Patent Publication Number: US-10328814-B2

Title: Systems and methods to determine electric vehicle range based on environmental factors

Description:
TECHNICAL FIELD 
     The present disclosure generally relates to electric vehicles and, more specifically, systems and methods to determine electric vehicle range based on environmental factors. 
     BACKGROUND 
     Drivers of electric vehicles, especially drivers that recently purchased the electric vehicle, can experience a phenomenon known as “range anxiety.” Range anxiety is the fear of running out of battery charge before reaching the driver&#39;s destination. The range of an electric vehicle is based on the charge of the battery and the amount of power consumed while driving the vehicle. However, power consumption while driving can vary. Electric vehicles determine a range estimate to inform drivers whether the electric vehicle has enough charge to get a destination. Inaccurate estimates may cause driver frustration and anxiety. 
     SUMMARY 
     The appended claims define this application. The present disclosure summarizes aspects of the embodiments and should not be used to limit the claims. Other implementations are contemplated in accordance with the techniques described herein, as will be apparent to one having ordinary skill in the art upon examination of the following drawings and detailed description, and these implementations are intended to be within the scope of this application. 
     Example embodiments of systems and methods to determine electric vehicle range based on environmental factors are disclosed. An example disclosed vehicle includes a battery pack, a HVAC control module, and an electronic control unit that includes a range calculator. The example range calculator determine a base power load, determines an auxiliary power load based on a sun load, an ambient temperature, a cabin temperature, and a temperature setting, and calculates a range of the vehicle based on the base power load, the auxiliary power load and a charge of the battery pack. 
     An example method to determine an estimated range of an electric vehicle includes determining a base power load on a battery pack used to drive an electric motor of the electric vehicle. The example method also includes determining an auxiliary power load on the battery pack used to power an HVAC control module of the electric vehicle. The auxiliary power load is based on a sun load, an ambient temperature, a cabin temperature, and a temperature setting. Additionally, the example method calculating, with the estimated range of the vehicle based on the base power load, the auxiliary power load and a charge of the battery pack. 
     An example tangible computer readable medium comprises instructions that, when executed, cause a vehicle to determine a base power load on a battery pack used to drive an electric motor of the electric vehicle. The example instruction also cause the vehicle to determine an auxiliary power load on the battery pack used to power an HVAC control module of the electric vehicle, the auxiliary power load based on a sun load, an ambient temperature, a cabin temperature, and a temperature setting. Additionally, the example instructions cause the vehicle to calculate the estimated range of the vehicle based on the base power load, the auxiliary power load and a charge of the battery pack. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For a better understanding of the invention, reference may be made to embodiments shown in the following drawings. The components in the drawings are not necessarily to scale and related elements may be omitted, or in some instances proportions may have been exaggerated, so as to emphasize and clearly illustrate the novel features described herein. In addition, system components can be variously arranged, as known in the art. Further, in the drawings, like reference numerals designate corresponding parts throughout the several views. 
         FIG. 1  illustrates an electric vehicle that determines an electric vehicle range based on environmental factors in accordance with the teachings of this disclosure. 
         FIG. 2  depicts graphs of the energy consumption of the electric vehicle of  FIG. 1  during a pulldown period and a stabilized period. 
         FIG. 3  is a block diagram of a system to determine the power consumption of the electric vehicle of  FIG. 1  during the pulldown period and the stabilized period of  FIG. 2 . 
         FIG. 4  is a block diagram of electronic components of the electric vehicle of  FIG. 1 . 
         FIG. 5  depicts an example table stored by the electric vehicle of  FIG. 1  to determine variable power consumption based on environmental effects. 
         FIG. 6  depicts another example table stored by the electric vehicle of  FIG. 1  to determine variable power consumption based on environmental effects. 
         FIG. 7  depicts another example table stored by the electric vehicle of  FIG. 1  to determine variable power consumption based on environmental effects. 
         FIG. 8  is a flowchart depicting an example method to determine the power consumption of the electric vehicle of  FIG. 1  based on environmental factors that may be implemented by the electronic components of  FIG. 4 . 
     
    
    
     DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS 
     While the invention may be embodied in various forms, as shown in the drawings, and will hereinafter be described, some exemplary and non-limiting embodiments, with the understanding that the present disclosure is to be considered an exemplification of the invention and is not intended to limit the invention to the specific embodiments illustrated. 
     The range of an electric vehicle is determined by the available power from the battery and the power consumed while operating the vehicle. The available power is based on the capacity and charge of the battery. The power consumption is based on a base power load (e.g., the power to propel the vehicle) and an auxiliary power load (e.g., the power to operate other systems of the vehicle, such as a heating, ventilating, and cooling (HVAC) system, a radio, a center console display, etc.). Drivers do not want to sacrifice comforts of a traditional fuel-based vehicle when driving an electric vehicle. One of the basic comforts of a vehicle is climate control. The auxiliary power load is dominated by the power required to operate the HVAC system. The auxiliary power load is defined by two operational periods, a pulldown period and a stabilized period. The pulldown period is a period of time of heightened power consumption in which the HVAC system adjusts the temperature of the cabin to a driver-selected temperature. The heightened power consumption is mainly due to the thermal energy required to change the temperature of the interior mass. The stabilized period is a period of time of relatively lower power consumption in which the HVAC system maintains the driver-selected temperature. 
     As disclosed herein below, a range calculator of the electric vehicle estimates the range (sometimes referred to as “electric distance to empty (eDTE)”) of the electric vehicle based on (a) an estimated base power load and (b) an estimated auxiliary power load. The base power load may be estimated based on, for example, the characteristics of the roads (e.g., frequency of stops, road grade, etc.) near the electric vehicle, and/or an average of past base power loads, etc. The auxiliary power load is estimated for (i) the pulldown period and the (ii) stabilized period. The auxiliary power load is estimated based on factors that affect the use of the HVAC system, such as the convective heat transfer based on an average vehicle speed, radiative heat transfer (sometimes referred to as “solar load”), external ambient air temperature, internal ambient air temperature, and/or climate settings. The range calculator determines the range of the electric vehicle by calculating the total power consumption (base power load and auxiliary power load) for the pulldown period and the total power consumption (base power load and auxiliary power load) during the stabilized period. 
       FIG. 1  illustrates an electric vehicle  100  that determines an electric vehicle (EV) range based on environmental factors in accordance with the teachings of this disclosure. A range calculator  102  determines the EV range of the electric vehicle  100  based on information from a battery pack  104  via a battery management unit  106 , one or more cabin temperature sensors  108 , and ambient temperature sensor  110 , a heating, ventilating, and cooling (HVAC) control module  112 , and sun load data  114  and/or navigation data  116 . The electric vehicle  100  includes an on-board communications platform  118  to connect to one or more Internet servers  120  (sometime referred to as the “cloud”) to retrieve the sun load data  114  and/or the navigation data  116 . The range calculator  102  provides the EV range determination via an infotainment head unit  122 . 
     The electric vehicle  100  is any type of electric road vehicle (e.g., cars, trucks, vans, motorcycles, mopeds, etc.). The electric vehicle  100  includes parts related to mobility, such as a powertrain with an electric motor, a transmission, a suspension, a driveshaft, and/or wheels, etc. The electric vehicle  100  also may include one or more standard features (not shown) such as a dashboard, adjustable seats, a windshield, doors, windows, seatbelts, airbags, and tires. The battery pack  104  may include one or more of any suitable electric battery cells (such as lithium ion, lithium polymer, nickel-metal hydride, etc.) to supply power to the electric vehicle  100 . The battery management unit  106  monitors and controls the state of the battery pack  104 . The battery management unit  106  monitors and/or controls the voltage (e.g., the total voltage, the voltage of the battery cells, etc.), recharging of the battery pack  104 , the current of battery back  104 , and/or the temperature of the battery pack  104 , etc. The battery management unit  106  may also limit the power supplied by the battery pack  104  to particular subsystems (e.g., the HVAC system, etc.) of the electric vehicle  100 . 
     The cabin temperature sensor(s)  108  measures the temperature inside the cabin of the electric vehicle  100 . The cabin temperature sensor(s)  108  may be any suitable temperature sensor (e.g., a thermistor, an infrared sensor, etc.). The ambient temperature sensor  110  measures the exterior temperature proximate the electric vehicle  100 . The ambient temperature sensor  110  may be any suitable temperature sensor. In some examples, the ambient temperature sensor  110  is located in a front bumper of the electric vehicle  100 . 
     The infotainment head unit  122  provides an interface between the electric vehicle  100  and users (e.g., drivers, passengers, etc.). The infotainment head unit  122  includes digital and/or analog interfaces (e.g., input devices and output devices) to receive input from the user(s) and display information. The input devices may include, for example, a control knob, an instrument panel, a digital camera for image capture and/or visual command recognition, a touch screen, an audio input device (e.g., cabin microphone), buttons, or a touchpad. The output devices may include instrument cluster outputs (e.g., dials, lighting devices), actuators, a dashboard panel, a heads-up display, a center console display (e.g., a liquid crystal display (“LCD”), an organic light emitting diode (“OLED”) display, a flat panel display, a solid state display, or a heads-up display), and/or speakers. 
     In some examples, the HVAC control module  112  is incorporated into the infotainment head unit  122 . The HVAC control module  112  is communicatively coupled to the cabin temperature sensor(s)  108 . The HVAC control module  112  controls the climate control system (e.g., an evaporator, a compressor, a condenser, a drier, an expansion device, blower fans, etc.) to heat or cool the cabin of the electric vehicle  100  based on a setting input into the HVAC control module  112  via the input devices of the infotainment head unit  122 . For example, if the cabin temperature sensor(s)  108  indicates that the temperature in the cabin is 97 degrees Fahrenheit and the HVAC temperature setting is 75 degrees Fahrenheit, the HVAC control module  112  controls the HVAC system to cool the cabin of the vehicle. 
     The on-board communications platform  118  includes wired or wireless network interfaces to enable communication with external networks (e.g. the Internet server(s)  120 ). The on-board communications platform  118  also includes hardware (e.g., processors, memory, storage, antenna, etc.) and software to control the wired or wireless network interfaces. In some examples, the on-board communications platform  118  includes one or more controllers that facilitate creating and joining a local area wireless network, such as a Wi-Fi® controller (including IEEE 802.11 a/b/g/n/ac or others), a Bluetooth® controller (based on the Bluetooth® Core Specification maintained by the Bluetooth Special Interest Group), and/or a ZigBee® controller (IEEE 802.15.4). The on-board communications platform  118  may also include controllers for other standards-based networks (e.g., Global System for Mobile Communications (GSM), Universal Mobile Telecommunications System (UMTS), Long Term Evolution (LTE), Code Division Multiple Access (CDMA), WiMAX (IEEE 802.16m); Near Field Communication (NFC); and Wireless Gigabit (IEEE 802.11ad), etc.). Additionally, in some examples, the on-board communications platform  118  includes a global positioning system (GPS) receiver. Further, the external network(s) may be a public network, such as the Internet; a private network, such as an intranet; or combinations thereof, and may utilize a variety of networking protocols now available or later developed including, but not limited to, TCP/IP-based networking protocols. The on-board communications platform  118  may also include a wired or wireless interface to enable direct communication with an electronic device (such as, a smart phone, a tablet computer, a laptop, etc.). 
     From time to time, the on-board communications platform  118  is communicatively coupled (e.g. via a cellular connection) to the Internet server(s)  120  to receive the sun load data  114  and/or the navigation data  116 . The sun load data  114  provides information regarding energy (in Watts per meter squared (W/m 2 )) of solar radiation in the geographical region in which the electric vehicle  100  is located. For example, the sun load data  114  may indicate that the energy of the solar radiation is 300 W/m 2 . The magnitude of the energy of the solar radiation influences the temperature of the cabin. The navigation data  116  includes road details (e.g., curves, grades, traffic, traffic controls, etc.) of roads in the vicinity of the electric vehicle  100 . In some examples, when the user has specified a specific destination and/or route, the navigation data  116  includes navigation data  116  includes the road details of route(s) to the destination. 
     The range calculator  102  determines the EV range for the electric vehicle  100 . The range calculator  102  determines the EV range when it determines that a trip is about to occur. For example, the range calculator  102  may, in response to detecting when a body control unit of the electric vehicle  100  receives a signal from a key fob to unlock a driver&#39;s side door of the electric vehicle  100 , determine that a trip is about to occur. As another example, the range calculator  102  may determine that a trip is about to occur in response to a destination being entered into a navigation system. In such a manner, the range calculator  102  redetermines the EV range in response to a new trip. 
     Initially, the range calculator  102  selects (i) an estimated average speed for the electric vehicle  100  (ii) an estimated distance corresponding to the estimated average speed, (iii) an average road load force, and (iv) an estimated total travel time. In some examples, to select the estimated average speed and the estimated distance, the range calculator  102  selects a route from the current location of the electric vehicle  100 . In some examples, the route is based on a destination entered into a navigation system. In some examples, the route is based on a pattern of past routes dependent on the day, the time, and/or the driver. For example, the range calculator  102  may recognize that a particular driver travels to the same destination at 7:00 am on Monday through Friday. Alternatively, in some examples, the estimated average speed and the estimated distance are based on past actual average speeds and past actual distances and/or destinations. In some examples, the range calculator  102  selects the average road force load based on past road load forces. 
     When a route is selected, the range calculator  102  divides the route into segments. In some examples, the segments are predefined in the navigation data  116  based on features of the route, such as road characteristics (e.g., curved sections, straight sections, etc.) and/or traffic signals, etc. The range calculator  102  estimates a segment speed for the segments. In some examples, the range calculator  102  estimates a segment travel time for the segments. The range calculator  102  determines the segments speeds (and the segment travel times) based on traffic data and speed limits included in the navigation data  116  and/or an average speed that the electric vehicle  100  has previously traveled through that segment. The estimated average speed for the electric vehicle  100  is the average of the segments speeds for the route. For example, if the segment speed for a first segment is 20 miles per hour (mph), the segment speed for a second segment is 17 mph, and the segment speed for a third segments is 12 mph, the estimated average speed may be 16.3 mph. In some examples, the estimated average speed for the electric vehicle  100  is the weighted average of the segments speeds for the route based on the corresponding segment travel times. For example, if the segment travel time for the first segment is 8 minutes, the segment travel time for the second segment is 11 minutes, and the segment travel time for the third segment is 6 minutes, the estimated average speed may be 16.8 mph. When a route is selected, the estimated distance is the distance to the destination. 
     The range calculator  102  also determines the segment road load force for the segments. The road load force represents forces on the electric vehicle  100  due to, for example, friction of tires of the electric vehicle  100 , the aerodynamic drag of the electric vehicle  100  and/or a grade of the road on which the electric vehicle  100  is driving, etc. The range calculator  102  estimates the road load forces for the segments based on polynomial equation that takes into account the forces on the electric vehicle  100  as a function of the speed over the electric vehicle  100 . Because ambient temperature can affect the road load forces (e.g., cold air has higher aerodynamic drag, driveline parasitic are higher when system components are colds, etc.), in some examples, the range calculator  102  adjusts the road load forces based on the ambient temperature as measured by the ambient temperature sensor  110 . The range calculator  102  calculates the average road load force based on an average of the segment road load forces. For example, if the segment road load force for the first segment is 38.7 pounds (lbs), the segment road load force for the second segment is 36.2 lbs, and the segment road load force for the third segments is 32.7 lbs, the average segment road load force may be 35.8 lbs. In some examples, the range calculator  102  calculates the average road load force as a weighted average based on the segment travel times for the respective segments. For example, if the travel time for the first segment is 8 minutes, the travel time for the second segment is 11 minutes, and the segment travel time for the third segment is 6 minutes, the average road load force may be 36.1 lbs. 
     The range calculator  102  calculates the estimated total travel time (t E ) based on the estimated average speed and the estimated distance. For example, if the estimated average speed is 16.8 mph and the estimated distance is 7 miles, the estimated total travel time (t E ) may be 25 minutes. 
     The range calculator  102  determines a base power load (P BPL )  200  (as shown in  FIG. 2 ) based on the estimated average speed and the average road load force. The base power load is the power used by the electric motor to propel the electric vehicle  100 . For example, if the estimates average speed is 16.8 and the average road load force is 36.1 lbs, the base power load may be 1207 Watts. In some examples, the range calculator  102  adds to the base power load the average power used to accelerate the electric vehicle  100  (e.g., based on traffic signals and/or traffic data included in the navigation data  116 ). In some examples, the range calculator  102  subtracts from the base power load the average power gained through regenerative braking (e.g., based on traffic signals and/or traffic data included in the navigation data  116 ). 
     The range calculator  102  determines an auxiliary power load (P APL )  202  (as shown in  FIG. 2 ). The auxiliary power load (P APL )  202  is characterized by a pulldown period  204  in which of the HVAC control module  112  is adjusting the cabin temperature to the temperature setting and a stabilized period  206  in which the HVAC control module  112  is maintaining the cabin temperature at the temperature setting.  FIG. 3  illustrates the environmental factors used to calculate the auxiliary power load (P APL )  202 . In the illustrated example, the auxiliary power load (P APL )  202  includes (i) a base auxiliary power load (P base ), (ii) a solar gain power load (P s ), and (iii) a convective gain power load (P c ). 
     The range calculator  102  stores a base auxiliary load table  700  to determine the base auxiliary power load (P base (t)) as a function of time. An example of the base auxiliary load table  700  is illustrated in  FIG. 7 . As the HVAC system heats or cools the cabin of the electric vehicle, the base auxiliary power load changes. Less power is used to adjust the temperature of the cabin as the cabin becomes closer to the temperature set point of the HVAC control module  112 . The range calculator  102  inputs the cabin air temperature from the cabin temperature sensor  108  and the temperature request setting of the HVAC control module  112  into the base auxiliary load table  700 . The base auxiliary load table  700  outputs the base auxiliary power load (P base (t)) to adjust the cabin temperature to the temperature setting as a function of time and a pulldown time (t p ). The pulldown time (t p ) specifies the time to adjust the cabin temperature to the temperature setting. For example, the pulldown time (t p ) may be 5 minutes. 
     The range calculator  102  stores a solar heat transfer lookup table  500 . An example of the solar heat transfer table  500  is illustrated in  FIG. 5 . The solar heat transfer lookup table  500  specifies the influence of the solar load (e.g., as specified in the sun load data  114 ) on the amount of power used by the HVAC control module  112 . The sun load contributes to heating the cabin of the electric vehicle  100 . The solar load increases the power used by the HVAC control module  112  to cool the cabin of the electric vehicle  100 .Additionally, the solar load decreases the power used by the HVAC control module  112  to heat the cabin of the electric vehicle  100 . The range calculator  102  inputs the solar load from the sun load data  114  and the difference between the cabin temperature and the ambient temperature into the solar heat transfer lookup table. The solar heat transfer lookup table  500  outputs the solar gain power load (P s ). 
     The range calculator  102  stores a convective heat transfer lookup table  600 . An example of the convective heat transfer table  600  is illustrated in  FIG. 6 . The convective heat transfer lookup table  600  specifies the influence of convective heat losses on the amount of power used by the HVAC control module  112 . The convective heat losses increase the power used by the HVAC control module  112  to heat the cabin of the electric vehicle  100 . Additionally, the convective heat losses decrease the power used by the HVAC control module  112  to cool the cabin of the electric vehicle  100 . The range calculator  102  inputs the speed of the electric vehicle  100  and the difference between the cabin temperature and the ambient temperature into the convective heat transfer lookup table. The convective heat transfer lookup table  600  outputs the convective gain power load (P c ). 
     The range calculator  102  determines the auxiliary power load (P APL )  202  in accordance with Equation (1) below.
 
 P   ALP ( t )= P   base ( t )− P   s   −P   c    Equation (1)
 
The range calculator  102  determines the total power load (P) at a point in time (t) in accordance with Equation (2) below.
 
 P ( t )= P   BPL   +P   APL ( t )   Equation (2)
 
In some examples, the total power load (P) also includes a system loss power load to accounts for power losses due to inefficiencies in the power system. Initially, the range calculator  102  determines energy (E p ) used by the electric vehicle  100  for the pulldown period by integrating Equation (2) from a time of 0 to the pulldown time (t p ). Then, the range calculator  102  determines energy (E s ) used by the electric vehicle  100  for the stabilize period by integrating Equation (2) from the pulldown time (t p ) to the estimated total travel time (t e ). The range calculator  102  estimates the distance travelled during the pulldown period based on the estimated average speed and the pulldown time (t p ). For example, if the average speed is 16.8 mph and the pulldown time (t p ) is 5 minutes, the distance (D p ) travelled during the pulldown period may be 1.4 miles.
 
     The range calculator  102  determines the distance (D s ) traveled during the stabilized period based on the estimated distance (D e ) and the distance (D P ) travelled during the pulldown period. For example, if the estimated distance (D e ) is 7 miles and the distance (D P ) travelled during the pulldown period is 1.4 miles, the distance (D s ) traveled during the stabilized period may be 5.6 miles. The range calculator  102  then determines the energy per mile (EPD s ) during the stabilized period by dividing the energy (E s ) used by the electric vehicle  100  for the stabilize period by the distance (D s ) traveled during the stabilized period. For example, if the energy (E s ) used by the electric vehicle  100  for the stabilize period is 3127.6 Watt-hours and the distance (D s ) traveled during the stabilized period is 5.6 miles, the energy per mile (EPD s ) during the stabilized period may be 558.5 Watt-hours per mile. 
     The range calculator  102  determines the EV range (R EV ) of the electric vehicle in accordance with Equation (3) below. 
                     R   EV     =           E   BP     -     E   P         EPD   s       +     D   P               Equation   ⁢           ⁢     (   3   )                 
In Equation (3) above, E BP  is the total energy stored in the battery pack  104 . For example, if the total energy (E BP ) stored in the battery pack  104  is 15000 Watt-hours, the energy (E p ) used by the electric vehicle  100  for the pulldown period is 2100 Watt-hours, the distance (D P ) travelled during the pulldown period is 1.4 miles, and the energy per mile (EPD s ) during the stabilized period is 558.5 Watt-hours per mile, the EV range (R EV ) may be 24.5 miles.
 
     In some examples, the range calculator  102  tracks the actual auxiliary power load  202  when the electric vehicle  100  is moving and associates the actual auxiliary power load with the ambient temperature and the sun load from the sun load data  114 . In such examples, the range calculator  102  also tracks the actual base power load  200  of the electric vehicle  100  and associates the actual base power load  200  with the ambient temperature, the sun load, and the speed of the electric vehicle  100 . In such examples, when a destination and/or route is not know (e.g., not entered into the navigation system, not predictable from past destinations and/or routes, etc.), the range calculator  102  calculates an average value and a standard deviation (sigma) of the past actual auxiliary power load at the current ambient temperature and the current sun load. The range calculator  102  uses the +1-sigma value of the average past actual auxiliary power load as the auxiliary power load  202 . For example, if the past actual auxiliary power load has an average of 4892 Watts with a standard deviation (sigma) of 104 Watts, the +1 sigma value used as the auxiliary power load may be 4996 Watts. 
     In such examples, the range calculator  102  calculates an average value and a standard deviation (sigma) of the past actual base power load  200  at the current ambient temperature and the current sun load. The range calculator  102  uses the +1-sigma value of the average past actual base power load as the base power load  200 . For example, if the past actual base power load has an average of 2050 Watts with a standard deviation (sigma) of 92 Watts, the +1 sigma value used as the auxiliary power load  202  may be 2142 Watts. Additionally, the range calculator  102  calculates the average and standard deviation (sigma) of the speed associated with the based power loads used to calculate +1-sigma value of the average past actual base power load. The range calculator  102  uses the −1-sigma value as the average speed of the electric vehicle  100 . For example, if the average speed of the electric vehicle  100  is 19.5 mph and the standard deviation (sigma) is 6.4 mph, the range calculator  102  uses 13.1 mph as the average speed of the electric vehicle  100 . The range calculator  102  determines the EV range of the electric vehicle to be the energy of the battery pack  104  divided by the total power load (e.g. the +1-sigma base power load  200  and the +1-sigma auxiliary power load  202 ) and multiplied by the −1-sigma average speed. For example, if the energy of the battery pack is 15000 Watt-hours, the total +1-sigma power load is 7138 Watts, and the −1 sigma average speed is 13.1 mph, the EV range may be 27.5 miles. 
       FIG. 4  is a block diagram of electronic components  400  of the electric vehicle  100  of  FIG. 1 . The electronic components  400  include the example on-board communications platform  118 , the example infotainment head unit  122 , an on-board computing platform  402 , example sensors  404 , example ECUs  406 , a first vehicle data bus  408 , and second vehicle data bus  410 . In the illustrated example, the infotainment head unit  122  includes HVAC controls  412  communicatively coupled to the HVAC control module  112  to provide an interface for the user to adjust the temperature setting. 
     The on-board computing platform  402  includes a processor or controller  414 , memory  416 , and storage  418 . In some examples, the on-board computing platform  402  is structured to include the range calculator  102 . Alternatively, in some examples, the range calculator  102  may be incorporated into an ECU  406  with its own processor and memory. The processor or controller  414  may be any suitable processing device or set of processing devices such as, but not limited to: a microprocessor, a microcontroller-based platform, a suitable integrated circuit, one or more field programmable gate arrays (FPGSs), and/or one or more application-specific integrated circuits (ASICs). The memory  416  may be volatile memory (e.g., RAM, which can include non-volatile RAM, magnetic RAM, ferroelectric RAM, and any other suitable forms); non-volatile memory (e.g., disk memory, FLASH memory, EPROMs, EEPROMs, memristor-based non-volatile solid-state memory, etc.), unalterable memory (e.g., EPROMs), and read-only memory. In some examples, the memory  416  includes multiple kinds of memory, particularly volatile memory and non-volatile memory. The storage  418  may include any high-capacity storage device, such as a hard drive, and/or a solid state drive. In the illustrated example, the storage  418  includes the base auxiliary load table  500  of  FIG. 5 , the solar heat transfer lookup table  600  of  FIG. 6 , and the convective heat transfer lookup table  700  of  FIG. 7 . 
     The memory  416  and the storage  418  are a computer readable medium on which one or more sets of instructions, such as the software for operating the methods of the present disclosure can be embedded. The instructions may embody one or more of the methods or logic as described herein. In a particular embodiment, the instructions may reside completely, or at least partially, within any one or more of the memory  416 , the computer readable medium, and/or within the processor  414  during execution of the instructions. 
     The terms “non-transitory computer-readable medium” and “computer-readable medium” should be understood to include a single medium or multiple media, such as a centralized or distributed database, and/or associated caches and servers that store one or more sets of instructions. The terms “non-transitory computer-readable medium” and “computer-readable medium” also include any tangible medium that is capable of storing, encoding or carrying a set of instructions for execution by a processor or that cause a system to perform any one or more of the methods or operations disclosed herein. As used herein, the term “computer readable medium” is expressly defined to include any type of computer readable storage device and/or storage disk and to exclude propagating signals. 
     The sensors  404  may be arranged in and around the electric vehicle  100  in any suitable fashion. In the illustrated example, the sensors  404  include the cabin temperature sensor(s)  108 , the ambient temperature sensor  110 , and wheel speed sensor(s)  428 . The cabin temperature sensor(s)  108  measure the temperature inside the cabin of the electric vehicle  100 . The ambient temperature sensor  110  measures the temperature of the air outside of the electric vehicle  100 . In some examples, the wheel speed sensors  420  are used to measure the speed of the electric vehicle  100 . 
     The ECUs  406  monitor and control the systems of the electric vehicle  100 . The ECUs  406  communicate and exchange information via the first vehicle data bus  408 . Additionally, the ECUs  406  may communicate properties (such as, status of the ECU  406 , sensor readings, control state, error and diagnostic codes, etc.) to and/or receive requests from other ECUs  406 . Some electric vehicles  100  may have seventy or more ECUs  406  located in various locations around the electric vehicle  100  communicatively coupled together by the first vehicle data bus  408 . The ECUs  406  are discrete sets of electronics that include their own circuit(s) (such as integrated circuits, microprocessors, memory, storage, etc.) and firmware, sensors, actuators, and/or mounting hardware. In the illustrated example, the ECUs  406  include the HVAC control module  112  and the battery management unit  106 . 
     The first vehicle data bus  408  communicatively couples the sensors  404 , the ECUs  406 , the on-board computing platform  402 , and other devices connected to the first vehicle data bus  408 . In some examples, the first vehicle data bus  408  is implemented in accordance with the controller area network (CAN) bus protocol as defined by International Standards Organization (ISO) 11898-1. Alternatively, in some examples, the first vehicle data bus  408  may be a Media Oriented Systems Transport (MOST) bus, or a CAN flexible data (CAN-FD) bus (ISO 11898-7). The second vehicle data bus  410  communicatively couples the on-board communications platform  118 , the infotainment head unit  122 , and the on-board computing platform  402 . The second vehicle data bus  410  may be a MOST bus, a CAN-FD bus, or an Ethernet bus. In some examples, the on-board computing platform  402  communicatively isolates the first vehicle data bus  408  and the second vehicle data bus  410  (e.g., via firewalls, message brokers, etc.). Alternatively, in some examples, the first vehicle data bus  408  and the second vehicle data bus  410  are the same data bus. 
       FIG. 8  is a flowchart depicting an example method to determine the EV range of the electric vehicle of  FIG. 1  based on environmental factors that may be implemented by the electronic components  400  of  FIG. 4 . Initially, the range calculator  102  calculates the base power load  200  for the electric vehicle  100  (block  802 ). In some examples, the range calculator  102  calculates the based power load  200  based on the speed and road load force on the route that the range calculator  102  determines that the electric vehicle  100  will likely travel. The range calculator  102  calculates the auxiliary power load  202  of the electric vehicle  100  based on the power used by the HVAC control module  112  to adjust the temperature of the cabin of the electric vehicle  100  to a set temperature (e.g., set via the HVAC controls  412 ) (block  804 ). The range calculator  102  determines the auxiliary power load  202  based on ambient temperature, the cabin temperature, the vehicle speed and the set temperature using the base auxiliary load table  500  of  FIG. 5 , the solar heat transfer lookup table  600  of  FIG. 6 , and the convective heat transfer lookup table  700  of  FIG. 7 . In some examples, the range calculator  102  determines the auxiliary power load  202  during the pulldown period  204  and the stabilized period  206 . In some such examples, the range calculator  102  also determines the duration (e.g., the pulldown time (t P )) of the pulldown period  204 . 
     Based on the base power load  200  calculated at block  802  and the auxiliary power load  202  calculated at block  804 , the range calculator  102  determines the energy per mile (e.g., in Watt-hour per mile) to travel to the destination selected at block  802  (block  806 ). In some examples, the energy per mile is calculated by integrating the based power load and the auxiliary power load  202  with respect to time, and dividing by the distance to the destination selected at block  802 . The range calculator  102  estimates the EV range for the electric vehicle  100  based on the energy in the battery pack  104  and the energy per mile estimated at block  806  (block  808 ). The range calculator  102  then displays the EV range estimated at block  808  (e.g., via the infotainment head unit  122 ). The method of  FIG. 8  then ends. 
     The flowchart of  FIG. 8  is representative of machine readable instructions that comprise one or more programs that, when executed by a processor (such as the processor  414  of  FIG. 4 ), cause the electric vehicle  100  to implement the range calculator  102  of  FIG. 1 . Further, although the example program is described with reference to the flowchart illustrated in  FIG. 8 , many other methods of implementing the example range calculator  102  may alternatively be used. For example, the order of execution of the blocks may be changed, and/or some of the blocks described may be changed, eliminated, or combined. 
     In this application, the use of the disjunctive is intended to include the conjunctive. The use of definite or indefinite articles is not intended to indicate cardinality. In particular, a reference to “the” object or “a” and “an” object is intended to denote also one of a possible plurality of such objects. Further, the conjunction “or” may be used to convey features that are simultaneously present instead of mutually exclusive alternatives. In other words, the conjunction “or” should be understood to include “and/or”. The terms “includes,” “including,” and “include” are inclusive and have the same scope as “comprises,” “comprising,” and “comprise” respectively. 
     The above-described embodiments, and particularly any “preferred” embodiments, are possible examples of implementations and merely set forth for a clear understanding of the principles of the invention. Many variations and modifications may be made to the above-described embodiment(s) without substantially departing from the spirit and principles of the techniques described herein. All modifications are intended to be included herein within the scope of this disclosure and protected by the following claims.