KR20220086132A - Vehicle operating system with vehicle display applied to EV - Google Patents

Abstract

The present invention relates to a vehicle display, and more particularly, to a vehicle operating system having a vehicle display that can be applied to an EV-BUS as a CID (Central Information Display).
An object of the present invention is to provide a vehicle operating system having a vehicle display capable of supporting efficient energy management of an EV-bus.
A vehicle operating system having a vehicle display applied to an EV according to a preferred embodiment of the present invention is a bus route route, a bus stop name, a critical additional load for each route section, a standard additional load for each route section, and an actual additional load for each route section. And if corrected, the main monitor for displaying the corrected threshold additional load for each route section; And integrated control of EV-bus based on bus route route, bus stop name, critical additional load for each route section, standard additional load for each route section, actual additional load for each route section, and calibrated critical additional load for each route section It includes an integrated control unit that performs
According to the present invention, the real-time driver can recognize the efficient energy management situation of the EV-bus through the vehicle display.

Description

Vehicle operating system with vehicle display applied to EV

The present invention relates to a vehicle display, and more particularly, to a vehicle operating system having a vehicle display that can be applied to an EV-BUS as a CID (Central Information Display).

The vehicle display started with buried navigation in the past, and has recently developed into an infotainment system that provides various functions such as digital display of the instrument panel such as fuel amount, speed, and temperature, black box camera screen, and side camera screen.

As the amount of safety and convenience-related information acquired through the driver's vision while driving increases, various advanced display devices are being developed and applied to support it. Sometimes it is being reborn as a consuming device.

The most representative of vehicle information is CID (Central Information Display), and CID, which was one of the classic displays, is a vehicle display device that has shown the greatest performance improvement due to recent advances in semiconductor technology such as processor processing performance and memory capacity. became

Recently, as the number of physical buttons is gradually decreasing, larger displays and curved flexible displays are being introduced, and CID control through gesture recognition and connectivity service provision through smart phones are being added.

As the era of autonomous vehicles and eco-friendly vehicles approaches, the digital cockpit is being applied not only to passenger cars, but also to autonomous driving and electric buses, and has become an essential interior solution to connect with the city through the establishment of smart city infrastructure.

Electric buses, which are currently being introduced in Korea, are in the spotlight as a next-generation eco-friendly transportation method that does not generate air pollutants while driving. In particular, as each bus travels an average of 229 km per day, the effect of improving the air environment by reducing fine dust and greenhouse gas emissions is greater than that of ordinary passenger cars, so the development of technology for commercialization and dissemination is urgent.

In the case of EV-buses that are driven by charging batteries, route setting is inevitably restricted due to the limited cruising distance, and if the charging facilities are not sufficient, the interval between trains may be changed. Therefore, it is necessary to manage the limited energy efficiently to use it.

Electric energy-based vehicles, including EV-bus, need to check the energy management status in order to use limited energy as efficiently as possible, and a display device to display this is required.

1. Korean Patent Application No. 10-2020-0050876 (Application date: 2020.04.27) 2. Korean Patent Application No. 10-2019-0042134 (Application Date: 2019.04.10)

An object of the present invention is to provide a vehicle operating system having a vehicle display capable of supporting efficient energy management of an EV-bus.

A vehicle operating system having a vehicle display applied to an EV according to a preferred embodiment of the present invention includes a bus route route, a bus stop name, a critical additional load for each route section, a standard additional load for each route section, and an actual additional load for each route section. And if corrected, the main monitor for displaying the corrected threshold additional load for each route section; And integrated control of EV-bus based on bus route route, bus stop name, critical additional load for each route section, standard additional load for each route section, actual additional load for each route section, and calibrated critical additional load for each route section It includes an integrated control unit that performs

Here, the integrated control unit includes an indoor environment control unit having an energy saving mode and a normal operation mode; and calculating the standard additional load for each route section using the route used by passengers boarding at each bus stop, determining whether there is a section in which the standard additional load for each route section exceeds the critical additional load for each route section, and If it is determined that there is a section in which the standard additional load exceeds the critical additional load for each route section, a request is made to the indoor environment control unit to control the second load group in energy saving mode, and the standard additional load for each route section is determined for each route section When it is determined that there is no section exceeding the threshold additional load amount, an additional load determination unit for requesting the indoor environment control unit to control the second load group in a normal operation mode is included.

And, the additional load determining unit calculates the actual additional load for each route section consumed while moving one route section, and when the operation of one route section is completed, the actual addition for each route section from the standard additional load amount for each route section By adding the value obtained by subtracting the load amount to the critical additional load amount for each route section of the immediately following route section, the corrected critical additional load amount for each route section may be calculated.

According to the present invention, the real-time driver can recognize the efficient energy management situation of the EV-bus through the vehicle display.

1 is a functional block diagram of an EV bus according to a preferred embodiment of the present invention.
FIG. 2 is a functional block diagram of the integrated control unit of FIG. 1 .
3 shows an example of a main monitor screen.
4 shows a threshold additional load amount information table for each route section stored in the storage unit.

Since the present invention can have various changes and can have various embodiments, specific embodiments are illustrated in the drawings and described in detail in the detailed description. However, this is not intended to limit the present invention to specific embodiments, and it should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention.

In describing each figure, like reference numerals have been used for like elements. In describing the present invention, if it is determined that a detailed description of a related known technology may obscure the gist of the present invention, the detailed description thereof will be omitted.

Terms such as first, second, etc. may be used to describe various elements, but the elements should not be limited by the terms. The above terms are used only for the purpose of distinguishing one component from another.

For example, without departing from the scope of the present invention, a first component may be referred to as a second component, and similarly, a second component may also be referred to as a first component.

and/or includes a combination of a plurality of related listed items or any of a plurality of related listed items.

The terms used in the present application are only used to describe specific embodiments, and are not intended to limit the present invention.

The singular expression includes the plural expression unless the context clearly dictates otherwise. In the present application, terms such as “comprise” or “have” are intended to designate that a feature, number, step, operation, component, part, or combination thereof described in the specification exists, but one or more other features It should be understood that this does not preclude the existence or addition of numbers, steps, operations, components, parts, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

Terms such as those defined in a commonly used dictionary should be interpreted as having a meaning consistent with the meaning in the context of the related art, and should not be interpreted in an ideal or excessively formal meaning unless explicitly defined in the present application. does not

Hereinafter, a vehicle operating system having a vehicle display applied to an EV according to a preferred embodiment of the present invention will be described with reference to FIGS. 1 to 4 . Hereinafter, in order to clarify the gist of the present invention, descriptions of previously known matters will be omitted or simplified.

Referring to FIG. 1 , the vehicle operating system includes a main monitor 10 , a sub-monitor 20 , a first load group 30 , a second load group 40 , a battery 50 , and an integrated control unit 60 . can do.

The main monitor 10 may be for EV-bus drivers. The main monitor 10 may provide the EV-bus driver with information related to bus operation and an interface for bus operation. The main monitor 10 may be a touch pad type.

The main monitor 10 is the same as in FIG. 3, the bus route route, bus stop name, critical additional load for each route section/standard additional load for each route section/actual additional load for each route section/corrected threshold for each route section Additional load and the like can be displayed.

The sub-monitor 20 may be for bus passengers. The sub-monitor 20 may be implemented as a touch pad. The sub-monitor 20 may display route information to bus passengers. In addition, the sub-monitor 20 may input an alighting bus stop from a bus passenger by a touch method. And, when the get-off stop is input, the sub-monitor 20 may calculate the fare by a tacking method (eg, QR code tacking). The disembarkation stop information for each passenger collected by the sub-monitor 20 may be provided to the integrated control unit 60 .

The first load group 30 may be an electric load in charge of driving the EV-bus. The electrical load may be a motor, an inverter, or the like.

The second load group 40 may be an electric load responsible for the internal environmental conditions of the EV-bus. The second load group 40 may be an air conditioner for controlling the temperature and humidity inside the EV-bus and a lighting device for controlling lighting.

The battery 50 may be a set of battery cells. The battery 50 may be a lithium ion battery.

The integrated control unit 60 may perform integrated control of the EV-bus. The integrated control unit 60 may perform integrated control of the EV-bus in the autonomous control mode and the manual control mode. In the case of the EV-bus, it is difficult to predict the load. Specifically, when the EV-bus travels the same distance, a difference occurs in power consumed according to the number of EV-bus passengers. Therefore, the integrated control unit 60 is essential for energy management for stably operating a route using the limited amount of charge of the battery 50 . The integrated control unit 60 may have a function of actively controlling battery consumption power according to the number of passengers per driving section.

The integrated control unit 60 includes an interface unit 61 , a driving mode selection unit 62 , a driving control unit 63 , an indoor environment control unit 64 , an additional load determining unit 65 , a charging scheduling unit 66 , and an additional load. It may include an update unit 67 and a storage unit 68 .

The interface unit 61 may provide the driver with an interface for controlling the first load group 30 and the second load group 40 of the EV-bus through the main monitor 10 . The interface unit 61 may receive commands such as start, speed increase/decrease, stop, set temperature, set humidity, temperature increase/decrease, humidity increase/decrease, lighting on/off, lighting dimming and operation mode selection, etc., through the main monitor 10 . have. Here, in order for the driver to select the driving mode, the interface unit 61 may output a button for selecting the autonomous control mode and the manual control mode through the main monitor 10 . Here, the manual control mode is a mode in which the driver manually sets the indoor environmental conditions (set temperature, humidity, set illuminance) to manually control the second load group 40, and the automatic control mode is a mode in which preset conditions (set It may be a mode in which the integrated control unit 60 automatically controls the second load group 40 according to temperature, set humidity, set illuminance). The preset condition may be variable according to the outdoor environmental condition.

The driving mode selection unit 62 may set the control mode of the integrated control unit 60 according to the driving mode selected by the driver received through the interface unit 61 . When the driver selects the autonomous control mode, the driving mode selector 62 may select the control mode of the integrated controller 60 as the autonomous control mode. In this case, the indoor environment control unit 64 may control the second load group 40 according to preset conditions (set temperature, set humidity, set illuminance). When the driver selects the manual control mode, the driving mode selector 62 may select the control mode of the integrated controller 60 as the manual control mode. And, as will be described later, in the autonomous control mode, the indoor environment controller 64 may control the second load group 40 in any one of the normal operation mode and the energy saving mode according to the state of the additional load. . In the normal operation mode, the indoor environment controller 64 may control the second load group 40 so that the EV-bus indoor environment becomes preset normal operating conditions (set standard temperature, set standard humidity, set standard illuminance). The normal driving condition may be a condition in which the passenger feels comfortable (eg, the temperature is 25 degrees and the humidity is 40% RH). And, in the energy saving mode, the indoor environment control unit 64 controls the EV-bus indoor environment to a preset saving driving condition (a value in which the temperature difference with the outside air becomes a preset difference, a value where the humidity difference with the outdoor air becomes a preset difference) To this end, the second load group 40 may be controlled. For example, in the energy saving mode, the indoor environment controller 64 controls the second load group 40 so that the EV-bus indoor environment has a temperature difference of 3 degrees with the outside air and a humidity difference of 5% RH with the outside air. can be controlled The integrated control unit 60 may receive the outdoor air condition through a temperature/humidity sensor (not shown) and an illuminance sensor (not shown) installed outside the EV-vehicle. In contrast, in the manual control mode, the indoor environment controller 64 may control the second load group 40 according to the temperature, humidity, illuminance manually set by the driver, and the lighting on/off command manually input by the driver. have.

The driving control unit 63 may control the starting of the first load group 30 according to a driver's control command received through the interface unit 61 . For example, when the driver's control command received through the interface unit 61 increases the vehicle speed, the driving controller 63 may perform a control operation to increase the output of the battery 50 .

The indoor environment control unit 64 may control the EV-bus indoor environment by controlling the second load group 40 according to the driving mode selected by the driver received through the interface unit 61 .

The additional load determining unit 65 may calculate the standard additional load for each route section by using the route used by passengers boarding at each bus stop (including a bus route starting bus stop and a bus route ending bus stop). Here, the route section may be a section between two adjacent bus stops. The route used by the passenger may be a route from the bus stop where the passenger boards to the bus stop where the passenger gets off.

When all passengers are boarded at the bus stop, the driver inputs the fact of boarding completion through the main monitor 10, and at this time, the additional load determination unit 65 recognizes the completion of riding and proceeds with the additional load determination process. can

To determine the additional load, first, the additional load determining unit 65 may determine bus route information used by all passengers boarding at the stopped bus stop using the disembarking bus stop information input every time a passenger boards. In addition, for all passengers boarding the EV-bus at the stopped bus stop, the additional load determining unit 65 may determine the number of passengers per route section additionally operated at the stopped bus stop.

Here, the additional load means a load added to the reference load. The reference load is the amount of electricity consumed by the first load group 30 and the second load group 40 to move a route section at a preset average speed (eg, 40 km) in a state where there are no passengers on the EV-bus. can A bus route includes a plurality of route sections, and each route section may have a different distance. Accordingly, the reference load may be provided for each route section belonging to the bus route. The additional load may be an amount of power additionally consumed by the first load group 30 in addition to the reference load in order for the EV-bus to operate the route section when passengers are added. Each time a passenger is added, the load of the EV-bus increases, so that the electric power consumed by the first load group 30 for the same moving distance and the same moving speed increases, and whenever a passenger is reduced, the EV-bus load decreases Accordingly, the power consumed by the first load group 30 for the same moving distance and the same moving speed may be reduced.

The additional load determining unit 65 may calculate the standard additional load for each route section by multiplying the number of passengers per route section by the unit standard additional load amount. Here, the unit standard additional load may be an additional load for each route section when a preset standard weight (eg, 60 kg) is added. Since the lengths of the route sections are different, a unit standard additional load amount may be provided for each route section.

The additional load determining unit 65 may immediately determine whether there is a section in which the standard additional load for each route section exceeds the threshold additional load for each route section in response to the calculation of the standard additional load for each route section. In this case, for all of the route sections existing between the currently stopped bus stop and the last bus stop, it may be determined whether there is a section in which the standard additional load amount for each route section exceeds the critical additional load amount for each route section. The additional load determining unit 65 determines whether there is a section in which the standard additional load amount for each route section exceeds the critical additional load amount for each route section for all route sections existing between the currently stopped bus stop and the final bus stop You can do this every time you move one route section. The critical additional load for each route section is preset information, and may be an additional load calculated using the average of the number of passengers by day, dispatch time, and route section secured while operating the corresponding EV-bus route for a preset period. The critical additional load for each route section may be calculated by the actual additional load for each route section for each section by day of the week. The actual additional load for each route section will be described later. The critical additional load for each route section may be calculated for each day of the week and for each dispatch time. The storage unit 68 may store critical additional load amount information for each day of the week, each dispatch time, and each route section as shown in FIG. 4 . When determining whether there is a section in which the standard additional load amount for each route section exceeds the threshold additional load amount for each route section, the additional load determining unit 65 determines the threshold for each route section corresponding to the day of the week to which the determination time belongs and the dispatch time Additional loading information is available.

When it is determined that there is a section in which the standard additional load amount for each route section exceeds the threshold additional load amount for each route section, the additional load determination unit 65 sends the second load group 40 to the energy saving mode to the indoor environment control unit 64 can be requested to control. In this case, the indoor environment controller 64 may control the second load group 40 in the energy saving mode. Accordingly, it is possible to minimize power consumption of the battery 50 while moving to the next route section. On the other hand, if it is determined that there is no section in which the standard additional load amount for each route section exceeds the threshold additional load amount for each route section, the additional load determining unit 65 sends the second load to the indoor environment control unit 64 in the normal operation mode. It may request to control group 40 . In this case, the indoor environment controller 64 may control the second load group 40 in the normal operation mode.

The additional load determining unit 65 may calculate an actual additional load amount for each route section consumed while moving one route section. The additional load determination unit 65 corresponds to a preset average speed (eg, 40 km) in a state where there are no passengers in the EV-bus from the total amount of power consumed through the first load group while moving one route section. By subtracting the power consumed by the first load group 30 to move the route section, an actual additional load amount for each route section can be calculated.

When the operation of one route section is completed, the additional load determination unit 65 adds the value obtained by subtracting the actual additional load amount for each route section from the standard additional load amount for each route section to the critical additional load amount for each route section of the immediately next route section. Accordingly, it is possible to calculate the threshold additional load for each corrected route section. The corrected critical additional load for each route section is defined as the standard additional load for each route section exceeds the critical additional load for each route section for all route sections that exist between the bus stop at which the additional load determination unit 65 stops and the final bus stop. When determining whether a section exists, it can be used as a threshold additional load for each route section. Accordingly, the battery power consumption state in the previous route section may be reflected in the subsequent section to actively determine the control mode of the second load group 40 . In this way, when energy consumption is saved in the previous route section, it is possible to reduce the case of entering the energy saving mode in the next section. Accordingly, it is possible to reduce the number of consecutive route sections in which passengers are exposed to an uncomfortable environment and efficiently use limited EV-bus energy.

As in FIG. 3 , the additional load determining unit 65 determines the bus route route, bus stop name, critical additional load for each route section/standard additional load for each route section/actual additional load for each route section/corrected route section when corrected Each threshold additional load may be displayed through the main monitor 10 .

The additional load update unit 67 uses the actual additional load amount for each route section determined by the additional load determiner 65 for each route section, and updates critical additional load amount information for each day of the week, each dispatch time and each route section as in FIG. 4 . can do. At this time, for each route determined by the additional load determining unit 65 to the critical additional load amount for each existing route section corresponding to the day of the week and the dispatch time corresponding to the actual additional load for each route section determined by the additional load determining unit 65 By calculating the average value reflecting the actual additional load, critical additional load information may be updated for each day of the week, each dispatch time, and each route section.

The charging scheduling unit 66 may calculate the remaining capacity of the battery 50 upon arrival of the final destination in response to the completion of riding at the bus stop immediately before the final bus stop. At this time, the charging scheduling unit 66 is the standard additional load for each route section from the bus stop just before the final bus stop to the final bus stop from the remaining capacity of the battery 50 at the bus stop just before the final bus stop. By subtracting , it is possible to calculate the remaining capacity of the battery 50 upon arrival at the end point. When calculating, the charging scheduling unit 66 may transmit the remaining capacity of the battery 50 to a charging station operating system (not shown) operated at the end point through a communication network upon arrival at the end point. Thereby, the charging station operating system may schedule charging of the EV-Bus at the charging station of the EV-Bus based on the remaining capacity of the battery 50 upon arrival at the endpoint of the EV-Bus.

The storage unit 68 may store the standard additional load amount information for each day of the week, each dispatch time, and each route section as in FIG. 4 .

10: main monitor
20: sub monitor
30: first load group
40: 2nd load group
50: battery
60: integrated control unit
61: interface unit
62: operation mode selection unit
63: driving control unit
64: indoor environment control unit
65: additional load determination unit
66: charging scheduling unit
67: additional load update unit
68: storage

Claims (3)

a main monitor for displaying a bus route route, a bus stop name, a critical additional load for each route section, a standard additional load for each route section, an actual additional load for each route section, and a calibrated critical additional load for each route section; and
Integrated control of EV-bus based on bus route route, bus stop name, critical additional load for each route section, standard additional load for each route section, actual additional load for each route section, and, if corrected, the critical additional load for each route section A vehicle operating system having a vehicle display applied to an EV including an integrated control unit to perform the operation. The method of claim 1,
The integrated control unit
an indoor environment control unit having an energy saving mode and a normal operation mode; and
Calculate the standard additional load for each route section using the route used by passengers boarding at each bus stop, determine whether there is a section in which the standard additional load for each route section exceeds the critical additional load for each route section, and the standard for each route section If it is determined that there is a section in which the additional load exceeds the threshold additional load for each route section, a request is made to the indoor environment control unit to control the second load group in the energy saving mode, and the standard additional load for each route section is critical for each route section When it is determined that there is no section exceeding the additional load amount, it is provided with a vehicle display applied to EV, characterized in that it includes an additional load determination unit that requests the indoor environment control unit to control the second load group in the normal driving mode One vehicle operating system. 3. The method of claim 2,
The additional load determining unit
Calculate the actual additional load for each route section consumed while moving one route section,
When the operation of one route section is completed, the corrected route section is obtained by adding the value obtained by subtracting the actual additional load amount for each route section from the standard additional load amount for each route section to the critical additional load amount for each route section of the immediately next route section A vehicle operating system having a vehicle display applied to an EV, characterized in that it calculates a specific threshold additional load.

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