阅读说明：本技术 环保型车辆及提供其剩余燃油可行驶距离的方法 (Environment-friendly vehicle and method for providing distance capable of being traveled by residual fuel oil of environment-friendly vehicle ) 是由 朴世勋 于 2020-10-13 设计创作，主要内容包括：本申请公开了一种环保型车辆及提供其剩余燃油可行驶距离的方法。该车辆包括处理器,该处理器基于从导航终端接收的行驶路线来预测剩余燃油可行驶距离(DTE),以将DTE输出到输出装置。处理器被配置为基于行驶路线来估计隔离开关的接合频率,并且基于隔离开关的接合频率来计算DTE。(The application discloses an environment-friendly vehicle and a method for providing a distance which can be traveled by remaining fuel. The vehicle includes a processor that predicts a Distance To Empty (DTE) based on a travel route received from a navigation terminal to output the DTE to an output device. The processor is configured to estimate an engagement frequency of the isolation switch based on the travel route, and to calculate the DTE based on the engagement frequency of the isolation switch.)

1. An environmentally friendly vehicle comprising:

a processor configured to predict a remaining distance-to-empty based on a travel route received from the navigation terminal, thereby outputting the remaining distance-to-empty to an output device;

wherein the processor is configured to:

estimating an engagement frequency of a disconnector based on the driving route; and is

Calculating the distance to empty based on the frequency of engagement of the disconnect switch.

2. The environmentally friendly vehicle of claim 1, wherein the processor is configured to estimate the frequency of engagement of the isolator switch based on a driving condition on the travel route.

3. The environmentally friendly vehicle of claim 2, wherein the driving condition includes at least one of a vehicle speed, a wheel torque, a motor torque, a road grade, a road curvature, and a temperature.

4. The environmentally friendly vehicle of claim 1, wherein the processor is configured to calculate drive points for the first and second motors based on whether the disconnect switch is engaged.

5. The environmentally friendly vehicle of claim 4, wherein the processor is configured to calculate an energy efficiency of an electric vehicle based on a motor efficiency according to the drive points of the first and second motors.

6. The eco-friendly vehicle according to claim 5, wherein the processor is configured to calculate the first energy consumption based on a remaining travel distance of the travel route based on an energy efficiency of the electric vehicle.

7. The environmentally friendly vehicle of claim 6, wherein the processor is configured to calculate a second energy consumption based on operation of the isolator switch.

8. The eco-friendly vehicle according to claim 7, wherein the processor is configured to calculate the distance to empty based on the first energy consumption, the second energy consumption, and a battery remaining amount.

9. A method for providing a distance to empty for an environmentally friendly vehicle, comprising:

receiving, by a processor, a driving route from a navigation terminal;

estimating, by the processor, an engagement frequency of a disconnector based on the driving route;

calculating, by the processor, a distance to empty based on the frequency of engagement of the disconnect switch; and is

Outputting, by the processor, the distance to empty to an output device.

10. The method of claim 9, wherein estimating the engagement frequency of the isolation switch comprises:

estimating, by the processor, the engagement frequency of the isolator switch based on a driving condition on the driving route.

11. The method of claim 10, wherein the driving condition includes at least one of vehicle speed, wheel torque, motor torque, road grade, road curvature, and temperature.

12. The method of claim 9, wherein calculating the distance to empty comprises:

calculating, by the processor, drive points of a first motor and a second motor according to whether the isolation switch is engaged;

calculating, by the processor, an energy efficiency of an electric vehicle based on motor efficiencies according to the driving points of the first motor and the second motor;

calculating, by the processor, a first energy consumption based on an energy efficiency of the electric vehicle based on a remaining travel distance of the travel route;

calculating, by the processor, a second energy consumption from operation of the isolation switch; and

calculating, by the processor, the distance to empty based on the first energy consumption, the second energy consumption, and a remaining battery level.

13. The method of claim 12, wherein calculating the drive points of the first and second motors comprises:

calculating, by the processor, speeds and torques of the first motor and the second motor when the isolation switch is engaged; and is

Calculating, by the processor, a speed and a torque of one of the first motor and the second motor when the isolation switch is released.

14. The method of claim 12, wherein calculating the second energy consumption comprises:

calculating, by the processor, the second energy consumption using a current and a voltage input to a motor for operating the isolation switch based on the engagement frequency of the isolation switch.

Technical Field

The present disclosure relates to an environmentally friendly vehicle and a method for providing a distance to empty thereof.

Background

Environmentally friendly vehicles such as electric vehicles and hybrid vehicles may be driven by charging a battery with electric energy and operating a motor using the charged electric energy. The eco-friendly vehicle provides functions of detecting a state of charge (SOC) in real time, estimating (e.g., predicting) a Distance To Empty (DTE) based on the battery SOC, and displaying the DTE on an instrument panel.

Conventionally, in order to provide an accurate DTE in the case of insufficient charging infrastructure, the DTE is calculated from the travel route and also in consideration of air conditioner operation information that further consumes battery power. However, there are still many differences between the actual DTE and the calculated DTE. In particular, in the case of an all-wheel drive (AWD) vehicle, conventional DTE calculation methods do not take into account variations in fuel efficiency based on whether the vehicle is operating in two-wheel drive (2WD) or four-wheel drive (4WD) mode, and therefore a substantial difference may occur between the actual DTE and the calculated DTE.

Disclosure of Invention

The present disclosure provides an eco-friendly vehicle that calculates a DTE considering driving information of an isolator switch for switching between 2WD and 4WD and a traveling path of the vehicle, and a method of providing the DTE thereof.

The technical problems to be solved by the inventive concept are not limited to the foregoing problems, and any other technical problems not mentioned herein will be clearly understood by those skilled in the art to which the present disclosure pertains from the following description.

According to an aspect of the present disclosure, an environment-friendly vehicle may include: a processor configured to predict a Distance To Empty (DTE) based on the travel route received from the navigation terminal, thereby outputting the DTE to an output device. The processor may be configured to estimate an engagement frequency of the isolation switch based on the travel route, and calculate the DTE based on the engagement frequency of the isolation switch. In addition, the processor may be configured to estimate an engagement frequency of the disconnector in consideration of driving conditions on the driving route.

The driving condition may include at least one of vehicle speed, wheel torque, motor torque, road grade, road curvature, and temperature. The processor may be configured to calculate the drive points of the first and second motors based on whether the isolation switch is engaged. Then, the processor may be configured to calculate the energy efficiency of the electric vehicle based on the motor efficiency according to the driving points of the first motor and the second motor.

The processor may be configured to calculate the first energy consumption according to the remaining travel distance of the travel route based on the energy efficiency of the electric vehicle, and in addition, the processor may be configured to calculate the second energy consumption according to the operation of the isolator. The processor may be configured to calculate the DTE in consideration of the first energy consumption, the second energy consumption, and a battery level (battery level).

According to an aspect of the present disclosure, a method for providing a DTE of an eco-friendly vehicle may include: receiving a driving route from a navigation terminal; estimating an engagement frequency of the disconnector based on the driving route; a DTE is calculated based on the engagement frequency of the disconnector and output to an output device. Estimating the engagement frequency of the isolation switch may include: the frequency of engagement of the disconnector is estimated in consideration of the driving conditions on the driving route. The driving condition may include at least one of vehicle speed, wheel torque, motor torque, road grade, road curvature, and temperature.

The calculation of the DTE may include: calculating a driving point of the first motor and the second motor based on whether the disconnection switch is engaged; calculating an energy efficiency of the electric vehicle based on motor efficiencies according to driving points of the first motor and the second motor; calculating a first energy consumption according to a remaining travel distance of the travel route based on an energy efficiency of the electric vehicle; calculating a second energy consumption according to the operation of the isolation switch; and calculates the DTE in consideration of the first energy consumption, the second energy consumption, and the remaining amount of the battery.

Calculating the driving points of the first and second motors may include: calculating the speed and torque of the first motor and the second motor when the isolation switch is engaged; and calculating a speed and torque of one of the first motor and the second motor when the isolation switch is released. Additionally, the calculating of the second energy consumption may comprise: the second energy consumption is calculated using the current and the voltage input to the motor for operating the disconnector based on the engagement frequency of the disconnector.

Drawings

The above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings:

FIG. 1 is a block diagram of an environmentally friendly vehicle according to an exemplary embodiment of the present disclosure;

FIG. 2 is a graph illustrating isolator drive information as a function of vehicle speed associated with the present disclosure;

fig. 3 is a graph showing a motor driving point according to a wheel driving method associated with the present disclosure; and is

Fig. 4 is a flowchart illustrating a method for providing a DTE for an eco-friendly vehicle according to an exemplary embodiment of the present disclosure.

Detailed Description

It should be understood that the term "vehicle" or "vehicular" or other similar terms as used herein include motor vehicles, such as passenger cars in general (including Sport Utility Vehicles (SUVs), buses, trucks, various commercial vehicles), watercraft (including various boats and ships), aircraft, and the like, and hybrid vehicles, electric vehicles, plug-in hybrid vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., derived fuel from resources other than oil). As referred to herein, a hybrid vehicle is a vehicle having two or more power sources, such as gasoline-powered and electric-powered vehicles.

While the exemplary embodiments are described as using multiple units to perform the exemplary processes, it should be understood that the exemplary processes may also be performed by one or more modules. Additionally, it should be understood that the term controller/control unit refers to a hardware device that includes a memory and a processor and is specifically programmed to perform the processes described herein. The memory is configured to store the modules, and the processor is specifically configured to execute the modules to perform one or more processes, which are described further below.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

Unless specifically stated otherwise or apparent from the context, as used herein, the term "about" is understood to be within the normal tolerance of the art, e.g., within 2 standard deviations of the mean. "about" can be understood as being within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05% or 0.01% of the stated value. All numerical values provided herein are modified by the term "about," unless the context clearly dictates otherwise.

Hereinafter, exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same reference numerals will be used throughout to designate the same or equivalent elements. Additionally, detailed descriptions of well-known features or functions are excluded so as to not unnecessarily obscure the subject matter of the present disclosure.

In describing the elements of the exemplary embodiments of the present disclosure, the terms first, second, A, B, (a), (b), etc. may be used herein. These terms are only used to distinguish one element from another element, and do not limit the corresponding elements regardless of the nature, order, or priority of the corresponding elements. Furthermore, unless otherwise defined, all terms used herein including technical and scientific terms should be interpreted as being conventional in the art to which this invention belongs. It will be understood that terms used herein should be interpreted as having a meaning that is consistent with their meaning in the context of this disclosure and the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

Fig. 1 is a block diagram of an environmentally friendly vehicle according to an exemplary embodiment of the present disclosure. Fig. 2 is a graph illustrating isolator drive information according to vehicle speed associated with the present disclosure. Fig. 3 is a graph illustrating a motor driving point according to a wheel driving method associated with the present disclosure.

Referring to fig. 1, an eco-friendly vehicle (hereinafter, referred to as a "vehicle") 100 may include a navigation terminal 110, a battery management device 120, an isolation switch control device 130, a detector 140, an output device 150, a storage device 160, and a processor 170 connected via a vehicle network. The vehicle network may be implemented using a Controller Area Network (CAN), a Media Oriented System Transport (MOST) network, a Local Interconnect Network (LIN), an ethernet, and/or a vehicle line-by-Wire (Flexray). The vehicle network may be implemented using communication technologies such as bluetooth, Near Field Communication (NFC), Radio Frequency Identification (RFID), infrared data association (IrDA), Ultra Wideband (UWB), ZigBee, and the like.

When the destination is set, the navigation terminal 110 may be configured to search for a travel route to the destination and guide the vehicle along the travel route. Specifically, the navigation terminal 110 may be configured to search for an optimal route by reflecting real-time traffic information when searching for a driving route. Although not shown, the navigation terminal 110 may include: the navigation system includes a memory configured to store map data, a Global Positioning System (GPS) receiver configured to measure a position of a vehicle, a communication module configured to receive traffic information from outside, and a processor configured to search for a travel route and perform route guidance along the detected travel route.

The battery management device 120 may be configured to manage a battery that supplies electric devices mounted on the vehicle, such as an Electric Control Unit (ECU) and/or a drive motor. The battery management device 120 may be configured to monitor the voltage, current, and temperature of the battery in real time to prevent overcharge and overdischarge. The battery management device 120 may be configured to calculate a remaining amount of the battery (i.e., a state of charge (SOC)).

The isolator control device 130 may be configured to switch the wheel driving method by engaging or releasing the isolator based on the current driving condition of the vehicle 100. The isolator control 130 may be configured to determine whether the current drive condition satisfies an operating condition (e.g., a drive condition) of the isolator switch to determine whether to engage or release the isolator switch. In response to determining that the disconnect switch is engaged, the disconnect switch control device 130 may be configured to engage the disconnect switch to allow the vehicle 100 to be driven in four-wheel drive (4WD) (i.e., all-wheel drive (AWD)). In response to determining that the isolator is released, the isolator control 130 may allow the vehicle 100 to be driven in two-wheel drive (2WD) (i.e., rear-wheel drive or front-wheel drive).

The detector 140 may be configured to obtain (e.g., detect) driving information (e.g., driving conditions) using at least one sensor mounted on the vehicle 100. In particular, the sensors may include wheel speed sensors, vehicle speed sensors, three-axis accelerometers, Inertial Measurement Units (IMUs), image sensors, and/or temperature sensors. The drive information may include vehicle speed, wheel torque, motor speed (e.g., Revolutions Per Minute (RPM)), motor torque, road grade (e.g., incline, hill climb, or descent conditions)), curl (e.g., road curvature), temperature, and the like.

The output device 150 may be configured to output information based on instructions of the processor 170. In other words, the output device 150 may be configured to display vehicle information such as vehicle speed, motor RPM, and/or DTE on the display. The output device 150 may include at least one of a Liquid Crystal Display (LCD), a thin film transistor-liquid crystal display (TFT-LCD), an Organic Light Emitting Diode (OLED) display, a flexible display, a 3D display, a transparent display, a head-up display (HUD), a touch screen, and an instrument panel.

The storage device 160 may be configured to store an energy efficiency calculation algorithm, a driving point calculation algorithm, an energy consumption calculation algorithm, and/or a DTE calculation algorithm of the electric vehicle. The storage device 160 may be configured to store a lookup table in which motor efficiency based on each motor drive point is defined. Storage 160 may be a non-transitory storage medium configured to store instructions for execution by processor 170. In addition, the storage device 160 may be configured to store input data and/or output data according to the operation of the processor 170. The storage 160 may be implemented with at least one of the following storage media (recording media), such as a flash memory, a hard disk, a Secure Digital (SD) card, a Random Access Memory (RAM), a Static Random Access Memory (SRAM), a Read Only Memory (ROM), a Programmable Read Only Memory (PROM), an electrically erasable and programmable ROM (eeprom), an erasable and programmable ROM (eprom), a register, and the like.

The processor 170 may be configured to perform overall operations of the vehicle 100. The processor 170 may be implemented with at least one of 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 a microprocessor. The processor 170 may be configured to receive a travel route from the navigation terminal 110. Additionally, the processor 170 may be configured to predict a DTE based on the travel route and output the DTE to the output device 150. The travel route information input from the navigation terminal 110 may include traffic information (e.g., vehicle speed, etc.), road information (e.g., slope, rotation, etc.), and/or environmental information (e.g., temperature and/or weather).

The processor 170 may be configured to estimate (e.g., predict) an engagement frequency of the isolation switch based on the driving conditions along the travel route. The driving condition may include at least one of vehicle speed, wheel torque, motor torque, road grade, road curvature, temperature, and weather. The engagement frequency of the disconnector may refer to the frequency at which the wheel drive method switches from 2WD to 4 WD.

The processor 170 may be configured to calculate drive points, i.e., motor speeds and motor torques, for the first motor (e.g., front wheel drive motor) and the second motor (e.g., rear wheel drive motor) based on the frequency of engagement (e.g., operating frequency) of the isolation switch. The processor 170 may be configured to calculate the drive points of the first and second motors when the isolation switch is engaged. Further, the processor 170 may be configured to calculate a driving point of the first motor or the second motor when the disconnector is released. At this time, the driving point of the first motor or the second motor may be calculated based on whether the 2WD is the front wheel drive method or the rear wheel drive method. For example, when the vehicle 100 uses a front wheel drive method in 2WD drive, the vehicle 100 may be configured to calculate a drive point of the first motor; when the vehicle 100 uses the rear-wheel drive method, the vehicle 100 may be configured to calculate the drive point of the second motor.

Referring to fig. 2, the engagement or release of the disconnector may be determined based on the vehicle speed and the motor torque, and thus the driving conditions on the traveling route may be predicted in advance to predict the operating frequency (e.g., engagement frequency) of the disconnector and the motor driving point at the time of engagement and release of the disconnector. Therefore, in the present exemplary embodiment, the frequency of the disconnector engagement can be predicted by predicting the driving conditions on the traveling route; drive points for the front wheel drive motor and the rear wheel drive motor may be predicted based on the predicted isolator engagement frequency.

The processor 170 may be configured to calculate an energy efficiency [ km/kWh ] of the electric vehicle based on the motor efficiency according to the calculated driving point. The processor 170 may be configured to identify the motor efficiency from the driving point of each motor with reference to a pre-stored reference table. The processor 170 may be configured to calculate an energy efficiency of the electric vehicle by reflecting the identified motor efficiency. In addition, the processor 170 may be configured to calculate the first energy consumption according to the remaining travel distance of the travel route based on the energy efficiency of the electric vehicle. The processor 170 may be configured to calculate the second energy consumption from the operation of the disconnector. The processor 170 may be configured to measure the current and voltage input to the motor that provides the power required to operate the isolation switch using the sensors. The processor 170 may be configured to calculate a second energy consumption using the measured current and voltage.

Further, the processor 170 may be configured to calculate the total energy consumption by adding the first energy consumption and the second energy consumption. The processor 170 may be configured to calculate the DTE based on the total energy consumption and the remaining battery capacity (e.g., remaining amount). At this time, the processor 170 may be configured to receive the battery level from the battery management device 120. The processor 170 may be configured to output the calculated DTE to the output device 150. For example, the processor 170 may be configured to display the calculated DTE on a dashboard.

Referring to fig. 3, as compared to 2WD driving, torque is generated by a front wheel drive motor (e.g., a front wheel motor) and a rear wheel drive motor (e.g., a rear wheel motor) during 4WD driving, and thus each motor may operate at a lower torque and motor efficiency may be reduced. The reduction in motor efficiency is associated with fuel economy. Therefore, in the exemplary embodiment, how much the efficiency is reduced compared to the 2WD drive can be predicted and reflected in the DTE value, and thus the DTE accuracy can be improved. In addition, when the DTE is reduced and the power limitation occurs, the fuel efficiency may be improved by the 2WD drive control, thereby expanding the DTE.

Fig. 4 is a flowchart illustrating a method for providing a DTE for an eco-friendly vehicle according to an exemplary embodiment of the present disclosure. Referring to fig. 4, the processor 170 of the vehicle 100 may be configured to receive a driving route from the navigation terminal 110 (S110).

The processor 170 may be configured to estimate an engagement frequency of the disconnection switch based on the travel route (S120). The processor 170 may be configured to estimate the frequency of engagement of the isolation switch based on driving conditions along the travel route. The processor 170 may be configured to determine whether the disconnector is engaged by determining whether the driving conditions satisfy a disconnector engagement condition. The driving condition may include at least one of vehicle speed, wheel torque, motor torque, road grade, road curvature, and temperature.

The processor 170 may be configured to calculate driving points of the first motor and the second motor according to whether the disconnection switch is engaged (S130). The processor 170 may be configured to calculate the speed and torque of the first motor and the second motor when the isolation switch is engaged. The processor 170 may be configured to calculate a speed and torque of one of the first motor and the second motor when the isolation switch is released. In addition, the processor 170 may be configured to calculate the energy efficiency of the electric vehicle based on the motor efficiency according to the driving points of the first and second motors (S140). The processor 170 may be configured to identify the motor efficiency from the driving point of each motor with reference to a pre-stored reference table. The processor 170 may be configured to calculate the energy efficiency of the electric vehicle by reflecting the motor efficiency.

Further, the processor 170 may be configured to calculate a first energy consumption based on the remaining travel distance of the travel route based on the energy efficiency of the electric vehicle, and calculate a second energy consumption according to the operation of the isolator (S150). The processor 170 may be configured to calculate the second energy consumption using the current and the voltage input to the motor for operating the disconnector based on the engagement frequency of the disconnector. The processor 170 may be configured to calculate the DTE based on the first energy consumption and the second energy consumption (S160). The processor 170 may be configured to calculate the total energy consumption by adding the first energy consumption and the second energy consumption. The processor 170 may be configured to calculate the DTE using the calculated total energy consumption and remaining battery capacity. The processor 170 may be configured to determine whether the driving is completed (S170). Then, the processor 170 may be configured to terminate the DTE calculation when the travel is completed, and calculate the DTE by repeatedly performing S110 to S160 when the travel is not completed.

Hereinbefore, although the present disclosure has been described with reference to the exemplary embodiments and the accompanying drawings, the present disclosure is not limited thereto, but various modifications and changes may be made by those skilled in the art to which the present disclosure pertains without departing from the spirit and scope of the present disclosure as claimed in the appended claims. Accordingly, the exemplary embodiments of the present disclosure are not intended to limit the technical spirit of the present disclosure, but are provided only for illustrative purposes. The scope of the disclosure is to be construed in accordance with the appended claims, and all equivalents thereof are intended to be embraced therein.

According to the exemplary embodiments of the present disclosure, it is possible to more accurately provide the DTE of the vehicle because not only the travel route information but also the variation in fuel consumption and energy consumption according to the operation of the isolator switch are taken into consideration when calculating the DTE of the vehicle.

Hereinbefore, although the present disclosure has been described with reference to the exemplary embodiments and the accompanying drawings, the present disclosure is not limited thereto, but various modifications and changes can be made by those skilled in the art to which the present disclosure pertains without departing from the spirit and scope of the present disclosure as claimed in the appended claims.