is fastened.

Description

Method for performing route scheduling of electric vehicle

The present invention relates to a route scheduling method, and more particularly, to a method for providing optimal route scheduling to a driver in an electric vehicle.

Today, the paradigm of the global automobile market is changing from an internal combustion engine car to an eco-friendly car.

Among eco-friendly vehicles, electric vehicles (EVs) and plug-in hybrid vehicles (Plug-in HEVs) are vehicles that receive electric energy from the outside to charge the battery, and plug-in hybrid vehicles are also electric vehicles in a broad sense that run with an electric motor.

An eco-friendly vehicle is equipped with a battery as a driving power source, drives a motor with electric energy stored in the battery, and regenerates energy by using the motor as a generator during braking or coasting to charge the battery.

Even when energy regeneration is performed in this way, in an electric vehicle, since the battery discharges more than the charge amount due to energy regeneration while driving, the vehicle is connected to an external charging device after a certain distance or time passes and the battery is charged with external electric energy.

As electric vehicles are commercialized, plug-in types that directly charge batteries in limited spaces such as homes and research centers are being introduced, but in situations such as long-distance driving, charging stations are inevitably used.

Therefore, although the infrastructure for charging stations for charging electric vehicles is not yet fully equipped, charging stations for electric vehicles will have to be built in many places like general gas stations in the future.

In addition, in electric vehicles, it is necessary to apply a technology that guides the location of nearby charging stations when battery charging is required.

As described above, while electric vehicles have advantages such as being eco-friendly and low maintenance cost, they have challenges such as short driving range, long charging time, and lack of charging station infrastructure compared to conventional internal combustion engine vehicles.

For this reason, it is true that in electric vehicles, drivers always have anxiety about range anxiety, that is, whether the remaining mileage of the vehicle is not enough until it reaches the charging station.

Accordingly, automobile manufacturers are putting a lot of effort into developing a method for predicting a distance to empty (DTE) and a method for shortening the charging time.

In addition, research is being conducted on a technology that guides a route with the minimum energy rather than the shortest time using a navigation system in a vehicle, and a technology that provides an optimal route schedule before driving a vehicle in consideration of the characteristics of an electric vehicle.

In the case of an electric vehicle, a relatively long charging time is required, so for efficient operation, operation scheduling to minimize the charging time is required.

Accordingly, some car manufacturers apply technologies such as predicting the remaining battery level at the end of route search and displaying it to the driver, or recommending a new route through a charging station if it is impossible to reach the destination with the current battery state. are doing

As prior art documents related to route generation, guidance, and scheduling of electric vehicles, Patent Publication No. 10-2012-0116162 (October 22, 2012), Patent Registration No. 10-1385371 (April 2014), and Registered Patent No. 10 -1616191 (2016.04.21.), Patent Publication No. 10-2016-0066310 (2016.06.10.), Registered Patent No. 10-1865729 (2018.06.01.), Patent Publication No. 10-2019-0057471 ( 2019.05.29.) and the like.

On the other hand, in electric vehicles, it is difficult to predict a rapidly changing fuel efficiency due to a change in weight, etc., so it is true that there are still difficulties in efficiently charging.

In the case of an electric vehicle, fuel efficiency may change rapidly depending on environmental factors such as the outdoor temperature of a location on the route, vehicle status such as whether a commercial truck is loaded/unloaded, and whether towing is engaged.

However, if a commercial vehicle or a towing car is an electric vehicle, if the route is predicted and recommended without considering the fuel efficiency change, the accuracy and reliability of the predicted route in predicting the optimal route will be greatly lacking and efficient There is a problem that the calculation is not derived.

Recently, as commercial electric vehicles have been developed and towing technology has been required, the weight of electric vehicles has increased significantly. As a result, fuel costs are greatly increased or decreased depending on vehicle conditions.

In this case, it is difficult for the driver to predict when the battery needs to be charged, and a dangerous situation may occur that the vehicle stops on the road due to a large change in the driving range.

Accordingly, the present invention was created to solve the above problems, and various information collected from the vehicle, for example, environmental information such as outdoor temperature or battery temperature, route information such as vehicle speed and road gradient on the route, desired charging station and The purpose of this is to provide a method for performing optimal route scheduling by reflecting various information affecting vehicle fuel efficiency, such as charging information such as charging amount, vehicle information related to whether to get on/off, or whether towing is engaged.

In order to achieve the above object, according to an embodiment of the present invention, the method comprising: a user inputting predetermined information necessary for route setting and route correction, including destination information, through an input unit; Receiving a GPS signal for acquiring a current vehicle location through a communication unit in the vehicle, and information provided by an external system of the vehicle; Searching for and generating a route from a departure point to a destination, which is a current vehicle location, by using the information input through the input unit and the GPS signal received through the communication unit in the route generating unit; providing a corrected path by correcting the path transmitted from the path generating unit by a correcting unit based on the information transmitted through the input unit or the communication unit; and displaying, by a display unit, the path corrected by the correction unit.

Accordingly, according to the route scheduling method of an electric vehicle according to the present invention, environmental information such as outside air temperature and battery temperature, route information such as road vehicle speed and road gradient on the route, charging information such as desired charging station and charging amount, on/off status, By reflecting various information that affects vehicle fuel efficiency, such as vehicle information related to whether the toe is engaged or not, the route is corrected, thereby improving the accuracy and reliability of the predicted route in predicting the optimal route.

1 is a block diagram illustrating a route scheduling system for an electric vehicle according to an embodiment of the present invention.
2 is a diagram illustrating a route scheduling process of an electric vehicle according to an embodiment of the present invention.
3 is a diagram illustrating the required output limit map data according to the battery temperature/battery SOC in the present invention.
4 is a view showing an example in which the fuel efficiency correction factor according to the outdoor temperature is obtained in the present invention.
5 is a diagram illustrating a correction factor table according to a vehicle speed in the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those of ordinary skill in the art can easily carry out the embodiments of the present invention. However, the present invention is not limited to the embodiments described herein and may be embodied in other forms.

In the entire specification, when a part "includes" a certain component, this means that other components may be further included, rather than excluding other components, unless otherwise stated.

The present invention relates to a route scheduling method for an electric vehicle, and various information collected from the vehicle, for example, environmental information such as outside air temperature and battery temperature, route information such as vehicle speed and road gradient on the route, charging station, desired charging amount, etc. The purpose of the present invention is to provide a method for performing optimal route scheduling by reflecting various information that affects vehicle fuel efficiency, such as vehicle information related to information, whether to get on/off, or whether towing is engaged.

Here, the fuel efficiency of the electric vehicle corresponds to the fuel efficiency of the internal combustion engine vehicle, and is defined as the distance that can be driven per kWh (eg, km/kWh) in an electric vehicle driven by driving a motor with electric energy stored in the battery. it can be

In the present invention, when a user (driver) inputs basic information in advance, the vehicle automatically calculates internally in the system to provide the user with the optimal route, charging location, required time, and vehicle information for each section. increase

In particular, in the present invention, in the operation of the electric vehicle, by classifying the steps according to priority and sequentially correcting the route, the optimal route can be provided to the driver by scheduling the corrected route, and the route can be changed by reflecting the user's will. A function for selecting a type may be additionally performed.

Hereinafter, the configuration of the present invention will be described with reference to the drawings. FIG. 1 is a configuration diagram illustrating a route scheduling system for an electric vehicle according to an embodiment of the present invention.

First, the illustrated route scheduling system may include an input unit 11, a communication unit 12, a path generation unit 20, a correction unit 30, and a display unit 40, among which the input unit 11, the communication unit ( 12), the route generating unit 20 and the display unit 40 may be components of a well-known navigation device or AVN (Audio, Video, Navigation) system in an electric vehicle.

Here, in brief description of the well-known navigation device or AVN system, when a user (driver) inputs destination information through the input unit 11 in the vehicle, the route generator 20 searches for a route from the origin to the destination and The generated path is displayed through the display unit 40 and provided to the user.

In this case, a known navigation device or AVN system may search for and generate a plurality of routes and display them through the display unit 40 , and the user may select one route to be guided among the plurality of routes displayed on the display unit 40 . have.

As a result, in a known navigation device or AVN system, a route from a source to a destination may be finally set by a user selecting a route.

As described above, the user can check the plurality of generated paths, the path selected by the user, and various information related to the path through the display unit 40 .

In addition, the navigation device or AVN system performs route guidance based on current vehicle location information so that a route from a departure point to a destination is set and then the vehicle travels on the set route.

Meanwhile, in the route scheduling system, the communication unit 12 includes a GPS receiver 13 for receiving a GPS signal, and an in-vehicle communication device capable of receiving various real-time information and environment information provided from an external system of the vehicle. can

The GPS signal is used to obtain real-time information about the current vehicle location.

In addition, the real-time information provided from the external system may include various pieces of information related to a route, for example, a vehicle speed on a route and an outdoor temperature of a location on the route.

Here, the on-path vehicle speed may be a traffic vehicle speed that is an average vehicle speed of the on-path driving road provided in real time by an external system.

In addition, in the process as described above, the navigation device or AVN system displays information for route guidance through the display unit 40, and the operation of each component for information input, route search, generation and setting, and route guidance through a program is performed. Controlled.

On the other hand, in the present invention, after the route from the departure point, which is the current vehicle location, to the destination input by the user is generated and confirmed in the route generator 20 , the generated and determined route and information related to the route are generated by the correction unit ( 30) is transferred.

Accordingly, the correction unit 30 corrects fuel efficiency on the route using various pieces of information collected from the vehicle along with route information, and corrects the route in real time based on the corrected fuel efficiency.

The path corrected by the correction unit 30 is displayed and guided as an expected optimal path through the display unit 40 .

Further, in the present invention, the driver may select a correction item through the input unit 11 , and only the selected correction item may be corrected for fuel efficiency and route.

That is, in the present invention, after the driver selects the correction item, the correction unit 30 may perform the correction of fuel efficiency and the route only for the selected correction item, and for this purpose, the correction unit 30 may select the correction item selected by the driver. may be provided to receive necessary information for performing the correction.

The information used to generate a route in the route generator 20 of the present invention is user input information input by a user (driver) through the input module 11 , that is, vehicle loading and unloading weight, route point, charging location, and charging amount. It may include information such as (kWh), charging efficiency (%), and remaining battery state of charge (SOC) at the time of arrival.

In addition, the information used for correction by the correction unit 30 is information received through the communication unit 12 from an external system, and includes various information related to the route, that is, the vehicle speed on the route, the outdoor temperature information of the location on the route. may be included, and in addition, driving consumption power (electric consumption for vehicle driving) according to the vehicle speed on the route may be further included.

In addition, the information used for correction by the correction unit 30 may further include battery temperature and driving load information.

Here, the outside air temperature is the predicted outside air temperature of the expected passage time at each location at a predetermined interval on the route, and may be information provided from an external system, and the outside air temperature information provided from the external system in the vehicle is transmitted through the communication unit 12 . Receive and use for correction.

The information may be input to the path generating unit 20 through the input unit 11 or the communication unit 12 and then input and transmitted from the path generating unit 20 to the compensating unit 30, or the compensating unit 30 may be provided to directly receive necessary information through the input unit 11 , the communication unit 12 , and the vehicle network without going through the path generating unit 20 .

Meanwhile, FIG. 2 is a diagram schematically illustrating a route scheduling process according to an embodiment of the present invention, which will be described with reference to the following.

First, when a user (driver) inputs a destination through the input unit 11 in a vehicle navigation device or AVN system, the input destination information is transmitted to the route generator 20 .

In addition, the route generator 20 determines the current vehicle location (starting point) from the GPS signal received through the GPS receiver 13, and then link information and node information for generating and providing a driving route. The route from the origin to the destination is searched using a road map including

In this case, the route generator 20 may search for and generate a plurality of routes from the origin to the destination, and may select one of the generated routes and provide it to the corrector 30 .

The route generating unit 20 is user (driver) input information input by the driver through the input unit 11, that is, user will information that can be used to search and create a route, and includes loading and unloading weight, route point, and charging place. , charge amount (kWh), charging efficiency (%), and remaining battery SOC (state of charge) at the time of arrival can be input.

In addition, as information received from the external system through the communication unit 12, route-related information, that is, information on the vehicle speed on the route and the outdoor temperature information of the location on the route may be input, and in addition, power consumption ( electricity consumption), battery temperature, and driving load information.

Also, the path generating unit 20 may provide the generated path and related information to the correcting unit 30 , and the correcting unit 30 inputs information necessary for correction from the path generating unit 20 . You can proceed with path correction.

In this case, path correction may be performed according to a predetermined priority, and fuel efficiency correction may be performed during path correction.

In more detail, first, the route generating unit 20 uses the destination information (and waypoint information), the current vehicle location information obtained from the GPS signal, and the user's will information input by the user through the input unit 11 . After pre-determining the path that reflects the will, the remaining path is searched.

Here, the user's will information includes at least one of a charging station at which the user desires to charge the battery (the desired charging location), and the desired amount of charge (kWh) for the battery, the charging efficiency (%), and the remaining SOC (%) information at the time of arrival. When the user inputs these information through the input unit 11 , the path generating unit 20 receives the information and uses it to search for and create a path.

For example, the route generating unit 20 determines the charging station where the user wants to charge the battery, the desired charging amount, and the charging efficiency, and inputs the remaining SOC at the time of arrival, then searches for and creates a route from the inputted user will information. After determining the path reflecting the user's will, the remaining path is searched.

In this case, the route generator 20 may select a route by reflecting a condition in which the amount of charge at the charging station is greater than the predicted amount of battery required for driving the vehicle from the charging station to the destination as a priority.

In addition, if necessary after selecting a route, the correction unit 30 receives information from the route generator 20 to determine the location of the charging station and destination, the distance from the charging station to the destination, the battery predicted usage, and the remaining SOC information at the time of arrival. The path selected by the path generating unit 20 may be corrected by newly searching for a path based on the path generation unit 20 .

In addition, if necessary after selecting a route, the correction unit 30 receives the necessary information from the route generator 20, and based on the distance from the charging station to the destination, the battery predicted usage, and the remaining SOC information at the time of arrival, inputted by the driver. It is also possible to calibrate the filling amount.

At this time, after the charging amount is corrected, the compensating unit 30 may guide the charging so that the battery can be charged as much as the actual corrected charging amount at the charging station to adjust the charging amount.

The minimum SOC can be secured while the vehicle is driving, the output performance in a low SOC state can be guaranteed, and the charging amount can be corrected to a level that can complete the driving to the destination.

If the charging amount is unnecessarily increased at the charging station, the charging efficiency will be lowered. Therefore, it is necessary to reduce the unnecessary charging amount to lower the charging cost and increase the charging efficiency.

Basically, in terms of the vehicle's battery, driving in a low SOC region is advantageous in terms of battery charging efficiency and battery durability.

For example, charging a battery to 60-80% is shorter than it takes to charge a battery to 80-100% at a charging station, and it takes less time to charge a battery, maintaining an unnecessarily high SOC along the way or at a charging station. Unnecessarily increasing the charging amount adversely affects charging time and charging efficiency.

In addition, good charging efficiency means that a lot of energy can be charged with the same amount of money and also means saving. In the present invention, driving the vehicle in a low SOC is the basis of the correction logic.

In the present invention, since the user's will is intervened, correction items can be changed, for example. When calculating after calibration, if the driver wishes to charge 10kWh at the charging station by setting the user's will on a route that requires charging the battery as much as 13kWh to complete the journey to the destination, the vehicle cannot arrive at the destination and it is difficult to achieve the remaining SOC.

Accordingly, the user's will is intervened (eg, input 10 kWh), but the amount of charge input by the user is corrected so that it becomes a value greater than the predicted battery usage to the destination, that is, a value greater than the minimum charge amount that can be reached (over 13 kWh).

In this way, when the user's will is intervened, that is, when user will information such as charging station, charging amount, charging efficiency, and remaining SOC is input through the input unit 11, the correction unit 30 searches for conditions that satisfy these variables. Thus, scheduling is performed, and after pre-determining a route by reflecting the user's will, the remaining route is searched.

Then, the correction unit 30 corrects the path according to the priority determined based on the received information, and selects the final path according to the priority assignment.

In an embodiment of the present invention, the path correction in the correction unit 30 includes a fail safety correction process, a fuel efficiency correction process, and a cost correction process.

Among them, the correction of the fail safety aspect includes the process of determining the minimum secured SOC in consideration of the possibility that driving may not be possible due to the vehicle output limitation according to the outside temperature and the battery temperature.

In the route scheduling of the present invention, it is more preferable to use the predicted battery temperature, that is, the predicted battery temperature obtained through simulation capable of predicting the future battery state, rather than the sensor detection information as the battery temperature.

Here, predicting the battery temperature through simulation is widely implemented by battery manufacturers and the like, and the predicted battery temperature obtained through simulation and its use are known technical matters.

At this time, the minimum secured SOC correction that can secure the output performance in the low SOC state is performed by utilizing the output map based on the external temperature information on the path received through the communication unit 12 from the external system and the battery predicted temperature.

More specifically, in the fail-safety correction process, the minimum secured SOC correction based on the outside air temperature, battery predicted temperature, predicted route travel time, road gradient and vehicle speed on the route, and vehicle information, that is, vehicle driving to the destination is possible. Path correction is performed to secure the minimum SOC.

Here, the vehicle information may include vehicle weight, vehicle drivetrain efficiency, and reduction ratio information of the vehicle.

In this minimum secured SOC correction process, the available battery output according to the outside temperature and the battery temperature can be obtained, and the required power consumed through the road gradient and the vehicle weight can be calculated. ) can be calculated from

Required torque at wheel end (Nm) ×2π×Motor speed (rpm)/60 = Required power (W) (1)

Above, it is explained that driving a vehicle in an area with a low battery SOC has advantages in terms of battery charging efficiency and battery durability, and therefore, in the present invention, enabling the vehicle to drive with an SOC of a low area is the basis of the correction logic. did.

However, since there is also a problem that the torque of the vehicle is lowered when driving with the battery SOC too low, the compensator uses the setting data in the form of a map as shown in FIG. It is possible to determine the secured SOC.

In the map data of FIG. 3 , the required output limit value (discharge power) (kW) is mapped according to the battery temperature and the battery SOC (remaining SOC), and the vertical axis indicates the battery temperature and the horizontal axis indicates the battery SOC.

In other words, when the vehicle is driven in the appropriate battery SOC range, the vehicle can be in the drivable torque range and the charging efficiency can be increased, and the lower the residual SOC, the lower the vehicle's maximum torque (the lower the outdoor temperature is, the lower the vehicle's maximum torque is). The lower the residual SOC, the higher the charging efficiency tends to be.

In an electric vehicle, the vehicle torque for driving is basically determined by the output of the battery, and the output of the battery is determined according to the outdoor temperature and SOC.

Battery simulation can be carried out based on the selected route information (road vehicle speed (traffic vehicle speed), outdoor temperature, etc.) to predict the battery’s output state. In the fail-safety correction process, driving in a low SOC area (high charging efficiency) to satisfy the required torque.

Next, the calibration process in terms of fuel efficiency is a process of correcting fuel efficiency and route based on route information or vehicle information, where route information is environmental information, outside air temperature (outside air temperature information on the route received through the communication unit from the external system) ), a vehicle speed on a route, and a road gradient on a route may be included, and the vehicle information may include a vehicle weight.

Among them, the outside air temperature may be the predicted outside air temperature of the expected passage time for each location on the route provided by the external system, and the vehicle speed on the route may be the traffic vehicle speed that is the average vehicle speed of the road on the route provided in real time by the external system.

And, when the route from the starting point to the destination is obtained, information on the slope of the road located on the route may be obtained, which may be obtained from a road map or provided through communication in an external system.

As a result, the compensator 30 may derive fuel efficiency correction results for each path by reflecting the above information.

That is, the correction unit 30 may perform path correction in terms of fuel efficiency based on the sex information. When the vehicle travels along the path, the driving load according to environmental conditions such as outdoor temperature, vehicle speed, road gradient, and vehicle weight. Since changes will appear, fuel efficiency is corrected based on outdoor temperature, road vehicle speed, road gradient, and vehicle weight so that these changes in driving load can be reflected in real time, and the route is corrected based on the corrected fuel efficiency.

More specifically, in an electric vehicle, the drive system resistance increases in inverse proportion to the external temperature, which is an environmental condition, and when the drive system resistance increases, the driving load increases and fuel efficiency changes appear.

Accordingly, in the present invention, the correction is made in consideration of the change in the driving load according to the change in the outdoor temperature. When the correction factor value according to the outdoor temperature is obtained in the correction unit 30, the value of the correction factor is multiplied by the previous fuel efficiency to obtain the fuel efficiency. can be corrected.

4 shows an example in which the fuel efficiency correction factor is obtained according to the outdoor temperature, and shows an example in which the correction factor (y) according to the outdoor temperature (x) is set.

Specifically, a correction factor may be obtained from the outdoor temperature by a predetermined formula in the correction unit 30 , and the fuel efficiency may be corrected by multiplying the previously determined fuel efficiency by a factor value obtained from the outdoor temperature.

In addition, the electric consumption correction factors 1 to 9 corresponding to the road vehicle speed on the route can be obtained from the table as shown in FIG. 5. In the table of FIG. 5, when the vehicle speed (km/h) is divided by the electricity consumption (kW), the fuel efficiency (km/kWh) may be obtained, and a value corrected by an electricity consumption correction factor determined according to a road vehicle speed is used as the amount of electricity consumption for calculating fuel efficiency.

If the corrected fuel efficiency is determined from the road vehicle speed using the corrected electric consumption by multiplying the electric consumption amount correction factor, the effect of correcting the fuel efficiency with the correction factor according to the road vehicle speed can be obtained.

Fuel efficiency can be corrected by multiplying this fuel efficiency by a correction factor value according to the outdoor temperature, and further, calculation of additional generated driving load and additional fuel efficiency correction can be made by adding or subtracting potential energy according to road gradient, and similarly, according to vehicle weight Additional fuel efficiency correction may be performed by applying a correction factor value or the like.

Next, the correction unit 30 may perform correction in terms of the amount of money in consideration of the charging time period and the charging rate for each charging station.

This is so that the route can be reset in consideration of the charging cost of charging stations existing on the route. The information required for correction includes real-time charging rates for each charging station, amount of charge, remaining SOC, charging efficiency, route distance, and route required. It may include time information.

At this time, the correction unit 30 corrects the path by comparing the charging amount and the fuel cost, and determines whether to correct the path by setting a factor and comparing the charging amount and the fuel cost based on the set factor.

For example, when the charging amount is excessively generated in the previous path compared to the correction path, the correction unit 30 may be set to perform path correction.

That is, by comparing the difference in the charging rate by multiplying the charging rate factor by the charging rate factor between the original path and the corrected path, and the difference in fuel efficiency by multiplying the fuel efficiency difference between the existing path and the correction path by the fuel efficiency factor, the difference in charging rate is the difference in fuel consumption. If it is greater than the value, it can be set to perform a correction.

For example, the charging rate factor may be set to 0.3, and the fuel efficiency factor may be set to 0.7.

These factor values are exemplary, and the present invention is not limited thereto, and the charging rate factor value and the fuel efficiency factor value can be variously tuned and changed, and can be adjusted by the user.

If the cost is prioritized over the cost, the travel distance/required time of the route may become longer. Similarly, if the cost is prioritized over the cost, the difference in the amount must be tolerated.

If the product of the fuel efficiency error and the fuel efficiency factor is higher than the product of the price error and the charging rate factor, the fuel efficiency is reflected in advance. If the charging rate factor and the fuel efficiency factor are 5:5, the fuel efficiency error > charging rate error. can be converted.

That is, it can be determined that the fuel efficiency direction is advantageous because the fuel cost fluctuation range is larger than the charging rate fluctuation range.

In this way, in the route scheduling method according to the present invention, various information collected from the vehicle, for example, environmental information such as outside air temperature or battery temperature, route information such as vehicle speed and road gradient on the route, charging information such as desired charging station and charging amount , it is possible to perform optimal route scheduling by reflecting various information that affects vehicle fuel efficiency, such as vehicle information related to whether to get on/off or whether towing is engaged.

In the present invention, after route scheduling for deriving an optimal route by performing route correction in real time through the aforementioned correction process in the correction unit 30 during driving of the electric vehicle is performed, an optimal route is generated as a result of the route The unit 20 receives the information from the correction unit 30 in real time and displays it through the display unit 40 to guide the driver.

Although the embodiment of the present invention has been described in detail above, the scope of the present invention is not limited thereto, and various modifications and improvements made by those skilled in the art using the basic concept of the present invention as defined in the following claims Also included in the scope of the present invention.

11: input unit 12: communication unit
13: GPS receiver 20: route generator
30: correction unit 40: display unit

Claims (13)

a step of a user inputting, through an input unit, predetermined information necessary for route setting and route correction, including destination information;
Receiving a GPS signal for acquiring a current vehicle location through a communication unit in the vehicle, and information provided by an external system of the vehicle;
Searching for and generating a route from a departure point to a destination, which is a current vehicle location, by using the information input through the input unit and the GPS signal received through the communication unit in the route generating unit;
providing a corrected path by correcting the path transmitted from the path generating unit by a correcting unit based on the information transmitted through the input unit or the communication unit; and
and displaying, by a display unit, the path corrected by the correction unit.
The method according to claim 1,
The correction unit calculates the route transmitted from the route generator based on the vehicle speed on the route, the outdoor air temperature of the location on the route, the electric consumption according to the road vehicle speed on the route, the battery predicted temperature, and the driving load information provided by the external vehicle system. A route scheduling method for an electric vehicle, characterized in that correction.
The method according to claim 1,
The information input through the input unit and used for path generation by the path generating unit includes at least one of vehicle loading and unloading weight, charging location, charging amount, charging efficiency, and remaining battery state of charge (SOC) at the time of arrival. A route scheduling method for an electric vehicle, characterized in that
4. The method according to claim 3,
The route scheduling method of an electric vehicle, characterized in that the route generator selects a route by reflecting the condition that the amount of charge at the charging station is greater than the predicted amount of battery required for driving the vehicle from the charging station to the destination.
4. The method according to claim 3,
The compensator receives information from the route generator after selecting a route in the route generator, and adjusts the amount of charge input by the driver based on the distance from the charging station to the destination, battery predicted usage, and remaining SOC information at the time of arrival. A route scheduling method for electric vehicles.
4. The method according to claim 3,
The compensator receives information from the route generator after selecting a route in the route generator, and searches the route based on the location of the charging station and destination, the distance from the charging station to the destination, the battery predicted usage, and the remaining SOC information at the time of arrival. A route scheduling method for an electric vehicle, characterized in that the route selected by the route generator is corrected.
The method according to claim 1,
The compensator can drive the vehicle to the destination based on the external air temperature information on the route received through the communication unit from the vehicle external system, the battery predicted temperature, the predicted route travel time, the road gradient and the vehicle speed on the route, and the determined vehicle information. A route scheduling method for an electric vehicle, comprising performing route correction to secure a minimum SOC.
8. The method of claim 7,
The vehicle information route scheduling method for an electric vehicle, characterized in that it includes vehicle weight, vehicle drivetrain efficiency, and reduction ratio information of the vehicle, which are driving load information.
The method according to claim 1,
The correction unit corrects fuel efficiency by using the transmitted information, and corrects the path transmitted from the path generator based on the corrected fuel efficiency to provide an estimated optimal path that is a corrected path. Way.
10. The method of claim 9,
The compensator corrects fuel efficiency and path based on path information or vehicle information,
The route information includes at least one of an outdoor air temperature on a route, a vehicle speed on a route, and a road gradient on a route received through a communication unit in an external vehicle system,
The vehicle information is a route scheduling method of an electric vehicle, characterized in that it includes a vehicle weight.
11. The method of claim 10,
and the correction unit determines a correction factor value from the outside air temperature on the path received through the communication unit from the vehicle external system, and corrects the fuel efficiency by multiplying the correction factor value by the previous fuel efficiency.
11. The method of claim 10,
The correction unit determines an electricity consumption correction factor corresponding to the speed of the road vehicle on the route, corrects the electricity consumption corresponding to the road vehicle speed using the determined electricity consumption correction factor, and divides the road vehicle speed by the corrected electricity consumption. A route scheduling method for an electric vehicle, characterized in that determining the fuel efficiency.
The method according to claim 1,
The compensating unit uses real-time charging rate and charging amount for each charging station, remaining SOC, charging efficiency, path distance, and path required time information to perform path correction in terms of amount in consideration of charging time period and charging rate for each charging station. of route scheduling methods.

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