Method for controlling a taxi guidance function

Abstract

A method for controlling a coasting guidance function is provided. The method may include: detecting a speed limit and an average speed of surrounding vehicles; detecting an effective speed limit when a coasting event occurs; and calculating a target speed by using a speed factor calculated using at least one of the effective speed limit and the average speed of surrounding vehicles and a current speed.

Description

Technical Field

[0001] The present disclosure relates to a method for controlling a coasting guidance function, and in particular, to a control method for performing coasting guidance by considering an average speed of surrounding vehicles, a speed limit of each road, and a driving speed characteristic of each driver. Background Art

[0002] The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

[0003] When there is a deceleration event ahead of the road on which the vehicle is currently traveling (e.g., an interchange (IC), a fork (JC), an intersection, a speed-limited road, a curved road, a traffic light, a U-turn, a left turn, a right turn, a toll booth, a destination, etc.), and the vehicle needs to decelerate, if the driver recognizes the need to decelerate in advance and keeps his feet off the accelerator pedal and the brake pedal when deceleration is required, the vehicle decelerates by inertial driving (or coasting). The coasting guidance function is a technology for improving fuel efficiency by guiding and inducing the driver to coast at the appropriate time when there is such a deceleration event ahead. This technology is a technology that is being actively developed, particularly in environmentally friendly vehicles with electric motors (e.g., hybrid electric vehicles (HEV), plug-in hybrid electric vehicles (PHEV), electric vehicles (EV), etc.), which is the basis for future autonomous driving.

[0004] However, the coasting guidance function in the related art mainly focuses on guiding the driver to determine the estimated vehicle speed and the coasting starting point from the current vehicle position to the target position as the deceleration event position based on the current vehicle state and the current road condition, and start coasting at the determined starting point.

[0005] That is, since the coasting guidance function in the related art uses the target vehicle speed determined for each deceleration event as it is, the control accuracy and reliability are inevitably low. That is, in the related art, the predetermined target vehicle speed is used as it is only according to the event type, and the flow of surrounding vehicles (i.e., the average speed of surrounding vehicles) is not considered when determining the target vehicle speed.

[0006] In the coasting guidance function in the related art, there is no control that takes into account the speed limit according to the road type, nor is there a control that takes into account other driving speed characteristics according to the driver.

[0007] When the average speed of surrounding vehicles is not taken into consideration in the related art, and a predetermined target vehicle speed is used as it is according to the event type, the driver feels that coasting by coasting guidance starts earlier than surrounding vehicles and decelerates rapidly, resulting in a sense of discomfort, or the driver feels uneasy because coasting by coasting guidance starts later than surrounding vehicles and does not decelerate compared with decelerating surrounding vehicles.

[0008] In the related art, if coasting guidance is performed at a constant speed regardless of the speed limit for each road type, in the case of a road type with a speed limit higher than that of a general road, the driver feels that the speed of the vehicle is controlled to be relatively slow, and the driver is likely not to drive the vehicle according to the coasting guidance function, while in the case of a road type with a speed limit lower than that of a general road, the driver feels that the speed of the vehicle is controlled to be higher than that of other surrounding vehicles, the driver may step on the brakes, and the coasting guidance function may be released.

[0009] In the related art, if coasting guidance is performed at a constant speed regardless of each driver's driving speed characteristics, a driver who prefers a speed higher than the speed limit of the road or the speeds of other surrounding vehicles feels that the speed of the vehicle is controlled relatively slowly, and the driver is likely not to drive the vehicle according to the coasting guidance function, while in the case where the driver prefers a speed lower than the speed limit of the road or the speeds of other surrounding vehicles, the driver feels that the speed of the vehicle is controlled higher than the driver's intention, the driver may step on the brakes, and the coasting guidance function may be released.

[0010] Therefore, it is necessary to control the coasting guidance function by considering the average speed of surrounding vehicles, the speed limit depending on the road type, and the different driving speed characteristics depending on the driver, thereby improving the accuracy and reliability of the coasting guidance function and making full use of it. Summary of the invention

[0011] The present disclosure provides a coasting guidance function by controlling the coasting guidance function in consideration of the average speed of surrounding vehicles, different speed limits depending on road types, and different driving speed characteristics depending on drivers, and fully utilizes the coasting guidance function by increasing the frequency of use of the coasting guidance function by the driver.

[0012] In one form of the present disclosure, a method for controlling a coasting guidance function is provided, comprising the steps of: detecting a speed limit and an average speed of surrounding vehicles; detecting an effective speed limit when a coasting event occurs; and calculating a target speed by using a speed factor calculated using any one of the effective speed limit and the average speed of the surrounding vehicles and a current speed.

[0013] The method further includes the step of determining a taxiing guide starting point by using data obtained by making a taxiing point of the driver into a database with respect to each taxiing event.

[0014] The method further includes the step of determining a coasting guide transition point by using data obtained by making a database of the driver's braking start point with respect to each coasting event.

[0015] When detecting the speed limit and the average speed of surrounding vehicles, the speed limit is detected from navigation information, and the speed flow of vehicles in front, behind, and behind the sides is collected as data by using radar to detect the average speed of the surrounding vehicles.

[0016] In detecting the effective speed limit, any one of the speed limit of the road on which the vehicle is currently traveling, the speed limit of the road after the coasting event, and the speed limit of the target point may be detected as the effective speed limit.

[0017] When the road on which the vehicle is currently traveling is an expressway or an express highway, the speed limit of the road on which the vehicle is currently traveling may be detected as the effective speed limit.

[0018] When the road after the coasting event is a highway or an expressway, the speed limit of the road after the coasting event may be detected as the effective speed limit.

[0019] When the road on which the vehicle is currently traveling or the road after the coasting event is not an expressway or an express highway, the speed limit of the target point may be detected as the effective speed limit.

[0020] When calculating the target speed, the speed factor may be calculated as a ratio of the current speed to any one of the effective speed limit and the average speed of surrounding vehicles.

[0021] When the ratio of the average speed of the surrounding vehicles to the effective speed limit is greater than a predetermined value, the speed factor may be calculated using the effective speed limit, and when the ratio of the average speed of the surrounding vehicles to the effective speed limit is less than a predetermined value, the speed factor may be calculated using the average speed of the surrounding vehicles.

[0022] The target speed may be calculated as a value obtained by multiplying an existing target speed set with respect to each taxiing event by a speed factor.

[0023] Each of the maximum value and the minimum value of the coasting guidance start point can be determined by using data obtained by making the coasting points of the driver into a database.

[0024] When the taxiing point of the driver is greater than a maximum value or less than a minimum value, the taxiing guidance starting point may be controlled to be within a range between the maximum value and the minimum value.

[0025] In the area between the maximum value and the minimum value of the coasting guidance starting point, it can be displayed whether the driving speed of the driver is faster or slower than the driving speed of an average driver.

[0026] Each of the maximum value and the minimum value of the coasting guide transition point can be determined by using data obtained by making the driver's braking start point into a database.

[0027] When the driver's braking start point is greater than a maximum value or less than a minimum value, the coasting guide transition point may be controlled to be within a range between the maximum value and the minimum value.

[0028] In the area between the maximum and minimum values ​​of the taxiing guidance transition point, the active control transition plan time may be displayed.

[0029] In another form of the present disclosure, since the taxiing guidance functional area is expanded, a fuel efficiency improvement effect of about 0.5% is generated.

[0030] In another form of the present disclosure, since more precise control is possible by performing differentiated control taking into account the average speed of surrounding vehicles, speed limits depending on road types, and different driving speed characteristics depending on drivers, it is possible to create an environment in which the driver actively uses the sliding guide function.

[0031] In another form of the present disclosure, the taxiing guidance function can be performed more safely according to the driver's intention, and more active control can be performed, and an intelligent image can be constructed, thereby improving marketability.

[0032] Further areas of applicability will become apparent from the description provided herein.It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order that the present disclosure may be better understood, various forms thereof will now be described by way of example, with reference to the accompanying drawings, in which:

[0034] Figure 1 : is a graph showing each of a change in predicted vehicle speed from a coasting guidance start point, through a coasting guidance transition point, to a target point, a target speed curve, and a change in target vehicle speed in the related art.

[0035] Figure 2 is a flow chart of the overall control of the taxi guidance function in one form of the present disclosure.

[0036] Figure 3A is a flow chart of a method for calculating a target speed of a vehicle according to one form of the present disclosure.

[0037] Figure 3B is a schematic diagram illustrating a moving path of a vehicle when a forward deceleration event occurs according to one form of the present disclosure.

[0038] Figure 4A is a flow chart of a method for determining a taxi guidance starting point in one form of the present disclosure.

[0039] Figure 4B is shown by reflecting the Figure 4A A coasting guidance starting point variable control method is provided, a graph of a change in predicted vehicle speed from a coasting guidance starting point, through a coasting guidance transition point, to a target point, a target speed curve, and a change in target vehicle speed.

[0040] Figure 5A is a flow chart of a method for determining a taxi guidance transition point in one form of the present disclosure.

[0041] Figure 5B is shown by reflecting the Figure 5A The coasting guidance transition point variable control method includes a graph of a change in predicted vehicle speed from a coasting guidance starting point, through a coasting guidance transition point, to a target point, a target speed curve, and a change in target vehicle speed.

[0042] Figure 6 is a diagram showing a state in each area from a taxiing guide starting point, through a transition point, to a target point in one form of the present disclosure.

[0043] The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. DETAILED DESCRIPTION

[0044] The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate the same or corresponding components and features.

[0045] Hereinafter, some forms of the present disclosure will be described in detail with reference to the contents disclosed in the accompanying drawings. The same reference numerals presented in each of the drawings refer to elements that perform substantially the same function.

[0046] The purpose and effect of the present disclosure can be naturally understood or clear through the following description, and the purpose and effect of the present disclosure are not limited to the following description. In addition, when describing certain forms of the present disclosure, when it is determined that the detailed description of the known technology associated with certain forms of the present disclosure may unnecessarily obscure the subject matter of the present disclosure, the detailed description may be omitted.

[0047] Figure 1: is a graph showing each of a change in predicted vehicle speed from a coasting guidance start point, through a coasting guidance transition point, to a target point, a target speed curve, and a change in target vehicle speed in the related art.

[0048] As described above, according to the related art, when coasting guidance is performed at a constant speed regardless of the average speed of surrounding vehicles, the speed limit of each road type, or the driving speed characteristics of each driver, the driver does not drive the vehicle according to the coasting guidance function, or the driver steps on the brakes, with the result that the coasting guidance function may be released. In this regard, Figure 1 The difference between the predicted vehicle speed (which is a deceleration curve predicted by only the drag torque) and the target speed curve (which is a deceleration target vehicle speed curve under actual coasting control) when the APS / BPS is turned off at the coasting control start time is shown.

[0049] Reference Figure 1 It can be seen that from the coasting guidance starting point through the coasting guidance transition point to the target point, the target speed curve decreases more and more sharply compared with the predicted vehicle speed. There is a problem that the coasting guidance function cannot be fully utilized.

[0050] Therefore, some forms of the present disclosure propose a method for controlling a taxiing guidance function, which can solve this problem.

[0051] First, in some forms of the present disclosure, a coasting event may represent a point located in front of the vehicle on the road on which the vehicle is traveling and requiring the vehicle to decelerate, and as an example, the coasting event may be a speed-limited road where a speed limit is determined, an intersection, a curved road, an interchange (IC), a fork (JC), a toll booth (TG), a place where a traffic light is located, a location where a U-turn, a left turn, and a right turn should be performed on a travel path to a destination set in a navigation device, a destination where the vehicle should stop, etc. Some forms of the present disclosure are not limited thereto, and all locations where a target vehicle speed is determined and the vehicle is required to decelerate may be included in the event.

[0052] Figure 2 is a flow chart of the overall control of the taxi guidance function in some forms of the present disclosure. Figure 2 As shown in the flowchart of FIG. 1 , the target vehicle speed is determined, and then each of the coasting guidance starting point and the coasting guidance transition point is determined in sequence, and each step will be described in detail below.

[0053] In step S11, it is related to determining the target vehicle speed. First, a reference target speed is determined in a condition where variable control is not performed, and then a variable control reference is set. When setting the variable control reference, since the speed profile of the driver is faster or slower than the speed limit of each road type or the average speed of surrounding vehicles, a speed factor is calculated and used for control. The target vehicle speed is determined by variable control using a speed factor depending on the speed profile of the driver.

[0054] Next, when the target vehicle speed is determined (which takes into account the driver's speed profile depending on the speed limit of each road type or the average speed of surrounding vehicles), in step S12, the predicted vehicle speed when the vehicle decelerates in a gliding state (accelerator pedal off and brake pedal off state) at the current vehicle speed is determined.

[0055] Thereafter, the process proceeds to step S13, and a coasting guidance starting point for inducing the vehicle to travel in the accelerator pedal off and brake pedal off state is determined (i.e., coasting is started). The coasting guidance starting point is first determined in a condition where variable control is not performed, and then a variable control reference is set. When setting the variable control reference, a coasting distance depending on the driver's coasting habit before deceleration is calculated as a factor and used for control. The coasting guidance starting point is determined by variable control using a coasting factor depending on the driver's coasting habit before deceleration.

[0056] Next, when the coasting guidance starting point is determined, the coasting guidance transition point is determined in step S18. The coasting guidance transition point is first determined in a condition where the variable control is not performed, and then the variable control reference is set. When the variable control reference is set, the deceleration distance depending on the driver's deceleration habit is calculated as a factor and used for control. The coasting guidance transition point is determined by the variable control performed using the deceleration distance factor depending on the driver's deceleration habit.

[0057] After each of the coasting guidance starting point and the coasting guidance transition point is determined, when the driver starts coasting driving according to the guidance in a state where the vehicle reaches the coasting guidance starting point, the controller starts feedforward control (step S19). The feedforward control is maintained until the coasting guidance transition point determined above. Further, when the vehicle reaches the coasting guidance transition point, the feedforward control is changed to feedback control (step S20), and the feedback control is maintained until the target point (step S23).

[0058] In some forms of the present disclosure, when the driver takes his foot off the accelerator pedal at the coasting guidance starting point, feed-forward control begins and a coasting motor torque obtained by adding an additional torque to a basic creep torque is applied to the motor, in which case, since the basic creep torque and the additional torque become negative torques (motor regenerative torque), a sense of deceleration of the vehicle is generated while the battery is charged by the power generation operation of the motor (steps S21 to S26).

[0059] On the other hand, the method for controlling the sliding guidance function in some forms of the present disclosure may further include the following processing: determining whether to enter the sliding control according to the road slope (gradient). Figure 2 In step S15, when the average slope (average gradient) is less than the first set value (a>average gradient) or the average gradient is greater than the second set value (b<average gradient), entering the taxiing guidance function control can be prevented.

[0060] The vehicle can use the current road slope at the start of the coasting guidance to determine whether to enter control. Figure 2 In step S16, when the current road slope (current gradient) at the coasting guidance starting point is less than the third set value (c>current gradient) or the current gradient is greater than the fourth set value (d<current gradient), entering the coasting guidance function control can be prevented.

[0061] When the difference between the current gradient and the average gradient at the coasting guidance starting point is too large, the corresponding section is determined as a section with low slope reliability or extremely large slope fluctuation, thereby restricting control entry. Figure 2 As shown in, in step S17, when the absolute value of the difference between the current gradient at the taxiing guidance starting point and the average gradient is greater than the fifth set value (e>current gradient-average gradient, or f<current gradient-average gradient), entering the taxiing guidance function control can be prevented.

[0062] In some forms of the present disclosure, in a method for controlling a taxi guidance function, as Figure 2 As shown, in step S14, when the distance from the target point to the current vehicle position when the starting point is determined is less than a sixth set value (current point - target point < z), entry into the coasting guidance function control may be restricted.

[0063] In some forms of the present disclosure, in a method for controlling a taxi guidance function, as Figure 2 As shown, in step S10, when the current vehicle speed is less than the lower limit speed (x>current vehicle speed) or exceeds the upper limit speed (y<current vehicle speed), all control logics in subsequent steps can be terminated, and therefore, the controller does not perform the coasting guidance function control.

[0064] Figure 3A 1 is a flow chart of a method for calculating a target speed of a vehicle in some forms of the present disclosure. Since the target speed required at the coasting event point varies depending on the driver, a target speed variable control is used to reflect the target speed. According to this control scheme, the target speed is calculated from the driver's usual habits under normal events and the current road travel speed, and as a result, the driver can obtain a suitable target speed. The steps of the target speed variable control are described as follows.

[0065] First, in steps S30 and S31, the speed limit and the average speed of surrounding vehicles are detected respectively. The speed limit is received and detected from the navigation information, and the average speed of surrounding vehicles is detected by collecting the speed stream of vehicles in front of, behind, and behind the vehicle as data using radar.

[0066] Next, the process proceeds to step S32, and the effective speed limit is detected. When detecting the effective speed limit, the method for determining the target speed for each coasting event is differentiated so that the driver can have more trust in the coasting guidance function. That is, the speed to be used for control is detected among the speed limit of the current road, the speed limit at the target point, and the speed limit of the road after the coasting event, and the detected speed is selected as the effective speed limit to be used for controlling the coasting guidance function.

[0067] in this regard, Figure 3B is a schematic diagram illustrating a movement path of a vehicle when a forward deceleration event occurs in some forms of the present disclosure.

[0068] Reference Figure 3B In some forms of the present disclosure, when there is a sliding event ahead of the vehicle and the current road is a highway or an expressway, the speed limit of the current road is prioritized and detected as the effective speed limit ( Figure 3B In In addition, in some forms of the present disclosure, when there is a sliding event ahead of the vehicle and the road after the sliding event is a highway or expressway, the speed limit of the road after the sliding event is prioritized and detected as the effective speed limit ( Figure 3B In On the other hand, when the road is Figure 3B of or When traveling on roads other than the destination, use the speed limit of the destination point.

[0069] After the effective speed limit is detected as the speed limit to be used for control as described above, the process proceeds to the next step of calculating the speed factor for the target speed variable control. First, in step S33, it is determined whether the ratio of the peripheral speed to the speed limit is greater than a predetermined value α according to the following formula 1, so as to determine the speed to be used for calculating the speed factor.

[0070] Formula 1

[0071] Peripheral speed / speed limit>α

[0072] When the ratio of the peripheral speed to the speed limit is greater than the predetermined value α, since it is appropriate to use the speed limit when the vehicle flow is smooth, the speed factor is calculated using the speed limit (step S34). Therefore, the process then proceeds to step S36, and the speed factor is calculated according to the following formula 2 with the ratio of the current speed to the speed limit.

[0073] Formula 2

[0074] Speed ​​factor = current speed / speed limit

[0075] On the other hand, in the case where the ratio of the peripheral speed to the speed limit is less than the predetermined value α, since it is appropriate to use the peripheral speed in the case where there may be many vehicles or vehicles should travel at a speed lower than the speed limit, the peripheral speed is used to calculate the speed factor (step S35). Therefore, the process then proceeds to step S36, and the speed factor is calculated as the ratio of the current speed to the peripheral speed according to the following formula 3.

[0076] Formula 3

[0077] Speed ​​factor = current speed / surrounding speed

[0078] After the speed factor is calculated according to the above formula 2 or 3, the process proceeds to step S37, and the target speed is calculated according to the following formula 4.

[0079] Formula 4

[0080] Target speed = current target speed × speed factor

[0081] According to the existing control scheme, the target speed is set the same for each coasting event, but according to the target speed variable control scheme using the speed factor, the target speed can be set by considering the driving speed of the driver and the average speed of surrounding vehicles.

[0082] Figure 4A 1 is a flow chart of a method for determining a taxiing guidance starting point in some forms of the present disclosure. Since the speed varies according to the driver's driving habits, etc., in order to reflect the speed, variable control of the taxiing guidance starting point is used.

[0083] Reference Figure 4A First, in step S40, the driver's sliding habits are made into a database. By considering the speed limit of each road type, the driver's sliding habits in each coasting event are made into a database to reflect the driver's habits to the control. As an example of the database, the following Table 1 presents a database of the driver's sliding habits on a highway.

[0084] [Table 1]

[0085]

[0086] As shown in Table 1 above, the speed limit is divided into multiple intervals, and the skid point of each event is stored, and then the latest data is finally stored to make a database. In some forms of the present disclosure, the skid point at each skid event can be calculated as real-time information and used without using a database.

[0087] Next, in step S41, the coasting guidance starting point is determined by variable control of the coasting guidance starting point (i.e., the coasting point). In the conventional control, the coasting guidance starting point is fixed to a set value, but in the coasting guidance starting point variable control, the coasting guidance starting point can be changed according to the driver's coasting habits.

[0088] In this regard, in step S42, each of the maximum point and the minimum point of the taxiing guidance starting point is set for each speed. The maximum point and the minimum point are calculated as shown in the following formula 5 ( Figure 4B The parts before and after the starting point shown are indicated by dotted lines respectively).

[0089] Formula 5

[0090] Maximum point δ = sliding distance set in the current control × β

[0091] Minimum point ε = sliding distance set in the current control × γ

[0092] In some forms of the present disclosure, control may be performed without setting the maximum and minimum points as described above.

[0093] Next, in steps S43 and S44, it is determined whether the taxiing point is greater than the maximum point δ calculated according to the above formula 5 and whether the taxiing point is less than the minimum point ε calculated according to the above formula 5, respectively. When the taxiing point is between the maximum point δ and the minimum point ε calculated according to the above formula 5, the taxiing point becomes the taxiing guidance starting point (step S47), and when the taxiing point deviates from the maximum point δ or the minimum point ε calculated according to the above formula 5, the taxiing guidance starting point is located at the maximum point and the minimum point. That is, when the taxiing point is greater than the maximum point (that is, when the taxiing point>δ), the maximum point δ becomes the taxiing guidance starting point (step S45), and when the taxiing point is less than the minimum point (that is, when the taxiing point<ε), the minimum point ε becomes the taxiing guidance starting point (step S46).

[0094] The change of the taxiing guidance starting point enables the driver to use the taxiing guidance function conveniently, so as to increase the frequency of using the taxiing guidance function by the driver.

[0095] Figure 5A is a flow chart of a method for determining a coasting guidance transition point in some forms of the present disclosure. Since the preferred deceleration feel varies depending on the driver, a variable control for the coasting guidance transition point is used to reflect the varying deceleration feel.

[0096] Reference Figure 5A First, in step S50, the driver's braking habits are made into a database. By considering the speed limit of each road type, the driver's braking habits in each sliding event are made into a database to reflect the driver's habits to the control. Specifically, the restricted speed is divided into intervals, and the point where the braking starts for each event is stored, and then some recent data is finally stored and made into a database. In some forms of the present disclosure, the braking start point at each sliding event can be calculated as real-time information and used without using a database.

[0097] Next, in step S51, the coasting guide transition point is determined by variable control of the coasting guide transition point (i.e., the braking start point). In the conventional control, the coasting guide transition point is fixed to a set value, but in the coasting guide transition point variable control, the coasting guide transition point can be changed according to the driver's braking habits.

[0098] In this regard, in step S52, the maximum point and the minimum point of the coasting guide transition point are set for each speed. The maximum point and the minimum point are calculated as shown in the following formula 6 ( Figure 5B The portions before and after the transition point shown are indicated by dotted lines).

[0099] Formula 6

[0100] Maximum point ι = sliding distance set in the current control × η

[0101] Minimum point κ = sliding distance set in the current control × θ

[0102] In some forms of the present disclosure, control may be performed without setting the maximum point and the minimum point as described above.

[0103] Next, in steps S53 and S54, it is determined whether the braking start point is greater than the maximum point ι calculated according to the above formula 6 and whether the braking start point is less than the minimum point κ calculated according to the above formula 6, respectively. When the braking start point is between the maximum point ι and the minimum point κ calculated according to the above formula 6, the braking start point becomes the coasting guide transition point (step S57), and when the braking start point deviates from the maximum point ι or the minimum point κ calculated according to the above formula 6, the coasting guide transition point is located at the maximum point and the minimum point. That is, when the braking start point is greater than the maximum point (that is, when the braking start point>ι), the maximum point ι becomes the coasting guide transition point (step S55), and when the braking start point is less than the minimum point (that is, when the braking start point<κ), the minimum point κ becomes the coasting guide transition point (step S56).

[0104] The change of the taxiing guidance transition point enables the driver to conveniently use the taxiing guidance function, so as to increase the frequency of using the taxiing guidance function by the driver.

[0105] Figure 6 is a diagram showing a state of each area during display from a taxiing guidance starting point, through a transition point, to a target point in some forms of the present disclosure.

[0106] In this regard, when the maximum point δ and the minimum point ε of the taxiing guidance starting point are calculated according to the above formula 5, the taxiing guidance starting point is provided in a band. In some forms of the present disclosure, as Figure 6 As shown, it is possible to display whether the driving speed of the corresponding driver is faster or slower than that of the general driver in three stages (i.e., "fast", "normal", and "slow") in the taxiing guidance starting point band. As described, taxiing is guided by an intuitive display that reflects the driving habits or tendencies of the corresponding driver.

[0107] When the maximum value ι or the minimum point κ of the taxiing guidance transition point is calculated according to the above formula 6, the taxiing guidance transition point is provided according to the band. In some forms of the present disclosure, Figure 6 As shown, the active control transition plan time can be displayed in the taxiing guidance transition point band. The active control transition plan time can be displayed in the following manner, for example, the active control transition plan time is counted like 5, 4, 3, 2, 1.

[0108] On the other hand, in some forms of the present disclosure, before passing through the starting point band to reach the transition point band, it can be displayed that gliding is in progress (e.g., "gliding"), and before passing through the transition point band to reach the target point, it can be displayed that active control is in progress (e.g., "active").

[0109] The description of the present disclosure is merely exemplary in nature, and thus, variations that do not depart from the essence of the present disclosure are intended to be within the scope of the present disclosure. Such variations should not be regarded as departing from the spirit and scope of the present disclosure.

Claims

1. A method for controlling a taxiing guidance function, the method The following steps are involved: Detect speed limits and average speed of surrounding vehicles; When a coasting event occurs, detecting an effective speed limit, wherein the effective speed limit includes at least one of a speed limit of a road currently traveled by the vehicle, a speed limit of a road after the coasting event, and a speed limit of a target point; calculating a target speed by using a speed factor calculated using at least one of the effective speed limit and the average speed of the surrounding vehicles and a current speed; and According to the calculated target speed, the taxiing guidance function is executed. The step of calculating the target speed includes: A ratio of the current speed to at least one of the effective speed limit and the average speed of surrounding vehicles is used as the speed factor.

2. The method according to claim 1, in, The method further comprises the following steps: The taxiing guidance starting point is determined by using data obtained by making a taxiing point of the driver into a database with respect to each taxiing event.

3. The method according to claim 1, in, The method further comprises the following steps: The coasting guide transition point is determined by using data obtained by making a database of the driver's braking start point for each coasting event.

4. The method according to claim 1, in, The steps to detect the speed limit and the average speed of surrounding vehicles include: detecting the speed limit from navigation information; and The speed flow of vehicles from the front of the vehicle, the rear of the vehicle, and the side rear of the vehicle is collected as data by the radar to detect the average speed of the surrounding vehicles.

5. The method according to claim 1, in, The method comprises the following steps: When the road on which the vehicle is currently traveling is an expressway or an express highway, determining that the speed limit of the road on which the vehicle is currently traveling is an effective speed limit; and When the road the vehicle is currently traveling on is not an expressway or an express highway, the speed limit of the target point is determined to be the effective speed limit.

6. The method according to claim 1, in, The method comprises the following steps: When the road following the sliding event is a highway or expressway, determining the speed limit of the road following the sliding event as the effective speed limit; and When the road after the coasting event is not a highway or an expressway, the speed limit of the target point is determined to be the effective speed limit.

7. The method according to claim 1, in, The method comprises the following steps: When a ratio of an average speed of surrounding vehicles to the effective speed limit is greater than a predetermined value, calculating a speed factor using the effective speed limit; and When the ratio of the average speed of the surrounding vehicles to the effective speed limit is less than a predetermined value, the speed factor is calculated using the average speed of the surrounding vehicles.

8. The method according to claim 1, in, The method comprises the following steps: The target speed is calculated as a value obtained by multiplying the existing target speed set with respect to each taxiing event by the speed factor.

9. The method according to claim 2, in, The method comprises the following steps: Each of the maximum value and the minimum value of the coasting guidance start point is determined by using data obtained by making the coasting points of the driver into a database.

10. The method according to claim 9, in, The method comprises the following steps: When the taxiing point of the driver is greater than the maximum value or less than the minimum value, the taxiing guidance starting point is controlled so that the taxiing guidance starting point is located between the maximum value and the minimum value.

11. The method according to claim 9, in, The method comprises the following steps: In the area between the maximum value and the minimum value of the coasting guidance start point, it is displayed whether the driving speed of the driver is faster or slower than the driving speed of an average driver.

12. The method according to claim 3, in, The method comprises the following steps: Each of the maximum value and the minimum value of the coasting guide transition point is determined by using data obtained by making the driver's braking start point into a database.

13. The method according to claim 12, in, The method comprises the following steps: When the driver's braking start point is greater than a maximum value or less than a minimum value, the coasting guidance transition point is controlled so that the coasting guidance transition point is located between the maximum value and the minimum value.

14. The method according to claim 12, in, The method comprises the following steps: In the area between the maximum and minimum values ​​of the taxiing guidance transition point, the active control transition plan time is displayed.

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