KR102579855B1 - Apparatus and methods for navigation and control with Vehicle speed - Google Patents

Abstract

The present invention relates to a vehicle speed control device and method that works in conjunction with a navigation system. A vehicle speed control device linked to a navigation system according to an embodiment of the present invention includes a navigation device that provides the location of a speed bump and a target speed at the time of reaching the speed bump; a calculation unit that calculates a deceleration distance for the vehicle to travel at the target speed; a control unit that generates a driving control signal to control the vehicle in response to the location of the vehicle, the distance to the speed bump, and the deceleration distance; and a driving unit that controls acceleration and deceleration of the vehicle in response to the travel control signal.

Description

Apparatus and methods for navigation and control with Vehicle speed}

The present invention relates to a method and device for controlling the speed of a vehicle, and more specifically, to a method and device for improving fuel efficiency by controlling a vehicle device based on information provided from a navigation system.

The vehicle's navigation system displays the vehicle's current location on the monitor. This navigation device includes the vehicle's direction of travel, the distance to the intended destination, the current moving speed of the moving object, the route set by the driver before driving, and the optimal route to the destination. It provides the driver with various navigation information necessary for driving, such as displaying lights.

In general, drivers accelerate by pressing the accelerator pedal without being aware of continuous speed bumps, school zones, curves, etc. while driving, and when they see a speed bump ahead, they apply the brakes right near the speed bump to slow down the vehicle. As a result, there is a problem of vibration caused by sudden braking and a decrease in fuel efficiency.

The present invention was designed to solve the problems of the prior art described above, and the purpose of the present invention is to provide a vehicle speed control device and method linked to navigation.

More specifically, the present invention calculates a deceleration distance corresponding to the speed of the vehicle according to the location of the speed bump provided by the vehicle speed control device and method linked to the navigation, controls the accelerator pedal, and controls the vehicle while driving over the speed bump. The purpose is to make it possible.

The problems of the present invention are not limited to the problems mentioned above, and other problems not mentioned will be clearly understood by those skilled in the art from the description below.

In order to solve the above technical problem, a vehicle speed control device linked to a navigation system according to an embodiment of the present invention includes a navigation system that provides the location of a speed bump and a target speed at the time of reaching the speed bump; a calculation unit that calculates a deceleration distance for the vehicle to travel at the target speed; a control unit that generates a driving control signal to control the vehicle in response to the location of the vehicle, the distance to the speed bump, and the deceleration distance; and a driving unit that controls acceleration and deceleration of the vehicle in response to the travel control signal.

Depending on the embodiment, the vehicle may further include a weight sensing unit that detects the weight of the vehicle, and the calculation unit may calculate the deceleration distance in response to the weight of the vehicle.

Depending on the embodiment, the control unit may generate a driving control signal that limits input of the accelerator pedal when the distance from the vehicle to the speed bump is less than the deceleration distance.

Depending on the embodiment, the control unit may generate a driving control signal to operate the brake when the distance from the vehicle to the speed bump is greater than or equal to the deceleration distance.

Depending on the embodiment, the control unit may generate a driving control signal that limits input of the accelerator pedal when the brake is activated.

Depending on the embodiment, it further includes a sensing unit that detects the end of driving of a speed bump in response to wheel base information of the vehicle, and the control unit sends a driving control signal to release the accelerator pedal input restriction when the driving of the speed bump ends. can be created.

In addition, a vehicle speed control method linked to a navigation system according to an embodiment of the present invention includes setting a fuel-efficient driving mode when entering a speed bump; Receiving, by the navigation unit, the location of a speed bump and the target speed of the speed bump; A calculation unit calculating a deceleration distance for the vehicle to travel at the target speed; A control unit generating a driving control signal to control a vehicle speed in response to the deceleration distance; and controlling, by a driving unit, acceleration and deceleration of the vehicle in response to the travel control signal.

Depending on the embodiment, the fuel-efficient driving mode setting step may operate the fuel-efficient driving mode in a preset pattern.

Depending on the embodiment, the step of setting the fuel efficiency driving mode may further include deactivating the fuel efficiency mode using a specific switch in a preset pattern.

Depending on the embodiment, the method may further include detecting the weight of the vehicle, and the calculating the deceleration distance may calculate the deceleration distance in response to the weight of the vehicle.

Depending on the embodiment, the step of generating the driving control signal may generate a driving control signal that limits input of the accelerator pedal when the distance from the vehicle to the speed bump is less than the deceleration distance.

Depending on the embodiment, the step of generating the driving control signal may generate a driving control signal to operate the brake when the distance from the vehicle to the speed bump is greater than or equal to the deceleration distance.

Depending on the embodiment, the step of generating the driving control signal may generate a driving control signal that limits input of the accelerator pedal when the brake is activated.

Depending on the embodiment, the step of generating the driving control signal may further include generating a driving control signal that releases the accelerator pedal input restriction when driving over a speed bump ends.

First, there is the advantage of improving fuel efficiency by controlling the vehicle's speed before entering a speed bump.

Second, there is an advantage in that the vehicle's ride comfort increases when driving over speed bumps by controlling the vehicle's speed.

Third, there is an advantage in that the durability of the vehicle is increased by reducing the excessive vertical shock of the suspension.

The problems of the present invention are not limited to the problems mentioned above, and other problems not mentioned will be clearly understood by those skilled in the art from the description below.

1 is a block diagram of a navigation-linked vehicle speed control device according to an embodiment of the present invention.
Figure 2 is a flowchart showing a method of driving a vehicle speed control device according to an embodiment of the present invention.
Figure 3 is a flowchart showing a method of driving a vehicle speed control device according to an embodiment of the present invention.
Figure 4 is a diagram referenced for explaining control corresponding to the position and deceleration distance of a vehicle according to an embodiment of the present invention.
Figure 5 is a flowchart showing a method of driving a vehicle speed control device according to vehicle speed and vehicle weight according to an embodiment of the present invention.
Figure 6 is a diagram explaining the operation of a vehicle speed control device according to vehicle speed and vehicle weight according to an embodiment of the present invention.
Figure 7 is an exemplary diagram illustrating vehicle control at the end of a speed bump according to an embodiment of the present invention.
Figure 8 is a diagram showing the operation of a multi-axle vehicle when a speed bump ends according to an embodiment of the present invention.

Hereinafter, devices and various methods to which embodiments of the present invention are applied will be described in more detail with reference to the drawings. The suffixes “module” and “part” for components used in the following description are given or used interchangeably only for the ease of preparing the specification, and do not have distinct meanings or roles in themselves.

In the description of the embodiment, in the case where each component is described as being formed at the "top (top) or bottom (bottom)", "front (front) or back (back)", "top (top) or bottom (bottom)" “(Below)” and “Before (front) or after (back)” include both components formed by direct contact with each other or by placing one or more other components between the two components.

Additionally, in describing the components of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are only used to distinguish the component from other components, and the nature, sequence, or order of the component is not limited by the term. When a component is described as being “connected,” “coupled,” or “connected” to another component, that component may be directly connected or connected to that other component, but there is another component between each component. It will be understood that elements may be “connected,” “combined,” or “connected.”

In addition, terms such as “include,” “comprise,” or “have” as used above mean that the corresponding component may be included, unless specifically stated to the contrary, and thus do not exclude other components. Rather, it should be interpreted as being able to include other components. All terms, including technical or scientific terms, unless otherwise defined, have the same meaning as generally understood by a person of ordinary skill in the technical field to which the present invention pertains. Commonly used terms, such as terms defined in a dictionary, should be interpreted as consistent with the meaning in the context of the related technology, and should not be interpreted in an idealized or overly formal sense unless explicitly defined in the present invention.

Embodiments of the present invention work in conjunction with a navigation system with a set destination to improve ride comfort by reducing the vehicle speed at speed bumps when setting the fuel efficiency mode when driving the vehicle through speed bumps, school zones, sharp curves, etc., and also by reducing the vehicle speed at speed bumps. This relates to a method of maximizing vehicle fuel efficiency through pedal operation and a device capable of doing so.

1 is a block diagram of a navigation-linked vehicle speed control device according to an embodiment of the present invention.

Referring to FIG. 1, the vehicle speed control device 100 may include a navigation unit 110, a calculation unit 120, a weight detection unit 130, a sensing unit 140, and a control unit 160.

The navigation 110 can provide information such as the driving route from the starting point to the destination, the location of the speed bump between the starting point and the destination, the target speed of the speed bump, the distance between the speed bump and the vehicle, the speed of the vehicle, and the location of the vehicle. there is.

The navigation 110 provides a driving route service from the origin to the destination, and can provide traffic information that occurs in real time or during a preset time while providing the driving route service.

The calculation unit 120 may receive the location of a speed bump on the driving path and the distance to the speed bump from the navigation unit 110, and calculate a target speed for driving over the speed bump by coasting.

The inertia driving is driving using the current speed of the vehicle without the driver operating the accelerator while driving.

The target speed is the speed when the vehicle reaches the speed bump through inertia driving, and is preferably a speed that can stably cross the speed bump when the vehicle reaches the location of the speed bump. The target speed may be set based on vehicle wheel base information.

The calculation unit 120 may calculate a deceleration distance for decelerating to the target speed in response to the current speed of the vehicle. The deceleration distance is the distance from the position at which the vehicle must decelerate in response to the current speed of the vehicle to the speed bump in order to reach the target speed for passing the speed bump when a speed bump is located on the driving path to the destination.

The calculation unit 120 may calculate a deceleration distance for the vehicle to travel at the target speed in response to the weight information of the vehicle from the weight detection unit 130.

The calculation unit 120 may calculate a deceleration distance for the vehicle to drive at the target speed in response to the wheelbase information of the vehicle.

The calculation unit 120 may adjust the corresponding deceleration distance as the current vehicle speed gradually decreases.

The weight sensing unit 130 can calculate the weight of the vehicle. The weight of the vehicle may include the weight of the vehicle body and, if there is loaded cargo, the weight of the cargo.

The weight sensing unit 130 may calculate the weight of the vehicle based on the accelerator pedal operation angle and time based on the average fuel efficiency of the vehicle.

The sensing unit 140 can detect the end of driving at a speed bump. The sensing unit 140 can sense the impact applied to the drive shaft of the vehicle due to the speed bump. The speed bump end point can be recognized in response to impact information applied to the drive shaft of the vehicle from the sensing unit 140. The sensing unit 140 can recognize the end point of the speed bump in response to the vehicle's wheelbase information.

The driving unit 150 can receive a driving control signal from the control unit 160 and control acceleration and deceleration of the vehicle.

When driving over a speed bump, the drive unit 150 can operate the accelerator pedal and the brake pedal for driving over a speed bump in response to the distance to the speed bump and the deceleration distance.

The control unit 160 may control the overall operation of the vehicle speed control device 100.

The control unit 160 may generate a driving control signal for the vehicle to drive at the target speed in response to the target speed received from the calculation unit 120.

The control unit 160 may generate a driving control signal for controlling the vehicle in response to the distance from the location of the vehicle to the speed bump and the deceleration distance from the navigation 110.

When the distance from the vehicle to the speed bump is less than the deceleration distance, the control unit 160 may generate a driving control signal that limits the input of the accelerator pedal.

The control unit 160 may generate a driving control signal to operate the brake when the distance from the vehicle to the speed bump is greater than or equal to the deceleration distance. The control unit 160 can determine when driving over a speed bump is completed through the sensing unit 140. The control unit 160 may generate a driving control signal that releases the input restriction of the accelerator pedal when the speed bump ends.

If the vehicle is a multi-axle vehicle, the control unit 160 can control engine output for vehicle speed control necessary for vehicle driving and control RPM when driving over speed bumps.

Figure 2 is a flowchart showing a method of driving a vehicle speed control device according to an embodiment of the present invention.

Referring to FIG. 2, the method of controlling a vehicle in conjunction with the navigation includes, as shown, setting the vehicle to a fuel-efficient driving mode (S210), and receiving speed bump information by the navigation unit 110 (S220). , the calculation unit 120 calculates the deceleration distance (S230), the control unit 160 generates a travel control signal in response to the deceleration distance (S240), and the driver 150 generates a travel control signal based on the travel control signal. It may include controlling the vehicle (S250).

The step (S210) in which the vehicle is set to the fuel-efficient driving mode can be set by operating a specific switch. For example, the vehicle turns off a specific switch of the vehicle before setting the destination and repeats the on and off operation of the specific switch twice after setting the destination, so that the fuel efficiency mode is controlled to control the signal input of the accelerator pedal when entering the speed bump. You can set it. Additionally, if you want to release the fuel efficiency mode, you can turn off the specific switch to release the fuel efficiency mode.

The step (S220) in which the navigation unit 110 receives speed bump information is, when the vehicle is being driven in a fuel efficiency mode, the location of the speed bump existing on the path between the current location of the vehicle and the destination, the location of the vehicle, and the location of the vehicle. Speed information may be provided to the calculation unit 120.

In the step (S230) in which the calculation unit 120 calculates the deceleration distance, the calculation unit 120 can calculate the deceleration distance required for the vehicle to enter the speed bump at the target speed based on the vehicle's position information and speed information. .

Additionally, the calculation unit 120 may calculate the deceleration distance in response to the weight of the vehicle provided through the weight detection unit 130.

For example, when a vehicle travels at the same speed, the deceleration distance may become longer as the weight of the vehicle increases.

Additionally, when a vehicle travels at the same speed, the deceleration distance may become longer and shorter as the weight of the vehicle decreases.

The step (S240) in which the control unit 160 generates a driving control signal in response to the deceleration distance generates a driving control signal that operates the drive unit 150 so that the vehicle enters within the target speed of the speed bump in response to the deceleration distance. can be created.

For example, the controller 160 may generate a driving control signal for controlling the vehicle from the location of the vehicle and in response to the distance of the speed bump and the deceleration distance.

For example, when the distance from the vehicle to the speed bump is less than the deceleration distance, the control unit 160 may generate a driving control signal that limits the input of the accelerator pedal.

For example, when the distance from the vehicle to the speed bump is greater than or equal to the deceleration distance, the controller 160 may generate a driving control signal to operate the brake.

For example, the control unit 160 may recognize the end time of a speed bump in response to impact information applied to the drive shaft of the vehicle from the sensing unit 140.

For example, the control unit 160 may generate a driving control signal that releases the input restriction of the accelerator pedal when the speed bump ends.

The step of controlling the vehicle based on the driving control signal (S250) will be described in detail with reference to FIG. 3.

Figure 3 is a flowchart showing a method of driving a vehicle speed control device according to an embodiment of the present invention.

Referring to FIG. 3, the method of controlling a vehicle in conjunction with the navigation includes the step (S310) of the control unit 160 providing a control signal by comparing the distance from the current location of the vehicle to the speed bump with the deceleration distance to the speed bump. , a step in which the drive unit 150 operates the brake (S315), a step in which the drive unit 150 limits the input of the accelerator pedal (S320), and a step in which the control unit 160 releases the limit on the accelerator pedal input at the end of the speed bump section. (S330) may be included.

In step S310, where the control unit 160 provides a control signal by comparing the distance from the current position of the vehicle to the speed bump with the deceleration distance to the speed bump, if the distance to the speed bump is greater than or equal to the deceleration distance, the drive unit 150 A step of applying the brake (S315) may be performed. When the accelerator pedal input is limited, the vehicle cannot drive over a speed bump at a target speed or higher.

In step S310, where the control unit 160 provides a control signal by comparing the distance from the current position of the vehicle to the speed bump with the deceleration distance to the speed bump, if the distance to the speed bump is less than the deceleration distance, the drive unit 150 A step (S320) to limit the input of the accelerator pedal may be performed. When the brake operates, the vehicle can decelerate to the target speed of the speed bump. When the brake operates, input to the vehicle's accelerator pedal may be limited.

In the step (S330) in which the control unit 160 releases the accelerator pedal input restriction at the end of the speed bump section, the impact of the drive shaft of the vehicle can be detected by the sensing unit 140, and the completion of the speed bump driving can be detected. When the driving is completed, the control unit 160 may provide a control signal to release the input restriction of the accelerator pedal.

Figure 4 is a diagram referenced for explaining control corresponding to the position and deceleration distance of a vehicle according to an embodiment of the present invention.

As shown in FIG. 4, this is a diagram showing an embodiment when a vehicle approaches a speed bump.

When speed bump information is received from the navigation 110, if deceleration is necessary to secure the distance to drive over the speed bump, the deceleration distance can be determined based on the current speed of the vehicle and the distance to the vehicle. there is.

The control unit 160 receives the deceleration distance from the calculation unit 120, receives the position of the vehicle and the position of the speed bump from the navigation, compares the deceleration distance with the distance to the speed bump, and operates the drive unit 150. A driving control signal can be generated to control the vehicle.

When the vehicle receives a speed bump, a target speed can be determined for that speed bump. At this time, the target speed may be calculated a preset distance before entering the position or section corresponding to the speed bump.

For example, when the vehicle's speed is higher than the target speed, the braking distance for decelerating the vehicle's speed to the target speed can be calculated. A deceleration distance for reducing the speed of the vehicle can be calculated in response to the target speed.

As shown in Figure 4(a), a passenger vehicle approaches a speed bump.

If the deceleration distance 410 calculated based on the speed of the vehicle is less than the distance 420 to the speed bump, the vehicle may generate a driving control signal that limits the input of the accelerator pedal.

As shown in Figure 4(b), a passenger vehicle approaches a speed bump.

When the deceleration distance 410 calculated based on the speed of the vehicle is greater than the distance 430 to the speed bump, a driving control signal may be generated to operate the brake pedal of the vehicle.

Additionally, when the brake operates, a driving control signal that limits the input of the accelerator pedal may be generated.

Figure 5 is a flowchart showing a method of driving a vehicle speed control device according to vehicle speed and vehicle weight according to an embodiment of the present invention.

Referring to FIG. 5, the weight of the vehicle can be calculated (S510). The weight of the vehicle can be calculated based on the accelerator pedal operating angle and time based on the average fuel efficiency of the vehicle while driving over a speed bump.

The deceleration distance can be calculated based on the weight of the vehicle and the target speed (S520). For example, when cargo loading on a commercial vehicle increases, the weight of the vehicle increases, and the deceleration distance can be calculated in accordance with the vehicle's driving capacity.

Figure 6 is a diagram explaining the operation of a vehicle speed control device according to vehicle speed and vehicle weight according to an embodiment of the present invention.

Specifically, Figure 6(a) illustrates a case where the deceleration distance to a speed bump is calculated based on the current speed of the vehicle in a state where cargo is not loaded on the commercial vehicle 20,

Figure 6(b) illustrates a case where the deceleration distance to the speed bump is calculated based on the current speed of the vehicle while cargo is loaded on the commercial vehicle 20,

Figure 6(c) illustrates a case in which cargo is loaded on a vehicle with multiple drive axles (hereinafter referred to as a multi-axle vehicle 30) and the deceleration distance to a speed bump is calculated based on the current speed of the vehicle.

First, referring to Figure 6(a), the calculation unit 120 can calculate the deceleration distance to reach the target speed of the speed bump at the current vehicle speed.

The calculation unit 120 may generate the first deceleration distance 510 based on the distance from the current location of the commercial vehicle 20 to the location where the speed bump is installed.

Referring to Figure 6(b), the commercial vehicle 20 is driving with cargo loaded.

The commercial vehicle 20 is a vehicle that is traveling at the same speed as the vehicle shown in Figure 6(a), but its weight has increased due to cargo loading.

When the weight of the vehicle increases, the calculation unit 120 may generate a second deceleration distance 520 based on the distance from the current location to the speed bump.

At this time, the second deceleration distance 520 may be longer than the first deceleration distance 510 before the cargo is loaded.

Referring to Figure 6(c), it is a diagram illustrating a state in which cargo is loaded on a multi-axle vehicle.

The multi-axle vehicle 30 is a vehicle traveling at the same speed as the commercial vehicle 20 in FIGS. 6(a) and 6(b).

The multi-axle vehicle 30 is a vehicle whose weight is increased compared to the commercial vehicle 20 of FIGS. 6(a) and 6(b) due to the weight of the vehicle and cargo loading.

When the weight of the vehicle increases, the calculation unit 120 may generate a third deceleration distance 530 based on the distance from the current location to the speed bump.

At this time, the third deceleration distance 530 may be longer than the second deceleration distance 520 before the cargo is loaded.

Figure 7 is an exemplary diagram illustrating vehicle control at the end of a speed bump according to an embodiment of the present invention.

The sensing unit 140 can detect the impact of the drive shaft of the vehicle based on the wheelbase information of the vehicle and detect the completion of driving over a speed bump. Based on this vehicle information, the speed bump end point can be recognized by dividing it into primary and secondary speed bump driving end points.

Referring to Figure 7(a), the front wheels of the vehicle are in a state where they are crossing a speed bump.

When the commercial vehicle 20 drives over a speed bump, the sensing unit 140 can detect that the front wheels of the commercial vehicle go over the speed bump.

Referring to Figure 7(b), the rear wheels of the vehicle have crossed over the speed bump.

When the vehicle 20 passes a speed bump, the commercial vehicle does not need to control the accelerator pedal for coasting.

The sensing unit 140 can detect when the rear wheel of the vehicle goes over a speed bump.

The control unit 150 may generate a driving control signal from the sensing unit 140 to release the input limit of the accelerator pedal when the rear wheel passes a speed bump and coasting ends.

Figure 8 is a diagram showing the operation of a multi-axle vehicle when a speed bump ends according to an embodiment of the present invention.

Figure 8 illustrates a second example of recognition at the end of a speed bump. Specifically, (a) to (e) describe the process of recognizing when the multi-axle vehicle 30 ends after driving over a speed bump.

First, in Figure 8(a), when driving over a speed bump on the steering axis 1 located in the front, lateral movement can be detected.

In Figure 8(b), it can be seen that the vehicle moves over a speed bump through the lateral movement of the two steering axes.

In Figure 8(c), the autonomous vehicle can discover another vehicle in the lane it is currently traveling in through vehicle information.

In Figure 8(d), when driving over a speed bump of the steering axis 1 located at of the vehicle, it can be detected that there is lateral movement.

Figure 8(e) shows that when detecting the time when driving over a speed bump is completed, the control unit 160 determines the vehicle speed control required for vehicle driving according to the multi-axle vehicle, controls engine output, and performs RPM control during speed bump driving. You can.

Meanwhile, it is obvious to those skilled in the art that the present invention can be embodied in other specific forms without departing from the spirit and essential features of the present invention. Accordingly, the above detailed description should not be construed as restrictive in all respects and should be considered illustrative. The scope of the present invention should be determined by reasonable interpretation of the appended claims, and all changes within the equivalent scope of the present invention are included in the scope of the present invention.

The method according to the above-described embodiment can be produced as a program to be executed on a computer and stored in a computer-readable recording medium. Examples of computer-readable recording media include ROM, RAM, CD-ROM, and magnetic These include tapes, floppy disks, and optical data storage systems. The computer-readable recording medium is distributed in a computer system connected to a network, so that computer-readable code can be stored and executed in a distributed manner. And, functional programs, codes, and code segments for implementing the above-described method can be easily deduced by programmers in the technical field to which the embodiment belongs.

100: vehicle speed control device
110: Navigation unit
120: Computation unit
130: Weight sensing unit
140: Sensing unit
150: Driving part
160:Control unit

Claims (14)

Navigation that provides the location of a speed bump and a target speed at the time of reaching the speed bump;
a calculation unit that calculates a deceleration distance, which is the distance necessary for the vehicle to decelerate from the current speed to the target speed;
a control unit that generates a driving control signal to control the vehicle in response to the location of the vehicle, the distance to the speed bump, and the deceleration distance; and
a driving unit that controls acceleration and deceleration of the vehicle in response to the travel control signal;
Including,
The target speed is determined as the speed for coasting over the speed bump,
A vehicle speed control device that works with navigation. According to clause 1,
It further includes a weight sensing unit that detects the weight of the vehicle,
The calculation part is
Calculating the deceleration distance in response to the weight of the vehicle
A vehicle speed control device that works with navigation. According to clause 1,
The control unit,
When the distance from the vehicle to the speed bump is less than the deceleration distance, generating a driving control signal to limit the input of the accelerator pedal
A vehicle speed control device that works with navigation. According to clause 1,
The control unit,
When the distance from the vehicle to the speed bump is greater than the deceleration distance, generating a driving control signal to operate the brake
A vehicle speed control device that works with navigation. According to paragraph 4,
The control unit,
When the brake is activated, it generates a driving control signal that limits the input of the accelerator pedal.
A vehicle speed control device that works with navigation. According to paragraph 3,
A sensing unit that detects the end of driving at a speed bump in response to the wheel base information of the vehicle;
It further includes,
The control unit
At the end of driving over the speed bump, if the input of the accelerator pedal is restricted, a driving control signal is generated to release the restriction.
A vehicle speed control device that works with navigation. Setting a fuel-efficient driving mode when entering a speed bump;
Receiving, by the navigation unit, the location of a speed bump and the target speed of the speed bump;
A calculation unit calculating a deceleration distance, which is the distance required for the vehicle to decelerate from the current speed to the target speed;
A control unit generating a driving control signal to control a vehicle speed in response to the deceleration distance; and
A driving unit controlling acceleration and deceleration of the vehicle in response to the travel control signal;
Including,
The target speed is determined as the speed for coasting over the speed bump,
Vehicle speed control method linked to navigation. According to clause 7,
The fuel efficiency driving mode setting step is,
Performed when a specific switch is operated in a preset pattern
Vehicle speed control method linked to navigation. According to clause 7,
The fuel efficiency driving mode setting step is,
Deactivating the fuel efficiency mode using a preset pattern of a specific switch;
A vehicle speed control method linked to a navigation system further comprising: According to clause 7,
Further comprising the step of detecting the weight of the vehicle,
The step of calculating the deceleration distance is,
Performed to calculate the deceleration distance in response to the weight of the vehicle
Vehicle speed control method linked to navigation. According to clause 7,
The step of generating the driving control signal is,
When the distance from the vehicle to the speed bump is less than the deceleration distance, a driving control signal is generated to limit the input of the accelerator pedal.
Vehicle speed control method linked to navigation. According to clause 7,
The step of generating the driving control signal is,
When the distance from the vehicle to the speed bump is greater than or equal to the deceleration distance, a driving control signal is generated to operate the brake.
Vehicle speed control method linked to navigation. According to clause 7,
The step of generating the driving control signal is,
When the brakes are applied, a drive control signal is generated that limits the input of the accelerator pedal.
Vehicle speed control method linked to navigation. According to clause 7,
The step of generating the driving control signal is
Generating a driving control signal to release the accelerator pedal input restriction at the end of driving over a speed bump;
A vehicle speed control method linked to a navigation system further comprising: