Method and device for accelerating a vehicle at a signal unit

Abstract

The invention relates to a device for accelerating a vehicle in the range of a speed control during driving towards a forward signal unit. The device is designed to determine that the actual driving speed of the vehicle falls below the target driving speed of the speed control when the vehicle is driven towards the front signal unit. The device is further designed to ascertain distance information relating to the distance of the signal unit in front of the vehicle and to enable acceleration of the vehicle with an acceleration value relating to the distance information in the range of the speed control to the target driving speed.

Description

Technical Field

[0001] The invention relates to a device and a corresponding method for operating a driving function of a vehicle, in particular a speed control of the vehicle, at a signal unit. Background Art

[0002] The vehicle may have one or more driving functions which support the driver of the vehicle with respect to the guidance of the vehicle, in particular with respect to the longitudinal guidance and / or lateral guidance of the vehicle. An exemplary driving function for supporting the longitudinal guidance of the vehicle is an adaptive cruise control (ACC) function, which can be used to guide the vehicle longitudinally with a determined set or target speed and / or at a determined set or target distance to a preceding vehicle travelling in front of the vehicle. The driving function can also be used in conjunction with signal elements, in particular traffic lights, at traffic intersections, such as crossroads, in order to achieve automatic longitudinal guidance, such as automatic deceleration, at the signal elements. Summary of the invention

[0003] The invention is based on the technical object of increasing the comfort of a driving function for automatic longitudinal guidance of a vehicle at a signal unit in a safe manner.

[0004] This object is achieved by each independent claim. Advantageous embodiments are further described in the dependent claims. It should be noted that the additional features of the dependent claims of the independent claim can form a separate invention independent of the combination of all features of the independent claim without the features of the independent claim or only in combination with a subset of the features of the independent claim, which invention can become the subject of an independent claim, a divisional application or a subsequent application. This applies in the same way to the technical teachings described in the description, which can form an invention independent of the features of the independent claim.

[0005] According to one aspect, a device is described for accelerating a (motor) vehicle within the scope of speed regulation when driving towards a signal unit ahead (e.g. a light signal device, such as a traffic light or a traffic sign). The speed regulation can be part of a driving function, in particular an ACC driving function. The speed regulation can be implemented when the vehicle is free-running (without a preceding vehicle arranged directly in front of the vehicle). In this case, the driving speed can be regulated to a target driving speed (determined by a user of the vehicle).

[0006] The signal unit may include, in particular, a traffic light. The device may be designed to take into account the signal unit, in particular the signal state (e.g. color) of the signal unit, in the automatic longitudinal guidance of the vehicle. The device may, for example, be designed to enable, as a function of the signal state of the signal unit, the vehicle to be automatically guided longitudinally past the signal unit by adjusting the speed to a target driving speed (when the signal state (e.g. green) indicates that the vehicle is free to travel at the intersection). On the other hand, the device may be designed to automatically decelerate the vehicle until it stops at the stop position of the signal unit (when the signal state (e.g. yellow or red) indicates that the vehicle must stop at the signal unit).

[0007] The device is designed to determine that the actual driving speed of the vehicle is below the target driving speed of the speed control when driving towards the signal unit ahead (for example, 10% or more below the target driving speed). This situation may exist in particular when the speed control is activated. Within the scope of the speed control, an acceleration with a certain standard value is usually implemented in order to adjust the driving speed of the vehicle, in particular to the target driving speed. The standard value may be related to the difference between the actual driving speed and the target driving speed (and usually increases as the difference increases).

[0008] Therefore, in particular in the case of a relatively large difference between the actual driving speed and the target driving speed, a relatively strong acceleration of the vehicle may occur, which may be perceived as uncomfortable by the vehicle user when driving towards the signal unit ahead (especially when the signal unit is not far from the vehicle).

[0009] The device is also designed to determine distance information related to the (temporal and / or spatial) distance between the preceding signal unit and the vehicle. In particular, the distance can be determined as the travel time in seconds and / or the travel distance in meters.

[0010] The distance information can be determined based on sensor data from one or more environmental sensors of the vehicle (eg, cameras and / or lidar sensors) and / or based on a digital map of the road network that the vehicle is traveling on. The data can also be used to identify signal units ahead.

[0011] The device is also designed to accelerate the vehicle within the range of the speed regulation to the target driving speed using an acceleration value, which acceleration value is related to the distance information. In other words, the speed can also be regulated to the (adjusted) target speed. However, the acceleration used within the range of the speed regulation and / or the maximum permissible acceleration within the range of the speed regulation may be related to the distance information.

[0012] The acceleration value of the acceleration can increase with increasing distance and / or decrease with decreasing distance. The device can be designed, for example, to determine, based on the distance information, that the distance is equal to or less than a (predefined) distance threshold. In response to the determination, a value of the acceleration that is reduced relative to the acceleration standard value used within the scope of the speed regulation can be achieved.

[0013] Thus, the acceleration used within the scope of speed control in free travel can be adjusted according to the (temporal and / or spatial) distance to the preceding signal unit. Thus, the comfort of the user can be increased (especially when speed control is activated).

[0014] The acceleration used within the scope of speed control, which represents, for example, a controlled variable of a speed control loop, can be adjusted as a function of a control error, wherein the control error can be related to or can correspond to the difference between the actual driving speed and the target driving speed. The value of the acceleration of the vehicle can be ascertained as a controlled variable by the speed controller. The value of the acceleration is usually related to the control error and usually increases as the control error increases.

[0015] Within the scope of the speed control, a maximum value for the acceleration can be determined so that this maximum value cannot be exceeded (even in the presence of relatively large control errors). In normal operation of the speed controller, the maximum value can correspond to a certain standard maximum value.

[0016] The device can be designed to determine and / or adjust a maximum value of the acceleration of the vehicle used within the scope of speed regulation based on the distance information, in particular so that the maximum value of the acceleration increases with increasing distance and / or decreases with decreasing distance. The device can be designed, for example, to determine based on the distance information that the distance is equal to or less than a (predefined) distance threshold. In response to the determination, a maximum value of the acceleration that is reduced relative to a standard maximum value of the acceleration used within the scope of speed regulation can be used.

[0017] Selectively reducing the maximum permissible value of the acceleration of the vehicle within the scope of the speed control as a function of the distance information can provide a particularly comfortable driving function when approaching the signal unit.

[0018] The device can be designed to determine that the actual driving speed falls below the target driving speed due to the activation of the speed control.

[0019] For example, a user input of a vehicle user on a user interface of the vehicle can be detected so that the speed regulation should be activated (at a specific initial position). Then, based on the detected user input, it can be determined in a reliable manner that the actual driving speed is lower than the target driving speed due to the activation of the speed regulation.

[0020] Alternatively or in addition, the device can be designed to detect that the vehicle (in the initial position) changes from following driving with distance control to the vehicle ahead to free driving with speed control (for example because the vehicle ahead has left the road on which the vehicle is traveling). This can be detected based on sensor data of one or more surrounding sensors. It can then be determined based on the detected change from distance control to speed control that the actual driving speed is below the target driving speed due to the activation of speed control.

[0021] Only when it is determined that the actual driving speed is below the target driving speed due to the activation of the speed control can the acceleration value of the vehicle acceleration be determined, if necessary, based on the distance information. The distance-dependent adjustment of the acceleration value of the speed control can thus be limited to the activation phase of the speed control. As a result, the comfort of the user can be further improved.

[0022] The device can be designed to determine whether the speed control (or driving function) is to be operated in an automatic mode, in which the signal unit ahead is automatically taken into account in the longitudinal guidance of the vehicle, or in a manual mode, in which the signal unit ahead is only taken into account in the longitudinal guidance of the vehicle after the vehicle user has accepted the proposal.

[0023] The device can be designed, for example, to output a proposal to the vehicle user via a user interface of the vehicle (in manual mode) to take into account the signal unit ahead, in particular the signal state of the signal unit ahead, within the scope of the vehicle's speed control. The user can then accept or reject the proposal by means of a user input. On the other hand, in automatic mode, the signal unit can be taken into account automatically without asking the user.

[0024] Thus, the device described in this document can be designed to adjust the acceleration value of the acceleration used within the scope of speed control as a function of the distance information of the signal unit ahead, even when the signal unit has not yet been taken into account in the automatic longitudinal guidance of the vehicle. As a result, the time period for accepting the proposal to take the signal unit into account can be extended for the user. As a result, the comfort of the driving function can be increased.

[0025] As already mentioned above, the speed control described in this document can be implemented within the scope of a driving function which is designed to automatically guide the vehicle longitudinally at a signal unit and / or in conjunction with a signal unit. In this case, the driving function can be designed according to SAE Level 2. In other words, the driving function can provide automated driving and / or driving assistance (with regard to longitudinal guidance) according to SAE Level 2, if necessary. The driving function can be limited to the longitudinal guidance of the vehicle. During the operation of the driving function, the lateral guidance of the vehicle can be provided manually by the driver, if necessary, or by another and / or separate driving function (e.g. lane keeping assistance).

[0026] Within the scope of the driving function, the vehicle can be automatically guided longitudinally according to a set or target speed and / or according to a set or target distance to a front vehicle traveling (directly) in front of the vehicle. For this purpose, the driving function can provide a speed regulator as described in this document, by which the actual driving speed of the vehicle is adjusted, in particular adjusted, according to the set or target speed. Alternatively or supplementarily, a distance regulator can be provided, by which the actual distance between the vehicle and the front vehicle is adjusted, in particular adjusted, according to the set or target distance. If there is no relevant front vehicle or if the front vehicle travels faster than the set or target speed, the driving speed of the vehicle can be adjusted. Alternatively or supplementarily, if the front vehicle travels slower than the set or target speed, the distance between the vehicle and the front vehicle can be adjusted. Therefore, the driving function can be designed to provide an adaptive cruise control (ACC) driver assistance function.

[0027] The vehicle may include a user interface for interacting with a user of the vehicle, in particular the driver. The user interface may include one or more operating elements that enable the user to determine a set or target speed and / or a set or target distance. Alternatively or additionally, one or more operating elements enable the user to confirm a set and / or target speed determined in advance and / or a set and / or target distance determined in advance of the vehicle for the operation of the driving function. One or more operating elements may be configured to be manipulated with the driver's hands and / or fingers. Alternatively or additionally, one or more operating elements may be arranged on a steering device of the vehicle (in particular a steering wheel or a steering bracket).

[0028] Furthermore, the driving function can be designed to take into account one or more signal units on a road (especially a street) and / or a driving route traveled by the vehicle in the automatic longitudinal guidance. The signal unit can be provided to determine the right of way at an intersection (especially a crossroad) of a road network traveled by the vehicle. The determination of the right of way can be changed over time (for example in a light signal system with one or more different signal groups (each with one or more signal generators) for one or more different driving directions of the vehicle at the intersection, such as in a traffic light system) or be fixedly preset (for example in a traffic sign, such as a stop sign).

[0029] During the operation of the driving function, data relating to the signal units ahead in the direction of travel of the vehicle (at the intersection) can be determined. The data can include map data relating to the signal units and / or intersections in the road network that the vehicle is traveling through. The map data (i.e. the digital map) can each include one or more attributes of the individual signal units. The one or more attributes of the signal units can represent or include:

[0030] the type of signalling unit, in particular whether the signalling unit is a light signalling device or a traffic sign; and / or

[0031] the number of different signal groups for different directions of travel and / or for different lanes (and the number of signal generators per signal group) of a signal unit at an intersection of the road network at which the signal unit is arranged or with which the signal unit is associated; and / or

[0032] The location of the signal unit and / or the stop line of the signal unit within the road network (eg GPS coordinates); and / or

[0033] the relative distance of the stop line from the associated signal unit; and / or

[0034] • The relative distance and / or relative arrangement between the individual signal generators of the signal unit.

[0035] The driving function can be designed to determine the actual position of the vehicle within the road network (e.g., current GPS or GNSS coordinates) using a position sensor of the vehicle (e.g., a GPS or GNSS receiver) and / or using an odometer. With the aid of map data, a (e.g., next) signal unit on the vehicle's driving route or at the entrance to an upcoming intersection can be identified. In addition, one or more map attributes associated with the identified signal unit can be determined.

[0036] Alternatively or in addition, the data related to the signal unit in front of the vehicle in the direction of travel (at the intersection) may include environmental data related to the signal unit, or may be obtained based on the environmental data. The 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 data may be designed to detect sensor data (i.e., environmental data) related to the environment in front of the vehicle in the direction of travel.

[0037] The driving function can be designed to recognize, based on environmental data (in particular based on sensor data of a camera), that a signal unit is arranged in front of the vehicle in the direction of travel. For this purpose, for example, an image analysis algorithm can be used. In addition, the driving function can be designed to determine the type of the signal unit (for example a light signal device or a traffic sign) based on the environmental data. In addition, the driving function can be designed to determine, based on the environmental data, a (signal) state of the signal unit related to the permission to pass through the intersection associated with the signal unit. In particular, the color (green, yellow or red) of one or more signal groups of the light signal device can be determined.

[0038] The driving function can be designed to take into account the identified signal unit in the automatic longitudinal guidance of the vehicle. In particular, the driving function can be designed to determine whether the vehicle must stop at the signal unit, in particular at the parking position of the signal unit, based on data related to the identified signal unit, in particular based on the color of the light signal or signal group of the signal unit represented by the data. For example, it can be recognized that the vehicle must stop because the signal group related to the vehicle is red. Alternatively, it can be recognized that the vehicle does not have to stop because the signal group related to the vehicle is green. In another example, it can be recognized that the vehicle must stop because the signal unit is a stop sign.

[0039] The driving function can also be designed to automatically stop the vehicle at the identified signal unit if it is determined that the vehicle must stop at the signal unit. For this purpose, an automatic deceleration process (until standstill) can be implemented. In this case, the vehicle can be automatically guided to the parking position of the signal unit or in front of it. In the automatic deceleration process, one or more wheel brakes (for example one or more friction brakes or one or more recuperation brakes) can be automatically activated by the driving function in order to decelerate the vehicle (until standstill). The time course of the resulting deceleration can be related to the available braking distance until the identified signal unit is reached.

[0040] Alternatively or additionally, the driving function can be designed to automatically guide the vehicle longitudinally past the identified signal unit, in particular to guide the vehicle longitudinally past the parking position of the signal unit, if it is determined that the vehicle does not have to stop at the signal unit. In this case, the speed and / or distance control can continue to be carried out according to a set or target speed and / or according to a set or target distance to the vehicle ahead.

[0041] The driving function can therefore be designed to provide the ACC driving function taking into account the signal unit. In this document, the driving function is also referred to as the city cruise control (UCC) driving function.

[0042] Within the scope of this document, the term "automatic driving" can be understood as driving with automatic longitudinal or lateral guidance or autonomous driving with automatic longitudinal and lateral guidance. For example, automatic driving can be longer driving on the highway, or time-limited driving within the scope of parking or maneuvering. The term "automatic driving" includes automatic driving with any degree of automation. Exemplary degrees of automation are assisted driving, semi-automatic driving, highly automated driving or fully automated driving. The degree of automation is defined by the German Federal Institute for Transport Research (BASt) (see BASt publication "Forschungkompakt", 2012 / 11 issue). In assisted driving, the driver continuously performs longitudinal or lateral guidance, and the system assumes the corresponding other functions within certain limits. In semi-automatic driving (TAF), the system assumes longitudinal and lateral guidance within a certain period of time and / or under certain conditions, wherein the driver must continuously monitor the system as in assisted driving. In highly automated driving (HAF), the system assumes longitudinal and lateral guidance within a certain period of time, and the driver does not have to continuously monitor the system; however, the driver must be able to assume vehicle guidance within a certain period of time. In fully automated driving (VAF), the system can automatically handle driving in all situations in a specific application; a driver is no longer required in this application. The four degrees of automation mentioned above correspond to SAE levels 1 to 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. In addition, in SAE J3016, SAE level 5 is also set as the highest degree of automation that is not included in the definition of BASt. SAE level 5 corresponds to unmanned driving, in which the system can automatically handle all situations throughout the entire journey like a human driver; a driver is usually no longer required. The aspects described in this document relate in particular to driving functions or driving assistance functions formed according to SAE level 2.

[0043] According to a further aspect, a (street) motor vehicle, in particular a passenger car or a truck or a bus or a motorcycle, is described, which comprises the device described in this document.

[0044] According to another aspect, a method for accelerating a vehicle within the scope of a speed regulation when traveling toward a signal unit ahead is described. The method comprises determining that, when traveling toward the signal unit ahead, the actual driving speed of the vehicle is lower than a target driving speed for the speed regulation (and that the speed difference is due to a recent activation of the speed regulation).

[0045] The method further comprises determining distance information related to the distance of the preceding signal unit from the vehicle and accelerating the vehicle to a target driving speed (determined by a vehicle user) within the scope of speed control using an acceleration value related to the distance information.

[0046] According to another aspect, a software (SW) program is described. The software program can be designed to be executed on a processor (for example on a control unit of a vehicle) and thereby to carry out the method described in this document.

[0047] According to another aspect, a storage medium is described. The storage medium may include a software program designed to be executed on a processor and thereby to perform the method described in this document.

[0048] It should be noted that the methods, devices and systems described in this document can be used not only alone, but also in combination with other methods, devices and systems described in this document. In addition, any aspects of the methods, devices and systems described in this document can be combined with each other in a variety of ways. In particular, the features of the claims can be combined with each other in various ways. In addition, the functions listed in brackets should be understood as optional functions. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] The present invention is described in detail below with reference to examples.

[0050] Figure 1 Exemplary components of a vehicle are shown;

[0051] Figure 2a An exemplary optical signal device is shown;

[0052] Figure 2b An exemplary traffic sign is shown;

[0053] Figure 3a An exemplary driving situation is shown;

[0054] Figure 3b Shown in Figure 3a An example speed profile of a vehicle in the driving condition shown; and

[0055] Figure 4 A flow chart of an exemplary method for accelerating a vehicle at a signal unit is shown. DETAILED DESCRIPTION

[0056] As explained at the outset, the present document relates to improving the comfort of driving functions, in particular driver assistance systems, of a vehicle in conjunction with signal units at intersections of roads traveled by the vehicle. In particular, the present document relates to enabling comfortable and safe speed regulation at signal units.

[0057] Figure 11 shows exemplary components of a vehicle 100. The vehicle 100 includes one or more environmental sensors 102 (e.g., one or more image cameras, one or more radar sensors, one or more lidar sensors, one or more ultrasonic sensors, etc.), each of which is designed to detect environmental data related to the environment of the vehicle 100, in particular related to the environment in front of the vehicle 100 in the driving direction. In addition, the vehicle 100 includes one or more actuators 103, which are designed to influence the longitudinal and / or transverse guidance of the vehicle 100. Exemplary actuators 102 are: brake system, drive motor, steering device, etc.

[0058] The (control) device 101 of the vehicle 100 may be designed to provide a driving function, in particular a driving assistance function, based on sensor data of one or more environmental sensors 102 (i.e. based on environmental data). For example, obstacles on the driving path of the vehicle 100 may be detected based on the sensor data. The device 101 may then control one or more actuators 103 (e.g. brake systems) to automatically decelerate the vehicle 100 and thereby prevent the vehicle 100 from colliding with the obstacle.

[0059] In addition to the vehicle ahead, one or more signal elements (e.g., light signal systems and / or traffic signs) on the road or street that the vehicle 100 is traveling on may also be taken into account within the scope of the automatic longitudinal guidance of the vehicle 100. In particular, the signal states of the light signal systems or traffic light systems may be taken into account, so that the vehicle 100 automatically decelerates to the stop position of the traffic light at a red light in relation to its own (planned) driving direction and / or accelerates (if necessary again) at a green light.

[0060] Figure 2a An exemplary optical signal device 200 is shown. Figure 2a The light signal 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 arrow 202 and therefore indicates that the signal generator 201 is suitable for turning left. The two middle signal generators 201 have an upward arrow 202 (or no arrow 202) and therefore indicate that the two signal generators 201 are suitable for going straight. The individual light signs of the two signal generators 201 form a signal group. In addition, the right signal generator 201 has a right arrow 202 and therefore indicates that the signal generator 201 is suitable for turning right.

[0061] Figure 2bAn exemplary stop sign is shown as a traffic sign 210, by which the right of way is regulated at a traffic intersection, in particular a crossroad. The (control) device 101 of the vehicle 100 may be designed to recognize a traffic sign 210 relevant to the travel of the vehicle 100 on a street or road on which the vehicle 100 is traveling, based on sensor data of one or more environment sensors 102 (i.e. based on environment data) and / or based on digital map information (i.e. map data).

[0062] The device 101 of the vehicle 100 can be designed to provide automatic longitudinal guidance of the vehicle 100 in urban areas. This driving function can be called a city cruise control (UCC) driving function. In this case, the driving function can be provided in an automatic mode (aUCC) and / or a manual mode (mUCC). In this case, it is possible for the driver to determine whether the driving function should be run in automatic mode or manual mode via the user interface 107 of the vehicle 100.

[0063] The device 101 of the vehicle 100 can be designed to detect a signal unit 200, 210 ahead on the driving route of the vehicle 100 based on environmental data from one or more environmental sensors 102 and / or based on map data related to the road network traveled by the vehicle 100 (in combination with position data from the position sensor 106 of the vehicle 100). In the manual mode of the UCC driving function, a suggestion or request as to whether the signal unit 200, 210 should be taken into account in the automatic longitudinal guidance of the vehicle 100 can be output via the user interface 107. The driver of the vehicle 100 can then accept or reject or ignore the suggestion, for example by operating an operating element of the user interface 107. On the other hand, in the automatic mode of the UCC driving function, the identified signal unit 200, 210 can be taken into account in the automatic longitudinal guidance of the vehicle 100, if necessary, automatically (i.e. without any required feedback from the driver).

[0064] If the detected signal units 200, 210 are taken into account in the automatic longitudinal guidance of the vehicle 100, an automatic deceleration can be implemented (depending on the type and / or (signal) state of the signal units 200 and 210) in order to automatically bring the vehicle 100 to a standstill (for example at a red light or at a stop sign). In addition, an automatic start of the vehicle 100 can be implemented (for example after a change in the (signal) state of the signal units 200, 210, for example after a change to green). Subsequently, the vehicle 100 can be automatically accelerated again to the target speed (taking into account a determined minimum distance or target distance to the vehicle ahead).

[0065] Utilizing the UCC driving function thus enables the driver of the vehicle 100 to use the ACC driving function also on streets having one or more signal units 200 , 210 (without having to deactivate and reactivate the ACC function at each signal unit 200 , 210 , respectively).

[0066] What may happen is that, Figure 3a and Figure 3b As shown by way of example in FIG. 1 , vehicle 100 is traveling toward signal unit 200 , 210 and has an actual speed 311 that is less than a target speed 312 of the driving function, although vehicle 100 is in free travel. This situation may occur, for example, if a user of vehicle 100 activates a driving function while vehicle 100 is traveling on road 300 toward signal unit 200 , 210 . Alternatively, this situation may occur if vehicle 100 initially travels behind a (slower-moving) vehicle ahead in following travel and the vehicle ahead leaves road 300 (e.g. turns into an entrance).

[0067] Thus, control device 101 of vehicle 100 can detect that vehicle 100 is in free travel (without a preceding vehicle) in an activated driving function and has an actual speed 311 that is (significantly) less than target speed 312 of a speed controller of the driving function. Vehicle 100 can then be accelerated using a (relatively high) standard acceleration of the speed controller in order to adjust driving speed 310 of vehicle 100, in particular to target speed 312. However, this can lead to a situation in which vehicle 100 is accelerated with a relatively high standard acceleration, although vehicle 100 is supposed to stop at stop position 302 of a preceding signal unit 200, 210. This can lead to an uncomfortable situation for a user of the driving function. In particular, by using a relatively high standard acceleration, the available duration for a user of vehicle 100 to select a signal unit 200, 210 in the manual mode of the driving function can be reduced.

[0068] (Control) device 101 may be designed to determine distance information relating to distance 305 between initial position 301 of vehicle 100 (when speed control is activated) and stop position 302 of signal unit 200, 210. Initial position 301 may correspond to a position of vehicle 100 at which it can be recognized that a free-running situation of vehicle 100 exists and vehicle 100 should therefore be accelerated to target speed 312.

[0069] Then, the value of acceleration can be obtained based on the distance information. Here, the value of acceleration can increase as the distance 305 increases. For example, if the distance 305 is greater than a specific distance threshold, then the acceleration standard value can be used. On the other hand, if the distance 305 is equal to or less than the distance threshold, then a value of acceleration that is reduced compared to the standard value can be used.

[0070] Figure 3b A speed curve 321 is shown for the speed 310 of the vehicle 100 when using the acceleration standard value. Figure 3b A speed curve 322 is shown when using a reduced value for acceleration. The reduced value for acceleration extends the time period until vehicle 100 reaches decision point 303, at which the driver must decide at the latest whether the preceding signal unit 200, 210 should be taken into account in the operation of the driving function. The comfort of the driver of vehicle 100 can thus be increased.

[0071] For example, it may happen that vehicle 100 is operated with deactivated driving functions, in particular with deactivated distance and / or speed regulators. The driver of vehicle 100 is usually not informed of the signal units 200, 210 ahead. In particular, the signal units 200, 210 ahead are usually not taken into account in the longitudinal guidance of vehicle 100.

[0072] As soon as the driver activates a driving function, a signal unit 200, 210 ahead is detected and / or displayed, if necessary, which should be taken into account in the longitudinal guidance (e.g. due to the signal state). The driver can then select the detected signal unit (if the driving function is running in manual mode). At the same time, however, it can result in vehicle 100 accelerating with a standard value in order to adjust vehicle 100 to a target speed 312 in the free-running situation. Depending on distance 305 and actual driving speed 311 of vehicle 100, a relatively fast acceleration towards a signal unit 200, 210 ahead reduces the available time period for the driver to accept the offer of the driving function.

[0073] The device 101 described in this document can be designed to achieve a dynamic reduction of the vehicle 100 (compared to a standard value) in the case where the driving function is activated and the relevant signal unit 200, 210 has been detected, by which a relatively strong acceleration to the set free-running target speed 312 is avoided. For example, 0.2 m / s 2 The upper limit of acceleration is 1m / s instead of 1m / s 2 By means of this measure, even in the case of relatively close signal units 200 , 210 , the driver is still able to accept the manual proposal in good time to take signal units 200 , 210 into account.

[0074] Figure 4 A flow chart of a (possibly computer-implemented) method 400 for accelerating (motor) vehicle 100 within the scope of speed control (in particular within the scope of a UCC driving function) when driving towards a preceding signal unit 200 , 210 is shown.

[0075] Method 400 includes determining 401 that actual driving speed 311 of vehicle 100 is lower than target driving speed 312 of speed control when driving towards a signal unit 200, 210 ahead. For example, it can be determined that at initial position 301 of vehicle 100 actual driving speed 311 is lower than target speed 312. Furthermore, it can be determined, if necessary, that the speed difference is attributable to activation (realized at initial position 301) of speed control (in particular UCC driving function).

[0076] The method 400 further comprises determining 402 distance information relating to a distance 305 of (the stopping position 302 of) the signal unit 200, 210 in front from the vehicle 100, in particular the initial position 301 of the vehicle 100. In this case, the distance information can represent a temporal and / or spatial distance 305 (i.e., a driving route) from the signal unit 200, 210. The temporal distance is generated here by the driving route and the driving speed 310 of the vehicle 100. The distance information can in particular represent that the signal unit 200, 210 is arranged at a distance 305 from the vehicle 100 that is equal to or less than a predefined distance threshold.

[0077] Furthermore, method 400 includes implementing 403 an acceleration of vehicle 100 using an acceleration value associated with the distance information, in particular using a maximum possible acceleration value, within the range of speed regulation to target driving speed 312 (determined by the vehicle user). Here, the acceleration value can decrease as distance 305 decreases or increase as distance 305 increases.

[0078] In other words, the speed of vehicle 100 can be adjusted to target speed 312. Here, the difference between the corresponding actual speed 311 and the target speed 312 can be determined as a control error. The acceleration of vehicle 100 can be implemented as a control variable. However, the acceleration value of the acceleration can be limited to a value related to the distance information.

[0079] By means of the measures described in this document, the comfort of a driving function for automatic longitudinal guidance can be increased in a safe manner at signaling units 200 , 210 .

[0080] The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and drawings are intended only to illustrate the principles of the proposed methods, devices and systems.

Claims

1. A device (101) for accelerating a vehicle (100) within the scope of speed regulation when driving towards a signal unit (200, 210) ahead, wherein: The device (101) is designed to: - determining that the actual driving speed (311) of the vehicle (100) when driving towards the front signal unit (200, 210) is lower than the target driving speed (312) of the speed regulation, - obtaining distance information related to the distance (305) of the front signal unit (200, 210) from the vehicle (100), and - within the scope of the speed regulation to the target driving speed (312), the vehicle (100) is accelerated using the acceleration value that is dependent on the distance information.

2. The device (101) according to claim 1, wherein: The device (101) is designed to increase the acceleration value of the acceleration as the distance (305) increases and / or to decrease the acceleration value of the acceleration as the distance (305) decreases.

3. The device (101) according to any one of the preceding claims, wherein: The device (101) is designed to: - determining, based on the distance information, that the distance (305) is equal to or less than a distance threshold; and In response to the determination, a value of the acceleration is implemented which is reduced relative to a standard value of the acceleration used within the scope of the speed regulation.

4. The device (101) according to any one of the preceding claims, wherein: The device (101) is designed to: - determining that the actual driving speed (311) is lower than the target driving speed (312) due to the activation of the speed regulation; and - in particular, an acceleration value for the acceleration of the vehicle (100) is determined based on the distance information only when it is determined that the actual driving speed (311) is below the target driving speed (312) due to the activation of the speed control.

5. The device (101) according to claim 4, wherein: The device (101) is designed to: - detecting a user input by a user of the vehicle (100) on a user interface (107) of the vehicle (100) such that the speed regulation should be activated; and - Based on the detected user input, determining that the actual driving speed (311) is lower than the target driving speed (312) due to the activation of the speed regulation.

6. The device (101) according to any one of claims 4 to 5, wherein: The device (101) is designed to: - determining that the vehicle (100) changes from following driving with distance regulation to the vehicle ahead to free driving with speed regulation, in particular because the vehicle ahead leaves the road (300) on which the vehicle (100) is traveling; and - based on the detected change from distance control to speed control, it is determined that the actual driving speed (311) is below the target driving speed (312) due to the activation of the speed control.

7. The device (101) according to any one of the preceding claims, wherein: The device (101) is designed to determine a maximum value of the acceleration of the vehicle (100) used within the scope of the speed regulation based on the distance information, in particular to increase the maximum value of the acceleration as the distance (305) increases and / or decrease as the distance (305) decreases.

8. The device (101) according to any one of the preceding claims, wherein: The device (101) is designed to: - determining whether the speed regulation is to be operated in an automatic mode, in which the signal unit (200, 210) in front is automatically taken into account in the longitudinal guidance of the vehicle (100), or in a manual mode, in which the signal unit (200, 210) in front is only taken into account in the longitudinal guidance of the vehicle (100) after the user of the vehicle (100) has accepted a proposal; and - In particular, an acceleration value for the acceleration of the vehicle (100) is ascertained as a function of the distance information only when the speed control is operated in the manual mode.

9. The device (101) according to any one of the preceding claims, wherein: The device (101) is designed to: - outputting a proposal to a user of the vehicle (100) via a user interface (107) of the vehicle (100) to take into account the preceding signal unit (200, 210), in particular the signal state of the preceding signal unit (200, 210), within the scope of the speed regulation of the vehicle (100); and - in response to accepting the proposal, according to the signal state of the signal unit (200, 210), - the vehicle (100) adjusts its speed to the target driving speed (312) automatically guided longitudinally past the signaling unit (200, 210); or - the vehicle (100) is automatically decelerated until it stops at the stop position (302) of the signal unit (200, 210).

10. The device (101) according to any one of the preceding claims, wherein The device (101) is designed to: - based on sensor data from one or more environmental sensors (102) of the vehicle (100); and / or - based on a digital map of the road network travelled by the vehicle (100), The distance information is determined and / or the preceding signal unit is detected (200, 210).

11. A method (400) for accelerating a vehicle (100) within the scope of speed control when traveling towards a signal unit (200, 210) ahead, wherein: The method (400) comprises: - determining (401) that the actual driving speed (311) of the vehicle (100) when driving towards the front signal unit (200, 210) is lower than the target driving speed (312) of the speed regulation; - obtaining (402) distance information related to the distance (305) of the front signal unit (200, 210) from the vehicle (100); and - within the scope of the speed regulation to the target driving speed (312), an acceleration of the vehicle (100) is carried out (403) using an acceleration value that is dependent on the distance information.

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