KR20180070343A - Apparatus and methods for navigation and control with Vehicle speed - Google Patents

Abstract

The present invention relates to an apparatus and method for controlling a vehicle speed in conjunction with navigation. The vehicle speed control apparatus interlocked with navigation according to an embodiment of the present invention may include a navigation unit for providing a position of the overspeed inhibition chute and a target speed at a time point at which the overspeed inhibition chute reaches the obstacle; An operation unit for calculating a deceleration distance for the vehicle to travel at the target speed; A control unit for generating a running control signal for controlling the vehicle in correspondence with the position of the vehicle, the distance to the overspeed preventing bend, and the deceleration distance; And a driving unit for controlling acceleration and deceleration of the vehicle in response to the running control signal.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a vehicle speed control apparatus and method,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method and an apparatus for controlling a speed of a vehicle, and more particularly, to a method and an apparatus for controlling a vehicle on the basis of information provided from navigation to improve fuel efficiency.

The navigation system of the vehicle displays the current position of the vehicle on a monitor. The navigation system displays the traveling direction of the vehicle, the distance to the destination, the current traveling speed of the moving object, the route set by the driver before driving, And the like, and provides various kinds of navigation information necessary for driving to the driver.

Generally, the driver does not recognize the continuous speed braking jaw, school zone, curve road during driving, accelerates by stepping on the accelerator pedal, and reduces the speed of the vehicle by stepping on the brake near the speed braking jaw. Accordingly, there is a problem that not only the vibration due to rapid braking but also fuel consumption is reduced.

SUMMARY OF THE INVENTION It is an object of the present invention to provide an apparatus and method for controlling a vehicle speed in conjunction with navigation.

More particularly, the present invention relates to a vehicle speed control apparatus and method that are interlocked with navigation to calculate an accelerating distance corresponding to a speed of a vehicle according to a position of an overspeed preventing jaw, thereby controlling an accelerator pedal, The purpose is to make it possible to do.

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

According to an aspect of the present invention, there is provided a vehicle speed control apparatus interlocked with navigation according to an embodiment of the present invention, the navigation system including: a navigation unit for providing a position of the overspeed inhibition chute and a target speed at a time point at which the overspeed inhibition chute reaches the obstacle; An operation unit for calculating a deceleration distance for the vehicle to travel at the target speed; A control unit for generating a running control signal for controlling the vehicle in correspondence with the position of the vehicle, the distance to the overspeed preventing bend, and the deceleration distance; And a driving unit for controlling acceleration and deceleration of the vehicle in response to the running control signal.

According to an embodiment, the control unit may further include a weight sensing unit for sensing the weight of the vehicle, and the computing unit may calculate the deceleration distance corresponding to the weight of the vehicle.

According to the embodiment, when the distance from the vehicle to the overspeed prevention bum is less than the deceleration distance, the control unit may generate a running control signal for limiting the input of the excel pedal.

According to the embodiment, the control unit may generate the drive control signal so that the brake is activated when the distance from the vehicle to the overspeed inhibition threshold is equal to or greater than the deceleration distance.

According to the embodiment, when the brake is operated, the control unit may generate a running control signal for limiting the input of the excel pedal.

According to an embodiment of the present invention, there is further provided a sensing unit for detecting completion of driving of the overspeed inhibition chute in response to wheelbase information of the vehicle, wherein the control unit controls the driving control signal for releasing the limitation of the input of the accelerator pedal Can be generated.

In addition, the vehicle speed control method interlocked with navigation according to an embodiment of the present invention includes the steps of setting a fuel consumption driving mode at the time of entry into the overspeed prevention bell; Receiving a position of the overspeed preventing jaw of the navigation unit and a target speed of the overspeed preventing jaw; Calculating a deceleration distance for the vehicle to travel at the target speed; The control unit generating a running control signal for controlling the speed of the vehicle corresponding to the deceleration distance; And controlling the acceleration / deceleration of the vehicle in response to the driving control signal by the driving unit.

According to the embodiment, the fuel consumption driving mode setting step may operate the fuel consumption mode fuel consumption driving mode in a predetermined pattern.

According to the embodiment, the step of setting the fuel consumption driving mode may further include the step of releasing the specific mode switch to a predetermined pattern.

According to an embodiment, the method further includes sensing the weight of the vehicle, and the step of calculating the deceleration distance may calculate the deceleration distance corresponding to the weight of the vehicle.

According to the embodiment, the step of generating the running control signal may generate a running control signal for limiting the input of the accelerator pedal when the distance from the vehicle to the over-speed limit is less than the deceleration distance.

According to the embodiment, the step of generating the running control signal may generate the running control signal so that the braking operation is performed when the distance from the vehicle to the overspeed prevention threshold is equal to or greater than the deceleration distance.

According to an embodiment, the step of generating the travel control signal may generate a travel control signal that limits the input of the Excel pedal when the brake is actuated.

According to the embodiment, the step of generating the driving control signal may further include generating a driving control signal for releasing the limitation of the input of the accelerator pedal at the end of the running of the overspeed inhibition chute.

First, there is an advantage that the fuel economy is improved by controlling the speed of the vehicle before entering the speed limiter.

Second, there is an advantage in that the ride comfort of the vehicle is increased when the speed limiter is controlled by controlling the speed of the vehicle.

Third, there is an advantage that the durability of the vehicle is increased due to the excessive vertical impact reduction of the suspension.

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

1 is a block diagram of a navigation interlocking vehicle speed control apparatus according to an embodiment of the present invention.
2 is a flowchart showing a driving method of a vehicle speed control apparatus according to an embodiment of the present invention.
3 is a flowchart showing a driving method of a vehicle speed control apparatus according to an embodiment of the present invention.
4 is a diagram referred to explain the control corresponding to the position and deceleration distance of the vehicle according to the embodiment of the present invention.
5 is a flowchart showing a driving method of a vehicle speed control apparatus according to vehicle speed and vehicle weight according to an embodiment of the present invention.
6 is a view for explaining driving of a vehicle speed control apparatus according to vehicle speed and vehicle weight according to an embodiment of the present invention.
FIG. 7 is an exemplary view showing the control of the vehicle when the overspeed inhibition ceiling according to an embodiment of the present invention. FIG.
8 is a view showing the operation of the multi-axle vehicle at the time of ending the overspeed inhibition chute according to the embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an apparatus and various methods to which embodiments of the present invention are applied will be described in detail with reference to the drawings. The suffix "module" and " part "for the components used in the following description are given or mixed in consideration of ease of specification, and do not have their own meaning or role.

In the description of the embodiment, in the case of being described as being formed on the "upper or lower", "before" or "after" of each component, (Lower) "and" front or rear "encompass both that the two components are in direct contact with each other or that one or more other components are disposed between the two components.

In describing the components of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are intended to distinguish the constituent elements from other constituent elements, and the terms do not limit the nature, order or order of the constituent elements. When a component is described as being "connected", "coupled", or "connected" to another component, the component may be directly connected to or connected to the other component, It should be understood that an element may be "connected," "coupled," or "connected."

It is also to be understood that the terms such as " comprises, "" comprising," or "having ", as used herein, mean that a component can be implanted unless specifically stated to the contrary. But should be construed as including other elements. All terms, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs, unless otherwise defined. Commonly used terms, such as predefined terms, should be interpreted to be consistent with the contextual meanings of the related art, and are not to be construed as ideal or overly formal, unless expressly defined to the contrary.

The embodiments of the present invention can improve the ride comfort by reducing the speed of the vehicle in the speed braking preliminarily to reduce the speed of the vehicle when the vehicle is set in the fuel consumption mode in the speeding braking control, The present invention relates to a method for maximizing efficiency of fuel efficiency of a vehicle due to the operation of a pedal and an apparatus capable of performing the same.

1 is a block diagram of a navigation interlocking vehicle speed control apparatus according to an embodiment of the present invention.

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

The navigation 110 can provide information such as a traveling route from a departure place to a destination, a speeding braking position between a destination and a destination, a target speed of the speeding braking device, a distance between the speeding braking device and the vehicle, a speed of the vehicle, have.

The navigation 110 provides a travel route service from a departure location to a destination and can provide traffic information that occurs in real time or occurs for a preset time while providing a travel route service.

The calculating unit 120 may receive the position of the overspeed preventing jaw on the traveling path from the navigation unit 110 and the distance to the overspeed preventing jaw to calculate the target speed for traveling the overspeed preventing jaw in inertial running.

The inertial running is a driving operation using the current speed of the vehicle without an accelerator operation of the driver during driving.

Preferably, the target speed is a speed at which the vehicle is able to stably exceed the overspeed inhibition threshold when the vehicle reaches the overspeed inhibition threshold at a speed when the vehicle has reached the overspeed inhibition threshold by inertial running. The target speed may be set based on the wheelbase information of the vehicle.

The calculating unit 120 may calculate a deceleration distance for decelerating the vehicle at the target speed corresponding to the current speed of the vehicle. The deceleration distance is a distance from a position to be decelerated in response to the current speed of the vehicle to reach the target speed passing through the speed restricting jaw from the speed limiter when the speed limiter is located on the traveling path to the destination.

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

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

The operation unit 120 can adjust the deceleration distance as the current vehicle speed is gradually decreased.

The weight sensing unit 130 may calculate the weight of the vehicle. The weight of the vehicle may include the weight of the vehicle body and the weight of the cargo in the presence of the shipped 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 sense the end of running of the overspeed inhibition chin. The sensing unit 140 may sense an impact applied to the driving shaft of the vehicle by the overspeed preventing jaw. It is possible to recognize the speed limit stop end point in response to the impact information applied to the driving shaft of the vehicle from the sensing unit 140. [ The sensing unit 140 may recognize the end time of the overspeed inhibition till according to the wheelbase information of the vehicle.

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

The driving unit 150 may operate an accelerator pedal and a brake pedal for driving the overspeed inhibition chute in accordance with the distance from the overspeed inhibition chute to the overspeed inhibition chin 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 running control signal for the vehicle to run at the target speed corresponding to the target speed received from the calculating unit 120. [

The control unit 160 may generate a driving control signal for controlling the vehicle from the navigation 110 in accordance with the distance from the vehicle position to the overspeed inhibition threshold and the deceleration distance.

The control unit 160 may generate a running control signal for limiting the input of the accelerator pedal when the distance from the vehicle to the overspeed inhibition threshold is less than the deceleration distance.

The control unit 160 may generate the driving control signal so that the braking operation is performed when the distance from the vehicle to the overspeed inhibition threshold is equal to or greater than the deceleration distance. The control unit 160 may determine the completion time of the overspeed inhibition through the sensing unit 140. The control unit 160 may generate a driving control signal for canceling the input restriction of the accelerator pedal when the overspeed inhibition ceases.

When the vehicle is a multi-axle vehicle, the controller 160 controls the engine output for controlling the vehicle speed necessary for driving the vehicle, thereby performing RPM control when the vehicle is running in the overspeed protection mode.

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

Referring to FIG. 2, a method of controlling a vehicle in conjunction with navigation includes a step S210 in which the vehicle is set to a fuel consumption driving mode, a step S220 in which the navigation unit 110 receives speed control information, A step S240 of the control unit 160 to generate a driving control signal corresponding to the deceleration distance, and a step S240 of driving the driving unit 150 based on the driving control signal And controlling the vehicle (S250).

The step S210 in which the vehicle is set to the fuel consumption driving mode may be set by the operation of the specific switch. For example, the vehicle may be configured such that the specific switch of the vehicle is turned off before the destination is set and the on / off operation of the specific switch is repeatedly input after the destination is set twice to control the signal input of the accelerator pedal Can be set. When the fuel consumption mode is to be canceled, the specific switch can be turned off to release the fuel consumption mode.

When the vehicle is traveling in the fuel consumption mode, the step (S220) of the navigation unit 110 receiving the overspeed prevention information may include determining the position of the overspeed inhibition tile present in the path between the current vehicle position and the destination, The speed information can be provided to the operation unit 120.

The calculating unit 120 calculates the deceleration distance (S230) based on the positional information and the speed information of the vehicle, and calculates the deceleration distance necessary for the vehicle to enter the speed-limiting braking target at the target speed by the calculating unit 120 .

Also, the calculation unit 120 may calculate the deceleration distance corresponding to the weight of the vehicle provided through the weight sensing unit 130.

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

Further, when the vehicle travels at the same speed, the deceleration distance may be shortened as the weight of the vehicle is reduced.

In operation S240, the control unit 160 generates a driving control signal corresponding to the deceleration distance. In response to the deceleration distance, a driving control signal for operating the driving unit 150 such that the vehicle enters the target speed of the overspeed prevention bell Can be generated.

For example, the control unit 160 may generate a running control signal for controlling the vehicle from the position of the vehicle and corresponding to the distance of the overspeed preventing jaw and the deceleration distance.

For example, when the distance from the vehicle to the overspeed inhibition threshold is less than the deceleration distance, the control unit 160 may generate a running control signal for limiting the input of the accelerator pedal.

For example, when the distance from the vehicle to the overspeed inhibition threshold is equal to or greater than the deceleration distance, the control unit 160 may generate a driving control signal so that the brake is activated.

For example, the control unit 160 may recognize the speed limit stop end point in response to the impact information applied to the driving shaft of the vehicle from the sensing unit 140. [

For example, the control unit 160 may generate a driving control signal for canceling the input restriction of the accelerator pedal when the overspeed inhibition ceases.

The step S250 of controlling the vehicle based on the travel control signal will be described in detail with reference to Fig.

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

Referring to FIG. 3, a method of controlling a vehicle in conjunction with navigation includes a step S310 of providing a control signal by comparing a distance from a current position of the vehicle to an overspeed inhibition threshold to a deceleration distance to the overspeed inhibition threshold, A step S315 of actuating the brake by the driving unit 150, a step S320 of limiting the input of the excitation pedal by the driving unit 150, a step of canceling the excitation of the excitation pedal input at the conclusion of the overspeed inhibition period (S330).

If the control unit 160 compares the distance from the current position of the vehicle to the overspeed inhibition threshold to the deceleration distance to the overspeed inhibition threshold and provides the control signal in step S310, The step S315 of operating the brake may be performed. When the input of the accelerator pedal is restricted, the vehicle can not travel the speed increasing braking chuck more than the target speed.

If the control unit 160 compares the distance from the current position of the vehicle to the overspeed inhibition threshold and the deceleration distance to the overspeed inhibition threshold and provides the control signal in step S310, if the distance to the overspeed inhibition threshold is less than the deceleration distance, The step of limiting the input of the Excel pedal (S320) may be performed. When the brake is operated, the vehicle can decelerate to a target speed of the overspeed inhibition chute. When the brake is operated, the input of an excel pedal of the vehicle can be restricted.

The step S330 of canceling the limitation of the input of the accelerator pedal when the controller 160 completes the overspeed inhibition period senses the impact of the driving shaft of the vehicle from the sensing unit 140 to detect the completion of the overspeed inhibition driving. When the driving is completed, the control unit 160 may provide a control signal for canceling the input restriction of the excel pedal.

4 is a diagram referred to explain the control corresponding to the position and deceleration distance of the vehicle according to the embodiment of the present invention.

4 is a view showing an embodiment in which the vehicle approaches the overspeed preventing jaw, as shown in Fig.

If deceleration is required to secure the distance between the speed limit braking control unit 110 and the speed limit braking unit, the deceleration distance may be determined based on the current speed of the vehicle and the distance to the vehicle. have.

The controller 160 receives the deceleration distance from the calculator 120 and receives the position of the vehicle and the position of the overspeed preventing jaw from the navigation and compares the deceleration distance and the distance to the overspeed inhibition jaw, It is possible to generate a running control signal to be controlled.

When the vehicle receives the overspeed inhibition chute, the target speed can be determined in the overspeed inhibition threshold. At this time, the target speed may be calculated before a predetermined distance before entering the position or the section corresponding to the overspeed preventing jaw.

For example, when the vehicle speed is equal to or higher than the target speed, the braking distance for decelerating the vehicle speed to the target speed can be calculated. The deceleration distance for decelerating the vehicle speed corresponding to the target speed can be calculated.

Fig. 4 (a) shows a case where the passenger vehicle approaches the overspeed preventing jaw, as shown in Fig.

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

4 (b) shows a case in which the passenger vehicle approaches the overspeed preventing jaw, as shown in Fig.

The driving control signal may be generated so that the brake pedal of the vehicle is operated when the calculated deceleration distance 410 based on the speed of the vehicle is greater than or equal to the distance 430 to the overspeed prevention threshold.

Further, when the brake is operated, a running control signal for limiting the input of the excel pedal can be generated.

5 is a flowchart showing a driving method of a vehicle speed control apparatus 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 may be calculated on the basis of the operating angle and time of the accelerator pedal on the basis of the average fuel consumption standard of the vehicle during the overspeed restriction bend.

The deceleration distance may be calculated based on the weight of the vehicle and the target speed (S520). For example, when the number of cargo ships increases in a commercial vehicle, the weight of the vehicle is increased, and the deceleration distance can be calculated corresponding to the amount of the vehicle.

6 is a view for explaining driving of a vehicle speed control apparatus according to vehicle speed and vehicle weight according to an embodiment of the present invention.

Specifically, FIG. 6 (a) illustrates a case where the deceleration distance from the current vehicle speed to the overspeed inhibition threshold is calculated in a state where no cargo is loaded on the commercial vehicle 20,

6 (b) illustrates a case where the deceleration distance from the current vehicle speed to the overspeed inhibition threshold is calculated while the car is loaded on the commercial vehicle 20,

6C illustrates a case where the deceleration distance from the current vehicle speed to the overspeed inhibition threshold is calculated in a state where the cargo is loaded on the vehicle having multiple drive axles (hereinafter, multi-axle vehicle 30).

6 (a), the calculation unit 120 may calculate a deceleration distance for reaching a target speed of the overspeed preventing jaw at the speed of the current vehicle of the vehicle.

The calculation unit 120 may generate the first deceleration distance 510 based on the distance from the current position of the commercial vehicle 20 to the position where the overspeed prevention jaw is installed.

Referring to Fig. 6 (b), the commercial vehicle 20 is traveling while the cargo is loaded.

The commercial vehicle 20 is a vehicle that is running at the same speed as the vehicle shown in FIG. 6 (a), but the vehicle is in a state in which the weight of the vehicle is increased by cargo loading.

The calculation unit 120 may generate the second deceleration distance 520 based on the distance from the current position to the excessive speed limit when the weight of the vehicle is increased.

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

6 (c) is a diagram illustrating a state in which a cargo is loaded on a multi-axle vehicle.

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

The multi-axle vehicle 30 is a vehicle in which the weight of the vehicle and the weight of the vehicle are higher than those of the commercial vehicle 20 shown in Figs. 6 (a) and 6 (b)

The calculation unit 120 may generate the third deceleration distance 530 based on the distance from the current position to the excessive speed limit when the weight of the vehicle is increased.

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

FIG. 7 is an exemplary view showing the control of the vehicle when the overspeed inhibition ceiling according to an embodiment of the present invention. FIG.

The sensing unit 140 may sense the impact of the driving shaft of the vehicle based on the wheelbase information of the vehicle, and sense the completion of the overspeed inhibition chute. Based on the vehicle information, it is possible to recognize the speed limit stop traveling end point by dividing the speed limit stop end point by the first and second speeds.

Referring to Fig. 7 (a), the front wheel of the vehicle is in a state exceeding the overspeed preventing jaw.

When the commercial vehicle 20 travels the overspeed prevention bumper, the sensing unit 140 can detect that the front wheel of the commercial vehicle has crossed the overspeed prevention bumper.

Referring to Fig. 7 (b), the rear wheel of the vehicle is in a state in which it crosses the overspeed preventing jaw.

When the used vehicle 20 passes the overspeed prevention threshold, the commercial vehicle does not need to perform the excel pedal control for inertial running.

The sensing unit 140 can sense that the rear wheel of the vehicle is passing over the speed limit bust.

The control unit 150 may generate a driving control signal for releasing the input restriction of the excel pedal when the rear wheel exceeds the overspeed inhibition threshold and the inertial running is terminated from the sensing unit 140. [

8 is a view showing the operation of the multi-axle vehicle at the time of ending the overspeed inhibition chute according to the embodiment of the present invention.

Fig. 8 illustrates a second example of recognition at the time of the overspeed inhibition ceiling. Specifically, (a) to (e) describe a process of recognizing the time when the multi-axle vehicle 30 travels and overcomes the overspeed inhibition jaw.

8 (a), it is possible to sense that the vehicle has a lateral motion when traveling on the overspeed preventing jaw of the steering one axis located forward.

In FIG. 8 (b), it can be seen that the vehicle moves through the overspeed preventing jaw through the lateral movement of the steering two axes.

In FIG. 8 (c), the autonomous vehicle can find another vehicle in the currently running lane through the vehicle information.

8 (d), it is possible to detect that the vehicle has a lateral motion when it travels the overspeed restriction bumper on the steering shaft located on the vehicle.

8 (e), when detecting the completion of the overspeed preventive top running, the controller 160 determines the vehicle speed control required for driving the vehicle according to the multi-axle vehicle, and controls the engine output to perform RPM control .

It will be apparent to those skilled in the art that the present invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. Accordingly, the above description should not be construed in a limiting sense in all respects and should be considered illustrative. The scope of the present invention should be determined by rational interpretation of the appended claims, and all changes within the scope of equivalents of the present invention are included in the scope of the present invention.

The method according to an embodiment of the present invention may be implemented as a program for execution on a computer and stored in a computer-readable recording medium. Examples of the computer-readable recording medium include a ROM, a RAM, a CD- Tape, floppy disk, optical data storage system, and the like. The computer readable recording medium may be distributed over a networked computer system so that computer readable code can be stored and executed in a distributed manner. And, functional program, code, and code segments for implementing the above-described method can be easily inferred by programmers in the technical field to which the embodiment belongs.

100: Vehicle speed control device
110: Navigation section
120:
130:
140: sensing unit
150:
160:

Claims (14)

A navigation unit for providing a position of the overspeed inhibiting chin and a target speed at a time point at which the overspeed preventing chin reaches the speed restraining chin;
An operation unit for calculating a deceleration distance for the vehicle to travel at the target speed;
A control unit for generating a running control signal for controlling the vehicle in correspondence with the position of the vehicle, the distance to the overspeed preventing bend, and the deceleration distance; And
A driving unit for controlling acceleration and deceleration of the vehicle in response to the running control signal;
And the vehicle speed control device is interlocked with the navigation device. The method according to claim 1,
And a weight sensing unit for sensing the weight of the vehicle,
The operation unit
And calculates the deceleration distance corresponding to the weight of the vehicle
Vehicle speed control device linked with navigation. The method according to claim 1,
Wherein,
When the distance from the vehicle to the overspeed preventing bend is less than the deceleration distance, generates a running control signal for restricting the input of the excel pedal
Vehicle speed control device linked with navigation. The method according to claim 1,
Wherein,
When the distance from the vehicle to the overspeed inhibition threshold is equal to or greater than the deceleration distance, a drive control signal is generated so that the brake is operated
Vehicle speed control device linked with navigation. 5. The method of claim 4,
Wherein,
When the brake is operated, a running control signal for limiting the input of the excel pedal is generated
Vehicle speed control device linked with navigation. The method of claim 3,
A sensing unit for detecting completion of driving of the overspeed inhibition chute in response to wheelbase information of the vehicle;
Further comprising:
The control unit
When the input of the accelerator pedal is restricted at the end of the running of the overspeed preventing jaw, a running control signal for canceling the restriction is generated
Vehicle speed control device linked with navigation. Setting a fuel consumption driving mode at the time of entry of the speed limiting brakes;
Receiving a position of the overspeed preventing jaw of the navigation unit and a target speed of the overspeed preventing jaw;
Calculating a deceleration distance for the vehicle to travel at the target speed;
The control unit generating a running control signal for controlling the speed of the vehicle corresponding to the deceleration distance; And
Controlling the acceleration / deceleration of the vehicle in response to the driving control signal;
Wherein the vehicle speed is controlled by the vehicle speed. 8. The method of claim 7,
The fuel economy driving mode setting step may include:
Performed when a specific switch is operated in a predetermined pattern
A vehicle speed control method linked with navigation. 8. The method of claim 7,
The fuel economy driving mode setting step may include:
Releasing the fuel consumption mode in a predetermined pattern of the specific switch;
Wherein the vehicle speed control method further comprises: 8. The method of claim 7,
Further comprising sensing a weight of the vehicle,
The step of calculating the deceleration distance may include:
To calculate the deceleration distance corresponding to the weight of the vehicle
A vehicle speed control method linked with navigation. 8. The method of claim 7,
Wherein the step of generating the running control signal comprises:
When the distance from the vehicle to the overspeed preventing bend is less than the deceleration distance, is performed to generate a running control signal for limiting the input of the excel pedal
A vehicle speed control method linked with navigation. 8. The method of claim 7,
Wherein the step of generating the running control signal comprises:
When the distance from the vehicle to the overspeed preventing jaw is equal to or greater than the deceleration distance, a brake control signal is generated so that the brake is operated
A vehicle speed control method linked with navigation. 8. The method of claim 7,
Wherein the step of generating the running control signal comprises:
When the brake is actuated, it is performed to generate a running control signal that limits the input of the Excel pedal
A vehicle speed control method linked with navigation. 8. The method of claim 7,
The step of generating the running control signal
Generating a running control signal for canceling the limitation of the input of the accelerator pedal when the running of the overspeed preventing jaw is finished;
Wherein the vehicle speed control method further comprises:

Images