KR20230167975A - Apparatus and method for guiding distance to empty of electric vehicle - Google Patents

Abstract

The present invention relates to an apparatus and method for guiding the driving distance of an electric vehicle. When a destination is set, it is determined whether the destination can be reached based on the current driving distance, and when it is determined that the destination can be reached, it is determined based on the actual road driving situation. Detects situations where the destination cannot be reached and guides actions to reach the destination.

Description

Apparatus and method for guiding the driving distance of an electric vehicle {APPARATUS AND METHOD FOR GUIDING DISTANCE TO EMPTY OF ELECTRIC VEHICLE}

The present invention relates to an apparatus and method for guiding the driving range of an electric vehicle, which provides guidance on how to reach a destination when the driving range of an electric vehicle rapidly decreases.

Electric vehicles calculate representative fuel efficiency by learning the driver's fuel efficiency and then multiply it by the currently available energy or the available energy predicted through air conditioning consumption power prediction to calculate the final driving distance (Distance To Empty, DTE). This existing DTE calculation method can learn fuel efficiency only by securing a certain driving distance to understand the driver's tendency (level of fuel efficient driving). In addition, conventionally, the energy excluding the air conditioning consumption predicted energy calculated through air conditioning consumption power prediction from the available energy transmitted from the battery management system (BMS) is transmitted as final energy.

Compared to the DTE predicted at the beginning of driving, the DTE may drop sharply during actual driving due to changes in road conditions and driver driving patterns. At this time, the electric vehicle cannot guide the driver to errors that occur due to difficulty learning due to downgraded driving and sudden acceleration. In addition, if the electric vehicle was able to reach the destination when initially checking whether the destination was reached, but was unable to do so due to external factors during actual driving, it can only provide the driver with a result of 'destination not reachable'.

The present invention provides a driving range guidance device and method for an electric vehicle that guides measures to reach the destination when the driving range drops sharply due to driving conditions and/or external factors when driving on an actual road, making it impossible to reach the destination. We would like to provide.

The driving range guidance device for an electric vehicle according to embodiments of the present invention includes a processor, and when a destination is set, the processor determines whether the destination can be reached based on the current driving range, and determines whether the destination can be reached. Once determined, it is possible to detect a situation where the destination cannot be reached according to the actual road driving situation and guide measures to reach the destination.

The processor compares the required available energy to reach the destination with the real-time available energy of the battery, and when the required available energy is greater than the real-time available energy, it can determine the cause of the decrease in available energy.

If the slope of the road on which the vehicle travels exceeds a predetermined standard slope, the processor determines that the cause of the reduction in available energy is the road slope, and if the slope of the road on which the vehicle travels is less than the standard slope, the processor determines that the available energy is reduced by the road slope. The cause of energy reduction can be determined to be the air conditioning system.

If the cause of the reduction in available energy is determined to be the road slope, the processor recommends the driver to use a charging station, and if the cause of the reduction in available energy is determined to be the air conditioning device, the processor provides the driver with an air conditioning operation to reduce air conditioning consumption. can guide you.

The processor compares the current vehicle speed with a predetermined reference speed, and when the vehicle speed exceeds the reference speed, the required fuel efficiency for reaching the destination is compared with the current fuel efficiency of the vehicle, and the required fuel efficiency is compared with the current fuel efficiency. If the fuel efficiency is exceeded, the reason for not being able to reach the destination can be determined to be deterioration in fuel efficiency.

If the processor determines that the reason for the inability to reach the destination is the deterioration of fuel efficiency, it may suggest vehicle speed control to the driver.

The processor can calculate fuel efficiency for each road type considering environmental conditions.

The processor acquires the current outside temperature and current humidity when setting the destination, calculates the average value of fuel efficiency, outside air temperature, and humidity according to previous driving, and calculates the current outside temperature and current humidity and the average value of the fuel efficiency, outside air temperature, and humidity. Based on You can save it.

The processor determines a temperature correction coefficient based on the current outside air temperature and the average value of the outside temperature, determines a humidity correction coefficient based on the current humidity and the average value of the humidity, and determines the temperature correction coefficient and the average value of the fuel efficiency. The final fuel efficiency of the first road type can be calculated by applying the humidity correction coefficient.

The processor may re-perform the fuel efficiency calculation process for the second road type.

The method of guiding the driving range of an electric vehicle according to embodiments of the present invention includes the steps of determining whether the destination can be reached based on the current driving range when the destination is set, and determining whether the destination can be reached based on the actual road driving situation. It may include detecting a situation where the destination cannot be reached, and guiding actions to reach the destination.

The step of detecting a situation where the destination cannot be reached due to the actual road driving situation includes comparing the required available energy for reaching the destination with the real-time available energy of the battery, and if the required available energy is greater than the real-time available energy, available energy. It may include determining the cause of energy reduction.

The step of determining the cause of the decrease in available energy includes, when the slope of the road on which the vehicle travels exceeds a predetermined standard slope, determining the cause of the decrease in available energy as the road slope, and the step of determining the cause of the decrease in available energy as the road slope. If the gradient is below the reference gradient, determining that the cause of the decrease in available energy is the air conditioning device may be included.

The step of guiding measures to reach the destination includes, if it is determined that the cause of the decrease in available energy is the road gradient, recommending the driver to go through a charging station, and if it is determined that the cause of the decrease in available energy is the air conditioning device, It may include a step of guiding the driver to operate the air conditioning to reduce air conditioning power consumption.

The step of detecting a situation in which the destination cannot be reached due to the actual road driving situation includes comparing the current vehicle speed with a predetermined reference speed; When the vehicle speed exceeds the reference speed, comparing the required fuel efficiency for reaching the destination with the current fuel efficiency of the vehicle, and when the required fuel efficiency exceeds the current fuel efficiency, determining that the cause of the inability to reach the destination is fuel efficiency deterioration. It may include steps.

The step of providing guidance on measures to reach the destination may include suggesting vehicle speed control to the driver when the cause of the inability to reach the destination is determined to be the deterioration of fuel efficiency.

The method for guiding the driving range of an electric vehicle may further include calculating fuel efficiency for each road type considering environmental conditions.

The step of calculating the fuel efficiency for each road type includes obtaining the current outside temperature and current humidity when the destination is set, calculating the average value of the fuel efficiency, outside temperature, and humidity according to previous driving, the current outside temperature, and the current humidity. calculating the final fuel efficiency of the first road type on which the vehicle is traveling based on the average values of the fuel efficiency, the outside air temperature, and the humidity, and when the first road type is changed to the second road type, the final fuel efficiency of the first road type It may include storing fuel efficiency, the current outside temperature, and the current humidity.

Calculating the final fuel efficiency of the first road type includes determining a temperature correction coefficient based on the current outside air temperature and the average value of the outside temperature, and determining a humidity correction coefficient based on the current humidity and the average value of the humidity. , and calculating the final fuel efficiency of the first road type by applying the temperature correction coefficient and the humidity correction coefficient to the average value of the fuel efficiency.

The calculating the fuel efficiency for each road type may further include re-performing the fuel efficiency calculation process for the second road type.

The present invention provides guidance on steps to take to reach the destination when the possible driving distance drops sharply due to driving conditions and/or external factors when driving on an actual road, making it impossible to reach the destination, so that the driver can trust the possible driving distance. do.

Additionally, the present invention can guide drivers to recognize changes in their driving habits while driving.

1 is a configuration diagram showing an electric vehicle related to the present invention.
Figure 2 is a block diagram showing a control system within an electric vehicle according to embodiments of the present invention.
Figure 3 is a graph showing DTE change according to actual driving distance according to embodiments of the present invention.
Figure 4 is a flowchart illustrating a method for guiding a possible driving distance of an electric vehicle according to embodiments of the present invention.
Figure 5 is a graph showing changes in fuel efficiency related to the present invention.
Figure 6 is a flowchart showing a method for calculating fuel efficiency for each road type according to embodiments of the present invention.

Hereinafter, some embodiments of the present invention will be described in detail through illustrative drawings. When adding reference numerals to components in each drawing, it should be noted that identical components are given the same reference numerals as much as possible even if they are shown in different drawings. Additionally, when describing embodiments of the present invention, if detailed descriptions of related known configurations or functions are judged to impede understanding of the embodiments of the present invention, the detailed descriptions will be omitted.

In describing the components of the embodiments of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are only used to distinguish the component from other components, and the nature, sequence, or order of the component is not limited by the term. Additionally, unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as generally understood by a person of ordinary skill in the technical field to which the present invention pertains. Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related technology, and should not be interpreted in an ideal or excessively formal sense unless explicitly defined in the present application. No.

1 is a configuration diagram showing an electric vehicle related to the present invention. The electric vehicle shown in FIG. 1 is an example for explanation and is not limited thereto.

Referring to FIG. 1, an electric vehicle (hereinafter referred to as vehicle) 100 includes a first motor 110, a second motor 120, a first reducer 130, a second reducer 140, and a first differential gear ( It includes a differential gear (150), a second differential gear (160), a disconnector (170), and a battery (180).

The first motor 110 and the second motor 120 are driving devices that convert electrical energy into kinetic energy and generate power necessary to drive the wheels FW1, FW2, RW1, and RW2. The first motor 110 and the second motor 120 may adjust output torque by adjusting the rotation direction and rotation speed (Revolution Per Minute, RPM) according to instructions from an MCU (Motor Control Unit). The first motor 110 supplies power to the rear wheels (RW1 and RW2), and the second motor 120 supplies power to the front wheels (FW1 and FW2). The first motor 110 and the second motor 120 may be used as generators to charge the battery 180 by generating back electromotive force when the battery remaining charge (SOC) is low or during regenerative braking.

The first reducer 130 and the second reducer 140 are a type of transmission designed to efficiently transmit power generated from the motors 110 and 120 to the wheels FW1, FW2, RW1, and RW2. The first reducer 130 adjusts the rotation speed (motor torque) of the first motor 110 and transmits it to the rear wheels (RW1 and RW2), and the second reducer 140 adjusts the rotation speed of the second motor 120. Adjust and transmit to the front wheels (FW1 and FW2).

The first differential gear 150 and the second differential gear 160 are connected to the output terminals of the first reducer 130 and the second reducer 140, respectively, to output the first reducer 130 and the second reducer 140. Torque is distributed and transmitted to the wheels (FW1, FW2, RW1, and RW2). The first differential gear 150 distributes and transmits the power generated by the first motor 110 to both front wheels FW1 and FW2. Additionally, the second differential gear 160 distributes and transmits the power generated by the second motor 120 to both rear wheels (RW1 and RW2).

The disconnector 170 is mounted on the axle shaft and may be disposed between the differential gear 150 or 160 and the wheel (FW1, FW2, RW1, or RW2). In this embodiment, to help understand the explanation, it is taken as an example that the disconnector 170 is placed on the front axle drive shaft, but it can also be placed on the rear axle drive shaft. .

The disconnector 170 may transmit or block power from the second motor 120 and the second reducer 140 to the front wheels (FW1 and FW2). The disconnector 170 may be connected or released according to instructions from a disconnector control device (not shown). When the disconnector 170 is fastened, the vehicle 100 can be driven in four-wheel drive (4WD), that is, all-wheel drive (AWD). Additionally, when the disconnector 170 is released, the vehicle 100 can be driven in a rear-wheel drive manner.

The battery 180 supplies the power needed to drive the vehicle and can be implemented as a high-voltage battery. The battery 180 supplies power to the first motor 110 and the second motor 120. Battery 180 may be charged by regenerative energy generated from motors 110 and 120. Although not shown in the drawing, the vehicle 100 is equipped with a battery management system (Battery Management System) that monitors the charging and discharging status of the battery 180, detects abnormalities occurring in the battery 180, and takes appropriate measures. , BMS) may be further provided. Additionally, the vehicle 100 may be further equipped with a power converter that converts the voltage output from the battery 180 into a motor driving voltage and supplies it. The power converter is an inverter that converts the direct current power of the battery 180 into alternating current power to control the speed of the motors 110 and 120, and an inverter that converts the high voltage output from the battery 180 into low voltage to supply power to the electronic system. It may include a low voltage DC-DC converter (LDC), etc.

Figure 2 is a block diagram showing a control system within an electric vehicle according to embodiments of the present invention.

Referring to FIG. 2, the control system 200 within an electric vehicle includes a navigation device 210, a battery management system (BMS) 220, an air conditioning device 230, and a speed sensor ( 240), a temperature sensor 250, a humidity sensor 260, and a distance to empty (DTE) guidance device 270.

The navigation device 210 can set a destination according to user input. Once a destination is set, the navigation device 210 can search for a driving route to the destination and provide guidance. When searching for a driving route, the navigation device 210 may search for an optimal route (e.g., shortest distance and/or minimum time) by reflecting real-time traffic information. The navigation device 210 may provide road information such as road type and/or road slope. Although not shown in the drawing, the navigation device 210 includes a memory for storing map data, a GPS (Global Positioning System) receiver for measuring the vehicle location, a communication module for receiving traffic information from the outside, and/or searching for a driving route. It may include a processor that guides the route along the discovered driving route.

The BMS 220 can optimally manage the battery 180 shown in FIG. 1 to increase energy efficiency and extend its lifespan. The BMS 220 can prevent overcharging or overdischarging by monitoring the voltage, current, and temperature of the battery 180 in real time. The BMS 220 can calculate the remaining amount of the battery 180, that is, the state of charge (SOC). The BMS 220 can transmit the current battery available energy based on the SOC of the battery 180 as CAN (Controller Area Network) data.

The air conditioning device 230 is a system that maintains the temperature, humidity, air cleanliness, and flow inside the vehicle comfortably.

The speed sensor 240 can measure vehicle speed. The speed sensor 240 may be implemented as a wheel sensor or the like.

The temperature sensor 250 can measure the outside air temperature (outside air temperature) of the vehicle 100. Additionally, the temperature sensor 250 may measure the indoor temperature of the vehicle.

The humidity sensor 260 may measure humidity indoors and/or outdoors of the vehicle 100.

The DTE guidance device 270 can calculate the DTE of the vehicle 100 and guide it to a user (eg, driver). The DTE guidance device 270 may include a processor 271 and memory 272. The processor 271 may control the overall operation of the DTE guidance device 270. The processor 271 may include an application specific integrated circuit (ASIC), a digital signal processor (DSP), a programmable logic device (PLD), a field programmable gate array (FPGA), a central processing unit (CPU), a microcontroller, and/or It may include at least one processing device such as a microprocessor. The memory 272 may be a non-transitory storage medium that stores instructions executed by the processor. The memory 272 includes flash memory, hard disk, SSD (Solid State Disk), SD card (Secure Digital Card), RAM (Random Access Memory), SRAM (Static Random Access Memory), and ROM. It may include at least one of storage media such as (Read Only Memory), PROM (Programmable Read Only Memory), EEPROM (Electrically Erasable and Programmable ROM), and EPROM (Erasable and Programmable ROM). The memory 272 may store auxiliary logic based on available energy and auxiliary logic based on fuel efficiency. Additionally, the memory 272 can store representative fuel efficiency for each road type and can also store fuel efficiency, outdoor temperature, and humidity for each road type learned during previous driving.

The processor 271 of the DTE guidance device 270 can check the current DTE when the engine is turned on. The processor 271 can calculate DTE by multiplying available energy and fuel efficiency. At this time, the available energy may be energy excluding the air conditioning consumption energy predicted by predicting the air conditioning consumption power of the air conditioning device 230 from the available energy transmitted from the BMS 220.

The processor 271 may receive a signal indicating that the destination has been set from the navigation device 210. When a signal indicating destination setting is received, the processor 271 may compare the current DTE with the distance to the destination included in the received signal. The processor 271 may determine whether it is possible to reach the destination based on the comparison result. The processor 271 may determine that the destination can be reached if the current DTE is greater than or equal to the distance to the destination. For example, if the current DTE is 250 km and the distance to the destination is 240 km, the processor 271 may determine that the destination is reachable. Meanwhile, the processor 271 may determine that the destination is unreachable if the current DTE is smaller than the distance to the destination.

After checking whether the destination has been reached based on the current DTE, the processor 271 can execute auxiliary logic based on available energy and auxiliary logic based on fuel efficiency. When driving begins, the processor 271 may detect whether a destination unreachable situation occurs using auxiliary logic based on available energy and/or auxiliary logic based on fuel efficiency.

First, the process of the available energy-based auxiliary logic is explained.

The processor 271 can compare the available energy required to reach the destination (i.e., required available energy) and the available energy in real time. The required available energy is the distance to the destination divided by the fuel efficiency for each road type to the destination, and the real-time available energy is the current available battery energy provided by the BMS 220.

If the required available energy exceeds the real-time available energy, the processor 271 can determine (classify) the cause of the available energy reduction. The processor 271 may determine whether the slope of the road on which the vehicle travels (road slope) exceeds a predetermined reference slope (eg, 15 deg). If the road slope exceeds the standard slope, the processor 271 may determine that available energy is reduced due to a downgrade. In other words, it can be determined that the cause of the decrease in available energy is the road gradient. If the processor 271 determines that available energy has decreased due to a downgrade, it can search for charging stations existing on the driving route through the navigation device 210 and recommend the driver to go through the searched charging station. For example, the processor 271 may output a message such as “Please pass through the ○○ charging station as the destination cannot be reached” through a display and/or speaker.

The processor 271 can determine whether to charge the battery by arriving at (via) the searched charging station. When charging the battery, the processor 271 can re-perform the process of setting the destination and checking whether the destination has been reached. The processor 271 can maintain the current state when the battery is not charged.

If the road slope is below the standard slope, the processor 271 may determine that available energy is reduced due to air conditioning. In other words, the processor 271 may determine that the air conditioning device 230 is the cause of the decrease in available energy. The processor 271 may guide the driver's operation in a direction to reduce the air conditioning power consumption of the air conditioning device 230. At this time, the processor 271 can guide the operation method to reduce air conditioning power consumption through a pop-up and make the driver aware of it. In this way, since the driver's operation is guided in the direction of reducing air conditioning power consumption, available energy can be secured by reducing the air conditioning energy calculated through prediction of power consumption of the air conditioning device 230.

The processor 271 may determine that the destination can be reached if the required available energy is less than the real-time available energy. Accordingly, the processor 271 can maintain the status quo.

Next, the process of the fuel efficiency standard auxiliary logic will be described.

When the processor 271 starts driving, it can compare the vehicle speed with a predetermined reference speed. At this time, the processor 271 may measure the vehicle speed using the speed sensor 240 or may receive the vehicle speed from another electronic control unit (ECU) in the vehicle.

If the vehicle speed exceeds the reference speed (e.g., 80 kph), the processor 271 may compare the current fuel efficiency with the fuel efficiency required to reach the destination (i.e., required fuel efficiency). The required fuel efficiency is the fuel efficiency calculated for each road type through linkage with the navigation device 210 when setting the destination, and the current fuel efficiency is the fuel efficiency calculated for each predetermined unit driving distance (e.g., 2 km) (e.g., 25 fuel efficiencies (total of 50 km) )) may be the average fuel efficiency.

If the required fuel efficiency exceeds the current fuel efficiency, the processor 271 may determine that the destination cannot be reached due to worsening fuel efficiency (e.g., high-speed conditions). At this time, the processor 271 may determine that the destination cannot be reached if the current fuel efficiency calculated for each unit driving distance exceeds the required fuel efficiency twice in succession. If it is determined that the destination is unreachable, the processor 271 may output information indicating the destination unreachable situation in the form of a pop-up.

The processor 271 may induce selection of driving conditions to maintain fuel efficiency to reach the destination. In other words, the processor 271 may suggest vehicle speed control to the driver to reach the destination. The processor 271 can improve (improve) fuel efficiency through vehicle speed control if the driver agrees to the vehicle speed control suggestion.

The processor 271 may maintain the status quo (status quo) when the vehicle speed is below the reference speed, the required fuel economy is below the current fuel economy, or the driver does not agree to the vehicle speed control proposal.

The processor 271 can calculate fuel efficiency for each road type considering environmental conditions. Specifically, the processor 271 can measure the current outside temperature and current humidity using the temperature sensor 250 and the humidity sensor 260 when setting the destination. At this time, the processor 271 may receive the average outside temperature and humidity information for the day transmitted from the server through communication with the server providing weather information.

The processor 271 can store fuel efficiency, outdoor temperature, and humidity according to previous driving for each road type in N buffers. The processor 271 can learn the fuel efficiency of each road type according to environmental conditions using the fuel efficiency of each road type, outdoor temperature, and humidity stored in N buffers. Here, road types can be divided into Highway and Route.

The processor 271 stores N fuel efficiency, outside temperature, and humidity calculated and measured during previous driving for each road type as shown in [Table 1], and calculates the average (average value) of the N stored fuel efficiency, outside temperature, and humidity. You can. In other words, the processor 271 can calculate the average values of fuel efficiency, outside temperature, and humidity according to previous driving. The calculated fuel efficiency average value can be used as the required fuel efficiency (i.e., representative fuel efficiency) when comparing the required fuel efficiency and the current fuel efficiency in the fuel efficiency standard auxiliary logic.

N Highway ... Fuel efficiency [km/kWh] Outside temperature [℃] humidity[%] One 5.617 15 33 ... ... ... ... ... ... N 6.127 21 67 ... average A B C ...

The processor 271 may determine a temperature correction coefficient according to the current outside temperature compared to the average outside temperature B. The processor 271 may determine a humidity correction coefficient according to the current humidity compared to the average humidity C. As an example, the processor 271 may refer to a lookup table in which factors according to evaluation are defined, as shown in Table 2, and determine a coefficient based on the temperature difference obtained by subtracting the current outside air temperature from the average outside air temperature as the temperature correction coefficient.

Outside temperature difference [℃] -30 -25 -20 -15 -10 -5 0 Factor -39.7% -35.6% -31.2% -26.5% -21.7% -16.7% -11.8% Outside temperature difference [℃] 5 10 15 20 25 30 Factor -7.1% -3.0% 0.4% 2.7% 3.7% 3.3%

The processor 271 can calculate the final fuel efficiency for each road type by applying the temperature correction coefficient and the humidity correction coefficient. The processor 271 may calculate the final fuel efficiency of the road type currently being driven by applying a temperature correction coefficient and a humidity correction coefficient to the average fuel efficiency A according to previous driving of the road type currently being driven. The processor 271 may calculate the final fuel efficiency of the road type being currently driven. Each time the road type changes, the fuel efficiency, outside temperature, and humidity of the road type driven can be registered (stored) in the buffer. At this time, the processor 271 may delete the oldest data when the buffer is full. As an example, the processor 271 may add the fuel efficiency, outside temperature, and humidity of the first road type to the buffer when entering a road section of the second road type after terminating driving on a road section of the first road type during the driving route. there is. Additionally, the processor 271 may recalculate the fuel efficiency of the second road type when entering a road section of the second road type.

Figure 3 is a graph showing DTE change according to actual driving distance according to embodiments of the present invention.

Once the destination is set, the DTE guidance device 270 can check whether the destination can be reached from the starting point (e.g., current location of the vehicle) based on the current DTE. That is, the DTE guidance device 270 can predict (expect) the change in DTE (initial expected DTE) according to the actual driving distance based on the current DTE. After setting the destination and before starting driving, you can predict the ideal DTE change, which decreases linearly as the DTE gets closer to the destination.

However, when driving on an actual road, DTE (actual driving DTE) may drop rapidly due to changes in road conditions and driver driving patterns. At this time, the DTE guidance device 270 may execute auxiliary logic to guide actions to reach the destination.

For example, if it is determined that the destination cannot be reached due to a decrease in available energy, the DTE guidance device 270 may determine the cause of the decrease in available energy. The DTE guidance device 270 can guide the vehicle to a nearby charging station within the driving route when available energy is reduced due to the road gradient. Additionally, the DTE guidance device 270 can induce an increase in available energy through air conditioning operation when available energy decreases due to air conditioning. In other words, since air conditioning energy is calculated through prediction of air conditioning consumption power, available energy can be secured by inducing air conditioning operation in a direction that reduces the average air conditioning power consumption.

As another example, if the DTE guidance device 270 determines that the destination cannot be reached due to current fuel efficiency deterioration (e.g., high-speed conditions), it may transmit information informing the driver that the destination cannot be reached. Thereafter, the DTE guidance device 270 may guide the user to select driving conditions for fuel efficiency (i.e., vehicle speed control) to reach the destination.

In this way, the auxiliary logic guides the actions to reach the destination, allowing the vehicle to reach the destination even if the DTE drops sharply.

Figure 4 is a flowchart illustrating a method for guiding a possible driving distance of an electric vehicle according to embodiments of the present invention. Figure 5 is a graph showing changes in fuel efficiency related to the present invention.

The navigation device 210 can set a destination based on data input by the user after the engine is started (S100). The navigation device 210 may calculate the distance from the starting point to the destination and transmit destination setting information including the calculated distance to the DTE guidance device 270.

The DTE guidance device 270 can determine whether the destination can be reached based on the DTE (S110). The DTE guidance device 270 may receive DTE from the BMS 220 when the engine is turned on. The DTE guidance device 270 can compare the distance to the destination included in the DTE and destination setting information. The DTE guidance device 270 may determine that the destination can be reached if the DTE exceeds the distance to the destination. Meanwhile, the DTE guidance device 270 may determine that the destination cannot be reached if the DTE is less than the distance to the destination.

The DTE guidance device 270 can determine whether the required available energy exceeds the real-time available energy (S120). Required available energy is the available energy required to reach the destination, which is calculated by dividing the distance to the destination by the fuel efficiency by road type to the destination. Real-time available energy is the current battery available energy transmitted from the BMS 220. The DTE guidance device 270 may determine that if the required available energy exceeds the real-time available energy, a situation in which the destination cannot be reached may occur due to a decrease in available energy. Meanwhile, the DTE guidance device 270 may determine that if the required available energy does not exceed the real-time available energy, a situation in which the destination cannot be reached due to a decrease in available energy does not occur.

If the required available energy exceeds the real-time available energy, the DTE guidance device 270 may determine whether the slope of the road on which the vehicle is traveling exceeds the predetermined reference slope (S130). If the DTE guidance device 270 determines that a situation in which the destination cannot be reached may occur due to a decrease in available energy, it can determine whether the cause of the decrease in available energy is the road gradient. If the road slope on which one is driving exceeds the standard slope, the DTE guidance device 270 may determine that available energy is reduced due to the road slope. The DTE guidance device 270 may determine that available energy is not reduced due to the road slope when the road slope on which the vehicle is being driven is less than the standard slope.

If the road slope exceeds the standard slope, the DTE guidance device 270 may recommend the driver to pass through the charging station (S140). If the DTE guidance device 270 determines that the cause of the decrease in available energy is the road gradient, it can search for charging stations on the driving route in conjunction with the navigation device 210 and recommend the driver to go through the searched charging stations.

The DTE guidance device 270 can determine whether to charge the battery after recommending passage through a charging station (S150). The DTE guidance device 270 can check whether battery charging is performed based on location information, SOC, etc.

When charging the battery, the DTE guidance device 270 may return to S100.

If the road slope is less than the standard slope in S130, the DTE guidance device 270 may guide the air conditioning operation in the direction of reducing air conditioning power consumption (S160). If the cause of the decrease in available energy is not the road slope, the DTE guidance device 270 may determine that the available energy is reduced by the air conditioning device 230. That is, the DTE guidance device 270 may determine that the cause of the decrease in available energy is the air conditioning device 230. At this time, the DTE guidance device 270 may guide the driver's air conditioning operation in a direction to reduce air conditioning power consumption through a pop-up, etc. The DTE guidance device 270 secures available energy by reducing air conditioning consumption through the driver's air conditioning operation, allowing the vehicle to reach its destination.

If it is determined that the destination can be reached, the DTE guidance device 270 may determine whether the vehicle speed exceeds a predetermined reference speed (S170). The DTE guidance device 270 may obtain the vehicle speed through the speed sensor 240 or the ECU in the vehicle.

If the vehicle speed exceeds the reference speed, the DTE guidance device 270 may determine whether the required fuel efficiency exceeds the current fuel efficiency (S180). The required fuel efficiency is the fuel efficiency required to reach the destination, and is the fuel efficiency calculated for each road type through linkage with the navigation device 210 when setting the destination. The current fuel efficiency may be the average fuel efficiency of fuel efficiencies (e.g., 25 fuel efficiencies (total of 50 km)) calculated for each predetermined unit driving distance (e.g., 2 km).

If the required fuel efficiency exceeds the current fuel efficiency, the DTE guidance device 270 may output a warning indicating that the destination cannot be reached (S190). At this time, the processor 271 may determine that the destination cannot be reached if the current fuel efficiency calculated for each unit driving distance exceeds the required fuel efficiency twice in succession. If the required fuel efficiency exceeds the current fuel efficiency and the destination cannot be reached, the DTE guidance device 270 may determine that the destination cannot be reached due to poor fuel efficiency. The processor 271 may output information indicating that the destination cannot be reached in a pop-up form.

The DTE guidance device 270 can check whether the driver agrees to the vehicle speed control proposal (S200). The DTE guidance device 270 can guide the selection of driving conditions to maintain fuel efficiency to reach the destination through a pop-up, etc.

The DTE guidance device 270 can improve fuel efficiency through vehicle speed control if the driver agrees to the vehicle speed control suggestion (S210). As shown in FIG. 5 , when the current fuel efficiency (E _C ) falls below the required fuel efficiency ( _ER ) while driving, vehicle speed control can be induced to improve fuel efficiency. Because of this, the vehicle is able to reach its destination.

If the required available energy is less than the real-time available energy in S120, if battery charging is not performed in S150, if the vehicle speed is less than the standard speed in S170, if the required fuel efficiency is less than the current fuel efficiency in S180, or if the driver responds to the vehicle speed control proposal If there is no agreement, the DTE guidance device 270 may maintain the status quo (S220).

If it is determined in S110 that the destination cannot be reached, the DTE guidance device 270 may output a warning indicating that the destination cannot be reached (S230).

The DTE guidance device 270 may repeatedly perform steps S110 to S220 until the vehicle reaches (arrives) at the destination.

Figure 6 is a flowchart showing a method for calculating fuel efficiency for each road type according to embodiments of the present invention.

The navigation device 210 can set a destination according to user input after starting (S300).

When the destination is set, the DTE guidance device 270 can obtain the current outside temperature and current humidity (S310). The DTE guidance device 270 can measure the current outside temperature and humidity using the temperature sensor 250 and the humidity sensor 260. The DTE guidance device 270 may receive the average outside temperature and humidity information for the day through communication with the weather center server.

The DTE guidance device 270 can calculate average values of fuel efficiency, outside temperature, and humidity according to previous driving on the type of road on which the vehicle is traveling (S320). The DTE guidance device 270 can calculate the average of fuel efficiency, outside temperature, and humidity according to N previous trips stored in the buffer.

The DTE guidance device 270 may determine a temperature correction coefficient and a humidity correction coefficient based on the current outside air temperature, current humidity, and the average value of the outside temperature and humidity (S330). The DTE guidance device 270 determines a temperature correction coefficient according to the current outside air temperature compared to the average outside air temperature by referring to a lookup table in which coefficients according to the outside air temperature difference and humidity difference are defined, and determines a humidity correction coefficient according to the current humidity compared to the average humidity value. there is.

The DTE guidance device 270 can calculate the final fuel efficiency of the road type by applying the temperature correction coefficient and the humidity correction coefficient (S340). The DTE guidance device 270 may calculate the final fuel efficiency by applying a temperature correction coefficient and a humidity correction coefficient to the average fuel efficiency value.

The DTE guidance device 270 can determine whether the road type has changed (S350). The DTE guidance device 270 may determine that the road type has changed when the vehicle ends driving on a road section of the first road type and enters a road section of the second road type.

When the road type is changed, the DTE guidance device 270 may re-perform S310 and below to calculate the final fuel efficiency of the changed road type. The DTE guidance device 270 may additionally store the final fuel efficiency, current outside temperature, and current humidity of the first road type in a buffer and calculate the final fuel efficiency of the second road type.

If it is determined in S350 that the road type has not changed, the DTE guidance device 270 may maintain the status quo (S360).

The above description is merely an illustrative explanation of the technical idea of the present invention, and various modifications and variations will be possible to those skilled in the art without departing from the essential characteristics of the present invention. Accordingly, the embodiments disclosed in the present invention are not intended to limit the technical idea of the present invention, but rather to explain it, and the scope of the technical idea of the present invention is not limited by these embodiments. The scope of protection of the present invention should be interpreted in accordance with the claims below, and all technical ideas within the equivalent scope should be construed as being included in the scope of rights of the present invention.

Claims (20)

Includes a processor,
The processor,
Once the destination is set, it is determined whether the destination can be reached based on the current driving distance,
When it is determined that the destination can be reached, a situation where the destination cannot be reached is detected according to the actual road driving situation,
A driving range guidance device for an electric vehicle, characterized in that it guides measures to reach the destination.
In claim 1,
The processor,
Compare the required available energy to reach the destination with the real-time available energy of the battery,
A driving range guidance device for an electric vehicle, characterized in that when the required available energy is greater than the real-time available energy, the cause of the available energy reduction is determined.
In claim 2,
The processor,
If the slope of the road on which the vehicle travels exceeds the predetermined standard slope, the cause of the reduction in available energy is determined to be the road slope,
A driving range guidance device for an electric vehicle, characterized in that when the slope of the road on which the vehicle travels is less than the standard slope, the air conditioning device is determined to be the cause of the decrease in available energy.
In claim 3,
The processor,
If the cause of the reduction in available energy is determined to be the road slope, the driver is recommended to use a charging station,
A driving range guidance device for an electric vehicle, characterized in that when it is determined that the air conditioning device is the cause of the reduction in available energy, the driver is guided to operate the air conditioning to reduce air conditioning power consumption.
In claim 1,
The processor,
Compare the current vehicle speed with the predetermined reference speed,
If the vehicle speed exceeds the reference speed, compare the fuel efficiency required to reach the destination with the current fuel efficiency of the vehicle,
A driving range guidance device for an electric vehicle, characterized in that, when the required fuel efficiency exceeds the current fuel efficiency, the cause of inability to reach the destination is determined to be fuel efficiency deterioration.
In claim 5,
The processor,
A driving range guidance device for an electric vehicle, characterized in that when the cause of the inability to reach the destination is determined to be the deterioration of fuel efficiency, the driver is suggested to control the vehicle speed.
In claim 1,
The processor,
A driving range guidance device for an electric vehicle, characterized in that it calculates fuel efficiency for each road type considering environmental conditions.
In claim 1,
The processor,
When setting the destination, obtain the current outside temperature and current humidity,
Calculate the average values of fuel efficiency, outside temperature, and humidity according to previous driving,
Calculate the final fuel efficiency of the first road type on which the vehicle is traveling based on the current outside air temperature, the current humidity, the fuel efficiency, and the average value of the outside temperature and the humidity,
When the first road type is changed to the second road type, the final fuel efficiency of the first road type, the current outside temperature, and the current humidity are stored in a buffer.
In claim 8,
The processor,
Determine a temperature correction coefficient based on the current outside temperature and the average value of the outside temperature,
Determine a humidity correction coefficient based on the current humidity and the average value of the humidity,
A driving range guidance device for an electric vehicle, characterized in that the final fuel efficiency of the first road type is calculated by applying the temperature correction coefficient and the humidity correction coefficient to the average value of the fuel efficiency.
In claim 8,
The processor,
A driving range guidance device for an electric vehicle, characterized in that re-performing the fuel efficiency calculation process for the second road type.
Once the destination is set, determining whether the destination can be reached based on the current driving distance;
When it is determined that the destination can be reached, detecting a situation where the destination cannot be reached according to actual road driving conditions; and
A method of guiding the driving range of an electric vehicle, comprising the step of guiding steps to reach the destination.
In claim 11,
The step of detecting a situation where the destination cannot be reached due to the actual road driving situation is,
Comparing the real-time available energy of the battery with the available energy required to reach the destination; and
When the required available energy is greater than the real-time available energy, a method for guiding the driving range of an electric vehicle, comprising the step of determining the cause of the decrease in available energy.
In claim 12,
The step of determining the cause of the decrease in available energy is,
When the slope of the road on which the vehicle travels exceeds a predetermined standard slope, determining that the cause of the reduction in available energy is the road slope; and
When the slope of the road on which the vehicle travels is less than the reference slope, determining that the cause of the decrease in available energy is an air conditioning system.
In claim 13,
The steps to guide the steps to reach the destination are:
If it is determined that the cause of the reduction in available energy is the road gradient, recommending that the driver go through a charging station; and
When it is determined that the air conditioning device is the cause of the reduction in available energy, guiding the driver to operate the air conditioning to reduce air conditioning power consumption.
In claim 11,
The step of detecting a situation where the destination cannot be reached due to the actual road driving situation is,
Comparing the current vehicle speed with a predetermined reference speed;
When the vehicle speed exceeds the reference speed, comparing the current fuel efficiency of the vehicle with the fuel efficiency required to reach the destination; and
When the required fuel efficiency exceeds the current fuel efficiency, determining the reason for inability to reach the destination is fuel efficiency deterioration.
In claim 15,
The steps to guide the steps to reach the destination are:
When the cause of the inability to reach the destination is determined to be the deterioration of fuel efficiency, a method of providing guidance on the possible driving range of an electric vehicle, comprising the step of suggesting vehicle speed control to the driver.
In claim 11,
A method for guiding the driving range of an electric vehicle, further comprising calculating fuel efficiency for each road type considering environmental conditions.
In claim 17,
The step of calculating fuel efficiency for each road type is,
Obtaining the current outside temperature and current humidity when the destination is set;
Calculating average values of fuel efficiency, outside temperature, and humidity according to previous driving;
calculating a final fuel efficiency of a first road type on which the vehicle is traveling based on the current outside air temperature, the current humidity, the fuel efficiency, and an average value of the outside temperature and the humidity; and
When the first road type is changed to a second road type, storing the final fuel efficiency of the first road type, the current outside temperature, and the current humidity.
In claim 18,
The step of calculating the final fuel efficiency of the first road type is,
determining a temperature correction coefficient based on the current outside temperature and the average value of the outside temperature;
determining a humidity correction coefficient based on the current humidity and the average value of the humidity; and
A method for guiding the driving distance of an electric vehicle, comprising calculating the final fuel efficiency of the first road type by applying the temperature correction coefficient and the humidity correction coefficient to the average value of the fuel efficiency.
In claim 18,
A method for guiding the driving range of an electric vehicle, further comprising the step of re-performing the fuel efficiency calculation process for the second road type.

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