Vehicle guidance system and method for operating a driving function in different modes

Abstract

The invention relates to a vehicle guidance system for providing a driving function for automatic longitudinal guidance of a vehicle. The vehicle guidance system is configured to determine data about a first signal unit which is located ahead in a driving direction of the vehicle. The vehicle guidance system is further configured to operate the driving function in an automatic mode or in a manual mode at the first signal unit depending on the data about the first signal unit, wherein in the automatic longitudinal guidance of the vehicle the first signal unit is automatically taken into account in the automatic mode and the first signal unit is only taken into account after a confirmation by a user of the vehicle in the manual mode.

Description

Technical Field

[0001] This invention relates to a vehicle guidance system and a corresponding method for operating vehicle driving functions, particularly driver assistance functions, in conjunction with a signal unit. Background Technology

[0002] A vehicle may have one or more driving functions that assist the driver in guiding the vehicle, particularly in longitudinal guidance. An exemplary driving function for assisting longitudinal guidance is adaptive cruise control (ACC), which may be used, for example, on rural roads or highways, to longitudinally guide the vehicle at a defined set or target speed and / or at a defined target distance from a vehicle traveling in front of it.

[0003] In urban areas, when vehicles travel on roads, they frequently encounter intersections where their road intersects with one or more other traffic routes (such as another road, a pedestrian crossing, etc.). Traffic lights and / or traffic signs (such as stop signs) may be installed at intersections to control right-of-way. In this document, the traffic lights and / or traffic signs used to define right-of-way and / or permission to enter or pass through an intersection are collectively referred to as signal units. Summary of the Invention

[0004] This document relates to the following technical objective: to provide driving functions for automatic longitudinal guidance of vehicles, particularly driver assistance functions, which are configured to take into account the signal unit in a reliable and robust manner, in particular to improve the availability and / or safety and / or comfort of driving functions.

[0005] This objective is achieved through each independent claim. Advantageous embodiments are described, in particular, in the dependent claims. It should be noted that additional features of dependent claims subordinate to independent claims, in the absence of features of the independent claim or only in combination with a subset of features of the independent claim, can constitute a separate invention independent of all combinations of features of the independent claim, which can be the subject of the independent claim, divisional application, or subsequent application. This also applies to the technical teachings described in the specification that can form inventions with features independent of the independent claims.

[0006] According to one aspect, a vehicle guidance system is described for providing driving functions for automatic longitudinal guidance of a vehicle. The driving function can be specifically designed to automatically guide the vehicle longitudinally at and / or in conjunction with signal units. Here, the driving function can be designed according to SAE Level 2. In other words, the driving function can provide, when necessary, automated driving and / or driver assistance (in terms of longitudinal guidance) according to SAE Level 2. The driving function can be limited to the longitudinal guidance of the vehicle. Lateral guidance of the vehicle can be provided manually by the driver during operation, or by other and / or separate driving functions (e.g., lane keeping assist).

[0007] A vehicle guidance system can be configured to automatically guide a vehicle longitudinally based on a set or target speed and / or based on a target distance to a vehicle (immediately adjacent) traveling in front of it. For this purpose, the vehicle guidance system may provide a speed regulator, by which it sets, and in particular adjusts, the actual speed of the vehicle based on the set or target speed. Alternatively or additionally, a distance regulator may be provided, by which it sets, and in particular adjusts, the actual distance between the vehicle and the vehicle in front based on a target distance. If there is no relevant vehicle in front or the vehicle in front is traveling faster than the set or target speed, the vehicle's speed can be adjusted. Alternatively or additionally, if the vehicle in front is traveling slower than the set or target speed, the distance between the vehicle and the vehicle in front can be adjusted. Therefore, the vehicle guidance system can be configured to provide adaptive cruise control (ACC) driver assistance functions.

[0008] A vehicle or vehicle guidance system may include a user interface for interacting with a user of the vehicle, particularly a driver. The user interface may include one or more operating elements that allow the user to define a set speed or target speed and / or target distance. Alternatively or additionally, the one or more operating elements may allow the user to confirm the vehicle's predetermined set speed and / or target speed and / or predetermined target distance for operating driving functions. The one or more operating elements may be designed to be operated by the driver's hands and / or fingers. Alternatively or additionally, the one or more operating elements may be located at the vehicle's steering mechanism (particularly at the steering wheel or steering bracket).

[0009] Exemplary operating elements (particularly increase / decrease operating elements) are buttons and / or joysticks that allow increasing or decreasing a set speed and / or target speed or target distance. Another exemplary operating element (particularly a setting operating element) is a button that allows defining the vehicle's current speed as a set speed and / or target speed, or defining the vehicle's current distance from the vehicle in front as a target distance. Another exemplary operating element (particularly a reactivation operating element) is a button that allows reconfirming or reactivating a previously set set speed and / or target speed, or a previously set target distance.

[0010] In addition, the user interface may include one or more output elements (such as a screen and / or a speaker and / or a vibration element) to enable output to the vehicle user.

[0011] Furthermore, the vehicle guidance system can be configured to take into account one or more signal units on the lane (particularly the road) and / or route of travel of the vehicle in automatic longitudinal guidance. The signal units can be configured to define right-of-way at intersections (particularly crossroads) where the lane network of vehicles is located. Here, the definition of right-of-way can change over time (e.g., in the case of traffic light systems, such as traffic lights, where one or more different signal groups are used at intersections for one or more different directions of travel) or can be fixedly preset (e.g., in the case of traffic signs, such as stop signs).

[0012] A vehicle guidance system can be configured to determine data regarding a signal unit located ahead of the vehicle in its direction of travel. This data may include map data of the signal unit within the lane network in which the vehicle is traveling. The map data may include one or more attributes of the signal unit. The one or more attributes of the signal unit may represent or include:

[0013] • The type of signal unit, especially whether it is a traffic light or a traffic sign; and / or

[0014] • At intersections equipped with signal units or lane networks associated with signal units, the number of different signal groups for different travel directions; and / or

[0015] • The location of the signal unit and / or the stop line of the signal unit within the lane network (e.g., GPS coordinates); and / or

[0016] • The relative distance between the stop line and the corresponding signal unit.

[0017] A vehicle guidance system can be configured to determine the vehicle's actual position (e.g., current GPS coordinates) within a lane network using the vehicle's position sensors (e.g., a GPS receiver). Then, using map data, (e.g., the next) signal unit on the vehicle's route can be identified. Furthermore, one or more attributes regarding the identified signal unit can be determined.

[0018] Alternatively or additionally, data regarding a signal unit located ahead of the vehicle in the direction of travel may include environmental data about the signal unit, or may be determined based on environmental data. Environmental data may be detected by one or more environmental sensors of the vehicle. Exemplary environmental sensors are cameras, radar sensors, lidar sensors, etc. One or more environmental sensors may be configured to detect sensor data (i.e., environmental data) regarding the environment ahead of the vehicle in the direction of travel.

[0019] Vehicle guidance systems can be configured to identify signal units positioned in the direction of travel ahead of a vehicle based on environmental data (particularly sensor data from cameras). For this purpose, image analysis algorithms can be used, for example. Furthermore, vehicle guidance systems can be configured to determine the type of signal unit (e.g., traffic light device or traffic sign) based on environmental data. Additionally, vehicle guidance systems can be configured to determine the (signal) status of the signal unit with respect to the intersection clearance associated with the signal unit based on environmental data. Specifically, the color (green, yellow, or red) of one or more signal groups of a traffic light device can be determined.

[0020] Vehicle guidance systems can be configured to take into account identified signal units in the automatic longitudinal guidance of a vehicle. Specifically, vehicle guidance systems can be configured to determine whether a vehicle must stop at a signal unit, particularly at the stop line of the signal unit, based on data about the identified signal unit, particularly based on the color of the light signal or signal group associated with the signal unit, as represented by the data. For example, it might be identified that the vehicle must stop because the signal group associated with the vehicle is red. Or it might be identified that the vehicle does not need to stop because the signal group associated with the vehicle is green. In another example, it might be identified that the vehicle must stop because the signal unit is a stop sign.

[0021] Furthermore, the vehicle guidance system can be configured to automatically stop the vehicle at the identified signal unit when it is determined that the vehicle must stop at the signal unit. For this purpose, an automatic deceleration process (until coming to a stop) can be implemented. Here, the vehicle can be automatically guided until it reaches or approaches the stop line of the signal unit. During the automatic deceleration process, one or more wheel brakes (e.g., one or more friction brakes or one or more regenerative brakes) can be automatically controlled by the vehicle guidance system to brake the vehicle (until coming to a stop). Here, the timeframe for the deceleration can depend on the available braking distance to the identified signal unit.

[0022] Alternatively or additionally, the vehicle guidance system can be configured to automatically guide the vehicle longitudinally through the identified signal unit, particularly through the stop line of the signal unit, when it is determined that the vehicle does not need to stop at the signal unit. Here, speed and / or distance adjustments can continue based on a set or target speed and / or a target distance from the vehicle ahead.

[0023] Therefore, the vehicle guidance system can be configured to provide ACC driving functionality by taking into account the signal unit. This driving function is also referred to herein as City Cruise Control (UCC) driving functionality.

[0024] As described above, the vehicle guidance system can be configured to automatically guide the vehicle longitudinally based on a target speed and / or a target distance to a vehicle traveling in front of it, within the scope of driving functions. Furthermore, the vehicle guidance system can also be configured to automatically guide the vehicle longitudinally through a signal unit, particularly through its stop line, based on a target speed and / or target distance, if the signal unit is not considered (if potentially identified) within the driving functions, particularly regardless of the signal unit's light signal color. Therefore, the driving functions (without considering the signal unit) can, if necessary, operate as if the signal unit (and associated intersection) does not exist.

[0025] The vehicle guidance system allows vehicle users to configure driving functions via a user interface (e.g., in the configuration menu) when necessary. This allows setting whether the driving functions should operate in automatic or manual mode.

[0026] In automatic mode, the driving function can operate by automatically considering signal units located ahead of the driving direction, as identified by the vehicle guidance system (and causing the vehicle to automatically decelerate if necessary). Specifically, the vehicle guidance system in automatic mode can be configured to automatically consider signal units detected based on map data and / or environmental data during automatic longitudinal guidance of the vehicle, particularly without user confirmation (e.g., to cause the vehicle to automatically decelerate at the detected signal unit when necessary).

[0027] On the other hand, in manual mode, the driving function can operate as follows: during automatic longitudinal guidance of the vehicle, the identified signal unit is considered only after confirmation from the vehicle user (and, if necessary, the vehicle automatically decelerates). Specifically, the vehicle guidance system in manual mode can be configured to (via the vehicle's user interface) suggest to the vehicle user that the identified signal unit be considered. For example, a screen may display that a signal unit has been identified and user feedback is required (so that the signal unit is considered during automatic longitudinal guidance). When (particularly only if) the user accepts the suggestion (e.g., through confirmation from an operating element, particularly a setting element), the identified signal unit (particularly the signal state of the signal unit) can be considered during automatic longitudinal guidance at the signal unit. Automatic deceleration of the vehicle then occurs at the identified signal unit if necessary. Alternatively, the vehicle guidance system can be configured to disregard and / or ignore the identified signal unit (particularly the signal state of the signal unit) during automatic longitudinal guidance at the signal unit if the user does not accept the suggestion. In this case, speed and / or distance adjustments can continue (without considering the signal unit, particularly as if the signal unit did not exist).

[0028] The comfort of driving functions can be further improved by providing different (adjustable) modes for the operation of driving functions (especially UCC driving functions).

[0029] Vehicle guidance systems can be designed to inform the user of the driving function's status via a user interface. Specifically, they can inform the user of whether signal units located ahead in the direction of travel, as identified by the vehicle guidance system, are considered during the operation of the driving function, particularly in automatic longitudinal guidance of the vehicle.

[0030] Specifically, the vehicle guidance system can be configured (e.g., based on map data and / or environmental data) to determine whether a signal unit located ahead in the direction of travel will be considered or can be considered during the operation of driving functions. If a signal unit will be considered or can be considered, an availability output, particularly an availability display, can be issued if necessary to notify the user that the signal unit located ahead will be considered during the vehicle's automatic longitudinal guidance (thereby automatically decelerating the vehicle at the signal unit if needed).

[0031] Alternatively or additionally, the vehicle guidance system may be configured to generate an unavailability output, particularly an unavailability display (through the user interface) when it is determined that a signal unit located ahead will not be considered or cannot be considered in the driving function, so as to inform the vehicle user that a signal unit located ahead will not be considered in the automatic longitudinal guidance of the vehicle (and thus the vehicle will not automatically decelerate based on the signal status of the signal unit).

[0032] By issuing availability and / or unavailability outputs, the comfort and safety of driving functions can be further improved. Here, availability and / or unavailability outputs may include visual, auditory, and / or tactile outputs, respectively.

[0033] The vehicle guidance system can be configured to determine when the signal state of a signal group of signal elements related to the vehicle's direction of travel changes (e.g., while the vehicle is approaching the signal group or while it is within the signal group). For example, a phase transition from red to green can be identified.

[0034] Furthermore, the vehicle guidance system can be configured (in response to a recognized phase change) to transmit information about the changing signal state of a signal unit group to the vehicle's driver. For example, the system can display a symbol of the recognized (and, if necessary, considered in automatic longitudinal guidance) signal unit via an output element of the user interface (particularly on a screen) whenever the signal unit is red. Upon recognizing a phase change to green, the displayed symbol can be withdrawn or the output can be terminated if necessary. Thus, the vehicle driver can be reliably informed, for example, of a possible (automatic) start-up process after the vehicle stops at a signal unit (e.g., by manipulating an operating element of the user interface). Here, the withdrawal of the display can be performed consistently in both automatic and / or manual modes of the driving function.

[0035] A vehicle guidance system can be configured to issue a takeover request to the driver when driving functions are interrupted. For example, it may be recognized that automatic longitudinal guidance (based on a set speed and / or a target speed and / or a target distance) cannot or will not continue. For instance, an interruption of driving functions may occur if the driver (primarily) intervenes in the vehicle's longitudinal guidance (e.g., by manipulating the brake or accelerator pedal). A takeover request (TOR) can then be issued to the driver. Longitudinal guidance must then be resumed by the driver. Issuing a takeover request improves the safety of vehicle operation.

[0036] Alternatively or additionally, a takeover request may be issued if it is desired that the driver manually intervenes in the longitudinal guidance of the vehicle. For example, it may be identified that the vehicle guidance system is no longer able to perform longitudinal guidance automatically (e.g., to reach a specific target point, such as a signal unit). In response, a takeover request may then be issued to the vehicle driver.

[0037] As described above, the vehicle guidance system can be configured to determine data (particularly map data and / or environmental data) regarding a signal unit located ahead of the vehicle's direction of travel (hereinafter also referred to as the "first" signal unit). Furthermore, the vehicle guidance system can be configured to operate driving functions at the first signal unit in either automatic or manual mode based on the data regarding the first signal unit. Specifically, the vehicle guidance system can be configured to selectively operate driving functions in manual mode at the first signal unit (if necessary), even if it is determined from the user settings or configuration of the driving functions that automatic mode should be used.

[0038] In other words, the vehicle guidance system can be configured to determine, when necessary, user settings (initially) dictated by the vehicle user regarding whether the driving function should operate in automatic or manual mode. If necessary, even if the user settings indicate that the driving function should operate in automatic mode, the system can operate in manual mode at the first signal unit based on data regarding the first signal unit. Conversely, the vehicle guidance system can be configured to operate the driving function in manual mode at the first signal unit even if the data regarding the first signal unit indicates that the driving function should operate in manual mode, when the user settings indicate that the driving function should operate in manual mode.

[0039] Therefore, the vehicle guidance system can be configured to use the manual mode of the driving functions when necessary, even if the user settings indicate that the driving functions should operate in automatic mode. By selectively using the manual mode, the unavailability of the signal unit can be avoided when necessary. This improves the availability, safety, and comfort of the driving functions.

[0040] The vehicle guidance system can be configured to determine a decision time and / or decision location before reaching the first signal unit, and should at least, must, issue a suggestion to the vehicle user regarding consideration of the first signal unit at that decision time or decision location. Here, the decision time and / or decision location may depend on the required intervention duration regarding the first signal unit (particularly the required duration of automatic deceleration) and / or on the user's (typical) reaction speed to the suggestion.

[0041] Specifically, the vehicle guidance system can be configured to determine the intervention time point or intervention location before reaching the first signal unit, and at the latest, or at the intervention time point or intervention location, to consider the first signal unit in the vehicle's automatic longitudinal guidance (e.g., so that the vehicle can still automatically decelerate to a stop). Alternatively or additionally, the vehicle guidance system can be configured to determine a reaction time period or reaction distance granted to the user in order to respond to a suggestion to consider the first signal unit. The decision time point and / or decision location can then be determined based on the intervention time point or intervention location, and / or based on the reaction time period or reaction distance.

[0042] The vehicle guidance system can also be configured to determine whether there is a discrepancy between map data and environmental data regarding the characteristics of a first signal unit at a determined time point or location. Exemplary features include: the type of signal unit and / or the number of different signal groups.

[0043] Specifically, the vehicle guidance system can be configured to determine the map-based number of different signal groups of the first signal unit as a characteristic of the first signal unit, based on map data. Furthermore, the vehicle guidance system can be configured to determine the sensor-based number of different signal groups of the first signal unit as a characteristic of the first signal unit, based on environmental data. Then, if the map-based number of signal groups differs from the sensor-based number of signal groups, particularly if the sensor-based number of signal groups is greater than the map-based number of signal groups, a discrepancy can be determined between the map data and the environmental data. For example, a discrepancy may exist if different signal colors are identified based on environmental data, while the map data indicates that the signal unit, particularly the traffic light device, has only one signal group.

[0044] Then, depending on whether a discrepancy is determined between map data and environmental data at the decision time or location, the driving function is operated in either automatic or manual mode at the first signal unit. Specifically, the vehicle guidance system can be configured to operate the driving function in automatic mode at the first signal unit when no discrepancy is determined between map data and environmental data at the decision time. Alternatively or additionally, the vehicle guidance system can be configured to operate the driving function in manual mode at the first signal unit when a discrepancy is determined between map data and environmental data at the decision time. This significantly improves the usability, safety, and comfort of the driving function.

[0045] The vehicle guidance system can be configured to determine, before deciding on a time point or location, that there is a discrepancy between map data and environmental data regarding at least one characteristic of a first signal unit. Then, in response, it can determine whether to operate the driving function in automatic or manual mode at the first signal unit based on a re-examination of the existence of the discrepancy at the time point or location.

[0046] In other words, the vehicle guidance system can be configured to identify inconsistencies regarding signal units early on, and then wait to determine whether the inconsistency is likely to be resolved or confirmed at a later time. This can be repeated until a (last possible) decision time or (last possible) decision location is reached. If the inconsistency is resolved, the driving function can operate in automatic mode. If the inconsistency is not resolved, the driving function can be operated in manual mode if necessary. By repeatedly checking the identified inconsistencies, false identifications (especially false alarms) can be reduced or avoided. This further improves the usability, safety, and comfort of the driving function.

[0047] The vehicle guidance system can be configured to determine the degree of complexity of the intersection located at the first signal unit based on data (particularly map data and / or environmental data) about the first signal unit. Here, the intersection can be an intersection where a vehicle's lane meets one or more other traffic routes (e.g., with at least one other lane, at least one pedestrian crossing, etc.). The degree of complexity and / or the complexity itself can, for example, depend on the number of different signal groups of the first signal unit.

[0048] Then, depending on the determined level of complexity, the driving function can be operated in either automatic or manual mode at the first signal unit. Specifically, if the level of complexity indicates relatively low complexity (e.g., only a single signal group), the driving function can be operated in automatic mode if necessary. On the other hand, if the level of complexity indicates relatively high complexity (e.g., multiple different signal groups), the driving function can be operated in manual mode only if necessary. By determining and considering the level of complexity, the usability, safety, and comfort of the driving function can be further improved.

[0049] The vehicle guidance system can be configured to determine the number of different signal groups for different driving directions of the vehicle based on data (particularly environmental data and / or map data) about a first signal unit. Driving functions can then be operated in either automatic or manual mode at the first signal unit, depending on the determined number of different signal groups. Specifically, if the determined number of different signal groups is greater than one, driving functions can be operated in manual mode only at the first signal unit if necessary. Alternatively or additionally, if the determined number of different signal groups is equal to one, driving functions can be operated in automatic mode at the first signal unit if necessary. This further improves the usability, safety, and comfort of the driving functions.

[0050] According to another aspect, a method for providing a driving function for automatic longitudinal guidance of a vehicle is described. The method includes determining data regarding a first signal unit located ahead of the vehicle in the direction of travel. Furthermore, the method includes operating the driving function at the first signal unit in either automatic or manual mode based on the data regarding the first signal unit. Here, in the automatic longitudinal guidance of the vehicle, the first signal unit can be considered automatically in automatic mode, and in manual mode, the first signal unit can be considered only after confirmation by the vehicle user.

[0051] According to another aspect, a (road) motor vehicle (particularly a passenger car, truck, bus, or motorcycle) is described, which includes at least one of the vehicle guidance systems described herein.

[0052] According to another aspect, a software (SW) program is described. This software program can be configured to run on a processor (e.g., on a vehicle control unit) to perform at least one of the methods described herein.

[0053] According to another aspect, a storage medium is described. This storage medium may include a software program configured to run on a processor to perform at least one of the methods described herein.

[0054] Within the scope of this article, the term "autonomous driving" can be understood as driving with automatic longitudinal or lateral guidance, or autonomous driving with automatic longitudinal and lateral guidance. Automated driving can, for example, involve driving for extended periods on highways or driving for limited time while parking or maneuvering the vehicle. The term "autonomous driving" includes automated driving with any degree of automation. Exemplary levels of automation include driver assistance, partial automation, highly automated driving, or fully automated driving. These levels of automation are defined by the Federal Highway Research Institute (BASt) (see BASt publication "Research Report," version 11 / 2012). In driver assistance, the driver continuously performs longitudinal or lateral guidance while the system takes over other functions within certain limits. In partial automation (TAF), the system takes over longitudinal and lateral guidance for a limited time and / or under specific circumstances, where the driver must continuously monitor the system as in driver assistance. In highly automated driving (HAF), the system takes over longitudinal and lateral guidance for a limited time without requiring continuous driver monitoring; however, the driver must be able to take over vehicle guidance for a limited period. In Fully Automated Driving (VAF), the system can automatically manage driving in all situations for a specific application scenario, where a driver is no longer required. The four levels of automation mentioned above correspond to SAE Levels 1 through 4 of the SAE J3016 standard (SAE - Society of Automotive Engineers). For example, Highly Automated Driving (HAF) corresponds to Level 3 of the SAE J3016 standard. Furthermore, SAE J3016 also specifies SAE Level 5 as the highest level of automation, which is not included in the BASt definition. SAE Level 5 corresponds to driverless driving, where the system can automatically handle all situations like a human driver throughout the entire driving process, generally eliminating the need for a driver. The aspects described herein specifically relate to a driving function or driver assistance function designed according to SAE Level 2.

[0055] It should be noted that the methods, apparatuses, and systems described herein can be used not only individually but also in combination with other methods, apparatuses, and systems described herein. Furthermore, any aspect of the methods, apparatuses, and systems described herein can be combined with each other in various ways. In particular, the features of the claims can be combined with each other in various ways. Attached Figure Description

[0056] The invention will now be described in more detail with the aid of embodiments. Wherein:

[0057] Figure 1 Exemplary components of a vehicle are shown;

[0058] Figure 2a An exemplary signal light device is shown;

[0059] Figure 2b An example traffic sign is shown;

[0060] Figure 3 An example traffic situation is shown;

[0061] Figure 4 An exemplary user interface is shown; and

[0062] Figures 5a to 5j as well as Figure 6 A flowchart is shown of an exemplary method for providing a driving function for automatic longitudinal guidance of a vehicle at a signal unit. Detailed Implementation

[0063] As mentioned at the beginning, this article relates to improving the reliability, availability, and / or comfort of vehicle driving functions, particularly driver assistance systems, which are associated with signal units at intersections where the vehicle's lane or road meets another traffic route.

[0064] Figure 1 Exemplary components of vehicle 100 are shown. Vehicle 100 includes one or more environmental sensors 103 (e.g., one or more imaging cameras, one or more radar sensors, one or more lidar sensors, one or more ultrasonic sensors, etc.) configured to detect environmental data regarding the environment of vehicle 100 (particularly regarding the environment located in front of vehicle 100 in its direction of travel). Additionally, vehicle 100 includes one or more actuators 102 configured to act on longitudinal and / or lateral guidance of vehicle 100. Exemplary actuators 102 are braking systems, drive motors, steering mechanisms, etc.

[0065] The control unit 101 can be configured to provide driving functions, particularly driver assistance functions, based on sensor data from one or more environmental sensors 103 (i.e., environmental data). For example, obstacles in the driving trajectory of the vehicle 100 can be identified based on the sensor data. The control unit 101 can then control one or more actuators 102 (e.g., a braking system) to automatically decelerate the vehicle 100, thereby avoiding a collision between the vehicle 100 and the obstacle.

[0066] In particular, within the scope of automatic longitudinal guidance of vehicle 100, in addition to the vehicle in front, one or more signal units (e.g., traffic lights and / or traffic signs) in the lane or road in which vehicle 100 is traveling can also be considered. Here, in particular, the state of the traffic lights or traffic light system can be considered so that vehicle 100 automatically decelerates to the stop line of the traffic light at a red light in relation to its (planned) direction of travel, and / or accelerates again (if necessary) when the light is green.

[0067] Traffic light systems can be designed very differently in different countries, and the complexity of traffic light distribution for different directions also varies. Therefore, different directions of travel can be regulated by a first set of signals or a bundle of signals, and another direction can be regulated by a different set of signals. Furthermore, repeating signals within a set of signals can be geographically located at different positions within an intersection. Therefore, it may be difficult for the control unit 101 (also referred to herein as a vehicle guidance system) to identify, based on sensor data, which signals from the traffic light system at the intersection are relevant to the planned direction of travel of vehicle 100, and which are not (especially if vehicle 100 is still relatively far from the traffic light system).

[0068] Figure 2a An exemplary traffic light device 200 is shown. Figure 2a The traffic light device 200 shown has four different signal generators 201, which are arranged at different positions at the entrance to the intersection. The left signal generator 201 has a left-pointing arrow 202, indicating that the signal generator 201 is suitable for left turns. The two middle signal generators 201 have upward arrows 202 (or no arrow 202), indicating that these two signal generators 201 are suitable for going straight. The indicator lights of these two signal generators 201 form a signal group. In addition, the right signal generator 201 has a right-pointing arrow 202, indicating that the signal generator 201 is suitable for right turns.

[0069] Figure 2a The traffic light device 200 shown is merely one example among many different possible designs of the traffic light device 200. The traffic light device 200 can have a relatively large number of different features. Exemplary features are as follows:

[0070] • The number of signal generators 201 and / or signal groups;

[0071] • The position of one or more signal generators 201; and / or

[0072] • Signal generator 201 assigns possible driving directions at the intersection.

[0073] Figure 2b An exemplary stop sign is shown as traffic sign 210, which controls the right-of-way at traffic intersections, particularly crossroads. The control unit 101 of vehicle 100 can be configured to identify traffic signs 210 related to the right-of-way of vehicle 100 on the road or lane in which vehicle 100 is traveling, based on sensor data from one or more environmental sensors 103 (i.e., environmental data) and / or on digital map information (i.e., map data).

[0074] Figure 3An exemplary illustration shows a vehicle 100 moving along a lane toward signal units 200, 210 (particularly toward traffic light device 200 and / or traffic sign 210). One or more environmental sensors 103 of the vehicle 100 can be configured to detect sensor data (particularly image data) with respect to the signal units 200, 210. The sensor data can then be analyzed (e.g., by means of image analysis algorithms) to determine the characteristics of one or more features of the signal units 200, 210. In particular, it can be determined based on the sensor data whether the signal unit 200, 210 is a traffic light device 200 or a traffic sign 210. Furthermore, it can be determined which signal generator 201 of the traffic light device 200 is associated with the (planned) direction of travel of the vehicle 100. Furthermore, the (signal) state (e.g., color, such as red, yellow, or green) of the associated signal generator 201 can be determined.

[0075] The quality and / or reliability of the characteristic features of signal units 200 and 210, determined based on environmental data, generally depend on the distance 311 between vehicle 100 and signal units 200 and 210. Furthermore, current weather conditions typically also have a significant impact on the quality and / or reliability of the determined characteristic features. Moreover, the quality and / or reliability may vary for different features.

[0076] Vehicle 100 may have a storage unit 104 storing digital map information (i.e., map data) about the road network on which vehicle 100 travels. The map data may display characteristics of one or more features of one or more signal units 200, 210 in the road network as attributes. Specifically, the map data of the traffic light device 200 may display the allocation of different possible directions of travel by one or more signal generators 201 or signal groups 201. In other words, the map data may show which signal generator or which signal group 201 is responsible for allowing passage in which direction of travel. If necessary, the map data can be received via a wireless communication link (e.g., WLAN or LTE communication link) at vehicle 100 through vehicle 100's communication unit 105.

[0077] The control unit 101 of vehicle 100 can be configured to determine, for example, that vehicle 100 is approaching signal units 200, 210 located ahead, based on the current position of vehicle 100, a planned driving route, and / or environmental data from one or more environmental sensors 103. Furthermore, control unit 101 can determine the characteristics of one or more features of the signal units 200, 210 located ahead, based on (stored and / or received) map data. Specifically, it can determine, based on map data, which signal generator or signal group 201 of the traffic light device 200 is assigned to the current or planned driving direction of vehicle 100. Additionally, it can determine the current state of the assigned signal generator or assigned signal group 201 based on environmental data. Autonomous driving functions (e.g., automatic longitudinal guidance of vehicle 100) can then be executed reliably and comfortably. In particular, by taking into account map data, the characteristics of one or more relevant features of signal unit 200 can be determined even when the distance 311 between vehicle 100 and signal unit 200 is relatively large, thereby improving the reliability, usability, and comfort of autonomous driving functions.

[0078] Vehicle 100 can be configured to create and / or supplement map data using information about signal units 200, 210 that vehicle 100 will pass through or has already passed. Map data can be created and / or supplemented locally by vehicle 100, and / or centrally created and / or supplemented by central unit 300 (e.g., by a backend server) (see [link to relevant documentation]). Figure 3 In the vicinity of signal units 200 and 210, environmental data can typically be detected by one or more environmental sensors 103 of the vehicle 100, which accurately display the characteristics of one or more features of signal units 200 and 210. In particular, the allocation between the signal generator or signal group 201 and the possible driving direction can be determined accurately and reliably in the immediate vicinity based on the detected environmental data.

[0079] Vehicle 100 can be configured to transmit determined information (e.g., environmental data and / or characteristics of one or more determined features) to central unit 300 via wireless communication link 301 (as associated with the identification of corresponding signal units 200, 210, for example, with the location of signal units 200, 210). Central unit 300 can then create and / or update map data based on information provided by a large number of vehicles 100, displaying the characteristics of one or more features as attributes for each of the numerous different signal units 200, 210. The map data can then be provided to each vehicle 100 to (as described above) assist in the operation of autonomous driving functions.

[0080] Vehicle 100 typically includes a user interface 107 having one or more operating elements and / or one or more output elements. Figure 4 An exemplary user interface 107 with a display unit 400 is shown, particularly a screen for outputting visual information. On the display unit 400, suggestions for automatically guiding the vehicle 100 at the forward signal units 200, 210 can be output, for example, via display element 401. Alternatively or additionally, a display element 402 may be provided to display the status (e.g., active or inactive) of driving functions, if necessary.

[0081] Alternatively or additionally, the user interface 107 may include at least one speaker 420 as an output element through which an auditory output (e.g., a warning tone) can be emitted to the driver of the vehicle 100.

[0082] Furthermore, the user interface 107 may include one or more operating elements 411, 412, 413 that enable the driver of vehicle 100 to activate and / or parameterize driving functions. An exemplary operating element is a joystick 411, which allows the driver to specify, in particular increase or decrease, a set speed (i.e., a target driving speed) for vehicle 100. Another exemplary operating element is a setting operating element 412, which allows the driver to specify the current driving speed as a set speed and / or accept a suggestion for automatic guidance of vehicle 100 at signal units 200, 210 located ahead. Additionally, the user interface 107 may include a recovery operating element 413, which allows the driver to reactivate the driving functions, for example, at a predetermined set speed.

[0083] The control unit 101 of vehicle 100 can be designed to provide automatic longitudinal guidance of vehicle 100 in urban areas. This driving function can be referred to as, for example, City Cruise Control (UCC) driving function. Here, the driving function can be provided in automatic mode (aUCC) and / or manual mode (mUCC). Here, if necessary, the driver can specify whether the driving function should be operated in automatic mode or manual mode via user interface 107.

[0084] The control unit 101 of vehicle 100 can be configured to detect signal units 200, 210 located ahead of vehicle 100 on its driving path based on environmental data from one or more environmental sensors 103 and / or map data (combined with position data from vehicle 100's position sensors 106). In manual mode of the UCC driving function, a suggestion or inquiry can be made via user interface 107 regarding whether signal units 200, 210 should be considered during automatic longitudinal guidance of vehicle 100. The driver of vehicle 100 can then accept, reject, or ignore the suggestion, for example, by manipulating setting operation element 412. On the other hand, in automatic mode of the UCC driving function, the identified signal units 200, 210 can be considered automatically (i.e., without driver feedback) during automatic longitudinal guidance of vehicle 100 when necessary.

[0085] If the identified signal units 200 and 210 are taken into account in the automatic longitudinal guidance of vehicle 100, automatic deceleration can be achieved (depending on the type and / or (signal) status of signal units 200 and 210) to bring vehicle 100 to an automatic stop (e.g., at a red traffic light or a stop sign). Furthermore, automatic start-up of vehicle 100 can be achieved (e.g., after a change in the (signal) status of signal units 200 and 210, such as after they turn green). Vehicle 100 can then automatically accelerate again to a set speed (by taking into account a specified minimum or target distance to the vehicle ahead).

[0086] Therefore, by using the UCC driving function, the driver of vehicle 100 can use the ACC driving function on roads with one or more signal units 200, 210 (without having to deactivate and reactivate the ACC function at each signal unit 200, 210).

[0087] Control unit 101 can be configured to determine, based on environmental data and / or map data, whether signal units 200 and 210 ahead can be considered during automatic longitudinal guidance. If it is determined that signal units 200 and 210 ahead cannot be considered during automatic longitudinal guidance, an output can be made to the driver of vehicle 100 (e.g., a visual output via display units 400 and 402) to inform the driver of vehicle 100 that signal units 200 and 210 ahead cannot be considered during automatic longitudinal guidance. This display may be referred to as an "unavailability display." The driver of vehicle 100 is then tasked with slowing down vehicle 100 before signal units 200 and 210 if necessary (e.g., because the traffic light turns red, or because signal units 200 and 210 are stop signs).

[0088] Furthermore, the control unit 101 can be configured to identify, during UCC driving function operation, that the vehicle 100 can no longer be automatically guided longitudinally (e.g., because the driver has manually intervened in the longitudinal guidance of the vehicle 100). In this case, a takeover request (TOR) can be issued to the driver of the vehicle 100 to prompt the driver to manually take over the longitudinal guidance of the vehicle 100.

[0089] Vehicle 100 may include one or more driver sensors 108 configured to detect sensor data (also referred to herein as driver data) about the driver of vehicle 100. An exemplary driver sensor 108 is a camera positioned at the driver's location within vehicle 100. Control unit 101 may be configured to determine, based on the driver data, whether the driver is exhibiting sufficiently high level of attention to the driving task or monitoring of driving functions. Alternatively or additionally, the degree of driver attention to the driving task or monitoring of driving functions may be determined. Furthermore, control unit 101 may be configured to operate driving functions, particularly UCC driving functions, based on the determined level of driver attention. This can further enhance the comfort and safety of the driving functions.

[0090] As described above, control unit 101 can be configured to identify or detect signal units 200, 210 located ahead based on map data (associated with location data regarding the current location of vehicle 100). Furthermore, control unit 101 can be configured to identify or detect signal units 200, 210 located ahead based on environmental data from one or more environmental sensors 103 (particularly cameras) of vehicle 100. The operation of the automated driving (UCC) function at the identified signal units 200, 210 can depend on...

[0091] • Whether signal units 200 and 210 were identified based on map data and / or environmental data;

[0092] • At what identification time point, or from which identification time point, were signal units 200 and 210 identified based on map data and / or environmental data; and / or

[0093] • At which configuration time point, relative to the recognition time point of signal units 200 and 210, was the configuration change of the UCC driving function made (e.g., between automatic and manual modes).

[0094] In particular, the control unit 101 can be configured to notify the driver that longitudinal guidance at the identified signal units 200 and 210 is unavailable (e.g., via visual, tactile and / or auditory outputs via the user interface 107) when signal units 200 and 210 are identified based solely on environmental data and not on map data.

[0095] Therefore, the control unit 101 can be configured to propose and / or provide automatic longitudinal guidance assistance only when signal units 200 and 210 are identified not only by means of environmental data but also by means of map data. If automatic longitudinal guidance assistance cannot be provided at the identified signal units 200 and 210, the driver can be notified of the unavailability of the automatic assistance via the user interface 107 (through an unavailability output). This allows the UCC driving function to operate safely. In particular, it reliably prevents the driver from mistakenly assuming that assistance will be provided in the longitudinal guidance at the identified signal units 200 and 210, and thus crossing the stop line of the identified signal units 200 and 210 in an inappropriate manner.

[0096] In a signal unit 200 with multiple signal groups 201, particularly in a traffic light device 200, it is often impossible to reliably identify which traffic light color is associated with a vehicle 100. Here, the signal group 201 may include all the synchronously switching traffic lights or signal generators of the traffic light device 200. Thus, at an intersection with traffic lights that switch separately for left turns on one hand and for straight or right turns on the other, there exists a path with two different signal groups 201.

[0097] The control unit 101 can be configured to provide UCC driving functionality only at the traffic light device 200 with a single signal group 201 in an automatic mode, i.e., aUCC. Conversely, a manual mode, i.e., mUCC, can provide UCC driving functionality at the traffic light device 200 with multiple different signal groups 201. In this case, the driver receives a longitudinal guidance assist suggestion through the user interface 107, and then, if necessary, the driver can accept the suggestion by manipulating the operating element 412 of the user interface 107. (This, for example, causes automatic braking at the red signal group 201).

[0098] To enable the driving function to know how many different signal groups 201 the traffic light device 100 has and which functional characteristics (aUCC or mUCC) can be used to respond to the traffic light device 200 when approaching it, the number of signal groups 201 can be stored as a map attribute in the map data (i.e., stored in the digital map information). Since this map data may be incorrect in some cases or the number of signal groups 201 may change due to modifications, it is possible that the UCC driving function (based on map data) in the signal units 200 and 210 ahead assumes that the traffic light device 200 has only one signal group 201, but identifies two different traffic light colors based on environmental data.

[0099] If the map attributes of signal units 200 and 210 differ from those identified based on environmental data detected by vehicle 100, this could be due to incorrect map attributes or misinterpretation of the environmental data (false alarm). False alarms of environmental data typically occur only within a relatively short timeframe.

[0100] To eliminate false alarms, control unit 101 can be configured to repeatedly perform a situation check in response to identified discrepancies or contradictions between environmental and map data before the vehicle reacts (especially before generating an unavailability output or before operating the driving function in manual mode). Repeated checks can resolve contradictions, thereby improving the driving function's responsiveness to situations. This delayed response can be delayed as close as possible to the decision time or location of the identified signal units 200, 210, yet still allows sufficient time for a safe, automatic and / or manual response to signal units 200, 210 even after the delayed response.

[0101] If the UCC driving function detects multiple different traffic light colors based on environmental data when approaching a traffic light device 200 with only one signal group 201 according to map data, it can thus delay the decision on whether to brake manually or automatically to the traffic light device 200 (i.e., to execute mUCC or aUCC). This is feasible if the signal group deviation is identified early enough that a safe response to the traffic light device 200 can still be made even after the delayed reaction. In this case, if the signal group deviation is identified, the driving function temporarily does not react to the traffic light device 200. The decision to operate the driving function in automatic or manual mode can only be made at the decision time or location, and at the latest at that decision time or location, an mUCC recommendation must be given to the driver to meet both the recommended predetermined minimum output duration and the necessary braking distance of the vehicle 100 at the preset maximum comfort deceleration.

[0102] At the decision point, if the deviation or inconsistency between the environmental data and the map data still exists, it is preferable to output the mUCC recommendation. On the other hand, if the deviation is no longer identified at the decision point, it can be assumed that the environmental data is a (temporary) false alarm, and the driving function can automatically (in aUCC mode) adjust to the signal light device 200.

[0103] Therefore, the control unit 101 can be configured to determine, at the decision time point or decision location prior to the identified signal units 200 and 210, whether to operate the UCC driving function in automatic or manual mode at the latest at that decision time point or decision location. If there is a conflict between the environmental data-based recognition and the map data-based recognition of signal units 200 and 210 at the decision time point or decision location, the UCC driving function can be operated in manual mode. If there is no conflict, the UCC driving function can be operated in automatic mode. This improves the comfort and safety of the UCC driving function.

[0104] Therefore, the control unit 101 can be configured to flexibly determine whether the UCC driving function operates in automatic or manual mode for the identified signal units 200, 210. Thus, the UCC driving function can operate in a hybrid mode of automatically performing automatic braking and manually providing automatic braking. In particular, it can automatically perform automatic braking based on the complexity of the intersection (e.g., a crossroads), or it can identify the driver's confirmed needs before performing automatic braking.

[0105] In other words, the control unit 101 can be configured to flexibly determine, based on map data and environmental data, whether to operate the UCC function in automatic or manual mode at the identified signal units 200, 210. In particular, it can determine whether the identified intersection can be safely handled automatically, and / or whether the signal group 201 associated with the vehicle 100 can be identified.

[0106] If the UCC function is operating in automatic mode and the signal group 201 associated with vehicle 100 has a braking-related color, automatic braking can be automatically activated (without the driver's confirmation). The automatic activation of automatic braking can be communicated to the driver via user interface 107 (e.g., via the instrument panel).

[0107] If the intersection cannot be safely handled, the UCC function can be operated in manual mode, and suggestions for performing automatic braking can be output to the driver through the user interface 107, particularly through the instrument panel (visually if necessary). Specifically, the driver can be shown which traffic light color is considered relevant by vehicle 100. Furthermore, the driver can be shown which operating element 412 can be used to accept the suggestion. The driver can then accept the suggestion (e.g., through operation of the operating element 412) if necessary, and can then initiate and / or perform automatic braking with respect to the identified signal units 200, 210 if necessary. If the suggestion is not accepted, the vehicle 100 can be automatically guided longitudinally across the intersection if necessary (without considering the identified signal units 200, 210).

[0108] The comfort, safety, and usability of the UCC driving function can be improved by allowing it to operate flexibly in automatic or manual mode (depending on the complexity of the identified signal units 200 and 210).

[0109] The driver of vehicle 100 can configure the UCC driving function through user interface 107. Here, the driver can, for example, specify (if possible) whether the UCC driving function should be operated in automatic mode (aUCC), or in principle whether the UCC driving function should be operated only in manual mode (mUCC). For example, the configuration can be made or changed at a configuration time or configuration location (within a lane or road network).

[0110] It is possible that driving functions, particularly UCC driving functions, have already been operating at the configuration time or configuration location associated with signal units 200 and 210. Control unit 101 can be configured to consider changes to the driving function configuration that occurred at the configuration time or configuration location only when the vehicle 100 is in a state where a configuration change will not cause an immediate response from the vehicle.

[0111] Within the scope of the UCC driving function, configuration changes can only be accepted via user interface 107 when active braking has ceased or is interrupted by other influences (e.g., by the driver), which can interrupt active braking to specific signal units 200, 210. Thus, configuration changes only affect the next driving situation with signal units 200, 210. Therefore, if the UCC driving function is deactivated during active traffic light braking of traffic light 200 (e.g., by the passenger), vehicle 100 will continue braking until it comes to a stop in front of traffic light 200. The driving function is only actually deactivated after braking.

[0112] In another example of the UCC driving function, while the function has been adjusted to a specific signal unit 200, 210, the identified signal unit 200, 210 can be switched from automatic takeover (aUCC) to manual takeover (mUCC) if necessary. Then, preferably, this change is only performed after the adjustment that has already been run has ended, so that the output of the manual suggestion is only made for the signal unit 200, 210 identified later.

[0113] Therefore, the control unit 101 can be configured to check whether the signal units 200, 210 of the UCC driving function have been identified and / or whether automatic longitudinal guidance has been performed regarding the identified signal units 200, 210 at the configuration time or configuration location of the UCC driving function configuration change. If this is the case, the configuration change is considered only for the immediately following signal units 200, 210 (not for the already identified and / or considered signal units 200, 210). In particular, the driving function is deactivated only after the automatic longitudinal guidance related to the already identified signal units 200, 210 has been completed, if necessary. This allows for particularly safe operation of the UCC driving function.

[0114] As described above, the control unit 101 can be configured to detect signal units 200 and 210 located in front of the vehicle 100 in the direction of travel based on environmental data (and, if necessary, map data). Furthermore, the color of the signal group 201 of the signal units 200 and 210 can be determined based on the environmental data.

[0115] What may happen (for example, when the color of signal group 201 changes from green to yellow relatively late) is that automatic and / or manual braking (at a defined maximum deceleration) can no longer be performed on the detected signal units 200, 210. In this case, an unavailability output can be issued to the driver of vehicle 100 to indicate to the driver that automatic braking will not be performed on the detected signal units 200, 210. However, in this case, the unavailability output, especially the unavailability display output, is generally meaningless because the driver of vehicle 100 can no longer, or should no longer, perform manual braking.

[0116] Control unit 101 can be configured to suppress unavailability output only when it is identified shortly before the arrival of signal units 200 and 210 that signal units 200 and 210 cannot be considered in the automatic longitudinal guidance of vehicle 100. Control unit 101 can be configured, in particular, to perform the check at the time or location where the auxiliary unavailability of signal units 200 and 210 is identified:

[0117] • Whether the duration until signal units 200 and 210 are reached is equal to or less than a specific duration threshold; and / or

[0118] • Whether the distance 311 until reaching signal units 200 and 210 is equal to or lower than a specific distance threshold.

[0119] Here, the duration threshold and / or distance threshold may be related to or unrelated to speed. The duration threshold and / or distance threshold can be defined as such that, for a duration greater than the duration threshold and / or for a distance greater than the distance threshold, it is still possible and / or meaningful for the driver to manually brake the vehicle 100 to stop at the identified signal units 200, 210. Here, for example, the maximum possible deceleration of the vehicle 100 and / or the driver's predetermined reaction time can be considered.

[0120] Control unit 101 can be configured to suppress the issuance of unavailability output when the following conditions are determined:

[0121] • The duration until signal units 200 and 210 are reached is equal to or less than a specific duration threshold; and / or

[0122] • Until the distance 311 to reach signal units 200 and 210 is equal to or lower than a specific distance threshold.

[0123] On the other hand, it can prompt the issuance of unavailable outputs.

[0124] Therefore, the control unit 101 can be configured to not output an unavailability display (NVA) in areas that are not important to the driver before reaching the traffic light 200 due to misidentification and / or the traffic light turning yellow late (especially since manual braking is no longer meaningful), because the output of such an NVA would constitute an additional disturbance to the driver.

[0125] Specifically, it is possible to prevent the NVA from being output at a specific distance x311 [unit: m] and / or a specific time interval [unit: s] before reaching the traffic light 200. Here, the minimum distance x to the stopping position of the traffic light 200 can be independent of speed and can constitute a lower limit value if necessary. At this distance value, the NVA is generally not displayed if necessary. The time standard can depend on speed. This standard can, in particular, prevent the NVA from being output at relatively high speeds. By suppressing the output of NVA, the comfort of driving functions for the driver of vehicle 100 can be improved.

[0126] As described above, the UCC driving function can be operated in manual mode, in which a suggestion for auxiliary longitudinal guidance at the identified signal units 200, 210 is issued to the driver of vehicle 100. The driver of vehicle 100 can then choose to accept the suggestion (e.g., by manipulating the setting operation element 212). If the suggestion is accepted, automatic braking can be performed at the identified signal units 200, 210 when necessary.

[0127] It is possible that, for example, if vehicle 100 is traveling on a straight road, the next signal unit 200, 210 ahead may be detected at a relatively large (temporal and / or spatial) distance 311 (based on environmental data) prior to reaching signal units 200, 210. At that moment, the identified signal units 200, 210 may not yet be relevant to the longitudinal guidance of vehicle 100 and / or the driver of vehicle 100. Proposing, for example, to the driver of vehicle 100 to provide auxiliary automatic longitudinal guidance at the identified signal units 200, 210 may be perceived by the driver as distracting and / or irritating.

[0128] Furthermore, it is possible that signal units 200 and 210 may be obscured at a later time and thus no longer be recognized. This could lead to the withdrawal of suggestions to the driver, resulting in driver confusion.

[0129] Control unit 101 can be configured to determine whether the (spatial and / or temporal) distance 311 to the identified signal units 200, 210 is equal to or greater than an output threshold. Furthermore, control unit 101 can be configured to generate an output regarding the identified signal units 200, 210 (e.g., a suggestion to consider the identified signal units 200, 210 in automated longitudinal guidance) only when the (spatial and / or temporal) distance 311 to the identified signal units 200, 210 is equal to or less than the output threshold.

[0130] Therefore, the control unit 101 can be configured to consider the required minimum output distance to the identified signal units 200, 210. The lack of a condition regarding the minimum output distance may cause driver frustration because, although the signal units 200, 210 (e.g., red traffic lights) are (yet) irrelevant to the driver, an unreasonable switch to suggestions for assisted automatic longitudinal guidance at the identified signal units 200, 210 may be displayed on the screen 400 (e.g., in the instrument panel and / or head-up display). Such a switch may, for example, be caused by uncertainties in camera recognition (due to relatively large distances).

[0131] Control unit 101 can be configured to issue recommendations regarding signal units 200 and 210 only when the vehicle is below a specific distance from signal units 200 and 210. Here, when the vehicle 100 is in the xth row (x > 1) preceding signal units 200 and 210, no display is necessary. This eliminates erroneous and / or unreasonable displays. Therefore, control unit 101 can be configured to suppress recommended output as long as the distance is not below a predetermined output distance 311 from signal units 200 and 210. This improves user comfort.

[0132] The control unit 101 can be configured to sequentially search for (immediately following) second signal units 200 and 210 that can or should be considered in the longitudinal guidance of the vehicle 100 after the longitudinal guidance assistance of the vehicle 100 ends at the first signal units 200 and 210. Specifically, within the scope of mUCC driving functions, a suggestion to consider subsequent second signal units 200 and 210 can be issued after the braking process at the first signal units 200 and 210 is completed. Alternatively, within the scope of aUCC driving functions, the automatic consideration (and, if necessary, automatic braking) of subsequent second signal units 200 and 210 can be performed after the braking process at the first signal units 200 and 210 is completed.

[0133] The subsequent recognition of the second signal units 200 and 210 may be hindered, especially when starting from a traffic light (i.e., the location of the first signal units 200 and 210) (e.g., because environmental data still partially displays information about the first signal units 200 and 210). This could lead to unreasonable driving behavior for the driver of vehicle 100.

[0134] Control unit 101 can be configured to determine the duration and / or spatial distance since the vehicle 100 started from the first signal units 200, 210. Consideration of the proposed outputs of subsequent second signal units 200, 210 and / or the automatic consideration of subsequent second signal units 200, 220 can be suppressed.

[0135] • As long as the duration is less than or equal to the duration threshold; and / or

[0136] • As long as the spatial distance between vehicle 100 and the first signal units 200 and 210 is less than or equal to the distance threshold; and / or

[0137] • As long as the vehicle's speed is less than or equal to the speed threshold.

[0138] Therefore, control unit 101 can be configured to suppress all manual and / or automatic suggestions from consideration signal units 200, 210 for a limited time period after vehicle 100 has started moving. Alternatively or additionally, allowing manual and / or automatic suggestions may require exceeding the minimum speed of vehicle 100.

[0139] In particular, the locking timer can be activated after the vehicle starts moving at 100 km / h, suppressing all suggestions from the start of the "driving" state until the specified time. Furthermore, if necessary, no suggestions will be issued until the specified speed is reached. This further enhances driving comfort.

[0140] As described above, vehicle 100 may include one or more driver sensors 108 configured to detect driver data (i.e., sensor data) about the driver of vehicle 100. UCC driving functions can be operated based on the driver data. In particular, information output to the driver of vehicle 100 can be performed or, if necessary, suppressed based on the driver data.

[0141] The control unit 101 of vehicle 100 can be configured to determine, based on driver data, whether the driver is paying sufficient attention to the driving task or monitoring of driving functions. Furthermore, the control unit 101 can be configured to supplement the unavailability display (NVA) shown on the screen 400 of user interface 107 by outputting visual and / or tactile signals when it is determined that the driver is not paying sufficient attention. This can improve the comfort and safety of the UCC driving function.

[0142] For example, if it is determined that a driving function (e.g., due to late recognition of traffic lights, late switching of traffic lights to yellow, or camera 103 being obstructed) can no longer react in time to traffic lights (thus rendering automatic braking unavailable at the traffic lights), an unavailability display can be output. The NVA can be displayed, for example, on the instrument panel and / or head-up display. If the driver is inattentive at the time the NVA is output, this could cause the driver to ignore the visual cue (and continue to assume that traffic lights 200 will be considered in automatic longitudinal guidance).

[0143] Therefore, in addition to visual cues, auditory signals can be emitted, for example, to drivers identified as inattentive, to request their attention. Alternatively or additionally, steering wheel vibration and / or activation of a light strip on the steering wheel can be implemented. This ensures that traffic lights displaying the NVA are not ignored by the driver.

[0144] Using sensor data from the in-vehicle camera 108, the driver's condition can be determined through a driver model. If driver inattention is detected, an audible signal can be emitted in addition to an unavailable display. Alternatively or additionally, additional tactile or visual feedback can be generated.

[0145] During the operation of driving functions, particularly driver assistance functions, the driving behavior of vehicle 100 may change. For example, an initiated braking process may be automatically interrupted by the driving function, for instance, to allow vehicle 100 to accelerate again. This may occur, for example, within the scope of UCC driving functions, when automatic braking is performed at a signal light device 200 with a red signal group 201, and the signal group 201 switches to green. In particular, when the driver of vehicle 100 is not paying attention, changes in the driving behavior of vehicle 100 caused by driving functions may be perceived as unsettling and / or uncomfortable by the driver of vehicle 100.

[0146] Control unit 101 can be configured to determine that the driving behavior of vehicle 100, caused by the driving functions of vehicle 100, has substantially changed or will substantially change at a specific point in time. Furthermore, control unit 101 can be configured to determine, based on driver data from one or more driver sensors 108, that the driver of vehicle 100 is inattentive to the driving task at the point in time. In response, information about the change in driving behavior can be output to the driver of vehicle 100 (e.g., via visual and / or auditory output). This can improve the comfort of the driver of vehicle 100.

[0147] UCC driving functions are typically designed as SAE Level 2 driving functions. In such driving functions, and particularly in such driver assistance systems, the driver receives assistance only in the (longitudinal) guidance of the vehicle 100 and must be able to continue their own actions at all times. The driving function can be designed to output information about the change in driving behavior when the driving function alters the driving behavior of the vehicle 100 in a manner that requires the driver to react or at least to monitor the vehicle 100 with greater attention.

[0148] Therefore, the control unit 101 can be configured to notify the driver identified as inattentive visually and / or audibly and / or tactilely of a significant change in the characteristics of the driving function, such as interrupting braking and accelerating back to free-moving speed.

[0149] If the UCC driving function automatically brakes to traffic light 200, and the traffic light switches from red to green during the transition, especially if the driver is identified as attentive via in-vehicle camera 108, control unit 101 can prompt the UCC driving system to interrupt braking and transition to free-riding or following (if there is a vehicle ahead). If the driver is not identified as attentive in this situation, the driver can be alerted to the changing situation, for example, through an audible and / or visual alert. Then, for safety reasons, braking can continue even when the green light is on, until the driver is identified as attentive again. This further enhances the safety of the driving function.

[0150] Another example within the UCC driving function category is the Unavailability Display (NVA). If the red traffic light 200 is recognized too late, making (automatic) braking no longer possible given the limitations of the driving function, the driving function typically does not initiate braking but instead issues an Unavailability Display to the driver. If the driver does not brake autonomously in this situation, they may pass the red traffic light 200. For this reason, the output of the Unavailability Display can be used (particularly simultaneously) to check the driver's attention (particularly via the in-vehicle camera 108). If driver inattention is detected, an audible alarm can be sounded, alerting the driver that braking will not be initiated through the UCC driving function and that, in certain situations, a driver reaction is required. This improves the safety and comfort of the driving function.

[0151] The control unit 101 of the vehicle 100 can be configured to adjust the deceleration and / or acceleration of the vehicle 100 automatically in the driving function domain, particularly in the UCC driving function domain, based on driver data, especially the identified level of driver attention. This can improve the comfort and safety of the driving function.

[0152] By monitoring the driver's attention, the braking process of vehicle 100 can be designed to alert the driver of the initiation of automatic braking through the resulting vehicle motion. This allows the driver of vehicle 100 to monitor automatic braking with greater likelihood. For example, braking can be initiated with a sudden burst, thereby sending a tactile signal to the driver (identified as inattentive) as a prompt to refocus on the driving task.

[0153] Alternatively or additionally, the timing of deceleration and / or acceleration of vehicle 100 may depend on the set driving mode (e.g., Sport, Comfort, and / or Eco). For example, if the driver's attention is detected to be focused on the vehicle 100, then (e.g., in Sport mode) the deceleration of vehicle 100 may begin at a later time and / or occur with an increased deceleration value. This can improve the comfort and safety of the driving function.

[0154] Control unit 101 can be configured (particularly based on environmental data and / or map data) to determine the type of signal units 200, 210 (from a predefined set of different types). An exemplary type is a traffic light device 200 or a traffic sign 210. Alternatively or additionally, control unit 101 can be configured (particularly based on environmental data and / or map data) to predict the duration of the period of time that the vehicle 100 is expected to remain at the signal units 200, 210 before it can restart. Thus, parking information related to the vehicle 100 stopping at the signal units 200, 210 can be determined (based on map data and / or environmental data).

[0155] Then, the automatic deceleration of vehicle 100 at the signal units 200 and 210 located ahead can be achieved based on duration information and / or based on the type of signal units 200 and 210 (i.e., based on parking information). Specifically, the deceleration time process and / or the total duration of the deceleration process can be adjusted or specified based on the duration information and / or based on the type of signal units 200 and 210 (i.e., based on parking information). For example, a relatively slow deceleration process can be selected at the signal light device 200 with the red signal group 201 (because vehicle 100 would otherwise have to wait for the signal group 201 to turn green). On the other hand, a relatively fast deceleration process can be selected at the stop sign 210, because vehicle 100 can continue driving immediately after stopping if necessary (if traffic on the intersecting path permits). Adjusting the deceleration process improves driving comfort.

[0156] Within the scope of UCC driving functions, the system is typically adjusted to bring the vehicle 100 to a standstill. Here, as mentioned above, different deceleration processes can be used depending on the type of signal units 200 and 210. In particular, automatic braking toward traffic light 200 can differ from automatic braking toward stop sign 210 (because the driver may need to continue driving immediately after stopping at stop sign 210).

[0157] Alternatively or additionally, the driving style of vehicle 100, particularly its deceleration or slowdown characteristics, can be selected by the user of vehicle 100 via a driving experience switch. Upon the driver's request, driving functions (e.g., eco, comfort, sport, etc.) can be configured via the driving experience switch to produce different deceleration processes at traffic lights 200 and / or stop signs 210. Different deceleration processes can be achieved by adjusting one or more parameters in the trajectory planning of vehicle 100.

[0158] By adapting the deceleration process of the UCC driving function to the types of signal units 200 and 210, the comfort and safety of the driving function can be improved. In particular, it can avoid obstructing subsequent traffic, which may occur, for example, in cases where deceleration is too slow in front of stop sign 210.

[0159] Within the scope of the UCC driving function, the driver of vehicle 100 can view, via user interface 107, particularly on screen 400, the forward signal units 200 and 210 where vehicle 100 must stop on the road on which vehicle 100 is traveling. For example, a symbol of a red traffic light or stop sign can be displayed on screen 400. Alternatively or additionally, audible output regarding the identified signal units 200 and 210 can be generated. The automatic braking process of vehicle 100 can then be implemented automatically (aUCC) or after driver confirmation (mUCC) until it comes to a stop at signal units 200 and 210, particularly until the stop line of signal units 200 and 210.

[0160] Control unit 101 can be configured to monitor the (signal) status, particularly the color, of the signal group 201 associated with signal units 200 and 210 (based on detected environmental data) of signal units 200 and 210 while vehicle 100 is located at signal units 200 and 210. Furthermore, control unit 101 can be configured to change, completely delete, or withdraw the display (and / or generate an audible output) regarding signal units 200 and 210 when a phase change from red to green in signal group 201 is detected and / or when vehicle 100 is stationary at signal units 200 and 210. Thus, the driver of vehicle 100 can be explicitly informed that signal units 200 and 210 are no longer associated with the longitudinal guidance of vehicle 100. The withdrawal of the display can be achieved in the automatic and / or manual modes of the UCC driving function.

[0161] Furthermore, the driver of vehicle 100 can initiate vehicle 100 at signal units 200 and 210 via the operating element 413 of the user interface 107 (e.g., via a resume button) (especially after recognizing the phase transition from red to green). In particular, the driver can induce vehicle 100 to accelerate back to a set speed or target speed (considering the set target distance to the vehicle ahead) by manipulating the operating element 413. In the automatic and / or manual modes of the UCC driving function, initiation at signal units 200 and 210 can be achieved by manipulating the (resume) operating element 413.

[0162] Furthermore, starting from a standstill at signal units 200 and 210 can be achieved by manipulating the accelerator pedal of vehicle 100. However, this may result in the interruption of the UCC driving function if necessary. Therefore, by starting via the operating element 413 of the user interface 107 (particularly via a button), the UCC driving function can be comfortably continued at a series of sequentially connected signal units 200 and 210 (in both automatic and / or manual modes of the UCC driving function).

[0163] The UCC driving function can be specifically designed to remove the display of information about traffic light 200 after the vehicle 100 has come to a standstill and after it has been detected as turning green, provided that manual confirmation is required. Furthermore, the driver can initiate the start-up operation via button 413. This improves the comfort of the UCC driving function. Additionally, it ensures consistent behavior of the ACC driving function (when there is no vehicle ahead that is stationary). The control unit 101 can be configured to activate a timer at traffic light 200 upon detection of the phase turning green (if necessary), thereby causing the red display of information about traffic light 200 to be removed from the standstill of the vehicle 100.

[0164] The control unit 101 of vehicle 100 can be configured to prevent or inhibit the vehicle 100 from starting at signal units 200, 210 when it is detected that the vehicle 100 is in the first row at signal units 200, 210, in response to the operation of the operating elements 411, 412, 413 of user interface 107. In other words, if necessary, starting can only be made by operating the operating elements 411, 412, 413 of user interface 107 when at least one other vehicle 100 is in front of vehicle 100 at signal units 200, 210. This improves the safety of the UCC driving function. In particular, it can reliably prevent the driver of vehicle 100 from starting at traffic light 200 (which may be red) due to unintentional operation of the operating elements 411, 412, 413 of user interface 107 (especially joystick 411 and / or buttons 412, 413).

[0165] Therefore, by having the driver adjust the set speed, for example via joystick 411 or confirm the speed limit suggestion using setting button 412, it is reliably prevented that the driver may unintentionally initiate a start when stationary at the red traffic light 200. Furthermore, it is prevented that the driver's button operation may cause the vehicle 100 to start again and accelerate to the set speed. This is particularly achieved by ensuring that as long as the vehicle 100 is in the first row in front of the stop-related traffic light 200, the transition from the state of "vehicle stationary" to the state of "starting" due to driver confirmation via operating elements 411, 412, and 413 is impossible or prohibited. Thus, the operation of operating elements 411, 412, and 413 is ineffective.

[0166] The control unit 101 of vehicle 100 can be configured to determine whether vehicle 100 is located in the first row at signal units 200, 210 based on environmental data and / or location data (related to map data). Specifically, the distance from vehicle 100 to the stop point or stop line of signal units 200, 210 can be determined. Then, based on the determined distance, it can be determined whether vehicle 100 is located in the first row.

[0167] What may happen is that environmental data from one or more environmental sensors 103 of vehicle 100 cannot or reliably identify the status of signal units 200, 210, particularly the color of signal group 201 of signal units 200, 210. This could lead to a reduction in the availability of UCC driving functions.

[0168] Control unit 101 can be configured to detect a vehicle traveling (immediately in front of) vehicle 100 based on environmental data. Then, based on the driving behavior of the preceding vehicle, UCC driving functions, particularly automatic longitudinal guidance of vehicle 100, can be executed or provided at signal units 200, 210. By taking the driving behavior of the preceding vehicle into account in the operation of the UCC driving function, the usability and comfort of the driving function can be improved.

[0169] For example, during the operation of the UCC driving function, the color of the traffic light 200 may not be fully recognized due to obstruction or poor lighting conditions. Furthermore, in complex intersection geometries (with different signal groups 201), it may be impossible to assign different signal groups 201 to each direction of travel. To improve the automation of the longitudinal adjustment function and thus enhance driver comfort, in addition to the traffic light colors and / or attributes of signal units 200, 210 from map data, the behavior of vehicles ahead can be assessed and taken into account when necessary during the operation of the driving function.

[0170] For example, if a vehicle ahead passes a traffic light 200 (which may potentially be green), the vehicle may follow if necessary. Specifically, automatic braking may be deactivated if a potentially relevant green traffic light is identified based on environmental data. In other words, the control unit 101 can be configured to identify, based on environmental data, that at least one of the signal groups 201 of the traffic light device or traffic light 200 ahead is green. If this is the case, and if it is identified (based on environmental data) that a vehicle (immediately in front of) vehicle 100 is passing the traffic light device 200, vehicle 100 may also pass the traffic light device 200 (even if it is not clearly determined, based on environmental and map data, whether the green signal group 201 is related to the direction of travel of vehicle 100). By taking into account the driving behavior of the vehicle ahead, the usability of the driving function can be safely improved.

[0171] Alternatively or additionally, control unit 101 can be configured to automatically start the vehicle 100 when it is stationary, when the traffic light 200 is out of sight, and when a vehicle in front starts moving, assuming the traffic light 200 has switched from red to green (or is off at the desired traffic light location). In other words, control unit 101 can be set to recognize that a vehicle (immediately adjacent) in front of vehicle 100 at signal units 200, 210 is starting. Then, even without recognizing the (signal) status of signal units 200, 210, automatic start of the vehicle 100 can be achieved (only after the driver of vehicle 100 manipulates operating elements 411, 412, 413 if necessary). This safely improves the usability of the UCC driving function.

[0172] The driver of vehicle 100 can typically control the automatic longitudinal guidance of the UCC driving function by manipulating the accelerator pedal and / or brake pedal. The identified manipulation of the accelerator pedal and / or brake pedal can also be used to terminate the UCC driving function if necessary. However, automatically terminating the UCC driving function in response to identified manipulation of the accelerator pedal and / or brake pedal of vehicle 100 may result in a reduction in the comfort and / or safety of the UCC driving system.

[0173] For example, it is possible that the driver of vehicle 100 perceives the stopping position of vehicle 100 at signal units 200 and 210, particularly at the stop line of signal units 200 and 210, as being too far ahead of signal units 200 and 210 (especially if vehicle 100 is in the first row before the stop line and there are no vehicles in front). In this situation, the driver may be inclined to move vehicle 100 closer to the stop line by manipulating the accelerator pedal, but this may lead to the interruption of UCC driving functions and / or thus potentially inhibit automatic start-up within the scope of driving functions.

[0174] In another example, the driver of vehicle 100 might intend to switch from a standstill in the first lane to an adjacent lane before traffic light 200 (e.g., to reduce the distance to the stop line). For this purpose, the driver would manipulate the accelerator pedal to move vehicle 100 into the adjacent lane. This could lead to the termination of UCC driving functions, resulting in a lack of longitudinal guidance assistance during subsequent starts at traffic light 200.

[0175] Furthermore, it is possible that if the driver operates the accelerator pedal at the moment when signal units 200 and 210 are identified (thus terminating the assistance of the UCC driving function), then signal units 200 and 210 identified by the UCC driving function will not be considered during the automatic longitudinal guidance of the vehicle 100 (and will be driven past without automatic braking if necessary).

[0176] On the other hand, the driver of vehicle 100 can reliably and comfortably (especially by manipulating the accelerator pedal) overtake the UCC driving function in the event of accidental braking of the driving function.

[0177] Control unit 101 can be configured to determine deflection information regarding the deflection of the accelerator pedal, particularly regarding the degree of deflection. The deflection information can be determined, for example, based on an accelerator pedal sensor of vehicle 100. Alternatively or additionally, control unit 101 can be configured to determine timing information related to the duration of accelerator pedal operation. It can then be determined, based on the deflection information and / or the timing information, whether to provide automatic longitudinal guidance assistance for vehicle 100 at signal units 200, 210, and / or whether to terminate the driving function.

[0178] In particular, control unit 101 can be configured to determine whether the accelerator pedal deflection is greater than or less than a deflection threshold (e.g., 25% of the maximum possible deflection of the accelerator pedal) based on deflection information. Furthermore, control unit 101 can be configured to determine whether the duration of the accelerator pedal deflection is greater than or less than a time threshold (e.g., 4 seconds) based on time information.

[0179] Control unit 101 can be configured such that, if determined:

[0180] • The accelerator pedal deflection is less than or equal to the deflection threshold; and

[0181] • The duration of accelerator pedal operation is less than or equal to a time threshold.

[0182] This allows the accelerator pedal to be operated without disabling the UCC driving function.

[0183] On the other hand, if it is determined that:

[0184] • The accelerator pedal deflection is greater than the deflection threshold; or

[0185] • The duration of accelerator pedal operation exceeds a time threshold.

[0186] This allows you to exit or terminate the UCC driving function.

[0187] Here, exiting or interrupting may, if necessary, only involve the next signal unit 200, 210 after the operation of the accelerator pedal. Thus, if necessary, it may be possible to temporarily exit or temporarily terminate the UCC driving function (only for signal units 200, 210 immediately following the operation of the accelerator pedal).

[0188] This improves the comfort and / or safety of the UCC driving function. Specifically, it allows the driver of vehicle 100 to (slightly) manipulate the accelerator pedal to move vehicle 100 closer to the stop line and / or to the adjacent lane before signal units 200, 210 (without terminating the automatic assistance of the UCC driving function, such as for subsequent starts of vehicle 100). Furthermore, this enables the automatic longitudinal guidance of vehicle 100 to take into account even if the driver briefly and relatively lightly manipulates the accelerator pedal (during the recognition of signal units 200, 210). Moreover, this allows for comfortable and safe control over UCC driving function intervention.

[0189] Therefore, the driving function can be designed to immediately disengage when a specific accelerator pedal angle is exceeded. Furthermore, the driving function can also disengage when a specific time threshold for accelerator pedal operation is exceeded (even if a deflection threshold is not exceeded). On the other hand, the driver can use the time before reaching the time threshold to probe the stop line near the intersection.

[0190] Furthermore, the driving function can be designed so that it does not disengage when a traffic light 200 is detected while the accelerator pedal is depressed. This reliably prevents unresponsive driving through the traffic light 200.

[0191] While stationary at the red traffic light 200, it is possible that the driver might attempt to move forward by manipulating the accelerator pedal as the traffic light 200 turns green, because the UCC driving function has not yet recognized the switch to green (e.g., due to delay and / or due to the unrecognized color change). Manipulation of the accelerator pedal could cause the UCC driving function to be interrupted (and result in the output of a corresponding takeover request (TOR)). This could be perceived as an interference by the driver of vehicle 100.

[0192] Control unit 101 can be configured to determine speed data regarding the driving speed of vehicle 100 during a start-up process caused by the driver of vehicle 100 operating the accelerator pedal. Furthermore, control unit 101 can be configured to take over automatic longitudinal guidance from the driver as long as the driving speed caused by accelerator pedal operation has not exceeded a predetermined speed threshold. Thus, the output of TOR and / or the termination of UCC driving functions can be suppressed and / or prevented until the speed threshold is reached (and the driving function can take over longitudinal guidance). On the other hand, if (specifically, as long as) the speed threshold (e.g., 10 km / h) is reached or exceeded, the output of TOR and / or the UCC driving functions can be interrupted. Therefore, the comfort of the driver of vehicle 100 can be further improved.

[0193] The control unit 101 can be configured to determine a driving mode from a plurality of different driving modes in which the vehicle 100 is operating. Exemplary driving modes include:

[0194] • Sport driving mode, in which the vehicle 100 has relatively high driving dynamics, with relatively high acceleration and / or deceleration values;

[0195] • Comfort driving mode, in which the vehicle is exceptionally comfortable to drive at 100 km / h, with relatively low acceleration and / or deceleration values; and / or

[0196] • Energy-saving driving mode, in which vehicle 100 has a particularly energy-saving driving mode.

[0197] The driving mode can be adjusted, for example, by a user of vehicle 100 through user interface 107, such as through one or more operating elements of user interface 107.

[0198] Furthermore, the control unit 101 can also be configured to operate the UCC driving function according to the set driving mode. Specifically, the driving behavior of the vehicle 100 regarding the forward signal units 200 and 210 can be adjusted according to the driving mode, such as deceleration behavior. For example, the timing at which the vehicle 100 begins to decelerate to the identified signal units 200 and 210 (where the vehicle 100 should stop) can be adjusted according to the driving mode. In the eco driving mode, for example, the vehicle 100 can react particularly early, while in the comfort driving mode, the reaction can be initiated later, and in the sport driving mode, the reaction can be initiated even later.

[0199] Alternatively or additionally, the type or manner of the vehicle 100's response to the identified signal units 200, 210 can be adjusted according to the set driving mode. Exemplary response types or manners include:

[0200] • The vehicle 100 coasts, wherein the wheels of the vehicle 100 are disconnected from the drive engine of the vehicle 100. The drive engine can be deactivated if necessary;

[0201] • The towing operation of vehicle 100, wherein the wheels of vehicle 100 traction the drive engine, which causes the towing of vehicle 100 to decelerate; and / or

[0202] • Active (friction and / or regenerative) braking operation, wherein braking torque (e.g., via friction brakes and / or via an electric motor) is actively applied to one or more wheels of vehicle 100.

[0203] In Eco mode, for example, when approaching signal units 200 and 210, the system can first switch to coasting, then to towing, and finally to braking. In Comfort mode, if necessary, coasting can be omitted and towing and subsequent braking can be initiated directly. In Sport mode, if necessary, coasting and towing can be omitted and braking can be initiated directly.

[0204] Therefore, the deceleration behavior of vehicle 100 when approaching signal units 200 and 210 can be adapted to the set driving mode. This can further improve the comfort of vehicle 100.

[0205] Therefore, the control unit 101 can be configured to change the timing of the traffic light response based on the set driving mode. In Eco mode, traffic light adjustment can begin relatively early, for example, in the following sequence: coasting, towing, and braking. In Comfort mode, a moderate start time for traffic light adjustment can be selected, for example, in the sequence of towing and braking. In Sport mode, traffic light adjustment can begin relatively late, for example, by directly applying braking.

[0206] By adapting to the driving mode, traffic light adjustments (especially during vehicle deceleration) can be made particularly comfortable. Furthermore, a proactive driving style can be achieved by "relaxing the accelerator earlier," which significantly reduces the dynamics to stationary objects sooner. This results in enhanced comfort and safety for the driver of vehicle 100. Depending on the driving mode (e.g., Eco, Comfort, and Sport), the (driving and / or deceleration) characteristics can be adjusted accordingly. Therefore, a particularly harmonious interaction between the ACC and UCC driving functions can be achieved.

[0207] In the following sections, various aspects of the vehicle guidance system 101 described herein are described using several methods. It should be noted that different features of different methods can be combined with each other in any manner.

[0208] Figure 5a A flowchart is shown of an exemplary method 500 (if necessary, computer-implemented) for providing driving functions (particularly UCC driving functions) for automatic longitudinal guidance of vehicle 100.

[0209] Method 500 includes: during the operation of a driving function, determining 501 data regarding first signal units 200, 210 located ahead in the driving direction of vehicle 100. In particular, environmental data from one or more environmental sensors 103 of vehicle 100 and / or map data regarding the lane network in which vehicle 100 is traveling may be determined as data.

[0210] Furthermore, method 500 includes: operating a driving function 502 at the first signal units 200 and 210 in automatic or manual mode based on data regarding the first signal units 200 and 210. Here, in the automatic longitudinal guidance of the vehicle 100, the first signal units 200 and 210 can be automatically considered when necessary in automatic mode, and when necessary in manual mode, the first signal units 200 and 210 are considered only after confirmation by the user of the vehicle 100.

[0211] For example, if the color of the signal group 201 related to the driving direction of the vehicle 100 can be clearly determined based on the data of signal units 200 and 210, the driving function can be operated in automatic mode. If the color of the relevant signal group 201 cannot be clearly determined, manual mode can be used if necessary. Thus, the automatic or manual mode of the driving function can be used flexibly according to the available data of signal units 200 and 210. By flexibly switching between automatic and manual modes, the usability and comfort of the driving function can be improved.

[0212] Figure 5b A flowchart is shown of an exemplary method 510 (if necessary computer-implemented) for providing driving functions (particularly UCC driving functions) for automatic longitudinal guidance of vehicle 100 at signal units 200, 210.

[0213] Method 510 includes: during the operation of the driving function, detecting 511 a configuration change of the characteristics of the driving function caused by the user of the vehicle 100 at a configuration time or configuration location of the vehicle 100 (e.g., switching from automatic mode to manual mode or deactivation of the driving function).

[0214] Furthermore, method 510 further includes: determining 512 that the first signal units 200 and 210 located ahead in the driving direction of vehicle 100 have been considered in the automatic longitudinal guidance of vehicle 100 at the configuration time point or configuration position. Furthermore, method 510 further includes: considering 513 the configuration change only at signal units 200 and 210 after the first signal units 200 and 210 and / or only after the automatic longitudinal guidance of vehicle 100 at the first signal units 200 and 210 has ended or completed (e.g., only after vehicle 100 has braked to a stop at the first signal units 200 and 210). Here, the automatic longitudinal guidance of the first signal units 200 and 210 can continue to be implemented without considering the configuration change. This allows for particularly safe operation of the driving function.

[0215] Figure 5cA flowchart is shown of an exemplary method 520 (if necessary computer-implemented) for providing driving functions (particularly UCC driving functions) for automatic longitudinal guidance of vehicle 100 at signal units 200, 210.

[0216] Method 520 includes: during the operation of the driving function, determining 521 environmental data regarding the environment located in front of the vehicle 100 in the direction of travel of the vehicle 100. Here, the environmental data may be detected by one or more environmental sensors 103 of the vehicle 100. Furthermore, method 520 also includes: based on the environmental data, detecting 522 first signal units 200, 210 located in front of the vehicle 100 along the direction of travel in the lane in which the vehicle 100 is traveling.

[0217] Furthermore, method 520 also includes: determining 523 discrepancies between the first signal units 200, 210 detected based on environmental data and map data regarding the lane network in which vehicle 100 is traveling. For example, it may be identified that the first signal units 200, 210 identified based on environmental data have a different (especially more) number of different signal groups 201 than those recorded in the map data.

[0218] Furthermore, method 520 includes generating an unavailability output, specifically an NVA, to a user of vehicle 100 in response to the identified inconsistency, to notify the user that the first signal units 200, 210 detected based on environmental data are not considered in the driving function for automatic longitudinal guidance of vehicle 100. This can further improve the safety of the driving function.

[0219] Figure 5d A flowchart is shown of an exemplary method 530 (if necessary computer-implemented) for providing driving functions (particularly UCC driving functions) for automatic longitudinal guidance of vehicle 100 at signal units 200, 210.

[0220] Method 530 includes: during the operation of the driving function, determining 531 environmental data regarding the environment located in front of the vehicle 100 in the direction of travel of the vehicle 100. Furthermore, method 530 includes: based on the environmental data, detecting 532 first signal units 200, 210 located in front of the vehicle 100 in the lane in the direction of travel of the vehicle 100.

[0221] Furthermore, method 530 also includes: determining 533 distance information regarding the temporal distance and / or spatial distance 311 between vehicle 100 and the first signal units 200, 210. Additionally, method 530 includes: prompting or suppressing 534 outputting information regarding the first signal units 200, 210 based on the distance information. Specifically, if vehicle 100 is still too far from the first signal units 200, 210, the output can be suppressed (particularly providing a suggestion for automatic longitudinal guidance at the first signal units 200, 210). Alternatively or additionally, if vehicle 100 is already too close to the first signal units 200, 210, the output can be suppressed (particularly making the output unavailable). This can improve the relevance of the output, thereby improving the comfort of the driving function.

[0222] Figure 5e A flowchart is shown of an exemplary method 540 (if necessary computer-implemented) for providing driving functions (particularly UCC driving functions) for automatic longitudinal guidance of vehicle 100 at signal units 200, 210.

[0223] Method 540 includes: during the operation of the driving function, determining 541 that the vehicle 100 performs a start-up process at the first signal units 200, 210. Furthermore, method 540 includes: detecting 542 a second signal unit 200, 210 following the first signal units 200, 210, located ahead of the vehicle 100 along the driving direction in the lane in which the vehicle 100 is traveling, based on environmental data from one or more environmental sensors 103 of the vehicle 100.

[0224] In addition, method 540 includes: checking 543 whether one or more start-up process conditions are met regarding the start-up process (e.g., regarding the driving speed of vehicle 100 and / or regarding the time or spatial distance between vehicle 100 and first signal units 200, 210).

[0225] Furthermore, method 540 also includes considering second signal units 200, 210 in the automatic longitudinal guidance of vehicle 100 based on whether one or more start-up process conditions are met. Here, in particular, second signal units 200, 210 that are temporally or spatially adjacent to the first signal units 200, 210 can be ignored. This can improve the reliability and comfort of driving functions (e.g., by avoiding the output of misidentified signal units 200, 210).

[0226] Figure 5f A flowchart is shown of an exemplary method 550 (if necessary computer-implemented) for providing driving functions (particularly UCC driving functions) for automatic longitudinal guidance of vehicle 100 at signal units 200, 210.

[0227] Method 550 includes: during the operation of the driving function, detecting 551 first signal units 200, 210 located in front of vehicle 100 along the driving direction in the lane in which vehicle 100 is traveling, based on environmental data from one or more environmental sensors 103 of vehicle 100. Furthermore, method 550 includes: determining 552 driver data regarding the driver's attention while monitoring the driving function. Additionally, method 550 includes: operating 553 an automatic longitudinal guidance driving function for vehicle 100 at the first signal units 200, 210 based on the driver data. In particular, the driving function can be operated in automatic or manual mode based on driver data. This can improve the safety and / or comfort of the driving function.

[0228] Figure 5g A flowchart is shown of an exemplary method 560 (if necessary computer-implemented) for providing driving functions (particularly UCC driving functions) for automatic longitudinal guidance of vehicle 100 at signal units 200, 210.

[0229] Method 560 includes: during the operation of the driving function, detecting 561 first signal units 200, 210 located in front of vehicle 100 along the direction of travel in the lane in which vehicle 100 is traveling. Furthermore, method 560 includes: determining 562 parking information regarding the expected parking duration of vehicle 100 at the first signal units 200, 210 and / or regarding the type of the first signal units 200, 210 (and the associated expected parking duration).

[0230] Furthermore, method 560 includes: based on parking information, causing vehicle 100 to automatically decelerate at the first signal units 200 and 210. Specifically, the deceleration timing can be adjusted based on the parking information. This can improve the comfort and / or safety of the driving function.

[0231] Figure 5hA flowchart is shown of an exemplary method 570 (if necessary, computer-implemented) for providing a driving function (particularly a UCC driving function) for automatic longitudinal guidance of vehicle 100 at signal units 200, 210. Method 570 includes: determining 571 that vehicle 100 is at signal units 200, 210 (particularly at a red traffic light) during operation of the driving function. Furthermore, method 570 includes: recognizing 572 that the driver of vehicle 100 manipulates operating elements 411, 412, 413 (particularly buttons or joysticks) of the user interface 107 of vehicle 100 to control the driving function. Furthermore, method 570 includes: causing vehicle 100 to automatically start in response to the recognized manipulation of operating elements 411, 412, 413. This allows for a comfortable and safe start at signal units 200, 210.

[0232] Figure 5i A flowchart is shown of an exemplary method 580 (if necessary computer-implemented) for providing driving functions (particularly UCC driving functions) for automatic longitudinal guidance of vehicle 100 at signal units 200, 210.

[0233] Method 580 includes: during the operation of the driving function, determining 581 that the preceding vehicle is crossing a traffic intersection (particularly a crossroads) associated with signal units 200 and 210, based on environmental data related to (if necessary, adjacent to) a preceding vehicle traveling in front of vehicle 100. Here, the preceding vehicle may be located in the same lane as vehicle 100.

[0234] Furthermore, method 580 also includes: in response to the identified preceding vehicle's movement, even if the status of signal units 200, 210 regarding whether passage through the intersection is permitted (in particular, the color of the relevant signal group 201) cannot be clearly determined, 582 vehicle 100 is prompted to automatically follow the preceding vehicle through the intersection. By taking into account the behavior of the preceding vehicle, the usability and comfort of the driving function can be improved.

[0235] Figure 5j A flowchart is shown of an exemplary method 590 (if necessary computer-implemented) for providing driving functions (particularly UCC driving functions) for automatic longitudinal guidance of vehicle 100 at signal units 200, 210.

[0236] Method 590 includes: during the operation of the driving function, detecting 591 that the accelerator pedal of vehicle 100 is manipulated. Furthermore, method 590 includes: determining 592 manipulation information related to the manipulation of the accelerator pedal and / or related to the response of vehicle 100 caused by the manipulation of the accelerator pedal. Furthermore, method 590 includes: adapting 593, in particular, to continue or interrupt the operation of the driving function based on the manipulation information. Here, in particular, the accelerator pedal can be manipulated selectively (for each signal unit 200, 210) such that the identified forward signal units 200, 210 are disregarded in the automatic longitudinal guidance of vehicle 100 (thus vehicle 100 is guided through the identified signal units 200, 210 using distance and / or speed adjustment, particularly using the ACC driving function). By considering the manipulation information, the usability and comfort of the driving function can be safely improved. Thus, in particular, comfort-oriented control of the driving function can be achieved (in a selective manner for each signal unit 200, 210).

[0237] Figure 6 A flowchart is shown of another exemplary method 600 (if necessary, computer-implemented) for providing a driving function for automatic longitudinal guidance of vehicle 100 at signal units 200, 210. Method 600 includes: during operation of the driving function, detecting 601 first signal units 200, 210 located ahead of vehicle 100 in the lane being traveled along the direction of travel. Signal units 200, 210 may be detected, for example, based on environmental data and / or map data.

[0238] Furthermore, method 600 includes determining the driving mode set at 602 from a plurality of different driving modes of vehicle 100. Here, the driving mode can be set by the user of the vehicle, particularly the driver (e.g., via vehicle operating elements). The plurality of driving modes may include, for example, an eco driving mode, a comfort driving mode, and / or a sport driving mode. Different driving modes can be designed to achieve different driving dynamics of the vehicle. Here, the driving dynamics in the eco driving mode may be lower than those in the comfort driving mode, and the driving dynamics in the comfort driving mode may be lower than those in the sport driving mode.

[0239] Furthermore, method 600 also includes: 603 automatically guiding the vehicle 100 longitudinally according to a set driving mode during deceleration when the vehicle 100 approaches the first signal units 200 and 210, particularly at the first signal units 200 and 210. By taking the set driving mode into account during the operation of the UCC driving function, the safety and comfort of the driving function can be improved.

[0240] This article describes different aspects of the City Cruise Control (UCC) driving function, which provides comfortable and safe automatic longitudinal guidance (according to SAE Level 2) with regard to signal units 200 and 210.

[0241] This invention is not limited to the embodiments shown. In particular, it should be noted that the specification and drawings are intended only to illustrate the principles of the proposed methods, apparatus, and systems.

Claims

1. A vehicle guidance system (101) for providing driving functions for automatic longitudinal guidance of a vehicle (100), wherein the vehicle guidance system (101) is configured to: – Determine data regarding a first signal unit (200, 210) located ahead in the direction of travel of the vehicle (100), wherein the data regarding the first signal unit (200, 210) includes: Map data about signal units in the lane network in which the vehicle (100) travels; and Environmental data about the first signal unit (200, 210) detected by one or more environmental sensors (103) of the vehicle (100); – Before reaching the first signal unit (200, 210), a decision time point and / or decision location shall be determined, and at the latest at the decision time point or decision location, a suggestion to consider the first signal unit (200, 210) shall be made to the user of the vehicle (100); – Determine whether there is a discrepancy between the characteristics of the first signal unit (200, 210) in the map data and the environmental data at the decision time point or the decision location; and – Depending on whether a contradiction is determined between the map data and the environmental data at the decision time point or the decision location, the driving function is operated in automatic or manual mode at the first signal unit (200, 210); wherein in the automatic longitudinal guidance of the vehicle (100), the first signal unit (200, 210) is automatically considered in the automatic mode, and in the manual mode the first signal unit (200, 210) is considered only after user confirmation of the vehicle (100).

2. The vehicle guidance system (101) according to claim 1, wherein – The map data includes one or more attributes of the first signal unit (200, 210); and – The one or more attributes represent: – The type of the first signal unit (200, 210); and / or – At intersections of lane networks equipped with the first signal units (200, 210), the number of different signal groups (201) for different directions of travel of the first signal units (200, 210); and / or – The location of the stop line of the first signal unit (200, 210) and / or the stop line of the first signal unit (200, 210) within the lane network; and / or – The relative distance between the stop line of the signal unit (200, 210) and the signal unit (200, 210).

3. The vehicle guidance system (101) according to claim 2, wherein the type of the first signal unit (200, 210) includes a traffic light device (200) and a traffic sign (210).

4. The vehicle guidance system (101) according to claim 1, wherein the vehicle guidance system (101) is configured as follows: – When it is determined that there is no contradiction between the map data and the environmental data at the decision time point, the driving function is operated in the automatic mode at the first signal unit (200, 210); and / or – When it is determined that there is a contradiction between the map data and the environmental data at the decision time, the driving function is operated in manual mode at the first signal unit (200, 210).

5. The vehicle guidance system (101) according to any one of claims 1 to 4, wherein the vehicle guidance system (101) is configured as follows: – Based on the map data, determine the map-based number of different signal groups (201) of the first signal unit (200, 210) as a characteristic of the first signal unit (200, 210); – Based on the environmental data, determine the sensor-based number of different signal groups (201) of the first signal units (200, 210) as a characteristic of the first signal units (200, 210); and – If the number of map-based signal groups (201) differs from the number of sensor-based signal groups (201), then a discrepancy is determined between the map data and the environmental data.

6. The vehicle guidance system (101) according to any one of claims 1 to 4, wherein the vehicle guidance system (101) is configured as follows: – Based on the map data, determine the map-based number of different signal groups (201) of the first signal unit (200, 210) as a characteristic of the first signal unit (200, 210); – Based on the environmental data, determine the sensor-based number of different signal groups (201) of the first signal units (200, 210) as a characteristic of the first signal units (200, 210); and – If the number of sensor-based signal groups (201) is greater than the number of map-based signal groups (201), then a discrepancy is determined between the map data and the environmental data.

7. The vehicle guidance system (101) according to any one of claims 1 to 4, wherein the vehicle guidance system (101) is configured as follows: – Prior to the decision time point or the decision location, it was determined that there was a discrepancy between the characteristics of the first signal unit (200, 210) between the map data and the environmental data; and – In response, based on a re-examination of the existence of contradiction at the decision time point or the decision location, it is determined whether the driving function is operated in the automatic mode or the manual mode at the first signal unit (200, 210).

8. The vehicle guidance system (101) according to any one of claims 1 to 4, wherein the vehicle guidance system (101) is configured as follows: – Determine the intervention time point or intervention location before reaching the first signal unit (200, 210), and at the latest, the intervention time point or intervention location should be within the automatic longitudinal guidance of the vehicle (100) taking the first signal unit (200, 210) into account; and / or – Determine the response time period or response distance granted to the user in order to respond to suggestions regarding consideration of the first signal unit (200, 210); and – The decision time point and / or decision location are determined based on the intervention time point or the intervention location, and / or based on the reaction time period or the reaction distance.

9. The vehicle guidance system (101) according to any one of claims 1 to 4, wherein the vehicle guidance system (101) is configured as follows: – Based on data regarding the first signal units (200, 210), determine the complexity of the intersection of the lane traveled by the vehicle (100) with one or more other traffic routes located at the first signal units (200, 210); and – Depending on the determined level of complexity, the driving function is operated at the first signal unit (200, 210) in either the automatic mode or the manual mode.

10. The vehicle guidance system (101) according to any one of claims 1 to 4, wherein the vehicle guidance system (101) is configured as follows: – The number of different signal groups (201) for different driving directions of the vehicle (100) is determined based on the data about the first signal units (200, 210); – Depending on the number of different signal groups (201) determined, the driving function is operated at the first signal unit (200, 210) in either the automatic mode or the manual mode.

11. The vehicle guidance system (101) according to claim 10, wherein the vehicle guidance system (101) is configured as follows: – If the number of different signal groups (201) determined is greater than one, the driving function is operated in the manual mode at the first signal unit (200, 210).

12. The vehicle guidance system (101) according to claim 10, wherein the vehicle guidance system (101) is configured as follows: – If the number of the determined different signal groups (201) is equal to one, the driving function is operated in the automatic mode at the first signal unit (200, 210).

13. The vehicle guidance system (101) according to any one of claims 1 to 4, wherein the vehicle guidance system (101) is configured as follows: – Determine user settings caused by the user of the vehicle (100), the user settings regarding whether the driving function should be operated in the automatic mode or the manual mode; Even if the user settings indicate that the driving function should be operated in the automatic mode, the driving function is also operated in the manual mode at the first signal unit (200, 210) based on data regarding the first signal unit (200, 210); and / or – When the user settings indicate that the driving function should be operated in the manual mode, the driving function is operated in the manual mode at the first signal unit (200, 210) even if the driving function can be operated in the automatic mode based on the data about the first signal unit (200, 210).

14. The vehicle guidance system (101) according to any one of claims 1 to 4, wherein the vehicle guidance system (101) is configured in the manual mode as follows: – Issue a suggestion to the user of the vehicle (100) regarding consideration of the first signal unit (200, 210); and – If the user accepts the suggestion, the first signal unit (200, 210) shall be taken into account in the automatic longitudinal guidance of the vehicle (100) at the first signal unit (200, 210); and / or – If the user does not accept the suggestion, the first signal unit (200, 210) will not be considered in the automatic longitudinal guidance of the vehicle (100) at the first signal unit (200, 210).

15. The vehicle guidance system (101) of claim 14, wherein a suggestion regarding consideration of the first signal unit (200, 210) is given to the user of the vehicle (100) via a user interface (107) of the vehicle (100).

16. The vehicle guidance system (101) according to any one of claims 1 to 4, wherein the vehicle guidance system (101) is configured to: when the first signal unit (200, 210) is taken into account in the automatic longitudinal guidance of the vehicle (100), – Based on the data regarding the first signal units (200, 210), determine whether the vehicle (100) must stop at the first signal units (200, 210); and – If it is determined that the vehicle (100) must stop at the first signal unit (200, 210), then the vehicle (100) is made to stop automatically at the first signal unit (200, 210); and / or – If it is determined that the vehicle (100) does not need to stop at the first signal unit (200, 210), then the vehicle (100) is automatically guided longitudinally through the first signal unit (200, 210).

17. The vehicle guidance system (101) according to any one of claims 1 to 4, wherein the vehicle guidance system (101) is configured to: when the first signal unit (200, 210) is taken into account in the automatic longitudinal guidance of the vehicle (100), – Based on the data regarding the first signal units (200, 210), determine whether the vehicle (100) must stop at the stop line of the first signal units (200, 210); and – If it is determined that the vehicle (100) must stop at the first signal unit (200, 210), then the vehicle (100) is made to stop automatically at the first signal unit (200, 210); and / or – If it is determined that the vehicle (100) does not need to stop at the first signal unit (200, 210), then the vehicle (100) is automatically guided longitudinally to travel through the stop line of the first signal unit (200, 210).

18. The vehicle guidance system (101) of claim 16, wherein the data relating to the first signal unit (200, 210) includes: The color of the light signal of the first signal unit (200, 210) represented by the data.

19. A method (500) for providing a driving function for automatic longitudinal guidance of a vehicle (100), wherein the method (500) comprises: – Determine data regarding a first signal unit (200, 210) located ahead in the direction of travel of the vehicle (100), wherein the data regarding the first signal unit (200, 210) includes: Map data regarding signal units in the lane network in which the vehicle (100) travels; and Environmental data about the first signal unit (200, 210) detected by one or more environmental sensors (103) of the vehicle (100); – Before reaching the first signal unit (200, 210), a decision time point and / or decision location shall be determined, and at the latest at the decision time point or decision location, a suggestion to consider the first signal unit (200, 210) shall be made to the user of the vehicle (100); – Determine whether there is a discrepancy between the characteristics of the first signal unit (200, 210) in the map data and the environmental data at the decision time point or the decision location; and – Depending on whether a contradiction is determined between the map data and the environmental data at the decision time point or the decision location, the driving function is operated in automatic or manual mode at the first signal unit (200, 210); wherein in the automatic longitudinal guidance of the vehicle (100), the first signal unit (200, 210) is automatically considered in the automatic mode, and in the manual mode the first signal unit (200, 210) is considered only after user confirmation of the vehicle (100).

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