阅读说明：本技术 用于计算行驶距离的方法及利用该方法的车辆 (Method for calculating travel distance and vehicle using the same ) 是由 具本昌 于 2020-11-24 设计创作，主要内容包括：本发明涉及用于计算行驶距离的方法及利用该方法的车辆。所述车辆可以包括组合仪表板和发动机控制单元(ECU),其中,组合仪表板可以生成行驶距离信号,所述行驶距离信号指示由车速传感器检测的行驶距离,ECU可以配置为当点火时的行驶距离信号指示初始值时,将最近一次熄火时的行驶距离设定为当前行驶距离；在当前时间点之前的预定时间段的临时先前行驶距离和当前时间点的临时当前行驶距离大于或等于设定的当前行驶距离时,将临时先前行驶距离和临时当前行驶距离分别设定为先前行驶距离和当前行驶距离。(The present invention relates to a method for calculating a travel distance and a vehicle using the same. The vehicle may include a cluster panel that may generate a travel distance signal indicating a travel distance detected by a vehicle speed sensor, and an Engine Control Unit (ECU) configured to set the travel distance at the time of the last key-off as a current travel distance when the travel distance signal at the time of ignition indicates an initial value; when the temporary previous travel distance of the predetermined time period before the current time point and the temporary current travel distance of the current time point are greater than or equal to the set current travel distance, the temporary previous travel distance and the temporary current travel distance are set to the previous travel distance and the current travel distance, respectively.)

1. A vehicle, comprising:

a cluster panel configured to generate a travel distance signal indicating a travel distance detected by a vehicle speed sensor; and

an engine control unit configured to:

when the running distance signal at the time of ignition indicates an initial value, setting the running distance at the time of last flameout as the current running distance;

when the temporary previous travel distance of the predetermined time period before the current time point and the temporary current travel distance of the current time point are greater than or equal to the set current travel distance, the temporary previous travel distance and the temporary current travel distance are set to the previous travel distance and the current travel distance, respectively.

2. The vehicle of claim 1, wherein the engine control unit is configured to:

when the travel distance signal at the time of ignition indicates an initial value, or when the temporary previous travel distance and the temporary current travel distance are smaller than the set current travel distance, the temporary previous travel distance and the temporary current travel distance are set as the travel distances at the time of the last key-off.

3. The vehicle of claim 2, wherein the engine control unit is configured to:

based on the set previous travel distance and the set current travel distance, the previous travel distance and the current travel distance are then calculated and updated, thereby calculating the travel distance.

4. The vehicle according to claim 3, wherein the travel distance includes a travel distance per unit time, a total accumulated travel distance, and a travel distance during a current driving cycle,

wherein the engine control unit is configured to:

calculating a travel distance per unit time by subtracting a previous travel distance from a current travel distance;

updating the total accumulated travel distance by adding the unit time travel distance to the previous travel distance;

the distance traveled during the current driving cycle is calculated by subtracting the distance traveled at the last key-off from the total accumulated distance traveled.

5. The vehicle of claim 1, wherein the engine control unit is configured to:

when the running distance signal at the time of ignition is a failure signal, the calculation of the running distance is ended.

6. The vehicle of claim 1, wherein the engine control unit is configured to:

when the vehicle is converted into a flameout state, storing the current driving distance as the driving distance when the vehicle is switched out;

the distance traveled during the current driving cycle is calculated.

7. A method for calculating a distance traveled by a vehicle, comprising:

generating, by the cluster, a distance traveled signal indicative of a distance traveled;

determining, by the engine control unit, whether the travel distance signal at ignition indicates an initial value;

when the travel distance signal is an initial value, setting the travel distance at the time of the last flameout as the current travel distance by the engine control unit;

comparing, by the engine control unit, a temporary previous travel distance of a predetermined period of time before a current time point and a temporary current travel distance of the current time point with a set current travel distance;

when the temporary previous travel distance and the temporary current travel distance are greater than or equal to the set current travel distance, the temporary previous travel distance and the temporary current travel distance are set to the previous travel distance and the current travel distance, respectively, by the engine control unit.

8. The method of claim 7, wherein the method further comprises:

when the temporary previous travel distance and the temporary current travel distance are less than the set current travel distance, the temporary previous travel distance and the temporary current travel distance are set by the engine control unit as the travel distance at the time of the last key-off.

9. The method of claim 8, wherein the method further comprises:

the previous travel distance and the current travel distance are then calculated and updated by the engine control unit based on the set previous travel distance and the set current travel distance, thereby calculating the travel distance.

10. The method of claim 9, wherein calculating a distance traveled comprises:

calculating a travel distance per unit time by subtracting a previous travel distance from a current travel distance;

updating the total accumulated travel distance by adding the unit time travel distance to the previous travel distance;

the travel distance during the current driving cycle is calculated by subtracting the travel distance at the time of the last misfire from the total accumulated travel distance.

11. The method of claim 7, wherein the method further comprises:

when the running distance signal at the time of ignition is a failure signal, the calculation of the running distance is ended.

12. The method of claim 7, wherein the method further comprises:

when the vehicle shifts to a key-off state, the current travel distance is stored as the travel distance at the current key-off, and the travel distance during the current driving cycle is calculated.

Technical Field

The present invention relates to a method for calculating a travel distance and a vehicle using the same.

Background

The cluster transmits the travel distance through CAN communication, but before the cluster CAN initialization is completed, there is a problem of transmitting an abnormal travel distance such as an initial value (e.g., 0x000000) or a fault signal (e.g., 0 xFFFFFF). As a result, an error may occur in the following travel distance, and an error may also occur in the accumulated travel distance as an accumulated value.

The above information disclosed in this background section is only for enhancement of understanding of the background of the invention and therefore the information that it may contain does not constitute prior art that is already known in this country to a person of ordinary skill in the art.

Disclosure of Invention

The present invention provides a vehicle and a method for calculating a travel distance of the vehicle, which can minimize a travel distance error due to an abnormally received travel distance signal.

An exemplary vehicle may include a cluster panel and an engine ECU. The cluster may generate a travel distance signal indicative of a travel distance detected using the vehicle speed sensor. The engine ECU may be configured to: when a running distance signal received during ignition indicates an initial value, setting a running distance during the last flameout as a current running distance; when the temporary previous travel distance of the predetermined time period before the current time point and the temporary current travel distance of the current time point are greater than or equal to the set current travel distance, the temporary previous travel distance and the temporary current travel distance are set to the previous travel distance and the current travel distance, respectively.

The engine ECU may be configured to: when the travel distance signal received at the time of ignition indicates an initial value, or when the temporary previous travel distance and the temporary current travel distance are less than the set current travel distance, the temporary previous travel distance and the temporary current travel distance are set to the travel distance at the time of the last misfire.

The engine ECU may be configured to: based on the set previous travel distance and the set current travel distance, the previous travel distance and the current travel distance are then calculated and updated, thereby calculating the travel distance.

The travel distance may include a travel distance per unit time, a total accumulated travel distance, and a travel distance during the current driving cycle. The engine ECU may be configured to: calculating a travel distance per unit time by subtracting a previous travel distance from a current travel distance; updating the total accumulated travel distance by adding the unit time travel distance to the previous travel distance; the distance traveled during the current driving cycle is calculated by subtracting the distance traveled at the last key-off from the total accumulated distance traveled.

The engine ECU may be configured to: when the travel distance signal received at the time of ignition is a failure signal, the calculation of the travel distance is ended.

The engine ECU may be configured to: when the vehicle is converted into a flameout state, storing the current driving distance as the driving distance when the vehicle is switched out; the distance traveled during the current driving cycle is calculated.

An exemplary method for calculating a distance traveled by a vehicle includes: generating a distance traveled signal indicative of a distance traveled; determining whether a distance traveled signal received at the time of ignition indicates an initial value; when the received driving distance signal is an initial value, setting the driving distance when flameout is carried out the latest time as the current driving distance; comparing a temporary previous travel distance of a predetermined time period before the current time point and a temporary current travel distance of the current time point with the set current travel distance; when the temporary previous travel distance and the temporary current travel distance are greater than or equal to the set current travel distance, the temporary previous travel distance and the temporary current travel distance are set to the previous travel distance and the current travel distance, respectively.

The exemplary method for calculating a travel distance of a vehicle may further include: when the temporary previous travel distance and the temporary current travel distance are less than the set current travel distance, the temporary previous travel distance and the temporary current travel distance are set as the travel distance at the time of the last key-off.

The exemplary method for calculating a travel distance of a vehicle may further include: based on the set previous travel distance and the set current travel distance, the previous travel distance and the current travel distance are then calculated and updated, thereby calculating the travel distance.

Calculating the travel distance includes: calculating a travel distance per unit time by subtracting a previous travel distance from a current travel distance; updating the total accumulated travel distance by adding the unit time travel distance to the previous travel distance; the travel distance during the current driving cycle is calculated by subtracting the travel distance at the time of the last misfire from the total accumulated travel distance.

The exemplary method for calculating a travel distance of a vehicle may further include: when the travel distance signal received at the time of ignition is a failure signal, the calculation of the travel distance is ended.

The exemplary method for calculating a travel distance of a vehicle may further include: when the vehicle shifts to a key-off state, the current travel distance is stored as the travel distance at the current key-off, and the travel distance during the current driving cycle is calculated.

According to an exemplary embodiment, a vehicle and a method for calculating a travel distance of the vehicle may minimize a travel distance error due to an abnormally received travel distance signal.

Drawings

Fig. 1 shows the main components of a vehicle in relation to the distance traveled in one embodiment of the invention.

Fig. 2 and 3 are flowcharts of a method for calculating and storing a cumulative travel distance according to an embodiment of the present invention, respectively.

Description of the reference numerals

1: vehicle with a steering wheel

10: combined instrument board

11: vehicle speed sensor

30: an engine ECU.

Detailed Description

The present invention relates to a method for calculating an accumulated travel distance for calculating fuel efficiency in relation to greenhouse gases and a current driving travel distance (i.e., a travel distance during current driving). To meet the enhanced On-Board diagnostics (OBD) regulations in north america, the present invention may calculate an accurate cumulative distance and travel distance.

In some embodiments of the present invention, the travel distance of the vehicle may be stored in one controller as a main controller, and information on the travel distance may be transmitted to the other controllers. The master controller may be a cluster panel. An Electronic Control Unit (ECU) of the engine may receive the vehicle travel distance through a cluster panel.

The engine ECU may calculate a difference between the travel distance received at the time of ignition and the currently received travel distance (i.e., a value obtained by subtracting the initial travel distance received at the time of ignition from the current travel distance received by the cluster panel) as the current driving travel distance. The engine ECU may calculate the sum of the accumulated running distance stored last time and the current driving running distance (i.e., the value of the accumulated running distance stored last time + the current driving running distance) as the final accumulated running distance. The current driving distance and the final accumulated distance may be stored separately.

Upon receiving a fault signal (e.g., 0xFFFFFF), the engine ECU may stop calculating the travel distance, and upon receiving an initial value (e.g., 0x000000), the engine ECU may compensate for the travel distance received at the initial ignition, thereby improving the occurrence of an error. The accumulated travel distance stored by the engine ECU may be used as main information (vehicle driving information) for vehicle tracking.

Hereinafter, exemplary embodiments disclosed in the present specification will be described in detail with reference to the accompanying drawings. In this specification, the same or similar components will be denoted by the same or similar reference numerals, and a repetitive description thereof will be omitted. The terms "module" and/or "unit" used for components in the following description are only for the purpose of easily describing the present specification. Thus, these terms do not have the meaning or effect of distinguishing them from each other and from themselves. In describing exemplary embodiments of the present specification, detailed descriptions of well-known technologies associated with the present invention will be omitted when it is determined that they may make the gist of the present invention unclear. The drawings are provided only to allow easy understanding of exemplary embodiments disclosed in the specification, and should not be construed as limiting the spirit disclosed in the specification, and it is to be understood that the present invention includes all modifications, equivalents, and alternatives without departing from the scope and spirit of the present invention.

Terms including ordinals (e.g., first, second, etc.) are used only to describe various components and should not be construed as limiting the components. These terms are only used to distinguish one component from another.

It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or be connected or coupled to the other element with another element interposed therebetween. Further, it will be understood that when an element is referred to as being "directly connected" or "directly coupled" to another element, it can be directly connected or coupled to the other element without the other element intervening therebetween.

It will be further understood that the terms "comprises" and "comprising," when used in this specification, specify the presence of stated features, values, steps, operations, components, parts, or combinations thereof, but do not preclude the presence or addition of one or more other features, values, steps, operations, components, parts, or combinations thereof.

Fig. 1 shows the main components of a vehicle in relation to the distance traveled according to an exemplary embodiment.

The vehicle 1 includes a cluster 10 and an engine ECU 30. The cluster 10 includes a vehicle speed sensor 11. The vehicle speed sensor 11 detects at least one of the rotation speeds of the front and rear wheels of the vehicle 1 and generates a signal indicating the rotation speed.

Cluster panel 10 may calculate a travel distance based on a signal generated by vehicle speed sensor 11, store the travel distance, generate a travel distance signal indicating the travel distance, and transmit the travel distance signal to engine ECU30 through CAN communication.

Engine ECU30 stores vehicle driving information. Specifically, it is legally required that the accumulated travel distance and the current driving travel distance be stored by the engine ECU 30. It is legally stipulated that engine ECU30 must provide accumulated travel distance data for exhaust gas inspection.

Fig. 2 and 3 are flow diagrams of methods for calculating and storing cumulative distance traveled, respectively, in some embodiments of the present invention.

As shown in fig. 2, in step S1, engine ECU30 determines whether vehicle 1 is shifted to the ignition state.

When the vehicle 1 is not shifted to the ignition state (no at step S1), the engine ECU30 determines whether the vehicle is shifted to the key-off state at step S2.

When the vehicle 1 is not shifted to the key-off state (no at step S2), the process returns to step S1.

When the vehicle 1 shifts to the ignition state (yes at step S1), the engine ECU30 reads the battery voltage provided in the vehicle 1 at step S3.

In step S4, engine ECU30 determines whether the battery voltage read in step S3 is within a normal range, for example, 10V to 16V. When the battery voltage is out of the normal range (no at step S4), the engine ECU ends the travel distance calculation.

When the battery voltage is within the normal range, for example, 10V to 16V (yes at step S4), engine ECU30 receives a signal relating to the travel distance (hereinafter referred to as a travel distance signal) from cluster board 10 at step S5. The cluster 10 calculates and stores the travel distance, and may transmit a travel distance signal indicating the current travel distance to the engine ECU30 through CAN communication in response to a request from the engine ECU 30. The cluster 10 may also transmit a travel distance signal to another controller through CAN communication at a request for the current travel distance.

In step S6, engine ECU30 determines whether the travel distance signals received through CAN communication match. For example, engine ECU30 may perform a survival check and/or a checksum process.

The survival check means that the transmission controller and the reception controller respectively count the number of transmission times at each signal transmission, and compare the count value of the signal transmitted by the transmission controller with the count value of the signal received by the reception controller. That is, the count value included in the travel distance signal transmitted by the cluster panel 10 is compared with the count value of the signal received by the engine ECU30, and when the two count values are equal, the engine ECU30 determines that there is no missing signal.

Alternatively, the checksum performed on the signal received by the reception controller may be compared with the checksum transmitted together with the signal transmitted from the transmission controller. That is, the engine ECU30 may compare the checksum received from the cluster panel 10 with the checksum calculated by the engine ECU30, and may determine whether the received signal is valid in units of bytes.

When the coincidence is found (yes at step S6), the engine ECU30 determines that the travel distance signal received from the cluster panel 10 is a valid signal at step S7.

When no coincidence is found (no at step S6), engine ECU30 ends the travel distance calculation.

After step S7, in step S8, engine ECU30 determines whether the travel distance signal is a failure signal. For example, the value of the malfunction signal may be "0 XFFFFFF", and the engine ECU30 may compare the travel distance signal with the malfunction signal.

When the running distance signal is the failure signal (yes at step S8), engine ECU30 ends the running distance calculation.

When the running distance signal is not the failure signal (no at step S8), engine ECU30 determines whether the running distance signal is an initial value at step S9. For example, the initial value may be "0 x 000000", and engine ECU30 may compare the travel distance signal with the initial value.

When the running distance signal is the initial value (yes at step S9), the engine ECU30 may set the running distance Odo _ lastDC received at the last key-off as the current running distance Odometer _ current at step S10.

When the running distance signal is not the initial value (no at step S9), engine ECU30 calculates the current running distance based on the running distance signal at step S11.

In addition, when the running distance signal is an initial value (yes at step S9), engine ECU30 may monitor whether instrument cluster 10 normally generates and transmits the running distance signal during a predetermined monitoring period.

Fig. 3 is a flowchart showing the operation of the engine ECU during the monitoring period after receiving the initial value of the running distance signal.

In step S12, engine ECU30 sets temporary previous travel distance Odo _0 as the travel distance calculated based on the travel distance signal a predetermined period of time (e.g., 1 second) before the current point in time.

Then, in step S13, engine ECU30 determines whether a predetermined period of time (i.e., 1 second) has elapsed. When 1 second has not elapsed, engine ECU30 continues to monitor the elapse of time.

In step S14, the engine ECU sets the temporary current running distance Odo _1 as the running distance calculated based on the current running distance signal when the predetermined period of time of 1 second has elapsed.

Subsequently in step S15, the engine ECU30 determines whether the temporary previous travel distance Odo _0 and the temporary current travel distance Odo _1 are greater than or equal to the current travel distance Odometer _ current set in step S10. The current running distance Odometer _ current set in step S10 is the running distance Odo _ lastDC received at the last flame-out.

When the temporary previous travel distance Odo _0 and the temporary current travel distance Odo _1 are greater than or equal to the current travel distance Odometer _ current (yes at step S15), the engine ECU30 determines that the travel distance signal is normally generated and transmitted by the cluster panel 10 in step S16, and sets the temporary previous travel distance Odo _0 and the temporary current travel distance Odo _1 to the previous travel distance Odometer _ current _1S and the current travel distance Odometer _ current.

When the temporary previous travel distance Odo _0 and the temporary current travel distance Odo _1 are smaller than the current travel distance Odometer _ current (no at step S15), the engine ECU30 determines that there is an error in the travel distance signal at step S17, and sets the travel distance Odo _ lastDC received at the latest key-off as the previous travel distance Odometer _ current _1S and the current travel distance Odometer _ current.

Although the values of the current travel distance Odometer _ current and the previous travel distance Odometer _ current _1S are differently set through the steps S16 and S17, the travel distance calculated based on the current travel distance set through the step S16 or the step S17 shows a significantly reduced error as compared with the travel distance calculated based on the travel distance signal having an error caused by the malfunction signal or the initial value according to the result of the step S15.

Based on the previous travel distance and the current travel distance set through any one of step S16 and step S17, and then the previous travel distance and the current travel distance are calculated and updated, engine ECU30 may calculate the travel distance per unit time, the total accumulated travel distance updated per unit time, and the travel distance during the corresponding driving cycle.

In more detail, the unit time may be 1 second, and in step S18, engine ECU30 may calculate the travel distance per unit time according to equation 1 shown below.

(equation 1)

Distance_new＝Odometer_current-Odometer_current_1s

Here, Distance _ new represents a travel Distance per unit time, Odometer _ current represents a current travel Distance, and Odometer _ current _1s represents a previous travel Distance.

In step S19, engine ECU30 may calculate and update the current (i-th) total accumulated running distance per unit time according to equation 2 shown below.

(equation 2)

Total Distance (i) ═ Odometer _ current _1s + Distance _ new

Here, the total Distance (i) represents the total accumulated travel Distance, the Odometer _ current _1s represents the previous travel Distance, and the Distance _ new represents the travel Distance per unit time.

In step S20, engine ECU30 may calculate the total distance for the current driving cycle according to equation 3 shown below.

(equation 3)

Distance traveled in the current driving cycle (total distance (i) -Odo _ lastDC)

Here, the total distance (i) represents the current total accumulated running distance, and Odo _ lastDC represents the running distance at the time of the last key-off.

In equation 3, "Odo _ lastDC" represents the distance traveled as received at the last flame-out.

Referring again to fig. 2, when it is determined that the vehicle 1 is in a key-off state (yes at step S2), in step S21, the engine ECU30 sets the current running distance Odometer _ current to the running distance Odo _ lastDC at the time of the current key-off (i.e., Odo _ lastDC ═ Odometer _ current).

Subsequently in step S22, engine ECU30 calculates the travel distance during the current driving cycle. For example, the engine ECU30 may calculate the travel distance _ curr during the current driving cycle by subtracting the travel distance at ignition Odo _ IgnDC from the travel distance at current key off Odo _ lastDC. The distance Odo _ IgnDC traveled at ignition may be the distance traveled at the last flame off.

In step S23, engine ECU30 may store the travel distance Odo _ lastDC at the time of the current key-off in a permanent memory.

In this way, according to the exemplary embodiment, when the error signal of the travel distance is received due to the cluster initialization error, the travel distance received at the time of key-off of the latest driving cycle is used instead of the accumulated travel distance, so that it is possible to prevent the engine ECU from storing the error of the travel distance.

When the current travel distance value is smaller than the travel distance received immediately before or when the initial value signal is received (for example, the first 1 second), the current travel distance may be replaced with the travel distance received in the first 1 second, so that the ECU may be prevented from storing an error. Thereby, the strengthened north american law, which is the law about the submission of driving information, can be satisfied.

While the invention will be described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments. On the contrary, the invention is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.